2004/02/02
COMMUNITY SERVICES 'COMMITTEE AGENDA
THIRD MEETING
Monday, February 2, 2004
From 4:00 p.m. to 5:45 p.m.
City Hall, Committee Room #2A & B
1)
Approval of the 2004 01 19 Community Services Committee Minutes.
STAFF CONTACT:
Ed Dujlovic
Ed Dujlovic
Ed Dujlovic
Ed Dujlovic
Travel Niagara Tours is requesting City of Niagara Falls pins or pens to add to their Welcome Kit for the
Annual Spartan Warrior Tournament running from March 26,2004 to March 28,2004.
2) REPORTS:
a) MW -2004-25 -
b) MW-2004-01 -
c) MW-2004-23 -
Ann Street & Waters Avenue
Kalar Road Parking Review
Dorchester Road Environmental Assessment Update
De/can Presenting
d)
MW-2004-21 -
Valley Way Condominiums (11 units)
Valley Way Storm Sewer Extension-Cost
Sharing Details
3)
CORRESPONDENCE
4)
NEW BUSINESS
5)
ADJOURNMENT
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1
II
MINUTES OF COMMUNITY SERVICES COMMITTEE MEETING
Monday, January 19,2004, City Hall, Room 2 at 4:00 p.m.
PRESENT:
REGRETS:
STAFF:
PRESS:
GUESTS:
Chairman Alderman Victor Pietrangelo, Mayor Ted Salci, Alderman Wayne
Campbell, Alderman Carolynn Ioannoni, Alderman Selina Volpatti, Alderman
Janice Wing, Alderman Jim Diodati, Alderman Joyce Morocco, Alderman
Vince Kerrio.
John MacDonald) Tony Ravenda, Ed Dujlovic, Adele Kon, Ken Burden, Ray
Kallio, Dean Iorfida, Pat Burke, Sue Forcier, Karl Dren, Bob Darrall, Bob
Bolibruck, Marianne Tikky - Steno.
Corey Larocque, Niagara Falls Review
Ron & June Mergl- 6838 Morrison Street, Stephen Fenwick - 3640 Gunning
Drive, Shawn Koabe 1-3649 Gunning Drive, Warren Salvert - 4025 Dorchester
Road, Clyde Carruthers - 6681 Dellpark Avenue, Dave Weaver (Petro-
Canada) - Oakville, Frank Martino (Frank's Tomato Pie) - 8669 Dorchester
Road, Charlene Drolet - 8165 Lamont Avenue, Mark & Angelo Marino - 4490
Montrose Road, Frank D'Elia - 16 Hiddenkey Place, Mr. Hyde ~
Dorchester/Thorold Stone Road Plaza.
1)
MINUTES:
IT WAS MOVED BY ALDERMAN VOLP A TTI and seconded by Alderman Campbell, that the
minutes of the January 12, 2004 meeting be approved.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
2)
DEPUTATIONS:
Patrick Robson of The Regional Municipality of Niagara gave a brief presentation to
Committee regarding the Agricultural Task Force. Mayor Saki requested specific
percentages to see if one agricultural group was more predominant than the rest. Mr.
Robson informed Committee that he would email a detailed power point presentation for
the Mayor and Alderman's review.
a)
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b)
MW-2004-23 - Dorchester Road Environmental Assessment Update
Presented by Rick Hein of Delcan
During the presentation a lengthy discussion ensued resulting in report MW-2004-23 being
deferred until February 2, 2004.
IT WAS MOVED BY ALDERMAN WING and seconded by Mayor Saki that the Dorchester
Road Environmental Assessment Update be deferred until the next Community Services
Committee Meeting.
Motion:
Opposed:
Action:
Carried
Alderman Campbell
Recommendation submitted to Council 2004-01-20
Further, it was moved by Alderman Volpatti and seconded by Alderman Wing that staff proceed
with the Environmental Assessment Process for a railway overpass.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
3)
REPORTS:
a)
R-2004-05 - Community Centre Report - YMCA Capital Campaign Video for the
Community Centre - Presented by Dr. Ian Brown.
After a short video presentation by Dr. Ian Brown the following motion was made;
IT WAS MOVED BY ALDERMAN VOLPATTI and seconded by Alderman Ioannoni that
report R-2004-05 be received and filed for the information of Council.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
b)
MW-2004-09 - Willoughby Drive at Aberdeen Street Crossing Guard Review
IT WAS MOVED BY ALDERMAN WING and seconded by Alderman Ioanonni that a school
crossing guard be assigned at the intersection of Willoughby Drive and Aberdeen Street if the
following conditions are met:
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1)
The Principal of Scared Heart School informs parents, via a newsletter, that a school
crossing guard will be assigned at the intersection of Willoughby Drive and Aberdeen
Street; and
2)
Staff carry out a subsequent school crossing guard review at the intersection of Willougby
Drive and Aberdeen Street one month after the introduction of the school crossing guard.
Motion:
Conflict:
Action:
Carried
Alderman Pietrangelo
Recommendation submitted to Council 2004-01-20
c)
MW-2004-16 - Gunning Drive at Mears Crescent - All-way Stop Review
.
Mr. Fenwick of 3640 Gunning Drive advised Committee that the stop sign on Gunning
Drive is directly in front of his residents. Mr. Fenwick informed Committee that the
noise and emission pollution is unwarranted as the report states the stop signs are
unwarranted.
.
Mr. Koabel of 3649 Gunning Drive reminded Committee that 20 out of 21 homes on
Gunning Drive signed a petition to have an All-way stop installed to reduce the speeding
on Gunning Drive. Though the body of the report indicates the stop signs are not
warranted as per Traffic and Parking standards, they are greatly appreciated by most of
the residents. Mr. Koabel also noted future development on Mears Crescent which would
increase the traffic at that intersection.
IT W AS MOVED BY ALDERMAN VOLP A TTI and seconded by Alderman Ioannoni that this
report be received for the information of Council.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
It was further moved by Alderman Volpatti and seconded by Alderman Wing that a letter be sent
to the Niagara Regional Police requesting additional enforcement at the intersection of Gunning
Drive and Mears Crescent.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
d)
MW-2004-17 - KaJar Road north of ThoroJd Stone Road - Speed Limit Review
IT WAS MOVED BY ALDERMAN CAMPBELL and seconded by Alderman Volpatti that;
1)
the speed limit on Kalar Road between Thorold Stone Road and a point 350
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1)
2)
Motion:
Action:
g)
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2)
metres north of Thorold Stone Road be reduced from 80 km/h to 50 km/h; and
the speed limit on Kalar Road between a point 350 metres north of Thorold
Stone Road and Mount Carmel Boulevard be reduced from 80 km/h to 60
km/h.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
e)
R-2004-01 - Actions Stemming from Trails and Bikeway Committee Meetings -
December 4, 2003 and January 8, 2004
IT WAS MOVED BY ALDERMAN CAMPBELL and seconded by Alderman Volpatti that
Council request the Region to:
1)
carry out improvements to Montrose Road, north of McLeod Road, including bikelanes;
and;
add the Millennium Trail as part ofthe Greater Niagara Circle Route
2)
Motion:
Conflict:
Action:
Carried
Alderman Wing with item 3 - Consideration of Bikelanes along River Road
Recommendation submitted to Council 2004-01-20
1)
R-2004-02 - New Staff Positions
IT WAS MOVED BY ALDERMAN VOLP A TTI and seconded by Alderman Ioannoni that the
following recommendations are approved:
that the temporary General Clerk 1 position in Cemeteries be made permanent; and
that an additional Recreation Coordinator be added to the staff complement.
Carried
Recommendation submitted to Council 2004-01-20
R-2004-06 - Mayor and Members of Council Golf Tournament
IT WAS MOVED BY ALDERMAN VOLP A TTI and seconded by Alderman Ioannoni that
Council reaffirm its support for a City of Niagara Falls Community Centre Golf Tournament.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
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4)
COMMUNICATION ITEM:
IT WAS MOVED BY ALDERMAN IOANNONI and seconded by Alderman Volpatti that
Council support Ashley DeVries with a $300.00 financial contribution to help with her expenses
to attend the Miss Universe Pageant.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
5)
IN-CAMERA
IT WAS MOVED BY ALDERMAN VOLP ATTI and seconded by Alderman Campbell that the
regular meeting of the Community Services Committee be moved to an In-Camera Session.
Motion:
Action:
Carried
Recommendation submitted to Council 2004-01-20
6)
ADJOURNMENT
IT WAS MOVED BY ALDERMANYOLPATTI, seconded by Alderman Ioannoni, that the
regular meeting of the Community Services Committee be adjourned at 6:28 p.m.
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Community Services Department
MW-2004-25
The City of ~~MunICiPal Work. S
4310 Queen Street
Niagara Falls P.O. Box 1023
Canada Niagara Falls, ON L2E 6X5
~ web site: www.city.niagarafalls.on.ca
--- Tel.: (905) 356-7521
Fax: (905) 356-2354
E-mail: edujlovi@city.niagarafalls.on.ca
Ed Dujlovic
Director
February 2, 2004
Aldennan Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
MW-2004-25 - Ann Street and Waters Avenue
RECOMMENDATION:
It is recommended that Committee direct staff to proceed with established policy.
That stop signs with flashing li&hts b~installed at Richmond Crescentand Waters Ave. and Richmoad Cresc.
BACKGROUND: and ~ S1t1e.e&:itllat th~Uøhtin~ be improved at Ann Street and Waters Ave., and that staff
ø.ro~ wtm:~e EA fQr sj)~e~ bunm.s; also, that the Niagara Regional Police be contacted and
additional enfDrcement be requested.
As you are aware, la~1Ø[.Y1!äf1VIf. Steve WIlKïe of7I:;O Ann Street was in contact with various
members of Council regarding a vehicle that crashed into his home while trying to negotiate the
comer at Ann Street and Waters Avenue. As a result of this accident and problems as noted in
the past by Mr. Wilkie, he requested that the City improve the street lighting at this comer and
that all-way stops be installed on Waters Avenue at the intersection with Riclunond Crescent,
Centennial Street, Bolll1Ìe Street and Margaret Street. In addition to the above, be also requested
that speed humps be installed on Ann Street and Waters A venue as you approach the corner.
Mr. Wilkie did write a letter to staff on November 16, 1999 expressing concerns with vehicles
negotiating the left hand turn onto Ann Street from Waters Avenue. Mr. Wilkie and his
neighbours witnessed numerous incidents where vehicles travelling at excessive speed could not
negotiate the corner. Accordingly, Mr. Wilkie suggested that stop signs be installed along
Waters Avenue between Dunn Street and Ann Street.
As a result, staff did review the matter which included site investigations, search of policy reports
and a radar spot speed study was camed out. The results of the study indicated that there did not
appear to be a speeding problem, however, to provide additional guidance to motorists a Curb
Ahead warning sign was installed along with a painted centre line throughout the curve. It was
also suggested to Mr. Wilkie that he may wish to participate in the Neighbourhood Speed Watch
Program to better monitor the situation and which would provide necessary information to the
Niagara Regional Police for further enforcement.
Working Together to Serve Our Community
Municipal Works. Fire Services' Parks, Recreation & Culture' Business Development. Building & By-Law Services
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February 2, 2004
.2.
MW.2004.25
In regards to the latest accident that took place, staff has been on site to conduct further
investigations and testing. This was explained to Mr. Wilkie during our site investigations,
however, for the safety of his family Mr. Wilkie feels that the improvements he has suggested be
implemented now.
With respect to the speed humps, this is classified as a Traffic Calming Measure and as such is
subject to the Municipal Class Environmental Assessment. This falls under schedule "B" of the
Environmental Assessment which requires the proponent, in this case the City, undertake a
screening process which involves mandatory contact with directly affected public and relevant
review agencies to ensure that they are aware of the project and their concerns are addressed. If
there are no outstanding concerns, then the proponent may proceed to implementation. In regard
to the installation of the all-way stops, the City has established a policy that takes into account
neighbourhood concerns, which involves public consultation, as well as the need based on traffic.
In addition, there is varied opinion that the installation of all-way stops for traffic calming
purposes could also be subject to the EA process.
Mr. Wilkie has been made aware ofthe process, but he has asked that this be bypassed and that
his recommendations be implemented. It is City staff's concern that without proper review the
installation of all-way stops and speed humps could simply transfer the problem to Warden
A venue and be in violation of its own policies and the Environmental Assessment Act.
Finally, Mr. Wilkie's insurance company has put the City on notice that it may be filing a claim
as it believes there may be some liability against the City. This has further complicated the
matter.
Committee's concurrence with the above recommendation would be appreciated.
Prepared by:
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Respectfully submitted:
j (tJ¡r{b¡
~ John MacDonald
Chief Administrative Officer
Ed Dujlovic, P.Eng.
Director of Municipal Works
S:\REPORTS\2004 Reports\MW-2004-25 - Ann & Waters.wpd
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Community Services Department
MW-2004-O1
The City of :i" Municipal Works
4310 Queen Street
Niagara Falls P.O. Box 1023
Canada ~ Niagara Falls, ON L2E 6X5
-- web site: www.city.niagarafalls.on.ca
-- -
Tel.: (905) 356-7521
Fax: (905) 356-2354
E-mail: munwks@city.niagarafalls.on.ca
Ed Dujlovic
Director
February 2,2004
Alderman Victor Pietrangelo, Chairperson
and Members ofthe Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
MW-2004-01
Kalar Road Parking Review
RECOMMENDATION:
It is recommended that parking be restricted at all times on both sides ofKalar Road between
Thorold Stone Road and Niven Streetand that staff review the street lighting.
BACKGROUND:
In response to a petition received from area residents, staff carried out a parking review on Kalar
Road between Thorold Stone Road and Niven Street. The concern at this location stems from
motorists parking their vehicles on the boulevards, reducing visibility for residents reversing out
of their driveways.
Kalar Road is an arterial roadway extending in a north/south direction :fi-om Mountain Road to
Chippawa Creek Road. In the study area, the roadway is 7.0 metres in width and consists of
gravel shoulders on both sides. Kalar Road is primarily residential in the study area with the
exception of Some buddy's Casual Family Dining and E-Mart establishments which are located in
the same plaza on the southwest comer ofKalar Road and Thorold Stone Road. A parking lot
with approximately 40 parking spots is provided to the patrons ofE-Mart and Somebuddy's. On-
street parking is currently restricted on the west side of Kalar Road from Thorold Stone Road to a
point 129 metres south of Thorold Stone Road. Furthennore, a comer parking restriction is
present on the east side ofKalar Road from Thorold Stone Road to a point 17 metres south of
Thorold Stone Road. The intersection of Thorold Stone Road and Kalar Road is signalized.
Parking questionnaires were delivered to all area residentslbusiness owners. Through the
questionnaire residentslbusiness owners had an opportunity to select the type of parking control
that would be most benefit their situation. The following results were obtained from the
questionnaires:
Working Together to Serve Our Community
Municipal Works' Fire Services' Parks, Recreation & Culture' Business Development. Building & By-Law Services
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February 2, 2004
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MW-2004-01
Kalar Road between Thorold Stone Road and Niven Street
Number of establishments petitioned:
Number of responses received:
Number of responses not received:
19
12
7
63%
37%
Number of responses received:
Prefer to maintain the current parking control:
Prefer to restrict parking on both sides:
12
3
9
25%
75%
The responses received from the questionnaires reveal a clear consensus was established amongst
the respondents in the study area. Seventy-five percent (75%) of respondents indicated that
parking be restricted at all times on both sides of Kalar Road between Thorold Stone Road and
Niven Street.
The comments received along with the questionnaires include:
.
.
parked vehicles encroach driveway accesses
the presence of parked vehicles forces pedestrians to walk on the roadway instead of the
shoulder
motorists, who park in the study area, litter and engage in unruly activities
parked vehicles reduce visibility to residents backing out of their driveways
the construction of a school on Thorold Stone Road will increase vehicular and pedestrian
traffic in the study area, therefore, parked vehicles will further jeopardize the safety of
pedestrians
.
.
.
The comments received from the residents also establish a pattern. The majority of residents feel
that the presence of parked vehicles on Kalar Road not only inconveniences them but
furthermore jeopardizes their safety.
During on-site investigations, staff identified several safety concerns in the study area.
Observations reveal that shoulder rutting is occurring due to parked vehicles. Furthermore, the
absence of sidewalks on Kalar Road forces pedestrians to walk on the shoulders, and when
vehicles are parked on the shoulders the pedestrians must then walk on the road. The width of
shoulders (2-3 metres) is insufficient to accommodate a clear walking path to pedestrians when
parked vehicles are present. The presence of parked vehicles limits the visibility of pedestrians
(especially children) to motorists travelling on Kalar Road. A review of the collision files
reveals that collisions involving parked vehicles have not been reported in the study area during a
previous three year period.
Further to the questionnaire, subsequent correspondence was received from the owner of
Somebuddy's. In the correspondence, the owner informed staff that patrons and employees of
the restaurant park their vehicles on Kalar Road when their parking facility is full. Therefore,
additional parking restrictions on Kalar Road would be detrimental to his business. Furthermore,
the owner requested a 6-month reprieve during which an additional parking facility will be
provided for patrons and employees of the restaurant. As a result, staff recently met on-site with
the owner of the restaurant to discuss his concerns and suggest alternatives. At the meeting, staff
informed the owner that, from a technical perspective, parked cars on Kalar Road severely reduce
February 2, 2004
-3-
MW-2004-01
the line of sight to motorists backing out of their driveways onto an arterial roadway.
Approximately sixteen (16) residential driveways are located in the study area. Furthermore,
pedestrians are forced to walk on the road due to the presence of parked vehicles on shoulders.
Staff has suggested that, during the reprieve period requested by the owner, patrons and
employees of the restaurant park their vehicles on Kalar Road north of Thorold Stone Road, and
on Vegter Court, when the parking lot is full. The above-mentioned section ofKalar Road
consists of shoulders on both sides, however, residential driveways are not present. Therefore,
the collision potential is greatly reduced. Vegter Court is a small residential cul-de-sac that
consists of a curb and a gutter. Since the vehicular traffic volume on Vegter Court is
significantly lower than that on Kalar Road, it is fair to suggest that Vegter Court is a safe
parking alternative. Nevertheless, the owner of the restaurant indicated that parking restrictions
on Kalar Road between Thorold Stone Road and Niven Street would have a negative impact on
his business.
The owner also expressed concerns regarding the absence of sidewalks on Kalar Road. He
indicated that an increase in pedestrian activity will occur on Kalar Road when the proposed
elementary school becomes operational. The construction of sidewalks is considered in the 2004
budget for "New Sidewalks Program."
Therefore, to alleviate the parking situation on Kalar Road as well as to maximize the safety of
vehicular and pedestrian traffic, staff is recommending that parking be restricted at all times on
both sides of Kalar Road between Thorold Stone Road and Niven Street. The above-mentioned
temporary parking locations are safe alternatives available to patrons and employees of the
restaurant, until a permanent additional parking facility is found.
The Committee's concurrence with the recommendation outlined in this report would be
appreciated.
Prepared by:
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--........
Respectfully Submitted by:
\f~
¥ John MacDonald
Chief Administrative Officer
Karl Dren, CE.T.
Manager of Traffic & Parking Services
fO~
Ed Dujlovic, P. Eng.
Director of Municipal Works
Tim Burshtein
V:\2004COUNCIL\O40202\MW-2004-01. wpd
File G-180-20
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LEGEND: j
- - - - - Existing Parking Restriction NORTH
.......... Proposed Parking Restriction
NOT TO SCALE
Tim Burshtein
VIA FACSIMILE
Sullivan. Mahoney
BARRISTERS & SOLICITORS
905-!JW9vQ,J "~~;, ¡:ÇU: c. ë:q:'C~oo~,
January 27, 2004
Please reolv to the Niagara Falls Office
Alderman Victor Pietrangelo, Chairperson and
Members of the Community Services Committee
4310 Queen Street
P. O. Box 1023
Niagara Falls, ON
L2E 6X5
Dear Alderman Pietrangelo & Members of the Community Services Committee:
Re: 1546867 Ontario Inc. and 1251483 Ontario Inc.
re; KaJar Road Parking Review
We act as solicitors for 1546867 Ontario Inc., which owns the commercial plaza located
on the southwest comer of Kalar Road and Thorold Stone Road, and 1251483 Ontario
Inc., which operates Somebuddi s Casual Family Dining located at the said plaza. The
principal ofbòth corporations is Mr. Nick Vacca.
By way of background, our client's property has been used for commercilil purposes for
at least thirty years. Throughout this time, our client's commercial property and uses has
co-existed with the residential dwellings in the area with no parking restrictions on the
subject portion" ofKalar Road. Until only recently, has there been any complaint from
the residents. Although safety concerns have been advanced in support of removing
parking from the subject portion ofKalar Road, our client is unaware of any motor
vehicle collisions involving parked vehicles on the road in the recent and distant past.
Nevertheless, our client is prepared to work with the City and the area residents to
alleviate the safety concerns raised by the neighbours.
In any event, the purpose of this letter is to request that the Community Services
Committee defer its consideration of imposing a parking prohibition on the subject
portion ofKalar Road for the following reasons:
(a)
Although Somebuddy' s Casual Family Dining has sufficìent parking spots to
meet the tninitnum by-law requirements, during peak hours on-street parking is
required. Our client is in the process of negotiating the purchase of an adj acent
prop.erty for expansion of its parking. OUf client has previously requested that
this matter be deferred for six months in order that it could work towards
acquiring and developing an additional parking facility;
Celebr>lti1l7 5° )fM7!J ()I Sn~iCg
SulllV"'dn Mahoney UP, Barristers & Solicitors
40 Queen 51,.ee{, 1',0, Box 1360. 51. Cuu,1It"ifiCb. On"1/10 LZllóU roleph""e: 9<15.688.665;, f"C¡;hnik: 905.688.5814
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(c)
(d)
Page 2
(b)
Our client is of the opinion that a majority of the area residents are in favour of
the status quo and do not support restricting parking at all times on the subject
portion ofKalar Road (i.e. approximately 31% of the group of 19 surveyed did not
respond). We would respectfully ,sUbIIÚt that any neighbour who has not
responded to the questionnaire delivered by the City ought to be deemed in favour
of the status quo; otherwise, it would be expected that the residents opposed to the
current parking arrangement would diligently provide its opinion to the City
against the existing parking situation;
The questionnaire delivered to the area residents apparently only addressed the
options of maintaining the status quo or restricting parking on both sides of Kalar
Road. Other possible options including restricting parking during non-peak hours
or reconstruction of sidewalks and gutters, which would alleviate the safety
concerns, were not addressed in the questionnaire. As the Traffic and Parking
Services Department is aware, similar parking conflicts, including, for example,
parking for Frank's Tomato Pie Restaurant, were previously resolved in a
consultative manner which allowed on-street parking during the restaurant's peak
hours; and
We understand that construction of sidewalks and gutters along the subject
portion ofKalá.r Road is cun-ently being considèred in light ofthe opening of a
new elementary school near the northeast comer of Kalar Road and Thorold Stone
Road. It would be premature to restrict parking at this time until it is determined
when and where, sidewalks and gutters will be constructed which. we would
submit, would allevi~te the safety concerns of the residents.
In summary, it is respectfully submitted that the Community Services Committee ought
to defer its determination of the Kalar Road parking review for a period of six months for
all the reasons noted above. Our clients remain ready and willing to work with the City
and the residents to reach a compromise which addresses the residents' concerns and
recognizes the long standing reliance on off-site parking for the continued success of our
client's commercial operation.
Finally, this writer requests the opportunity to address this matter at the Community
Services Committee meeting on February 2, 2004.
Yours very truly,
SULLIV
Per:
Roc Vacca
RV:cjb
cc: Dean Iorfida, City Clerk
1546867 Ontario Inc. et al
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Community Services Department
MW-2004-23
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Ed Dujlovic
Director
~
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 356-2354
edujlovi@city.niagarafalls.on.ca
February 2,2004
Alderman Victor Pietrangelo, Chairman
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
MW-2004-23
Dorchester Road Environmental Assessment (EA) - Update
RECOMMENDATION:
It is recommended that the Dorchester Road EA Recommendations be supported and that the
Committee authorizes staff to prepare and file the Environmental Study Report.
BACKGROUND:
Dorchester Road Class Environmental Study updates were presented to the Committee on November
18,2002 and Monday, August 11,2003. Copies of both reports are attached. The reports summarize
the study progress to date, outline the study issues, public consultation and stakeholder concerns, and
provided a synopsis of a number of alternatives developed to address those concerns.
Since the last update, the necessity for the medians or other access control options on Dorchester
Road and Morrison Street has been reevaluated, based on the attached, Access Management and
Control, Medians and Two-Way Left Turn Lanes Write-Up. Raised medians reduced the traffic
congestion at the signalized intersections, improve roadway safety and operations. Those individual
stakeholders affected by the extension of existing or placement of new centre median islands as part
ofthe Preferred Design were contacted to solicit comments. In consultation with the property owners
and tenants affected by the medians, the preferred design has been revised to provide access to
various properties without comprising the safety and operation ofthe road. The property owners have
been advised that if it is determined the median modifications pose a safety risk to motorists, that
turning restrictions may have to be implemented during peak hour traffic conditions through signage,
or ultimately the median may have to be extended such that left turn movements in to or out oftheir
property will be eliminated.
Working Together to Serve Our Community
Municipal Works' Fire Services. Parks, Recreation & Culture' Business Development. Building & By-Law Services
February 2, 2004
-2-
MW-2004-23
Since, so many design alternatives have been analyzed and different issues raised during the
Dorchester Road EA process, attached for reference are copies of the Evaluation Criteria of the
Design Alternatives and the presentation that will be made to the Committee.
In addition, the preferred design has been modified to improve the safety and operation ofthe road,
the aesthetics and to provide less impact to the natural environment.
Therefore, the Dorchester Road EA recommends the following:
Dorchester Road
. Four (4) lane cross-section, left turn lanes at major intersections, partial boulevards and
sidewalks on each side.
. Provide new traffic lights at Dawson Street intersection.
. Install centre island medians at various locations for safety, access management and control
reasons.
. Bicycle lanes will not be provided, however, a proposed bicycle route alternative along Royal
Manor Drive, Dawson Street, Morrison Street and Pettit Avenue.
. Incorporating variable width boulevards, resulting in the saving of mature trees and reduced
property requirements.
. Improved signage to direct traffic to the underutilized, Highway 420 connection to Montrose
Road.
. Property should be acquired as needed to facilitate the future road.
Morrison Street
. Four (4) lane cross-section, bicycle lanes, left turn lanes at major intersections and accesses,
uniform boulevards and sidewalks on each side.
. Provide new traffic lights at the new Zellers/IGA Plaza entrance.
. Install centre island medians at various locations for safety, access management and control
reasons.
. Property should be acquired as needed to facilitate the future road.
Overall
. A CN Rail grade separation is not recommended. However to improve roadway network
operations and to provide emergency vehicle access across the railway line, a separate
Environmental Assessment should be undertaken east ofthe QEW to determine the appropriate
location( s) of a railway grade separation
. The extension of Morrison Street should be considered as part of a long-term vision for future
improvements to the transportation network and that the property required should be protected
for future consideration of the roadway extension.
The Committee is being asked to endorse the Preferred Design plan and recommendations. Once
this endorsement is provided the Environmental Study Report will be completed and filed in the
public record for a 30-day review period. During that time, issues arising out of the study will
continue to be addressed where necessary. Once the 30-day review period is completed, a Notice
of Completion will be advertised and the Class Environmental Assessment will be concluded.
February 2, 2004
- 3 -
Committee's concurrence with the recommendation would be appreciated
Prepared by:
~!4~
Bob Darrall, c.E.T.
Proj ect Manager
£~
Ed Dujlovic, P.Eng.
Director of Municipal Works
Respectfully submitted:
'¿(bJ~
..if- John MacDonald
Chief Administrative Officer
V:\2004COUNCIL\O40202\MW-2004-23 - Dorchester Road EA Update.wpd
, '
. ,
MW-2004-23
T
yy
~ 1
Community Services Department
MW-2002-139
--
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara FaDs, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Ed Dujlovlc
Director
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 356-2354
edujlOvi@City.nlagarafaJls.on.ca
November 18,2002
"tho :~cmm;"d;rtløn~si ccntal"od
¡It lhls ~~,tw."., ad..plt:das
¡¡m¡¡ndød ~I City cøunttt
Alderman Victo~ Pietrangelo, ChaiIperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re: - MW-2002-139
Dorchester"Road Environmeatal Assessment - Update
RECOMMENDATION:
It is recommended that
~ 000 r ,
. A 71Ij~D I'le lEE Jle'LO UJim ßi,J(f' MillE£.
~ '])CØ!JJ¡;Sl~ïl!. ~~ 7Õ ~€ viet,¿) iJ.-lpnap ¿.dim J?esi1>£AJ~
BACKGROUND:
As Committee is aware, the City held the 2M Public Information Centre for the Dorchester Road
Class EnvironmentaJ Assessment on Wednesday, October 9, 2002 to obtainthepublic's opinion and
response to the proposed road improvements.
During the EA process, the consultant investigated reconstructing the roadway to a 3, 4, 5 and a 4/5
lane hybrid cross-section, bicycle lanes, the feasibility of diverting traffic to adjacent parallel roads,
constructing a grade separation over the CNR tracks on Dorchester Road and/or on Morrison Street,
and the extension of Morrison Street across the QEW.
The analysis detennincd that reconstructing the roadway to the 4/5 lane hybrid alternative provided
additional driver safety, improved the traffic flow, was the most compatible with current and future
land uses within the comdor, and had the least environmental impact.
Attached are copies of the following evaluation boards from PIC#2:
. Summary of Design Alternative 4, Reconstruct Roadway to 4/5 Lane Hybrid
. Evaluation Board for the foW' design alternatives
. Recommended Design
From PIC#2, the following two issues arose:
Working Together to Serve Our Community
Municipal Works . FI18 Services. Parks. R9Cl88t/on & Culture' Business Development. BuDding & By-Law Services
T'
November 18, 2002
-2-
MW-2002-139
.
No bike lanes are proposed
The sidewalk will be adjacent to the curb and gutter in many areas with no boulevards.
.
The proposed 4/5 lane hybrid design, was recommended as presented, since it had the least amount
of imp act on property acquisition and tree removals. Bike lanes and a 1.5 m boulevard would require
an additional 8,528 m2 of property, from 85 property owners and the removal of 77 more trees.
Council's concurrence with the recommendation made would be appreciated.
Respectfully submitted:
1r;~
'Bob 11
Project Manager
John MacDonald
Chief Administrative Officer
~
Ed Dujlovic
Director of Municipal Works
S:\REPORTS\2002 Reporu\MW-2202-139. Dor'cheskT Road EA.wpd
. . .
COmmunity Services Department
MW-2003-140
j~MUnicipal Works
The City of 4310 Queen Street
Niagara Falls P.O. Box 1023
Canada ~ Niagara Falls. ON L2~ 6X5
...I web site: www.clty.ntagarafalls.on.ca
.--
Tel.: (905) 356-7521
Fax: (905) 356-2354
E-mail: edujlovl@city.niagarafalls.on.ca
Ed Dujlovlc
Director
August 11. 2003
Aldennan Victor Pietrangelo. Chairperson
and Mc:mbers of the Community Services Committee
City of Niagara Falls. Ontario
Members:
Rt:
MW-2003-t40
Dorchester Road Environmental Assessment - Update
RECOMMENDA TIOH:
It is recommended that the ~orchester Road ~ferred Design, '~ODstruct Dorchester~g~,,!g,¿, ..¡ .. ',~
a 4/~I.an.c Hybrid and Momson Street to a basic 4 Lane Cross Section." be accepted; ANB".æHÆTS,'FAFF' .
INVESTIGATE ALL OPTIONS WITHIN THE EA PROCESS ~GARDING CENTRE MEDIANS ON MORRISOe
BACKGROUND: STREET AND DORCHESTER ROAD. '
As the Committee is aware. a Dorchester Road Class Environmental Study update was presented to
the Committee on Monday, Novc:mber 18, 2002 by the project consultant. The presentation
summarized the study progress to date, outlined the study issues, public consultation and stakeholder
concerns, and provided a synopsis of a number of alternatives developed to address those concerns.
At the time of the presentation. the issue of providing bicycle lanes as part of the preferred plan was
presented as a tradeoff against the need to acquire additional property. the removal of a larger
number armature trees, and higher construction costs. The Committee's decision to request the
consultant to examme the bicycle lane issue in more detail was carried forward and a third Public
Infonnation Centre (pIC) was held on Thursday, J anuaxy 16, 2003 to present the results to the public.
An oral presentation and a variety of presentation boanis were provided as part of the PIC. The PIC
was advertised in the local newspapers, letter notices were hand-deliVered, and a further DOtice was
provided to 61 agencies and interested stakeholders. A total of 110 individuals attended the PIC
. (afternoon and evening sessions). A total of 56 comment sheets were received. The major issues
that were brought fOlWard by the public included:
. The majority supported reconstructing Dorchester Road to a 4/5 Lane Hybrid and Momson
Street to .8 basic 4 Lane cross section as presented at the PIC;
. Forty-seven comment sheets were received regarding the bicycle lanes and bouievards on
. Working Together to Serve OU1' Community
Municipal Works. Fire Services. Psrks, Recreation & Culture. Business Development. Building & By-Law Services
-----_ou u_---,--, '----"--'" ou._~.-
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-- ------.------ --- ------.~ '-'--"-~----
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August 11, 2003
-2-
MW-2003-140 .
Dorchester Road. Ofthese comments, 74% were against the implementation of bicycle lanes and
boulevards along Dorchester Road; and
Additional issues that were commented on by a number of the public at the PIC included the
extension of Morrison Street over the QEW with/without access to the QEW, railway grade
separations on Dorchester Road and Morrison Street, the installation of traffic signals at the
Dawson Street intersection, and the impact to existing mature trees and property as a result of
the proposed road widening.
Subsequent to the input received from the Committee and fÌom the public at PIC No. 3, an additional
seven design alternatives were developed, for a total of eleven design alternatives, for Dorchester
Road, in order to evaluate additional bicycle and boulevard options. In order tò fully reflect the input
received, the evaluation criteria was ure-weighted" and all the design alternatives were reevaluated.
As a result of the public's input, additional emphasis was placed on property impacts, compatibility
with land use, and the natural environment while less emphasis was put on traffic operations and
impacts to municipal services. Individual categories were also condensed and the weighting for the
"user safety" category was subdivided to better represent vehicle, pedestrian, and cyclist safety.
Anew PrefeITed Design for Dorchester Road was selected fÌom the updated comparative evaluation
of the design alternatives. The new PrefeITed Design provides a 4/5 Lane Hybrid with a basic four
lane cross section from Thorold Stone Road to Lundy's Lane. Morrison Street will also be widened
to a basic four lane cross section from Dorchester Road to Drummond Road. This design also
includes various roadway operational improvements at Thorold Stone Road, Morrison Street and
Dawson Street. New traffic signals will be placed at the intersection of Dawson Street and centre
median islands will be provided at key intersections to improve traffic safety. Boulevards and a
continuous 3.0 metre multi-use walking and bike pathway will be installed in areas where property
restrictions will allow. A sidewalk and boulevard of varying width will be installed in sections with
significant property restrictions. The Preferred Design will require the purchase of property in several
locations and will have some impact to the existing trees, however, this alternative minimizes that
impact while still providing a pedestrian realm, boulevards, and bicycle facilities.
Subsequent to PIC No.3, those individual stakeholders affected by the extension of existing or
placement of new centre median islands as part of the Preferred Design were contacted to solicit
comments. Issues arising fÌom these concerned stakeholders continue to be addressed as part of the
Environmental Assessment process.
At this point in the process, Council is being asked to endorse the PrefeITed Design plan. Once this
endorsement is provided and the concerns of the stakeholders related to the medians are addressed,
the Environmental Study Report will be completed and filed in the public record fOT a 30-day review
period. During that time, issues arising out of the study will continue to be addressed where
necessary. Once the 30-day review period is completed, a Notice of Completion wiH be advertised
and the Class Environmental Assessment will be concluded.
,"
..
"
August 11, 2003
-3.
MW-2003-140
Council's concurrence with the recommendation would be appreciated.
ÆJ J/â~
Respectfully submitted:
¿f~
¥ John MacDonald
Chief Administrative Officer
Prepared by:
Bob DarraH
Project Manager
Ak
r-. Ed Dujlovic, P.Eng.
Director of Municipal Works
The City of ~(l¡"
Niagara FaIlJ:
EV AL U A TI 0 N OF PLANNIN ¿:nodo ~ J
AL TERNA TIVES
(PRESENTED AT PIC NO.1)
. Traffic operation
issues not
addressed. Will
worsen over time.
. Potential negative
impacts on local
businesses due to
traffic congestion.
. No impacts to
existing trees.
. Increased traffic
congestion will
increase air
pollution from
vehicle emissions.
. No capital cost.
. . Safeb' i$~
addressed.
'. 'rieftlcopenítlon
i8sues addreSsed.
. p...,... po8Itive
,Impáçts on JOc8I
Þù!t__.
. ~ for slight
~.
I'8qUIttI nents.
.WIII~ti8IIy
~. f8mOV8I of
verIous 1i88S.
. Higher_tal
cost
Planning
Alternative No.3 -
Divert Existing
Traffic to Montrose
Road
. Safety issues
addressed on
Dorchester Road
but will have a
negative impact
on Montrose
Road.
. Traffic operation
issues addressed
on Dorchester
Road but will have
a negative impact
on Montrose
Road.
. Circuitous routes
causing increased
travel time.
. Potential negative
impacts on local
businesses.
. Traffic-related
noise will increase
along Montrose
Road.
. No impacts to
existing trees.
. Increased
pollution from
vehicle emissions
on Montrose
Road.
. Moderate capital
cost.
Planning
Alternative No.4 -
Divert Existing
Traffic to
Drummond Road
. Safety issues
addressed on
Dorchester Road
but will have a
negative impact
on Drummond
Road.
. Traffic operation
issues addressed
on Dorchester
Road but will have
a negative impact
on Drummond
Road.
. Circuitous routes
causing increased
travel time.
. Potential negative
impacts on local
businesses.
. Traffic-related
noise will increase
along Drummond
Road.
. No impacts to
existing trees.
. Increased
pollution from
vehicle emissions
on Drummond
Road.
. Moderate capital
cost.
Planning
Alternative No.5.
limit Development
in Vicinity of
Dorchester Road
. Safety issues only
partially addressed
(background traffic
will continue to
increase due to
new developments
in other areas of
the City).
. Traffic operation
issues only
partially addressed
(background traffic
will continue to
increase due to
new developments
in other areas of
the City).
. Potential negative
impacts on local
businesses.
. No impacts to
existing trees.
. Increased traffic
congestion will
increase air
pollution from
vehicle emissions.
. No capital cost.
Based on the qualitative evaluation undertaken against the various evaluation criteria. the recommended planning alternative is PLANNING
ALTERNATIVE 2 - UNDERTAKE IMPROVEMENTS TO DORCHESTER ROAD CORRIDOR
. Modify turning lanes and road tapers
. Undertake improvements to existing intersections along Dorchester Road
. Widen sections of Dorchester Road
. Increase roadway signing. medians. traffic controls and/or pavement markings
. Undertake grade separation of road and railroad tracks on Dorchester Road
. Possible addition of bike lanes
. Modify existing driveway entrances
DELCAN
1st Evaluation of Design Alternatives (Presented PIC No.2)
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DELCAN
Revised Evaluation of Dorchester Road Design Alternatives (With and Without Bicycle Facilities)
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Access Management and Control, Medians, and Two-Way Left Turn Lanes
Dorchester Road Class EA
Generic Median Write Up
September 5, 2003
Access Management and Control
The following generic write up discusses the general concepts behind access management
and compares the various methods of access control including raised/painted (flush) medians,
two-way left turn lanes (TWL TL) and a typical undivided road cross section. The merits and
disadvantages of each are also discussed. In addition the effect of each ofthese methods of
control are discussed in terms of vehicle collisions.
From a safety viewpoint, intersections are the most critical element of the road network. By
their very nature, at-grade intersections are risky because different road users (vehicles,
pedestrians, cyclists) are required to use the same space, and a collision is only avoided if
they are separated by time. Intersections constitute a very small part of rural and urban
street/highway systems, yet they are implicated in a notable portion of all major motor
vehicles accidents.
The factors affecting safety at intersections include a number of factors:
. Number of intersection legs;
. Angle of intersection;
. Sight distance;
. Road alignment(s);
. Auxiliary lanes;
. Channelization;
. Pavement friction;
. Turning radii;
. Lighting;
. Lane and shoulder widths;
. Driveway locations;
. Type of traffic control; and
. Approach speed.
Access Management
Access management is the control of access along surface (non-freeway) streets-primarily
arterials and major collectors. The concept of access management concentrates on restricting
the number of direct access points to major surface streets, providing reasonable indirect
access, effectively designing driveways, and enforcing safe and efficient spacing and location
of driveways. Essentially, access management is the process of carefully managing
motorists' access to properties along highways, roads, and streets that serve as major traffic
routes
Ifimprovements are implemented correctly, we can expect significant dividends in terms of
smoother vehicle flows, reduced delays and fewer collisions. These improvem~nts lead to
a larger aggregate cost savings for users by reducing travel time, fuel consumption, property
damage and injuries.
DELCAN
Access Management and Control, Medians, and Two-Way Left Turn Lanes
Dorchester Road Class EA
Generic Median Write Up
September 5, 2003
When access management is considered in the planning stages, before significant
development occurs, government and local agencies have the greatest opportunity and
responsibility tog et results that are most in line with the recommended standards and
guidelines established by their programs or local standards. A bigger challenge occurs in
built-out areas where there has been little orno consideration given to managing access along
major corridors. Such situations require a "retrofit" of access controls. Retrofitting entails
modifying accesses to individual properties as they turn over or change in land use type.
Major roadway construction projects offer a faster and more comprehensive way of
retrofitting; however, these approaches are often seriously constrained by short frontages and
lack of space for joint driveways or service roads.
Methods of achieving access management include:
.
Consolidate or close selected driveways to reduce conflicts with turning and entering
traffic;
Move driveways away from corners at major intersections;
Add continuous left-turning lanes to separate turning traffic and through traffic
completely;
Add raised medians near major intersections;
Add raised medians along selected high-volume urban roadways;
Restrict more driveways near intersections to right turn in or out only; and
Allow left turns "in" but prohibit left turns "out" at selected access points.
.
.
.
.
.
.
Raised Medians
Raised medians provide improved traffic operations and safety for a facility by separating
opposing traffic flows and removing left-turning vehicles from the through lanes. Medians,
of course, are also used as a method of access control. They restrict left turns to mid-block
and intersection median openings. Through such restrictions, raised medians improve
operations and arterial signal coordination.
The strength of the raised-curb median is its safety and ability to be used as an access
management tool. Its weakness may be its restriction of access to adjacent properties. A
positive attribute of the raised-curb median is that it offers good operational performance
-similar to that of the two-way left-turn lane (TWLTL). Safety and operational
performance may drop below that of the TWLTL if U-turn activity is significant at
intersections (perhaps due to lack of access routes in surrounding street network).
Raised medians are often used on urban highways and streets, both to control access and left
turns and to improve the capacity of the facility. When compared to flush medians, raised
medians offer several advantages:
.
Mid-block left turns are controlled;
Left-turn channelizations can be more effectively delineated if the median is wide
enough;
A distinct location is available for traffic signs, signals, pedestrian refuge and snow
storage;
The median edges are much more discernible during and after a snowfall;
Drainage collection may be improved; and
A limited physical separation is available.
.
.
.
.
.
DELCAN
Access Management and Control, Medians, and Two-Way Left Turn Lanes
Dorchester Road Class EA
Generic Median Write Up
September 5, 2003
The disadvantages of raised medians when compared to flush medians include:
.
They are more expensive to construct and more difficult to maintain;
They may need greater widths to serve the same function (e.g., left-turn lanes at
intersections) because of the raised island and offset between curb and travel lane;
Curbs may result in adverse vehicular behavior upon impact;
Prohibiting mid-block left turns may overload street intersections and may increase
the number of U-turns;
They may complicate the drainage design;
Access for emergency vehicles (e.g., fire, ambulance) may be more difficult.
.
.
.
.
.
During median construction phase, the installation of these types of barriers may have the
detrimental impacts on local area businesses. Methods to alleviate these impacts during the
construction phase include ensuring adequate and highly visible access is provided to specific
businesses, reducing construction time, and performing construction in smaller roadway
segments.
Design considerations of raised medians at intersections include:
.
The length ofthe turn/deceleration lane-Turn lanes must be long enough to allow safe
deceleration and provide storage for turning vehicles-that is, prevent queuing vehicles
from backing up into the travel lanes.
.
The minimum width of the median at the "nose."- Very narrow median noses are
difficult to see, especially at night and in inclement weather. A width of six to eight feet
is preferable and provides a safe refuge for pedestrians.
Visibility of the median-carefully selected landscaping may be the most effective way
to provide excellent visibility of the median, especially where the median begins.
Reflective paint tends to wear and lose its reflectivity because of weather.
The length of taper-The length of taper, or the portion of the median opening that
begins the transition to the turn lane, is generally based on the approach speed: the faster
the speed, the longer the taper.
Related issues-Related issues include continuous raised media, comparison of raised
medians and two-way left-turn lanes, functional areas of intersections, dedicated left and
right turning lanes, speed differential between turning vehicles and through traffic, and
corner clearance.
.
.
.
Painted (Flush) Medians
Painted or flush medians are generally installed on wide, single lane roads to improve traffic
flow and safety, whereas raised medians or solid "traffic islands" are preferred on heavily
trafficked roads. Their design generally incorporates elements such as protected left turn
lanes, pedestrian refuges and bike lanes. The advantage of installing a painted median is that
it helps to delineate traffic, but unlike a raised median, motorists may still drive across the
median to access driveways to homes or businesses. Painted medians provide numerous
safety, traffic flow and economic benefits to road users, including:
DELCAN
Access Management and Control, Medians, and Two-Way Left Turn Lanes
Dorchester Road Class EA
Generic Median Write Up
September 5, 2003
A more orderly traffic flow, without reducing or increasing the road's traffic capacity;
Reduce the likelihood of rear-end collisions through the creation ofleft turn lanes;
Improve pedestrian safety through the provision of an area to stop in the middle of
the road;
Improve cyclist safety through the provision of a bicycle lane;
Separate opposing traffic flows, reducing the chance of a head-on collision; and
Significantly less expensive to install than raised concrete medians.
The disadvantages of painted medians are that no additional gaps are created in the traffic
so that under heavy traffic flow conditions pedestrian wait times can become excessive and
also that vulnerable pedestrians (children, old people, persons with wheelchairs) are likely
to perceive the crossing task as quite intimidating.
.
.
.
.
.
.
Two-Way Left Turn Lanes (TWLTL)
The strength of the TWL TL is related to the fact that it "bridges the gap" between a raised-
curb median and an undivided cross-section. It offers operational performance as good as
(if not better than) the raised-curb median and has a level of property access equal to that of
the undivided cross-section. However, there are a number of weaknesses related to the
TWL TL including lack of safety performance of the raised-curb median and its lack of ability
to control property access. Raised-curb medians and TWL TLs yield similar delays to arterial
drivers.
Undivided Road Cross Sections
The strength of an undivided road cross-section relates to its ability to provide direct access
to all adjacent properties at a low construction and maintenance cost. The weakness ofthe
treatment relates to its inability to provide a storage area for major-street left-turn
movements. This deficiency results in poor operational performance and a poor safety
record.
The interaction of an undivided road cross-section and arterial and access-point traffic
movements produce vehicle delays. Typical traffic flow problems include arterial through
vehicle delays due to left-turn bay (or lane) overflow, arterial through vehicle delays due to
left or right-turning vehicles, arterial through vehicle delays due to high traffic volumes,
delays due to spillback from down-stream intersections, and the effect of signal-induced
vehicle platoons on unsignalized intersection capacities and delays.
The undivided cross-section is associated with significantly higher delays than either the
raised-curb median or the TWL TL. This is due to the added turbulence in the undivided
treatment's through traffic stream that stems from left turns being made from the inside
through lane. The raised-curb median treatment has a slightly higher delay than the TWL TL
treatment at the highest left-turn and through volume ranges. This is due to the greater
likelihood of bay overflow for the raised-curb treatment under high volume conditions. The
likelihood stems from the fact that the left-turn bay with a TWLTL (which is slightly less
than the separation distance between adjacent "active" access points) is larger than the bay
length with a raised-curb median (which is less than one half of the separation distance).
DELCAN
Access Management and Control, Medians, and Two-Way Left Turn Lanes
Dorchester Road Class EA
Generic Median Write Up
September 5, 2003
Vehicle Collisions
Collision rate indices, derived from the current literature synthesis and safety analyses, show
a relative increase in collisions that can be expected as total driveway density in both
directions increases. Each additional access point increases the collision rate by about 4%.
Simply put, the greater the frequency of driveways and intersections, the greater the number
of resulting collisions. Increasing the spacing between access points helps to reduce the
number and variety of events to which drivers must respond. Wide access spacing gives
drivers more time for perception, reaction and navigation. Roadways with full control of
accesses have lower accident rates than other roadways. Roadways with full access control
generally have between 25-50% fewer accidents per million vehicle miles traveled compared
to roadways without any access control.
The raised-curb median treatment appears to be associated with fewer collisions than the
undivided cross-section or TWL TL. This difference could be reduced if significant U-turn
activity is induced at signalized intersections that bound arterial segments with a raised-curb
median although such activity was negligible at arterials studied.
Conclusions
General
Although it is recognized that retrofit-type projects have a greater impact on local businesses
in terms of access management, it is the responsibility of the municipal authority to provide
a safe and efficient roadway for the motoring public. In terms of safety, it is generally
accepted that raised curb medians provide the safest approach to restricting access while an
undivided roadway cross-section provides the least amount of safety for vehicle access.
Access management is also the responsibility of the municipality and should be considered
in both the planning and retrofit stages of a project.
At-grade intersections are risky because different road users (vehicles, pedestrians, cyclists)
are required to use the same space. Intersections constitute a very small part of rural and
urban street/highway systems, yet they are implicated in a notable portion of all major motor
vehicles accidents. There are a number of ways to provide access management at
intersection locations including the consolidation or closing of selected driveways to reduce
conflicts with turning and entering traffic, moving driveways away from corners at major
intersections, adding left-turn lanes to separate vehicle from through traffic, adding raised
medians at the intersections, or prohibiting specific turning movements.
Raised medians with left-turn lanes at intersections offer a cost-effective means for reducing
accidents and improving operations at higher volume intersections. The left-turn lanes
separate slower turning vehicles from through traffic and provide a protected space for these
vehicles to decelerate and turn. The raised median prohibits left turns into and out of
driveways that may be located too close to the functional area of the intersection.
DELCAN
. .
Access Management and Control, Medians, and Two-Way Left Turn Lanes
Dorchester Road Class EA
Generic Median Write Up
September 5, 2003
,>
When are raised medians at intersections most effective? Raised medians at intersections
may be most effective in retrofit situations where high volumes of turning vehicles have
degraded operations and safety, and where more extensive approaches would be too
expensive because of limited property right-of-way and the constraints of the built
environment. Because raised medians limit property access, they should be used in
conjunction with efforts to provide alternative access ways and promote driveway spacing
objectives (driveways should not be located too close to the intersection or other driveways).
To minimize the potential for any negative business impacts, affected businesses and
property owners should be involved in the project throughout the planning, design and
construction phases.
Painted or flush medians are generally installed on wide, single lane roads to improve traffic
flow and safety, whereas raised medians or solid "traffic islands" are preferred on heavily
trafficked roads. Painted medians provide numerous safety, traffic flow and economic
benefits to road users, however, their greatest disadvantage relates to the fact that no
additional gaps are created in the traffic so that under heavy traffic flow conditions pedestrian
wait times can become excessive and also that vulnerable pedestrians are likely to perceive
the crossing task as quite intimidating.
TWL TLs "bridges the gap" between a raised-curb median and an undivided cross-section
and has good operational performance but as a method of access control, TWL TLs lack the
safety performance of the raised-curb median and the ability to control property access.
An undivided road cross-section is able to provide direct access to all adjacent properties at
a low construction and maintenance cost. However the weakness this type of treatment is
shown by its inability to provide a storage area for major-street left-turn movements. This
deficiency results in poor operational performance and a poor safety record. The undivided
cross-section is associated with significantly higher delays than either the raised-curb median
or the TWL TL.
Collision rates increase as total driveway density in both directions increases. Each
additional access point increases the collision rate by about 4%. Roadways with full control
of accesses have lower accident rates than other roadways. Roadways with full access
control generally have between 25-50% fewer accidents per million vehicle miles traveled
compared to roadways without any access control. The raised-curb median treatment appears
to be associated with fewer collisions than the undivided cross-section or TWL TL.
DELCAN
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RECOMMENDED DESIGN (PIC NO.3)
Reconstruct Roadway to 4/5 Lane Hybrid (with
On-Street Bicycle Lanes and Boulevards)
CROSS SECTION
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Bicycle Lanes on Both Sides (Const. & Property)
Morrison Street (Construction & Property)
$ 8.0 Million
$ 0.5 Million (Not Ree.)
$ 2.0 Million
TOTAL COST I $ 10 Million
:=
Community Services Department
MW-2004-21
Municipal Works
4310 Queen Street
P.o. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Tel.: (905) 356-7521
Fax: (905) 356-2354
E-mail: edujlovi@city.niagarafalls.on.ca
Ed Dujlovic
Director
--
February 2, 2004
Alderman Victor Pietrangelo, Chairperson
and the Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
MW-2004-21
Valley Way Storm Sewer Extension
Proposed 11-unit Condominium Project
(Drummond Road to Valleyview Crescent)
RECOMMENDATION:
It is recommended that the Council authorize a cost sharing arrangement with the developer of the
proposed II-unit condominium project (Lucia Colangelo) for the extension of approximately 86m
of storm sewer on Valley Way that will provide an outlet for the development and separate a two (2)
ha. area from the existing combined sewer system.
Further, it is recommended that Municipal Works stafftender and inspect the works on the municipal
road allowance.
BACKGROUND:
The subject property (see attached plan) received Draft Plan of Condominium Approval in October
of 1992 and was subsequently severed in June of 1998. The proponent wishes to proceed with the
construction ofthe project this year and will require a Site Plan Agreement that addresses both on-
site and off-site servicing issues.
The purpose of this report is to seek Council's direction regarding a cost-sharing proposal for the
extension of a 525mm diameter storm sewer from a point just west ofthe entrance to an existing sub
sewer just west of Drummond Road. This new sewer has the ability to service the new development
and separate a significant area from the sanitary sewer system. The total costs of the project have
been estimated to be $32,900 with the costs shared on the basis of the contributing area times the
runoff coefficient formula (i.e., AR formula). This approach is consistent with our recent cost sharing
decision on the Clare Crescent/Brookfield Estates.
Funding for this project (City's share $27,500) is to be provided from the Expansion and Renewal
Fund.
Working Together to Serve Our Community
Municipal Works' Fire Services' Parks, Recreation & Culture' Business Development. Building & By-Law Services
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February 2, 2004
- 2 -
MW-2004-21
Given the fact that the City's share is the largest it would be prudent for Municipal Works to tender
the project and coordinate the timing ofthe connection to the off-site works with the developer.
Prepared by:
W----
Respectfully submitted:
GeoffHolman, CE.T.
Manager of Development
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-W- John MacDonald
Chief Administrative Officer
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Ed DujloVIC, P.Eng.
Director of Municipal Works
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01/29/2004 11:02
9053570555
MCINTYRE
PAGE 02
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Phone: 905-357.5999
Fax: 905-357..0555
maccadf @Tf!(lil. (;(17!in~l. CGm
74)7 Petmll" Collrt
Niag<u'1! f'~II., Ont¡";" L2H 2M
January 29, 2004
Mayor Saki & CoWlcil:
The Annual Spartan WaITior Tournament is coming to the Penninsula March 26th through to the
28th,2004.
My repsonsibility is "housing" approximately 5,000 players, parents, grandparents etc.. We
selected a weekend which is atìer March break, and before Easter Weekend, as it is VERY quiet
in the dty..... This tournament takes place in St. Catharines....however I have booked 90% of the
teams in Niagara Falls....
I am organizing a "Welcome Kit" foc each team...... Some of the participants are.... Casino
Niagara, Niagara Clifton Resorts ( they are giving a $2.00 entry ticket for each person versus
$5.00 - $7.00 entry to their museums.)... Criminal Museum (sarne)..McDonalds are offering Free
French Fries & Cones...local restaurants with discounts. and free appetizers and the list goes on.
As this is a St. Catharines Tournament and the rooms are in Niagara Falls, it would be wonderful
¡fthe "City" could offer something to the kit.....ie. A Welcome Letter from Mayor Salci.....a
Niagara Falls Pin, or Pen....I am open to anything... Perhaps you may have another suggestion.
I was responsible for the housing for the "Past Presidents Tournament" in December, and had
welcome kits made for each team... I have received several complimentary emails regarding the
kit.;.... Also the sponsors did well !. The Spartan Warrior Tourament is u5ing 8 arenas and is
triple the size of the tournament that just passed.... This would be a fabulous opportunity to
promote "Niagara Falls" very economically.
I urge you to consider something for the "Welcome Kit", and look forward to hearing from you.
Many Thanks
TRA VEL NIAGARA TOURS
Mary Ann Mcintyre