Regional Council Roundabout - PDF Free Download

Regional Council Roundabout Information Session October 30, 2012

Regional Council Roundabout Information Session Agenda 1. Breakfast 2. Introductions / Opening Remarks 3. Know Wonder Exercise 4. History of Traffic Control 5. Motorist Safety at Roundabouts / Signals 6. Overview of Feasibility Process 7. Roundabout Driving Rules 8. Highway Traffic Act Statutes and Regulations 9. Coffee Break 10. Group Exercise: Pedestrian Crossing Challenges 11. Exercise Debrief / The AIM Technique 12. Pedestrian Safety at Roundabouts / Signals 13. Pedestrian Crossing Treatments 14. Design Features 15. Closing Remarks / Adjournment (Followed by Lunch)

Regional Council Roundabout Information Session Introductions and Opening Remarks

3. Know Wonder Exercise

4. History of Traffic Control Our roadways are evolving: Horse and buggies Production cars late 1800's Traffic Signals UK 1868, US 1912 Stop signs 1915 Yield signs 1950 Our roadways will continue to evolve: Design & Devices

4. History of Traffic Control 1903 "Gyratory" systems were adopted by the French and British in 1909 (traffic circles or rotaries)

4. History of Traffic Control Unlike modern roundabouts, traffic circles and rotaries traditionally provided entering traffic right-of-way

4. History of Traffic Control 1960 Operation problems began appearing. British realized a mandatory yield upon entry rule would help improve operational issues

4.History of Traffic Control Post 1960 British continued to refine the design. Advent of mandatory yield upon entry rule spawned era of "modern roundabouts"

4. History of Traffic Control 1990 Leif Ourston designed a 1990 Leif Ourston designed a modern roundabout in Las Vegas

4. History of Traffic Control Today estimated 3000 modern roundabouts in the United States and 200 in Canada

5. MOTORIST SAFETY AT ROUNDABOUTS

FACTS Roadways are the most dangerous public facilities 60% of all collisions occur at intersections Modern roundabouts are the safest type of at-grade intersection

New Zealand Transport Agency Review of Sft Safety of Roundabouts VS Signalized Intersections (2012) Review of safety studies clearly indicates that injury collisions have been found to be fewer in number and less severe for a roundabout than a signalized intersection in Australia, Belgium, li New Zealand, the United dstates, the Netherlands, Norway and the United Kingdom Injury reductions range from 25% 74%

Crash Reductions in the U.S. A study by the Insurance Institute of Highway Safety of 24 intersections (urban and rural) converted to roundabouts (single-lane l or multi-lane) l found a: 39% reduction in all crash types 76% reduction in injury crashes Over 90% reduction in fatal and incapacitating crashes

Crash Reductions in the U.S. NCHRP (National Cooperative Highway Research Program) Study 572 (2007) Examined 90 existing roundabouts in the United States Concluded that roundabouts reduce overall collision rates and particularly, injury crash rates

Injury Reductions in Waterloo Region Average Injury Collisions per Year at Intersections Converted to a Roundabout 4.5 ncy ion Frequen er year) 4 35 3.5 3 2.5 70% REDUCTION! Before After erage Collis (Coll. pe Ave 2 1.5 1 0.5 0 Location

Injury Reductions in Waterloo Region Arthur Street/Sawmill Road Signalized intersection averaged 4.4 injury collisions per year 7 injury collisions since roundabout opened in June 2006

Injury Reductions in Waterloo Region Fountain Street/Blair Road Stop Controlled intersection had an average of 4.2 injury collisions per year Only 1 injury collision since roundabout opened in October 2006 Prior to roundabout, this intersection was ranked in the "Top 5" of the worst intersections in the Region

Why Roundabouts are Safer

Speed Reduction Roundabouts are safer because: they reduce speeds and speed differentials, reduce the number of vehicle-vehicle (and vehicle-pedestrian) conflicts, and eliminate right-angle crashes Speeds are reduced through good geometric design Lower speeds allow more time for entering motorists to judge gaps in circulating traffic Lower speeds allow more time for all users to detect t and correct their mistakes

Roundabout Crash Types Four types of roundabout-related crashes: Entry-circulating Rear-end Single-vehicle (loss of control) Other (including exit) Crashes avoided using roundabouts: Any high-speed type Angle Opposing left turns Head-on

Why Roundabouts are Safer

Misconceptions TRAFFICSIGNALS ARE NOT A SAFETYDEVICE IN MANY CASES, INJURY COLLISIONS INCREASE AFTER TRAFFIC SIGNALS ARE IMPLEMENTED

PERCEIVED SAFETY VS ACTUAL SAFETY

QUESTIONS?

6. ROUNDABOUTS: FEASIBILITY PROCESS

REGION OF WATERLOO POLICY In April 2003 Region of Waterloo Council passed a by-law (re-confirmed in 2010) stating that roundabouts must be considered d when: A new intersection is proposed Traffic signals are warranted Improvements are planned at an existing intersection to address safety or capacity problems

What Triggers the Roundabout tplanning Process? Need for improvements at an intersection to improve safety or capacity Development-related Transportation Impact Study (TIS) Safety counter-measures program Part of a larger corridor improvements project (Class EA)

Planning Process Overview Phase 1: Initial Screening Phase 2: Feasibility (Intersection Control Study) Phase 3: Approvals

Phase 1: Initial Screening Quick assessment of feasibility of a roundabout vs other forms of traffic control based on order-ofmagnitude life-cycle cost Staff Decision: Proceed to Feasibility or Discard Roundabout as an option

Phase 2: Feasibility More detailed comparison of roundabout vs other traffic control using life-cycle cost Intersection Control Study (ICS) done by consultant Technical review of ICS by Roundabout Coordination Committee (RCC) Decision by RCC: Proceed to obtain approvals als for a roundabout or discard roundabout option

Roundabout Coordination Committee (RCC) Consists of Region staff Design and Construction Transportation ti Transportation Planning Community Planning Staff from local municipalities Regular bi-monthly meetings

Phase 3: Approvals Public consultation Staff report to Regional Council Other Class EA requirements

What is the best way to evaluate traffic control alternatives? ti Compare economic criteria i (including the societal costs of crashes) plus other qualitative criteria (traffic operations, aesthetics, emissions, land use compatibility, accessibility, etc.) 20 Year Life Cycle Cost

20 YEAR LIFE CYCLE COST 20 Year Life Cycle Cost (LCC) includes: Implementation cost; plus Maintenance cost; plus Expected societal cost of injury collisions All costs are brought to present value

20 YEAR LIFE CYCLE COST cont. Implementation cost includes: Construction cost; Property cost; Utility relocation cost Maintenance cost includes: Electricity cost for signals and lights Maintenance costs for traffic signals and landscaping Cost to replace traffic signal plant

20 Year Life Cycle Cost cont. Injury Collision Cost = expected #of injury collisions per year X 20 years X Average Cost of an Injury Collision i

Example LCC Comparison Traffic Signals Roundabout Total Construction $1,095,000 $1,262,000 Property Acquisition $140,000 000 $320,000000 Injury Crash Cost (Present Value) $905,000 $316,000 Traffic Signal Annual Maintenance and $184,000 Replacement (Present Value) Additional Street Lighting g Energy & $33,000 Maintenance (Present Value) Total Cost $2,324,000 $1,931,000

Decision cont. Why is the 20-Year Life Cycle Cost (LCC) the primary criterion? Capital Program cannot afford to install roundabouts at every location Focuses capital investment at the priority locations where the greatest collision reduction is expected Maximizes the "Collisions Reduced Per Dollar Spent"

Roundabouts Usually Preferred Any location with a high crash history At congested intersections Where there is a high proportion of turning traffic At intersections having unusual geometry To transition between high-speed rural and low-speed urban environments

Signalized Intersections Usually Preferred Where property p costs at intersection are high Where traffic platooning is critical On crest vertical curves where sightlines are limited When there are low side street traffic volumes (if safety is not a problem then semi-actuated signals may be more efficient) At 3-legged intersections ti (fewer expected injury collisions)

Life Cycle Cost Considerations Region of Waterloo uses $30,000 as the average cost of an injury collision Recent study (2007) by Transport Canada concluded the average injury collision cost in Ontario is $82,000 NCHRP 672 uses $55,000 as the cost of a nonincapacitating injury Recent survey of municipalities in Canada revealed a range of $29,000 to $161,000 (average of survey = $138,000)

Other Considerations RCC is considering including these other costs into the LCC : Cost of motorist time while delayed Cost of fuel while idling Societal cost of fatalities and property damage collisions

Questions?

7. ROUNDABOUT DRIVING RULES

Roundabouts in the Driver s Handbook

How Do I Drive a Multi-Lane Roundabout? Reduce your speed Watch for signs that help you decide what exit to take Watch for signs and road markings that help you decide what lane to enter from

How Do I Drive a Multi-Lane Roundabout? Lane Use: The following applies unless signs or road markings indicate otherwise: For a right turn, use the right entry lane For a straight through movement, use either entry lane For a left turn or U-turn, use the left entry lane

How Do I Drive a Multi-Lane Roundabout? Watch for pedestrians in the crosswalk, and be prepared to stop (expect pedestrians) Give extra space for large trucks they may need to use both lanes entering and circulating cuat Yield to traffic already in the roundabout that comes from your immediate left Enter the roundabout when there is a gap in traffic

How Do I Drive a Multi-Lane Roundabout? Do not enter and merge beside a vehicle already circulating, even if it is travelling beside the central island Travel counter-clockwise e you have the right-of-way over entering traffic Maintain your lane position in the roundabout and use your signals: For a right turn signal right keep right For a right turn, signal right, keep right and take the first exit

How Do I Drive a Multi-Lane Roundabout? For a straight through movement, signal right after you have passed the first exit, and exit directly from the lane in which you are travelling For a left turn or U-turn, signal (left on the approach) and right after you have passed the second or third exit, and exit directly from the lane in which you are travelling As you exit the roundabout watch for pedestrians in the crosswalk, and be prepared p to stop

Lane Use at a Multi-Lane Roundabout

What You Should Not Do

NOT A ROTARY

Rotary Requires Weaving in Circulatory Roadway Long parallel section between entry and exit

Driving in a Multi-Lane Roundabout No weaving: g entering drivers yield to all circulating traffic

ROUNDABOUT DRIVING RULES A ROUNDABOUT IS AN INTERSECTION!

What About Large Trucks? Give extra space for large trucks they may need to use both lanes of the roundabout A driver negotiating a roundabout in a large truck may need to use the full width of the roadway, including the apron (a mountable portion of the centre island adjacent to the roadway) if provided Large trucks may need to occupy both lanes entering and circulating in the roundabout

What About Emergency Vehicles? If you are in the roundabout when an emergency vehicle approaches, exit as normal and proceed beyond the splitter island before pulling over Do not stop inside the roundabout If you have not entered the roundabout yet, pull to the right if possible and wait until the emergency vehicle has passed

Questions

8. Highway Traffic Act (HTA) There are no specific roundabout statutes in Ontario HTA.yet. Applicable legislation. HTA 138(1) Yield right of way signs HTA 142(1) Signalling for left or right turn HTA 153(1) Highway designated for one way traffic

Highway Traffic Act Proposed HTA changes applicable to roundabouts: Dfiiti Definition of "roundabout" Update Pedestrian Crossover legislation to include (Type 2 PXO) Update definition of "traffic" to include pedestrians Will clarify driver responsibilities under Yield, stop and uncontrolled conditions, turning at intersections Duty of pedestrians update for crossovers

Highway Traffic Act Legislative Process A bill is the end result of an idea taking shape. The region and OTM Book k15 Committee are advocating ideas to enhance pedestrian right of way.

Highway Traffic Act Overview of process The idea is first reviewed by ministry staff against existing policy, public opinion and financial impact Ministry staff draft Bill Draft is reviewed by various bodies within the provincial government The draft then reviewed by the entire cabinet Only cabinet approved drafts will be introduced in to the Legislative Assembly

Highway Traffic Act First Reading Introduction into LA is considered Second Reading MPPs comment upon the principle of proposed legislation. Committee Stage detailed examination Third reading Formality speaker announces the bill has been passed. Royal Assent and Proclamation Lieutenant Governor signs on Queen's behalf

Accessibility for Ontarians Disabilities Act Accessibility for Ontarians Disabilities Act Currently the Act regulates: Accessibility standards for customer stomerservice Exemptions from reporting requirements Integrated Accessibility standards Transportation standards for service providers Standards for the built environment (including transportation facilities) are currently draft (August 2012). Must go through the legislative process.

HTA & AODA

9. Coffee Break

10. Group Exercise Pedestrian Crossing Challenges

10. Group Exercise

11. Exercise Debrief The AIM Technique

12. Pedestrian Safety Roundabouts enhance safety for pedestrians: Slower vehicular speeds Pedestrians need only watch for one direction of traffic at a time Shorter crossing distances Driver attention is not distracted by signal indications Fewer conflict points Drivers and pedestrians are more likely to be aware of each other

Pedestrian Safety Pedestrian Collisions (2007 2011) AADT 10000 25000 Locations Pedestrian Collisions Traffic Signal 246 177 Intersection Pd Pedestrian Signal 11 5 Roundabout 15 4

Pedestrian Safety Average Collisions Per Location Per Year (2007 2011) (AADT 10000 25000) 0.16 0.14 0.12 0.10 Average Collisions per location per year 0.08 0.06 0.04 0.02 0.00 Traffic Signal IPS Roundabout

Pedestrian Safety

Pedestrian Safety "Safety in Numbers"

Pedestrian Safety "Exposure and Complexity"

Pedestrian Safety Average Injury by Facility (2007-2011) Fatal 4.00 Major 3.00 Minor 2.00 Average Injury Minimal 100 1.00 None 0.00 Traffic Signal IPS Roundabout

Pedestrian Safety Pedestrian Collisions Since August 11, 2011 4.5 4 4 3.5 3 3 2.5 Franklin Boulevard at Saginaw Parkway 2 Homer Watson at Block Line 1.5 1 1 1 05 0.5 0 Collisions Total Pedestrians Hit Based on exposure and complexity, pedestrian collisions are p p y, p expected to increase if the intersection of Franklin Boulevard and Saginaw Parkway is increased in size.

Pedestrian Safety Motorist Speed Reviews Homer Watson/Block Line vs. Franklin Boulevard/Saginaw Parkway 80.0 70.0 60.0 50.0 40.0 30.00 20.0 10.0 0.0 Franklin Boulevard/Saginaw Homer Watson and Block Line

Pedestrian Safety Roundabout Roundabout Exit and dsignal Entry Signal Exit

Pedestrian Safety

Pedestrian Safety How Collisions Happen # 1 The left-turn gap

Pedestrian Safety How Collisions Happen # 2 The right-turn gap

Pedestrian Safety How Collisions Happen Crossing against the signal or red-light running

Pedestrian Safety How Collisions Happen The Careen

Pedestrian Safety

Pedestrian Crossing Controls Considerations: No Control Yield to Pedestrian Signing Flashing beacon Pedestrian Signal High-Intensity Activated Crosswalk (HAWK) Signal

Pedestrian Crossing Controls As a driver what would you do if you came across this signal light?

Pedestrian Crossing Controls As a driver what would you do if you came across this signal light? Yellow flash..

Pedestrian Crossing Controls As a driver what would you do if you came across this signal light? Solid yellow..

Pedestrian Crossing Controls As a driver what would you do if you came across this signal light? Solid red.

Pedestrian Crossing Controls As a driver what would you do if you came across this signal light? Flashing red.

Pedestrian Crossing Controls Typical sequence of a HAWK Signal.

Pedestrian Crossing Treatments No Control Advantages Minimizes delay to motorists Disadvantages No priority for pedestrians Added delay to pedestrians. Contrary to Strategic Plan

Pedestrian Crossing Controls Yield to Pedestrian Signs Advantages Provides pedestrians ROW Minimizes delay to pedestrians (2 seconds) Meets Strategic Plan Objectives Minimal delay to motorists Disadvantages Minor delay to motorists (2 seconds) The advantages are not readily apparent (e.g. pedestrian priority, minimal pedestrian and driver delay, rules easily understood, consistent treatment Regionwide)

Pedestrian Crossing Controls Flashing Beacon Advantages Enhances the sign when used Disadvantages May not be used, especially students Does not provide ROW Provides mixed message to driver. (what if not activated?) Conditions driver to look for sign rather than pedestrian False pedestrian security?

Pedestrian Crossing Controls Flashing Beacon Will it be used?

Pedestrian Crossing Controls Pedestrian Signals Why don't I get a light? Hmmm. No signal no stop?? When is this light going to turn? Advantages Clearly assigns ROW Disadvantages Delay to pedestrians Delay to motorists May not be used, especially by students Unlike sign takes ROW away from pedestrian Conditions driver to look for signals rather than pedestrian Where do you use (1 leg 4 legs) Degrades presence of yield sign

Additional Pedestrian Crossing Treatments Other pedestrian crossing treatment under consideration: Crossing Guards effect on pedestrian behaviour is questionable Raised Crosswalks Have been used in other countries successfully, require clear install guidelines Traffic Signals Where excessive pedestrian delay is experienced (e.g. >200 pedestrians delayed >10 seconds as per Ontario Traffic Manual) Pilot programs for visually impaired

Pedestrian Safety

14. DESIGN FEATURES

DESIGN FEATURES Common commentsaboutregion roundabouts: "roundabouts aretoo small; they aremuch bigger in Europe"; "landscaping in the centre island makes it dangerous; I can't see through to the other side"; "the pedestrian crosswalks are too close to the roundabout"

"roundabouts are too small; they are much bigger in Europe"

SPEED REDUCTION APPROACH ALIGNMENT DIAMETER

Achieving Speed Control

US Roundabout Informational Guide Roundabout Diameters Single lane 40 55m Double lane 50 67m Triple lane 67 91m All i l db t fll ithi th All regional roundabouts fall within the above ranges

"landscaping in the centre island makes it dangerous; I can't see through to the other side"

Landscaping at Roundabouts Excessive sight distance should be avoided because it can lead to high vehicle speeds, especially at the entries Landscaping can be used to restrict sight distance at the entries and through h the central island Central island landscaping also makes a roundabout more visible, especially at night

Landscaping in the Central Island Landscaping around the outside of the central island should be low in height in accordance with sightline requirements Landscaping in the middle should be high enough to screen traffic on the other side and prevent a see through h problem It should not pose a hazard to errant motorists

See Through Problem

Hazard in Central Island

What A Driver Needs To See

Central Island Landscaping

"the pedestrian crosswalks are too close to the roundabout"

Crosswalk Placement Mostroundabout design guides recommend pedestrian crosswalk placement within 1 2 car lengths from the circulatory roadway UK standards dictate that all pedestrian crossings be located within 5m and 20m fromthecirculatory roadway

Crosswalk Placement Recent study by the New Zealand Transport Agency revealed that more pedestrian collisions were occurring at pedestrian crossings that were located far away from the roundabout, in part due to higher vehicle speeds The report recommended: pedestrian crossings be located no more than 20 metres from the circulatory roadway

Questions?

Closing Remarks