Region of Waterloo- TAC –Canadian Roundabouts

Design Guide
Design Exceptions

Implementation

This document is effective as of February 1, 2019. Revisions will be revisited and

updated on an annual basis or as required.

Background

The Region of Waterloo (Region) has been implementing Roundabouts since 2003. The
Region has also established a Roundabout Coordination Committee (RCC) whose
mandate is to review all proposed roundabout locations and recommend what
intersection type is most appropriate for the location. The RCC meets multiple times per
year and is made up of staff from various departments at the Region of Waterloo,
(Design & Construction, Transportation, Operations, Corridor Management and
Planning) staff from the Cities of Cambridge, Kitchener, Waterloo, and the Townships.
The decisions the RCC makes are based on Life Cycle Cost Analysis (LCCA), but will
also consider other factors such as: gateway features; speed reduction; and
roundabouts in corridors before providing a recommendation. A roundabout will be
considered even if the LCCA of the roundabout exceeds the cost of traffic signals by up
to 50%.

Policy

Effective immediately for the planning and design of roundabouts on Region of Waterloo
roads, use TAC’s CRDG- January 2017 along with the following Region Design
Exceptions listed below. Please note the Region reserves the right for final decision on
all design, signage, pavement markings and implementation of roundabouts on all
Regional roads.

Notification

Please notify Mr. Marcos Kroker, P. Eng. Head, Transportation Expansion Program,
mkroker@regionofwaterloo.ca or 519-575-4750 of any comments, noted omissions or
errors in these documents.

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Design Exceptions

Chapter 1 – Introduction

1.4.3.1 - Turbo roundabouts are not considered appropriate for use in the Region of
Waterloo due to the inclusion of mountable lane dividers which place undue risk to
motorcycles and motorized scooters. There are also safety concerns with winter
maintenance.

Chapter 2 – Considerations in Roundabout Application

2.3.5 - Transit Vehicles 3rd Paragraph – The Region of Waterloo does not encourage
use of bus bays in their roadways.

Bus stop locations – It is the Region’s preference to locate GRT bus stops at the far
side of intersections. Left turning routes need special consideration to allow buses room
to manoeuvre and change lanes.

2.2.2 Care should be taken in situations where there are known visually impaired users.

Chapter 3

Fig. 3.1 Stage 1 Screening Phase- The Region has our own Screening Tool and Traffic
Flow Worksheet (both available on our website) to help determine feasibility of a
roundabout.

3.3.2.2 – The Region’s evaluation method for financial analysis for roundabouts is Life
Cycle Cost Analysis (LCCA).

3.4 Stakeholder Involvement

The Region typically has a Public Consultation Centre to show the public what the
design for the roundabout is and the impacts of the design. If in a rural setting or if the
intersection is located in a minimally developed area, then the Project Manager can
send letters and meet with individuals directly impacted (this needs to be confirmed with
the Director of Design and Construction and the Commissioner of TES). All roundabout
projects need to be presented to the Region’s Planning and Works Committee and
Regional Council for approval.

Chapter 4- Traffic Operational Analysis

General Notes:

For modelling purposes the designer must use edge of pavement, not face of curb.

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Design Exceptions

Figure 4.2: Regional staff generally do not increase traffic volumes by PCEs for heavy
vehicle percentages, and also usually assume PHFs of 1.0, resulting in no change for
observed or modelled traffic.

Section 4.3.1: The Simplified Methods cited are not in use at the Region.

4.3.2 Detailed Methods. The Region will not permit the gap acceptance method (Sidra).

Chapter 5 – Safety

Region will not permit use of prediction models summarized in Table 5.5 as they are not
representative of Regional data.

Region will not permit use of CMFs summarized in Table 5.6 as they are not
representative of Regional data.

Chapter 6 – Geometric Design

See Region of Waterloo Std Dwg 221 for some specific requirements.

Design vehicle is WB -17 & 20, however transit buses, school buses or snow ploughs
may dictate geometric requirements.

All single lane roundabouts require a truck apron, min of 3.0m wide and must
accommodate off tracking of the design vehicle.

Multi-lanes

In general the Region’s preference is to implement Case 1 roundabouts, however

consideration of Case 2 and 3 should be reviewed for routes with high truck
percentages.

6.2.5 pg 84 first line replace “Overall entry width (curb face-to-curb face) should be
governed by:” with “Overall entry width (edge of pavement to edge of pavement) should
be governed by:”

6.2. 8 Exit Curves – In general the Region’s preference is to flatten exit curves to
improve drivability, particularly for buses and trucks and open exit sight lines.

6.2.9 –Crosswalk Location and Alignment

2nd bullet, 2nd sentence should be replaced with the following:

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A minimum crosswalk setback of 12-13 m between the crosswalk and yield bar allows
for vehicle stacking and implementation of Level 2 Crosswalks as per OTM Book 15.

Region’s preference is for Perpendicular crosswalks as per Figure 6.8 with parallel bars
and ladder stripes.

6.4 Right Turn By-passes

Region’s preference is for Right turn by-passes with yield at exit leg as per Figure 6.26 .

2 Lane Roundabout Exiting to single lane receiving road.

As per observations at previous Region of Waterloo installations, short merging lanes

on exits have resulted in under usage and imbalance on lane use. The outside or curb
lane has shown significant under usage unless the curb lane exit merge is extended.
Designers should implement a minimum of 90 m parallel lane with a min 70m taper.

6.6.2 –Approach Treatments (high speed rural)

Figure 6.35 – Set splitter island length to 60m from the yield bar and extend the outside
curb and gutter an additional 30-60 m beyond the splitter island.

6.8 Grading and Drainage

For multilane roundabouts the Region’s preference is to have the circulatory roadway
crowned 2/3 from the outside curb to the central island. Catchbasins should be placed
in a wide concrete curb and gutter (OPSD 600.020) and not have the frame and grate
protrude into the asphalt roadway.

6.10 Turbo Roundabouts

Turbo roundabouts are not considered appropriate for use in the Region of Waterloo
due to the inclusion of mountable lane dividers which place undue risk to motorcycles
and motorized scooters.

Chapter 7 – Traffic Control Devices

7.3 Pavement Markings.

The Region of Waterloo defaults to a Level 2 Type C for crosswalk markings in

roundabouts. Elephant feet markings cannot be utilized as we are regulated by Level 2
Crosswalk markings.

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7.3.4 Delineation is optional but not desired on Regional roundabouts to minimize

maintenance.

7.4 Signalization

If signals are to be implemented, it should follow OTM standards rather than MUTCD
and TAC Pedestrian Control Guide.

Using an upstream signal is not recommended as an alternative to metering a

roundabout.

7.4.2.1 At this time, the Region provides pedestrian control through Level 2 Pedestrian
Crossovers. Presently the Region considers Level 2 Crossover Type C only. Other
options including but not limited to Level 2 Crossover Type A and B and traffic signals
must go through a proper engineering evaluation to assess potential road user impacts
and impacts on other crosswalks at the roundabout being considered as well as other
remaining roundabouts in the Region.

Chapter 8 - Illumination

Perimeter lighting is required at all Region of Waterloo roundabouts and lighting levels
need to meet or exceed the Region’s Illumination Policy.

Chapter 9 – Landscaping

Landscaping at Region of Waterloo roundabouts are to provide a conspicuous central

island with minimal maintenance in mind. Minimum requirements for the central island
will include the following for 2 lane roundabouts, 4m maintenance strip made of
reinforced 200mm thick coloured impressed concrete followed by a 3m wide grassed
strip immediately behind the maintenance strip. Beyond the grassed strip material the
central island should be mounded 1.0 m high and is to be planted with low maintenance
shrubs and trees. Single lane roundabouts will have a truck apron (3 m wide minimum)
made up of reinforced (200mm thick coloured impressed concrete) followed by a 3m
wide grassed strip immediately behind the truck apron. Beyond the grassed strip
material is to be completed with low maintenance shrubs and trees. A typical layout
should follow RMW Standard Drawing 221.

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