FAQ

The study area is defined for each of the three core project phases: (I) Functional Plan, (II) Schematic Streetscape Design, and (III) Detailed Design + Construction: 

  I.  Functional Plan: this study area includes the entire Spring Garden Road corridor, between Barrington Street and Robie Street. It will also consider the impacts on the surrounding street network in conjunction with any changes proposed on Spring Garden Road.

  II.  Schematic Streetscape Design: this study area generally includes the section of Spring Garden Road between Queen Street and Cathedral Lane.

A functional plan looks at how a corridor functions, in this case primarily from a transportation perspective. It includes consideration of transit, pedestrian flow, bicycles traffic, and loading.The functional plan for Spring Garden Road will identify future transit priority measures, sidewalk widths, potential one-way side streets, etc.

The schematic streetscape design emphasizes placemaking and provides a concept for improvements to the public realm. This includes elements such as street furniture, tree planting, lighting, materials and finishes.

The detailed design develops the schematic design to the point where the preferred design can be constructed and results in construction drawings. 

The budget for this project is $10 million, including design and construction.

Construction is expected to begin, at the earliest, in 2021. Construction timeline and process will be developed over the next year, alongside the development of the detailed design. 

It is too early to say until the detailed design is finalized. At a minimum, pedestrian access will be maintained to all properties, but it may be desirable to limit vehicles during construction to reduce the amount of time it takes to rebuild the street. 

There will not be dedicated bicycle lanes along Spring Garden Road, as it is not identified as a candidate bicycle route in the Halifax Integrated Mobility Plan or the Active Transportation Priorities Plan. All Ages and Abilities infrastructure is currently being designed along parallel routes. 

While Spring Garden Road is not a dedicated cycling route, the design of the street will ensure that pedestrian- and transit-priority along the corridor do not negatively impact cycling ability or create a dangerous situation. 

Transit priority measures will be included along the corridor. The functional plan approved by Council on April 16, 2019 includes restricting left-turns along Spring Garden Road between Queen Street and South Park Street. Left-turn restrictions will improve transit reliability by ensuring traffic is not delayed due to left turning vehicles. 

The April 2019 Council recommendation also directed staff to "gather data during construction on how loading is accommodated and how diverted traffic impacts other streets, and return to Council with further analysis of the impacts of a daytime transit priority corridor, including consideration of the feasibility of a temporary pilot project." 

During the Argyle & Grafton streetscaping project we learned a lot about working together as a community. The project taught us about collaborating on a clear vision for the street, and working together to make the most of the construction phase. We built a solid relationship with the Business Improvement District and many of the businesses along the construction corridor and within the downtown. We also demonstrated that a high-quality streetscape project contributes to the social and commercial success of an area, and the region. Argyle & Grafton has hosted dozens of events and won five local and international awards, attracting attention to the area and benefiting local business owners while providing local residents with an enjoyable place to be.

Argyle and Grafton Streets function differently from Spring Garden Road; therefore, a different design solution is needed. Among other things, Spring Garden Road must continue to function as a transit corridor. What will be similar is the high quality of design and material finishes, and the emphasis on pedestrians.

“Complete Streets” is an approach to street design that examines the specific context of a project. It considers how the street functions as a destination or ‘place’ as well as a transportation ‘link’. It aims to improve the comfort and safety for all transportation modes, emphasizing pedestrians, bicyclists and transit users.

Data collected in May 2018 between Dresden Row and Birmingham Street reveals:

• There are nearly 6,000 vehicles per day (two way)

• Speed limit – 50km/h

• Average speed – 31.3km/h

• 85% of vehicles travel no more than 39km/h (called the ‘85th percentile speed)

• Max Speed = 83km/h (documented on 6/05/2018 at 05:45am)

• Vehicle composition: 1.8% small/ 91.1% medium/ 7.2% large

The stoplet was installed in July 2018 and removed in the fall of 2018, so to not interfere with snow removal operations. Based on public feedback it was re-installed for the summer of 2019. The stoplet will not be reinstalled in 2020.