2003/12/08
SIXTEENTH MEETING
Monday, December 8, 2003
From 4:00 p.m. to 6:00 p.m.
City Hall, Committee Room #2A & B
1)
Approval ofthe 2003 11 17 Community Services Committee Minutes.
2) REPORTS: STAFF CONTACT:
a) PD-2003-l07 Status Report Tourism Policy Review Doug Darbyson
(Approximately 45 minutes)
b) BBS-2003-l4 Sign By-law Variance - George Bekos
4709 Bender Hill Ed Dujlovic
c) BBS-2003-l7 Indexing of Permit Fees 2004 Ed Dujlovic
d) BBS-2003-l8 Sign By-law Variance
Mardi Gras - 4967 Clifton Hill Ed Dujlovic
e) BBS-2003-l9 Sign By-law Variance
Orsini Bros. Inns Inc. - 6039 Fallsview Boulevard Ed Dujlovic
f) BBS-2003-20 Sign By-law Variance
Pizza Pizza - 6225 Lundy's Lane Ed Dujlovic
g) MW-2003-l89 Chamwood Avenue Parking Review Ed Dujlovic
h) MW-2003-l90 Chippawa Parkway Parking Review Ed Dujlovic
i) MW-2003-l91 Marco Street at Thistledown Lane,
All-way Stop Review Ed Dujlovic
j) MW-2003-l92 Willoughby Drive at Aberdeen Street,
All-way Stop Review Ed Dujlovic
k) MW-2003-l94 St. James Avenue Heavy Vehicle Restriction Ed Dujlovic
1) MW-2003-195 Dyson Avenue Parking Review Ed Dujlovic
m) MW-2003-198 Transportation Sub-Area Modeling Software
and Pilot Study Ed Dujlovic
n) MW-2003-205 Orchard Avenue @ Symmes Street
Reversal of Stop Signs Ed Dujlovic
3) NEW BUSINESS
4)
ADJOURNMENT
PRESENT:
REGRETS:
STAFF:
PRESS:
GUESTS:
1)
MINUTES OF COMMUNITY SERVICES COMMITTEE MEETING
Monday, November 17, 2003, City Hall, Room 2 at 5:30 p.m.
Chainnan Aldennan Victor Pietrangelo, Mayor Wayne Thomson, Aldennan
Wayne Campbell, A1dennan Ken Feren, A1dennan Shirley Fisher, Aldennan
Carolynn Ioannoni, Aldennan Paisley Janvary-Pool, Aldennan Nonnan
Puttick, Aldennan Selina Volpatti, and Aldennan Judy Off, Aldennan Janice
Wing, Aldennan Art Federow.
John MacDonald, Tony Ravenda, Ed Dujlovic, Pat Burke, Adele Kon, Ken
Burden, Ray Kallio, Dean Iorfida, Sue Forcier, Marianne Tikky - Steno.
Corey Larocque, Niagara Falls Review
Emilio Raimondo
MINUTES:
IT WAS MOVED BY MAYOR THOMSON and seconded by Aldennan Fisher, that the minutes
of the October 20, 2003 meeting be approved.
Motion:
Action:
2)
Carried
Recommendation submitted to Council 2003-11-17
REPORTS
a)
MW-2003-199 -
Sign Encroachments - Municipal Right-of-Way
IT WAS MOVED BY MAYOR THOMSON, seconded by Aldennan Feren that the City
develops a policy for sign encroachments into the Municipal right-of-way.
Motion:
Action:
b)
1)
Carried
Recommendation submitted to Council 2003-11-17
MW-2003-197 -
Marshall Road at Ort Road Intersection
a yield sign be installed facing westbound motorists on Marshall Road (straight section)
at Marshall Road (curve section) at the northern intersection of Marshall Road and Ort
. r
Road;
2)
a stop sign be installed facing eastbound motorists on Marshall Road (straight section) at
Ort Road (north intersection);
3)
the existing yield sign be maintained at the northern intersection of Marshall Road and
Ort Road, facing southbound motorists on Ort Road at Marshall Road (curve section);
4)
a yield sign be installed facing eastbound motorists on Marshall Road (straight section) at
Marshall Road (curve section) at the southern intersection of Marshall Road and Ort
Road;
5)
a stop sign by installed facing westbound motorists on Marshall Road (straight section) at
Ort Road (south section); and,
6)
a yield sign be installed at the southern intersection of Marshall Road and Ort Road,
facing northbound motorists on Ort Road at Marshall Road (curve section).
Furthermore, it is recommended that:
7)
the existing stop sign at the northern intersection of Marshall Road and Ort Road, facing
southbound motorists on art Road at Marshall Road (straight section) be removed; and,
8)
the existing stop sign at the southern intersection of Marshall Road and art Road, facing
northbound motorists on Ort Road at Marshall Road (straight section) be removed.
c)
BBS-2003-13 -
Ripley's Believe It or Not Museum - 4863
Clifton HiII- Sign By-Law Variance
IT WAS MOVED BY MAYOR THOMSON, seconded by Aldennan Fisher that the Committee
recommends the approval ofthe sign by-law variance to Council.
Motion:
Action:
Carried
Recommendation submitted to Council 2003-11-17
d)
MW-2003-200 -
Shriner's Creek Study - Final Report and
Implementation Strategy
IT WAS MOVED BY MAYOR THOMSON, seconded by Aldennan Fisher that the City of
Niagara Falls adopt the recommendations outlined in the Shriner's Creek Study (October 2003)
and further that the City authorizes the Niagara Peninsula Conservation Authority to commence
the detailed design phase for the reconstruction of Dam "A" (located north of Thorold Stone
Road and west of Kalar Road) at a cost of $25,000.
Motion:
Action:
Carried
Recommendation submitted to Council 2003-11-17
e)
Funding Request for Jason MacLean to Attend
Weight Lifting World Championship in British
Columbia
R-2OO3- 77 -
IT WAS MOVED BY MAYOR THOMSON, seconded by Aldennan Fisher that the committee
grant Jason MacLean $1,000.00 to assist in funding his attendance at the World Weightlifting
Championship in British Columbia and a letter of support be sent.
Motion:
Action:
Carried
Recommendation submitted to Council 2003-11-17
3)
NEW BUSINESS
a)
A1dennan Puttick motioned that staff come back with facts and figures for the City's
secession from the Region. During his attendance at various conferences Mr. Puttick
mentioned the secession to Mr. Dalton McGuinty who was receptive to look at any
municipality that wished to withdraw from the Region. Mr. Puttick referred to the
Region as a black hole where 30% - 35% of our taxes go. Mr. Puttick is convinced that
secession from the Region is the way to go. Aldennan Volpatti seconded the motion
noting that this has always been an issue that has been high on her agenda, requesting that
staff investigate this matter and report back within the next few months.
IT WAS MOVED BY ALDERMAN PUTTICK, seconded by Aldennan Volpatti that
staff prepare a report on the feasability of the City withdrawing from The Regional
Municipality of Niagara.
Motion:
Action:
Carried
Recommendations submitted to Council 2003-11-17
b)
IT W AS MOVED BY ALDERMAN WING, seconded by Mayor Thomson that a letter
regarding Dorchester Road and Morrison Street be referred to staff and the Environmental
Assessment process.
Motion: Carried
Conflict: Aldennan Volpatti
Action: Recommendations submitted to Council 2003-11-17
c)
IT WAS MOVED BY ALDERMAN WING, seconded by Aldennan Ioannoni that staff
contact the Ministry of Transportation regarding the traffic signals at Dorchester Road
and Highway 420.
Motion:
Action:
Carried
Recommendations submitted to Council 2003-11-17
d)
IT WAS MOVED BY MAYOR THOMSON, seconded by Aldennan Janvary-Pool that a
letter be sent to the Downtown BIA informing them that the City is not considering the
relocation of City Hall fOnD the downtown area.
Motion:
Action:
Carried
Recommendation submitted to Council 2003-11-17
4)
ADJOURNMENT
IT WAS MOVED BY ALDERMAN FEREN, seconded by Aldennan Puttick, that the regular
meeting of the Community Services Committee be adjourned at 5:45 p.m.
Corporate Services Department
PD-2003-107
Planning & Development
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Doug Darbyson
Director
..---
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 356-2354
planning@city.niagarafalls.on.ca
December 8, 2003
Aldennan Victor Pietrangelo, Chairperson
and Members of the Community Service Committee
City of Niagara Falls, Ontario
Members:
Re:
PD-2003-107, Status Report Tourism Policy Review
RECOMMENDATION:
It is recommended that:
1)
Committee approve in principle the nine summary recommendations proffered by the IBI
Group in their Phase I report regarding the City's Tourism Policy Review. (The consultant's
nine recommendations are listed and summarized in this staff report.); and
2)
Committee authorize the commencement of Phase IT of the Tourism Policy Review which
involves the fonnulation of draft policy changes and community and stakeholder
consultation.
BACKGROUND:
On May 30,2000, Official Plan Amendment No. 26 (OP A #26) was fonnally approved establishing
land use, building design and growth management policies for the City's tourism districts. The
policies emanated from the findings and recommendations of a Tourist Area Development Strategy
(T ADS) which was commissioned by the City and the Niagara Parks Commission to resolve
controversial tourism development issues and devise new guidelines for growth. Both OP A #26 and
T ADS envision Niagara Falls as a world class tourism destination, building upon its natural beauty
and international significrce. The vision is based on the following foundations:
1)
Park in the City
Niagara Falls is one of the world's natural wonders. Cast in a physical setting of parkland
and open space, a high quality visitor experience is provided. It is the intention of OP A #26
to enhance the visitor experience by extending the beauty of Queen Victoria Park into the
City. The greening of City streets and the creation of trails and public open spaces are
identified in the Plan as means ofbea,utification - bringing the Park into the City.
...;.
Working Together to Serve Our Community
Clerks. Finance' Human Resources. Infonnation Systems. Legal. Planning & Development
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December 8, 2003
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PD-2003-107
2)
An Integrated People Mover System
The elimination of the CN railway line through the tourist core is a key component of OP A
#26. With the removal of the rail line, visitor circulation can be enhanced significantly by
creating a multi-modal transportation corridor including a fully integrated people mover
system.
3)
A Grand Boulevard Concept on the Rail Corridor
Many tourist districts in major cities provide a main boulevard which acts as a conduit for
the movement of people between places and activity centres. The fonDer railway corridor
which traverses the Central District provides Niagara Falls with a unique opportunity to
create such a "grand boulevard" linking the activity centres of Clifton Hill and Fallsview.
The extension of Ferry Street to the boulevard would also connect Lundy's Lane to these
centres of tourist activity. The Grand Boulevard concept envisioned in OP A #26 calls for
an animated public street featuring wide boulevards, street cafes and a full offering of
pedestrian amenities.
4)
New Casino Development
OP A #26 emphasizes the importance of fully integrating the new casino development with
the rest of the tourism plant. In order to ensure that this new activity centre in the Fallsview
District does result in the decline of the Clifton Hill node, the Plan proffers the creation of
strong linkages between the two centres. Means to achieve this integration include the
implementation of the Grand Boulevard concept, the creation of an escarpment trail fÌ"om
Clifton Hill to FaIlsview and the establishment of pedestrian bridge linkages across Murray
Hill.
5)
Building Quality and Emerging Skyline
The regulation of building heights to a maximum of30 storeys is included in OP A #26 in an
attempt to protect the physical setting of the Falls fÌ"om overdevelopment. The policies of
the Plan aim to ensure that each development is well designed, carefully sited and massed
to avoid over shadowing of Queen Victoria Park and other parts of the public realm, to
ensure that a solid wall is not created along the top of the escarpment and to enhance the
pedestrian environment by maintaining sunlight standards, ensuring sky views and mitigating
wind impacts. Detailed guidelines contained in T ADS provide built fonD criteria upon
which developments are assessed. An Architectural Peer Review panel works to advise
Council as to the compliance of building in excess of 10 storeys with the spirit and intent of
the Official Plan and T ADS guidelines.
OP A #26 is a culmination of years of study, the involvement of various levels of government
including the Province, the Region and the Niagara Parks Commission and extensive
stakeholder participation. The policies have been challenged on many occasions and have
been tested at the Ontario Municipal Board. Many developments have been approved in
conformity with the new planning fÌ"amework while others have not.
December 8, 2003
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PD.2003-107
Impetus for the Tourism Policy Review
Since the adoption of the new Tourism policies and T ADS guidelines for high-rise development,
Council has considered and approved approximately 12 high-rise development applications in the
Clifton Hill and Fallsview Tourism districts. All applications have been subject to the newly
adopted Architectural Peer Review process. An application for a 6-storey addition to the 30-storey
Embassy Suites project in the summer of 2002 prompted the Architectural Peer Review panel to
suggest that a tourism policy review be undertaken. The panel was concerned that the objectives set
out in the Tourist Area Development Strategy were not being fully realized under OP A #26,
therefore, a special review to detennine how the system is working was suggested. Both City and
Regional Planning staff acknowledged the concerns raised by the Architectural Peer Review panel
and recommended support for the review.
Review Objectives
Council authorized the engaging of a consultant in October 2002 to review the strengths and
weaknesses ofthe new planning system and to detennine what implementation strategies needed to
be put in place to more effectively achieve stated goals and objectives. Among other matters, the
tenns of reference for the Tourism Policy Review specifically directed the review team to address
the following questions:
1)
2)
Should the City entertain building heights in excess of 30 storeys?
If greater building heights are to be entertained, what criteria should be established to guide
such development and what public benefits should be derived from same?
Is the physical fonD and character of new development providing the setting for an attractive,
pedestrian-friendly environment as envisioned in TADS?
How effective is the development approval process and the Architectural Peer Review
system in achieving the City's built fonD objectives?
Should hotel developments be pennitted to satisfy their parking requirements off-site or on
leased lands?
How effective are Section 37 agreements with private developers in implementing the Park
in the City objectives ofthe Official Plan?
3)
4)
5)
6)
Consultants Engaged to Conduct Review
On January 13, 2003, Council selected the IDI Group to undertake the Tourism Policy Review. The
consultants submitted their Phase I report at a Council workshop on July 7, 2003. The Phase I report
concluded that while the vision and policy fÌ"amework set out in the Official Plan were good, there
was a lack of corporate commitment by the City of Niagara Falls to the Plan, implementation
strategies were weak and the development approval process needed to be made clear and transparent
relating building height approvals to public benefits received.
Attached to this report is an executive summary of the consultant's recommended strategies for
building height increases in excess of30 storeys, their approach to building heights in exchange for
public benefits, improvements to the use of Section 37 agreements and other related matters.
Next Steps in the Study
The consultants had hoped that the Council workshop would have resulted in an endorsement of
their Phase I conclusions and recommendations so that the next phase of the study could proceed.
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December 8, 2003
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PD-2003-107
While the consultants received some direction with respect to various aspects oftheir report, Council
did not provide clear direction as to their vision for future tourism development nor did they
specifically endorse the improvements which had been proposed. Without a clear mandate, both
staff and the consultants felt that the incoming Council should be given the opportunity to provide
the direction required. It is for this express reason this report has been prepared. Nine
recommendations to Council have been made by the review consultants in support of a world class
vision for Niagara Falls. The IBI Group requests Council's endorsement of their nine
recommendations so that they have a clear mandate to take this proposal to the community and
tourism stakeholders for public input.
Tourism Policy Review - Consultant's Recommendations
Staffhas listed the specific recommendations contained within the consultant's report together with
a summary explanation providing the rationale for each recommendation.
1)
The established Vision Statement for tourism development with the five pillars of
support should be reconfirmed and incorporated into a Strategic Plan.
The consultant believes the tourist area vision "for a modern urban centre at the heart of one
of the world's most beautiful landscaped settings and natural wonders" as supported by the
principles: Park in the City; Integrated People Mover System; Grand Boulevard Concept;
Casino Development; and Building Quality and Emerging Skyline, is valid and appropriate.
The consultant suggests that Council consider the incorporation of these principles into a
Strategic Plan to address the municipal coordination of major capital works, economic
development and land use regulations. This suggestion is supported by staffbecause it would
better ensure the coordination of priorities and financial resources.
2)
A two-tier development zone system be established which provides additional
opportunities for a second row of taller buildings.
The consultant believes that because a building height of 30 stories has been set for those
properties along the front edge of the escarpment/moraine, those properties behind should
have additional development opportunities ifbuildings are to be afforded a view ofthe Falls.
The consultant recommends a second tier of development to a maximum height of 45 stories.
This second tier would be a bonus area where additional height is to be made available only
where community benefits are provided in return for extra stories beyond 30. Because
additional building height will affect room densities, further work should be done to tie the
ultimate building heights to infrastructure capacities being engineered for the area.
3)
The Streetscape Master Plan must be implemented to achieve an appropriate
pedestrian realm adjacent to the public streets.
Landscaped boulevard treatments are an important part of the "Park in the City" concept.
The consultants found that implementation of the Streetscape Master Plan has been
hampered by the limited road allowance widths. It is essential that the Official Plan be
updated to protect sufficient land for future road widenings in order to accommodate planted
boulevards in addition to the required traffic lanes. The consultants further believe that the
Streetscape Master Plan should be further updated to provide for public art particularly as
it applies to gateways, portals and celebration places. Securing streetscaping should continue
to be part ofthe menu of public benefits for increased height beyond four stories.
December 8, 2003
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PD-2003-107
4)
The Transportation Master Plan should be updated to integrate the People Mover
system and Grand Boulevard design.
The consultants believe that the proposed Grand Boulevard is an essential element of the
current Tourism Vision. Together with the Grand Boulevard, the People Mover System is
considered an essential part of the transportation plan to facilitate tourist movements. This
corridor must develop as a quality open space environment and engage the public with
building frontages; the consultant cautions that if this is not provided, the visitor will
perceive the area as unsafe and it will become a forlorn place at the backside of buildings.
Therefore, finalization of the alignment and design work for the Grand Boulevard concept
and People Mover corridor must occur.
5)
The Architectural Peer Review panel should be retained as part of the review process
for buildings greater than 10 storeys.
The ffiI Group believes that the APR panel should be retained as it provides a valuable
service to both Planning staff and Council. The panel should speak to the architectural
excellence of a proposal and provide advice on urban design. Any commentary regarding
compliance with policies and design guidelines should be left to Planning staff as part of the
application review prior to submission to the APR panel. The panel's recommendations
regarding architectural and urban design issues should be made part of a section 37
agreement with the owner.
6)
Section 37 Bonus Provisions of the Planning Act should be implemented in a menu of
incentives in return for granting additional building heights.
Section 37 ofthe Planning Act entitles a municipality to obtain ITom a developer, facilities,
services or matters in exchange for pennission to increase the height or density of a
development. To date, the City has used these provisions only to gain streetscape
improvements. The consultant believes that the City can obtain far greater public benefit in
exchange for additional height and density. The consultants recommend that a "Menu of
Incentives" approach be adopted. This type of approach is currently utilized by other major
Canadian cities in order to secure physical public benefits and/or cash contributions to civic
projects. The basic premise is that a developer contributes certain items or cash in exchange
for pennission to build a development of a certain height or density. These items can include
streetscaping, parking structures, on-site daycare centres, weather protected sidewalks and
walkways and winter gardens, the latter items being important features in making the city
comfortable for the tourist in the winter months. Cash contributions can be made for civic
proj ects such as the community centre, Proj ect Share, Library improvements, or other similar
projects.
7)
A transparent and consistent application approval process should be instituted.
A consistent approach to development approvals which ensures public benefits is secured up
ITont and which responds to incremental changes in plans is recommended. The consultants
also believe that a three-dimensional computer model would be of assistance in weighing the
merits of new development applications.
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December 8, 2003
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PD-2003-107
8)
The hydro corridor should be reconfirmed as an urban separator between the tourist
area and the residential lands to the west in order to create a stable boundary.
The consultants identify the north-south hydro corridor as an important urban separator
which should be maintained in order to ensure a stable boundary between the tourist area and
residential lands to the west. It is recommended that the Province be advised of the
municipality's interest in the lands for public linear use through the Secondary Plan Land
Use Program (SPLUP).
9)
Regulatory reforms should occur to incorporate employee parking requirements in
zoning and facilitate the use of Traffic Demand Management studies as part of a larger
range of parking options in the tourist core.
There is an opportunity to update municipal regulations to include a ratio for employee
parking as part of the zoning requirements for any new tourist commercial development.
Also it is recognized that Transportation Demand Management Strategies may be used to
provide parking alternatives for businesses with various operating hours during the 24/7
period. Hotel parking should be provided on-site.
CONCLUSION:
It is important that Committee consider the consultant's recommendations in order to confinn the
vision for future tourism development, to give direction with respect to proposed changes and
refinements being proposed and to authorize the commencement of the next phase in the study. The
previously held Council workshop on this topic did not result in any specific direction being given.
This report has been prepared to summarize the planning process which has been followed to date
with respect to the Tourism Policy Review and the recommendations being offered to proceed with
the next phase.
Prepared by:
~~U
~tfuh;:Z:V
000 MacDonald
Chief Administrative Officer
Alex Herlovitch
Deputy Director of Planning & Development
Recommended by:
't{\ - ð- ,..,--
Do~on
Director of Planning & Development
Approved by:
~ . (WJJJv .
T. Ravenda
Executive Director of Corporate Services
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S:\PDR\2003\PD2003-107, Status Report Tourism Policy Review.wpd
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
STRATEGIC DIRECTION RECOMMENDATIONS
CITY OF NIAGARA FALLS TOURISM POUCY REVIEW
STRATEGIES
S.l PERMIT HOTELS IN EXCESS OF 30 STOREYS AS A SECOND TIER OF DEVELOPMENT
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APPROACH
Within the Central Tourist District there are a number of sites already
approved and/or constructed with hotels at 30 storeys or more that create a
wall between Niagara Falls and undeveloped properties. Because the
scale and impact of the existing development aiong the escarpment is now
set at approximately 30 storeys, there will not be additional visual or
adverse shadow impact on Queen Victoria Park. Increased height in the
range of 45 storeys represents the next magnitude in development.
Increased height in a second tier of development can give greater worth to
the new hotels to the west to look over the shoulders of existing or
approved sites to provide them a view of the Faits. Higher heights are
more important than larger floor plates. The idea is to minimize floor plates
and aI/owed increased heights and therefore maximize the proportion of
hotel units with a view of the Falls.
If the additional height is increased on Stanley Street, one of the two major
routes into the Tourist District, it will contribute to a sense of gateway and
place making for the Tourist Area..
By permitting taller heights with attention paid to the size and orientation of
the towers, a greater variety of building heights is possible within the overall
Tourist District. It can contribute to a more varied appearance in terms of
height, especially from the American side. It will visually reduce the
impression that the Tourist District is creating a wall condition along the
escarpment. It will create visual depth to the area as seen from the east.
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1
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
APPLICATION
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Increased height is to be determined on a clear exchange of
public benefits to the City valued on a floor by floor basis similar to
the approach used in the City of Chicago. Increased devefopment
height translates into an increased development value that is
shared by the owners and the City for the publ:ic good.
This is to be achieved by a clear menu of incentives to permit and
encourage increased height through the provision of public
benefits secured through an Agreement under Section 37 of the
Planning Act. These public benefits should include:
.
Implementation of the urban design objectives of the City
for the Central Tourist Area and its emerging skyline;
On-site amenities that contribute to the quality of the
public realm and to the tourism commercial experience
Opportunities for cash contributions for civic
improvements and public benefits in exchange for the
additional value created through the zoning for increased
building heights beyond 30 storeys that otherwise would
not be permitted under existing policies.
.
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City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
S.2 CREATE A MENU OF DEVELOPMENT INCENTIVES RELATED TO INCREASED HEIGHT PERMISSIONS UP TO
30 STOREY
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APPROACH
There should be a clear direction from the City that clearly lists the built form
objectives for the base zoning permission for podium development. The
approach for the podium is:
.
That the podium be 12.15 metres in height
That the podium have a build-to line of 50% to 75% of the street
frontage with active tourist commercial uses
That any above grade parking structure be concealed with habitable
space
.
.
There should be a menu of development incentives established by the City for
height increases beyond the base podium that secure the urban design
objectives for the Tourist District. These are:
01 That public boulevard streetscape improvements be secured as a
condition of the first two floors beyond the podium
02 Allow an additional eight storey tower floors if the building face above
the second storey tower floor does not exceed 56 metres bringing the
total height to 10 storey floors above the podium
03 If the building face above the second storey tower floor does not
exceed 46 metres allow an additional 12 storey tower floors bringing
the total height to 14 storey tower floors above the podium
04 Allow an additional four storey tower floors if two sides of a building
face are stepped back a minimum of 3 metres - Increasing the height
to 14 storey tower floors [or 18 storey floors for the reduced frontage
building]
05 Allow an additional four storey tower floors provided that Council is
satisfied that the architectural design of the overall building provides
distinctive tower massing and articulation bringing the total height to 18
storey tower floors [or 22 storey tower floors for the reduced frontage
building]
06 Allow an additional four storey tower floors provided that Council is
04
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City o~ Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
satisfied that the design of the building provides a distinctive roof [or 26
tower floors for the reduced frontage building]. Roof treatment can contain
habitable space.
07 Create a menu identifying on-site amenities and/or public benefits that
increase the overall value of the project and that if provided will allow
the building height to increase to 30 storey tower floors above the
podium. Examples of these types of incentives and related increases
are:
. Allow an additional storey if there is 8 weather protected
canopy or colonnade for pedestrians along the street frontage;
. Anow an additional storey if there landscape terraces visible
from the public realm;
. Allow an additiortal two storey floors if the development
proVides a Y9ar-round Winter Garden;
. Anow an additional storey if the d9V9l0pment provides a
weather protected through-block connection
. Allow an additionlJl storey if the development provides a
weather protected connection to the Casino or to other hotels;
. Allow an additiortlM storey if the development provides
workpIece chi/dcare
. Allow an additional 5 storey tower floors if the development
provides below grade parking
. Allow an additional 5 storey tower floors if the development
provides a mix of residential uses sufficient to contribute to
year-round use of the on-site amenities of the tourist
commercial fact1ities;
. Other similar incentives that contribute to the value of the
project and its role within the tourist district.
Publish Urban Design and Architectural Guidelines illustrating appropriate on-
site amenities for the purposes of this section.
APPUCATION
The urban design objectives for the tourist district have already been expressed
within the Tourist District strategies that have been developed over the past ten
years. What is new is that these elements will be secured by the City through
an Agreement under Section 37 of the Planning Act that will be entered into
between the owner and the City that clearly links the municipal objectives for
good urban design with the zoning increments of increased height up to the
[i]
4
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
current maximum limits
3. PERMIT HEIGHTS BEYOND 30 STOREYS WITH FINANCIAL CONTRIBUTIONS FOR PUBLIC BENEFITS
_.._~.,,".. ..._._,,~. """'_.-..
",-... .-'-""'-"""
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APPROACH
At present, the maximum height within the Tourist District Central Area is
30 storeys. Additional building height will result in an increased value to the
land that will be created by the decision of the City. It not only increases
the development potential of the site but it increases the value of hotel
rooms that can now be afforded a view of the Falls from behind existing
development.
The City in exchange for financial contributions can grant this increased
height and density for off-site public benefits so that a win-win situation is
created for all. It needs to be a consistently applied exchange of benefits
between the city and the owner, administered on the same terms and
financiaJ formula for everyone.
Financial contributions would be secured through the Section 37
Agreement and could be directed to public benefits such as:
.
Additional public parks and trails
Additional amenities for the People Mover System
Additional civic plazas or squares
Additional or enhanced community based childcare facilities
Additional or enhanced community facilities for the residents of the
City
.
.
.
Financial contributions would be calculated based on the fair market value
of the additional tower floors to be permitted beyond the current 30 storey
limit.
-4
~
5
~
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
APPLICATION
The City will develop a financial formula that is easy to
administer and to understand. It should be consistently used
in the review of any rezoning for an increased height beyond
30 storeys.
With respect to the urban design considerations, the building
face fronting the Falls should narrow again at the 36th floor to
30 metres to continue the sculpture of the building. The
magnitude of height increase that is anticipated and
recommended is in the range of 45 storeys.
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6
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
4 CLEARLY STATE THE ROLE OF THE ARCRITECTtJRAL PEER REVIEW PANEL
"'-"'--..,,'" ""-..---. ...-..
......."" " .' -",."".'-'
..~"... ._.~.,-"".. ...~...._~..'...~~-
APPROACH
The Architectural Peer Review Panel is an innovation that is valuable to
City and to the development industry in achieving the goals and objectives
for the Tourist District. The focus of its work should be to speak to the
architectural excellence of a project and not to review zoning compliance or
compliance with site plan guidelines.
In partjcular. it should advise Council:
. On the urban design and architectural excellence of a proposal
. On the impacts of the proposal within the public realm
. On the way in which a building meets grade and how the public
realm is accommodated
. On the ability of the proposal to contribute to the skyline
. On urban design and architectural options that can be explored in
greater detail with a developer before Council makes a decision
All applications for development at 10 storey or more should have the
benefit of the Architectural Peer Review panel to review pedestrian comfort
requirements as a result of wind. sun shade analysis on the public realm -
especially Queen Victoria Park and publIc boulevards and pubfic open
space - and on nearby low density residential areas. But Council should
have the ability to consult the Architectural Peer Review panel for any
application where there is a need to do so.
To the extent possible. the elements of urban design and architectural
excellence supported by the City for a particular project will be secured as
part of the Section 37 Agreement.
[i]
7
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
APPLICATION
The role of the Architectural Review Panel can be helped
. Through the development of urban design guidelines
that assist in expressing the excellence the City is
seeking
. Through making opportunities for the panel to become
involved In a less formal manner at the early stages of a
development review process
. Through the development of application guidelines and
base zoning regulations that the applicant and the city
staff can sett1e before an application requires the
scrutiny of the panel
. Through the framing of development options that can be
weighed and considered by staff and the developer and
Council as part of a problem solving exercise.
~
,
8
City o~ Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
5 CREATE A STABLE BOtJNDARY FOR THE TOURIST DISTRICT CENTRAL AREA
....--..--., . "--,-",".-_....
'-----""" '."""'--'.""~-"
APPROACH
There is defined planning area for the Tourist District Central Area that should
have a stable boundary;
.
That consolidates the tourist commercial and accessory activities
That creates a separation and buffer between the tourist commercial
area and the stable tow density residential areas to the west
That is easily understood by visitors trying to find their way around the
district.
.
.
There is not a demonstrable need to consider additional areas for designation
within the Tourist District Central Area. Existing stable separators such as the
north-south Hydro Corridor should be considered to function in this role.
APPUCATION
For Hydro Corridors that are subject to the Provincial Secondary Plan land
Use Program [distinct from surplus Hydro lands] the City will advise the
Government of Ontario of the corridors it feels should be protected for
future public linear use. Foliowtng provincial approvals, local and regional
official plans can be modified as appropriate.
[i]
9
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
6 IMPROVE UPON TIlE USE OF SECTION 37 AGREEMENTS TO SEC1JIΠPUBLIC BENEFITS
"--"--'. .....---- '."'-,,-, "----.
""~'" . ----""""'-.'" .
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APPROACH
The City currently uses section 37 agreements to secure public realm
improvements for developments greater than 1 0 storeys. The process, however,
is not working weJl:
.
The owner undertakes to provide a number of unspecified improvements
that are described generally - future actions not secured at the time of
zoning; .
There are not always clear dollar estimates as to the value of the
improvements or the owner's upset costs;
The Section 37 benefits are folded into the site plan agreement prior to
building permit after the zoning is enacted rather than a separate Section
37 Agreement executed prior to zoning
There is not clear doltar relationship between the value of the public
benefits and the value of the increased height to be permitted.
.
.
.
Under Section 37 approvals, the owner elects to provide certain matters in
exchange for increased height and density. The decision to do this wil1 be made
at the time of the zoning applicatIon review so that the agreement is executed
prior to the enactment of zoning, the matters to be provided are clearly
understood by both the city and the owner, the financial securities associated with
the public benefits are secured up front.
The by-law will clearly set out the matters that will be provided and the increased
heights that will be permitted.
The first principles are:
li!]
.
The increased height is to have clear value to the developer and the
public benefits have clear value to the City;
Clear and consistent rules for all landowners
Not a development charge or levy - section 37 is to secure public
benefits through the compensation of additional development rights
Not an exemption under the Development Charges or Parkland
dedication by-laws;
Increases and benefits should lend themselves to a measurable rate that
is easily understood.
.
.
.
.
10
City of Niagara Falls Tourism Pol icy Review: Strategic Direction Recommendations
APPLICATION
~
[iJ
~
The City win settle its agreements and the details of its by-laws at the time of
the rezoning approvals. The decision to seek the increased height and the
community benefits that the approval will provide will be clearly understood at
the time of zoning approval.
This wRI assist the City In
.
Coordination the implementation of public realm improvements
coming out of development with those coming out of its regular
Capital Works budgeting process
Decision making for like applications within similar districts
Monitoring the range of increased heights and the benefits
provided by various 8¡¡>plicatlons.
.
.
11
Community Services Department
885-2003.17
Building & By-law Services
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
John Castrilli, CET, ceca
Director
..---
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 374-7500
jcastrilli@city.niagarafalls.on.ca
December 8, 2003
A1dennan Victor Pietrangelo, Chair
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
BBS-2003-17
Indexing of Permit Fees 2004
RECOMMENDATION:
That this report be received for the infonnation of Council.
BACKGROUND:
By-law No. 2001-58, passed by Council on March 19,2001, with respect to inspections and pennits,
sets out a scale of fees for various classes of pennits.
Section 14 of Schedule A of the above By-law stipulates that the fees shall be indexed annually, on
each January 1, thereafter without further amendment to the By-law in accordance with the StatsCan
Quarterly Construction Price Statistics Catalogue and this has been applied since the passing ofthe
By-law.
The above index has increased by 4.65% since the last adjustment and the pennit fees for 2004 have
been adjusted accordingly and are shown in the attached summary.
Respectfully submitted:
~~
Chief Administrative Officer
Attach.
Working Together to Serve Our Community
Municipal Works' Fire Services' Parks, Recreation & Culture' Business Development. Building & By-Law Services
CLASS OF PERMIT
OTHER PERMITS (cont)
PERMIT FEE
$/sq. ft. $/sq. m.
10. Demolition of a building or structure
11. Gasoline or Fuel Pump.
12. Gasoline or Oil Storage Tank.
13. Public Pool
14. Private Pool
15. Miscellaneous Residential.
a) Addition to existing dwelling.
b) Garage.
c) Accessory Building, closed porch, solarium
d) Finishing Basement.
e) Carport, Open Porch, Deck.
f) Mobile Home (CSA certified - foundation extra
g) Mobile Home Foundation
h) Mobile Home(Uncertified)-including foundation
j) Signs
$0.018
$70.00 per pump
$70.00 per tank
$350.00, Flat Fee
Value method, as below.
$0.20
Plus
$0.779
$0.251
$0.222
$0.222
$75.00, Flat Fee
$100.00, Flat Fee
$0.125 $1.35
$0.436 $4.70
$65.00 for up to 25 sq. ft. plus $1.50
for each additional sq. ft.
$8.39
$2.71
$2.38
$2.38
PLUMBING. DRAINS & SEWERS
1. Installation of Plumbing.
$65.00 for all plumbing, up to seven
fixtures, in each unit, plus $4.00 for
each additional fixture.
$4.00 each
$65.00 for the initial 150 feet (45 m.)
of pipe, or portion, thereof, plus
$15.00 for each 50 feet (15m.) of
additional pipe.
$100.00, Flat Fee
$20.00 per run
Value method, as below.
2. Rain water leaders, Manhole, Catchbasin, Area Drain.
3. Building Drain, Building Sewer, Building Stonn Drain,
Building Stonn Sewer, Stonn Drainage Piping,
Private Drain, Private Stonn Drain.
4. Connection to Municipal Sewer
5. Water service pipe (2" diameter, or less)
6. Water service pipe or private main (over 2" diameter)
MISCELLANEOUS
1. Transfer ofPennit to new owner.
2. Extension of revocation date ofpennit
3. Conditional Pennit Agreement: a) Not Registered
(See below) b) Registered on Title
4. Non-routine Inspection Fee: a) In regular hours
b) Out of regular hours
5. Partial occupancy Inspection Fee (per hour)
6. Compliance letter to Lawyers, etc.
7. Liquor Licence Letter (includes Fire Department fee).
8. Zoning Confinnation
9. Weekend Inspection - Min. fee + $90 per hour after 4 hrs. Min. Fee
10% of original fee, llÚn. $75.00
$80.00, Flat Fee
$120.00 llún. **
$250.00 min **
$60.00, Flat Fee
$90.00, Flat Fee
$60.00 per hour
$70.00 per property
$125.00 per property
$6.00 per property
$240.00 per inspection
** The fee for a Conditional Pennit Agreement (CPA) is based on the full pennit fee. Where the pennit fee
is $2,000 or less, the CPA. fee is 10%, min. $110.00. Where the CPA. fee is more than $2,000, the CPA. fee
is 20% of the full pennit fee and in the event that the CPA is complied with, in full by the due date, then
50% of the CPA fee will be refunded.
The fees above, calculated on a sq. ft.lsq. m. basis, include new floor area either in a new building or an
addition to an existing building.
For categories of construction not listed above (including swimming pools), the pennit fee shall be $70.00
for the initial $5,000.00 of valuated cost, or portion thereof, plus $10.00 for each additional $1,000.00 of
valuated cost, or portion thereof. Fees are payable at time of application.
Except where shown otherwise, the minimum fee is $75.00 for residential & agricultural properties and
$125.00 for all other classes ofpennit.
Other applicable fees may be payable for servicing, deposits, development charges, park dedication, etc.
The fee for fast tracking a pennit (when available) is 1.5 times the applicable rate, above.
Notwithstanding, where construction or installation has occurred prior to the issuance of a pennit, then the
pennit fee shall be double the amount listed above.
NOTE:
Pennit fees are indexed to the StatsCan Construction Price Statistics, and are adjusted
annually. The increase ftom 2003 to 2004 was 4.65%
This Summary is intended for reference purposes only. For complete infonnation, refer to
By-law 94-42 & the various amendments thereto and other applicable by-laws
CITY OF NIAGARA FALLS
2004 PERMIT FEE SUMMARY
BUILDING & BY-LAW SERVICES
Effective, January 1, 2004
The permit fee for the construction of a building, structure or addition, listed by classification of major
occupancy, is calculated on the basis of the Gross Floor Area of the building or addition, as applicable,
multiplied by the couesponding figure shown below for each class of permit
CLASS OF PERMIT
ASSEMBLY BUTI..DINGS
1. School, Church, Restaurant over 30 seats, Library,
Theatre, Educational or Recreational Facility and
occupancies of a similar nature.
2. Casino
INSTITUTIONAL BUTI..DINGS
1. Hospital, Nursing Home, Refonnatory, Prison and
occupancies of a similar nature.
RESIDENTIAL BUTI..DINGS
1. Basic minimum house, less than 1,000 sq. ft., no garage.
2. Average quality house, under 3,000 sq. ft., with garage.
3. Superior quality house, over 3,000 sq. ft., with garage.
4. Townhouse without garage
with garage
5. Add for finished basement, in any of the above.
6. Apartment Building (low rise)
7. Apartment Building (high rise)
8. Hotel (low rise)/Motel
9. Hotel over two stories
BUSINESS AND PERSONAL SERVICE BUTI..DINGS
1. Office or Medical Building, Financial Institution and
occupancies of a similar nature.
MERCANTILE BUTI..DINGS
1. Low Rise Retail Store, Strip Plaza, Small Restaurant of
30 seats or less, and occupancies of a similar nature.
2. Add for Offices or Apartments over the above.
3. Supennarket, Department Store and occupancies of a
similar nature. .
4. Add for basement to any of the above mercantile uses.
INDUSTRIAL BUTI..DINGS
1. Factory, Plant, Warehouse, industrial building and
occupancies of a similar nature.
a) Less than 50,000 sq. ft.
Shell and exterior cladding only
b) 50,000 sq. ft. or greater
Shell and exterior cladding only
2. Offices in industrial building
OTHER PERMITS
1. Service Station, Car Wash.
2. Air-supported Structure, Tent. (See note 5 in By-law):
a) Under 250 sq. m
b) 250 sq. m or more
3. Parking Garage
4. Accessory Storage Building, Fann Building, Greenhouse
5. Conversion of the interior of an existing building to a Casino
6. Change of Use:
a) Less than 4,300 sq. ft. (400 sq. m)
b) 4,300 sq. ft. (400 sq. m), or more [Min Fee - $125.00]
7. Foundation only.
8. Structural Shell & foundation only
9. Architectual shell & foundation (see note 7 in By-law)
PERMIT FEE
$/sq. ft. $/sq. m.
$1.198
$12.89
$1.938
$20.86
$1.198
$12.89
$0.710
$0.797
$0.943
$0.668
$0.740
$0.228
$0.599
$0.724
$0.892
$1.198
$7.64
$8.58
$10.15
$7.19
$7.97
$2.45
$6.45
$7.80
$9.60
$12.89
$1.198
$12.89
$0.974 $10.49
$0.559 $6.02
$0.846 $9.10
$0.336 $3.61
$0.474 $5.11
$0.316 $3.40
$0.384 $4.13
$0.264 $2.84
$0.892 $9.60
$0.813 $8.75
$75.00, Flat Fee
$0.094 $1.02
$0.341 $3.67
$0.239 $2.57
$0.971 $10.45
$125.00, Flat Fee
$0.303 $3.13
10% offull permit fee
50% offull permit fee
67% offull permit fee
2.....
Community Services Department
BBS-2003.18
Building & By-Law Services
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
John Castril/i, CET, CBCe
Director
~
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 374-7500
jcastrill i@city.niagarafalls.on.ca
December 8, 2003
A1dennan Victor Pietrangelo, Chair
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
BBS-2003-18
Sign By-law Variance
Mardi Gras - 4967 Clifton Hill
RECOMMENDATION:
That the Committee recommend to Council the approval of the sign by-law variance.
BACKGROUND:
The owners are proposing to construct a 44 square feet projecting sign; however, the structural
engineer has recommended that the sign not only be supported ITom the existing canopy but also be
supported at the base with a steel column. The addition of this steel column creates a ground sign
and another ground sign is not permitted at this location. Staff feels that the general intent of the by-
law has been met and the proposed sign is not obtrusive.
udge
anager of By-Law Services
..
asfiilli, CET, CBCO
. ector of Building & By-law Services
attach
Working Together to Serve Our Community
Municipal Works. Fire Services. Parks, Recreation & Culture. Business Development. Building & By-Law Services
Community Services Department
885.2003-19
Building & By-Law Services
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
John Castrilli, CET, C8CO
Director
----
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 374.7500
jcastrilli@city.niagarafalls.on.ca
December 8, 2003
Aldennan Victor Pietrangelo, Chair
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
BBS-2003-19
Sign By-law Variance
Orsini Bros. Inns Inc. - 6039 Fallsview Boulvard
RECOMMENDATION:
That the Committee recommend the approval ofthe variance to Council.
BACKGROUND:
The owners of the newly constructed hotel are proposing to install two additional ground signs, one
at 22 square feet and the other 45 square feet; however, they have reached the maximum number
(two) of ground signs pennitted. The subject property is a through lot that ttonts on both Fallsview
Boulevard and Stanley Avenue; however, the by-law does not provide for this factor. The proposed
signs are esthetically pleasing in design and are a reasonable size. Staff feel that they would not
adversely affect the immediate area.
0 dge
Manager of By-Law Services
espectfully SA-no;:;. bmitted:
In~~(
John MacDonald
Chief Administrative Officer
.
astrilli, CET, CBCO
. ctor of Building & By-law Services
attach.
Working Together to Serve Our Community
Municipal Works. Fire Services. Parks, Recreation & Culture. Business Development. Building & By-Law Services
Community Services Department
885.2003.20
Building & By-Law Services
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
John Castrilli, CET, CBCD
Director
---
Tel.:
Fax:
E-mail:
(905) 356-7521
(905) 374-7500
jcastrilli@city.niagarafalls.on.ca
December 8, 2003
A1dennan Victor Pietrangelo, Chair
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
BBS-2003-20
Sign By-law Variance
Pizza Pizza - 6225 Lundy's Lane
RECOMMENDATION:
That the Committee recommend the proposed variance to Council.
BACKGROUND:
Pizza Pizza is proposing a major interior and exterior facelift at this well established location in
accordance with their corporate program. The two proposed signs will exceed the maximum (4)
number of signs pennitted; however, the square footage of the signs will be less than what exists
today. Staff feels that the intent of the regulations is being followed and the overall package is
consistent with redevelopment.
espectfully submitted:
.~~
J hn MacDonald
hief Administrative Officer
strilli, CET, CBCO
or of Building & By-law Services
Working Together to Serve Our Community
Municipal Works' Fire Services' Parks, Recreation & Culture' Business Development. Building & By-Law Services
Community Services Department
MW-2003--189
The City of j~
Niagara Falls '11
Canada ~
",.....
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Ed Dujlovlc. P. Eng.
Director
Tel:
Fax:
E-mail:
(905) 356-7521
(905) 356-2354
munwks@city.niagarafalls.on.ca
December 8, 2003
Aldennan Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
RE: MW-2003-189
ChmmwoodAwnuePu~gRe~ew
RECOMMEHDA TlOH:
It is recommended that a parking restriction at all times be implemented on the south side of
Chamwood Avenue between the hydro coITidor and Montrose Road. **THAT A PARKING
RESTRICTION NOT BE IMPLEMENTED AND OVERNIGHT RESTRICTIONS BE ENFORCED.**
BACKGROUND:
In response to a motion carried at the Community Services Committee meeting on September 22,
2003, staffhas investigated the parking situation on the recently developed section ofChamwood
Avenue between the hydro corridor and Montrose Road. At the aforementioned meeting, it was
moved that no sidewaJks be installed on Chamwood Avenue and that on-street parking be
reviewed.
Chamwood Avenue is a residential roadway that extends in the north/south direction from
Montrose Road (north intersection) to Montrose Road (south intersection). The roadway cmves
throughout its length, therefore, the sttady section of Charnwood Avenue actually extends in the
east/west direction ftom the hydro corridor (located south of Badger Road) to Montrose Road
(south intersection). The roadway is 7.5 metres in width and consists of residential
establishments on both sides. AB mentioned previously, on-street parking is currently present on
both sides of Chamwood Avenue. "Pedestrian" warning signs were previously installed on
Chamwood Avenue in both directions. These signs are installed to forewarn motorists of the
presence of pedestrians where sidewalks are not available.
Parking questionnaires were delivered to all residents on Charnwood Avenue between the hydro
corridor and Montrose Road. Through the questionnaire residents had an opportunity to select
the type of parking control that would most benefit their situation. The following results were
obtained from the questionnaire:
Charnwood Avenue between the hydro corridor and Montrose Road
Worlclng Together to Serve Our Community
Municipal Works. Are ServlcÐs . PBIks, Recreation & Culture 8 Business DeV91opment 8 Building & By-Law Serv/c6s
. r
T
IT
December 8, 2003
-2-
MW-2003-189
50
15
35
Number of households petitioned:
Number of responses received:
Number of responses not received:
30%
70%
15
7
4
4
Number of responses received:
Prefer to maintain current parking control:
Prefer to restrict parking on one side:
Prefer to restrict parking on both sides:
47%
27%
27%
The comments obtained from the respondents along with questionnaires include:
.
.
.
.
.
.
.
.
.
.
our guests would not be able to park on the street if parking was restricted on both sides
on-street parking is necessary for visitors
signs indicating "no sidewalks" are required
signs indicating "children playing" are required
parking restrictions should alternate weekly from the north side to the south side
speed humps should be installed to control the speeding on the street
sidewalks should have been installed for the safety of all pedestrians
sidewalks would have been more beneficial to pedestrians than parking restrictions
parking should be maintained as a traffic calming device
parking restrictions would promote children to play on the street
The results and comments received from the parking questionnaires reveal that a consensus was
not established amongst the respondents. In fact, only 30% of the residents responded to the
questionnaire. A parking preference pattern was not identified, however, several respondents
stated that the absence of sidewalks has compromised their safety.
Staffhas however identified several safety concerns on Charnwood Avenue given that
pedestrians may be present on the road. The concerns are as follows:
.
Construction of a recreation centre on Montrose Road may increase pedestrian activity in
the study area. Since sidewalks are not present on Charnwood Avenue, pedestrians are
forced to walk on the road. Pedestrians may include but not be limited to; children riding
bicycles, senior citizens walking to pick-up mail and residents walking their pets.
Parked vehicles may obscure pedestrians, especially children walking on the edge of the
road, or near parked vehicles.
The width of the roadway (7.5 metres) is insufficient to accommodate a two-way traffic
movement with vehicles parked on both sides.
Parked vehicles on both sides of Charnwood Avenue may impede the access for
emergency and utility vehicles.
During the winter months, the presence of snow banks may reduce the width of the
roadway. In that case, the width of the roadway may be insufficient to accommodate a
one-way traffic movement with vehicles parked on both sides.
.
.
.
.
December 8, 2003
-3-
MW-2003-189
The proposed parking restriction on the south side would allow emergency and utility vehicles to
travel on Chamwood Avenue unobstructed by parked vehicles and furthennore provide a safer
area to pedestrians walking on the roadway. Therefore, it is recommended that parking be
restricted at all times on the south side of Chamwood Avenue from the hydro corridor to
Montrose Road.
The Committee's concurrence with the recommendation outlined in this report would be
appreciated.
Prepared by:
cJn. . eJ
~en,C.E.T.
lJ Manager of Traffic & Parking Services
Respectfully Submitted by:
~rud~
(t:f~=strative Officer
(~
Ed Dujlovic, P. Eng.
Director of Municipal Works
Tim Burshtein
S:\TRAFFICIREPORTS\2003\2003 CommUDÌty ServÏces\MW-2003- J 89.wpd
File 0-180-20
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C8n8da TRAFFIC & PARKING SERVICES
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Chamwood Avenue
Parking Review
NOT TO SCALB
November 17, 2003
Tim Burshtein
..
The City of j~
Niagara Falls 'II
Canada ~
--
Community Services Department
MW.2003-190
Municipal Works
431 0 Queen Street
P.O. Box 1023
Niagara Falls. ON L2E 6X5
web site: www.city.niagarafaJls.on.ca
Ed Dullovlc, P. Eng.
Director
Tel:
Fax:
E-mail:
(905) 356.7521
(905) 356-2354
munwks 0 city. niagarafalls.on.ca
Aldennan Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
December 8, 2003
Memben:
RE: MW-2003-190
Chippawa Parkway Parking Review
RECOMMENDATIONS:
It is recommended that a parlång restriction at all times be implemented on both sides of
Chippawa Parkway from a point 40 metres east of Thomas Street to a point 290 metres southwest
of Thomas Street. ** THAT A PARKING RESTRICTION NOT BE IMPLEMENTED AND THAT
THE OFFENDING VEHICLE BE NOTIFIED IN ADVANCE THAT IT WILL
BE TOWED.**
BACKGROUND:
In response to a request, staff invœtigated the parking situation on Chippawa Parkway southwest
of Thomas Street, where a reverse curve is present. Currently, on-street parking is present on
Chippawa Padcway in the study area. The concem at this location stems from the limited
visibility available to motorists travelling on Chippawa Parkway due to the presence of the
reverse curve. It was identified that parlœd vehicles fwther reduce the available visibility in the
study area.
Chippawa Padcway is a collector roadway that extends in an eastlwest direction from Portage
Road to Dorchester Road. In the study area the roadway is 7.0 metres in width and consists of a
grass boulevard and a sidewaJk on the east side only. The above-mentioned sidewaJk does not
however extend all the way around the reverse curve. A gravel shoulder is present on the west
side of Chippawa Parkway and on the east side south of the point at which the sidewatk
tenninSltes. The study area consists of residential establishments on the fringe of a rural area and
is currently a school bus route. The speed limit in the study area is 40 kmIhr. A reverse curve
warning sign, with a warning speed of 30 kmIhr, checkerboard sign, chevrons and pedestrian
signs are present on Chippawa Parkway at the reverse curve. As mentioned previously, on-street
paddng on both sides is currently available in the study area.
Sight invœtigations reveal that limited visibility is available to motorists travelling on Chippawa
Parkway due to the presence of the aforementioned reverse curve. A review of the collision files
reveals that six (6) collisions have been reported on Chippawa Padcway between Thomas Street
Worldng Together to Serve Our Community
Municipal Worlcs . FItø &IIvfoes . ParIes. RectøstJon & CulluM . BusIness Development . BuIlding & By-Law S6rvIœs
.. T
December 8, 2003
-2-
MW-2003-190
and Stanley Avenue in the previous three year period. All of the reported collisions involved
single motor vehicles and occurred during various times of the day. Two (2) of the reported
collisions occurred during adverse weather conditions and resulted in the motorist losing control
of the vehicle. Two (2) other collisions occurred as a result of mechanical failure. One (I)
collision occurred due to a medical condition which resulted in the motorist losing control of the
vehicle. Furthermore, one collision occurred when a motorist attempted to swerve to avoid a
deer crossing the road, and thus lost control of the vehicle and ended up in the ditch.
Parking questionnaires were delivered to all residents in the study area. Through the
questionnaire residents had an opportunity to select the type of parking control that would most
benefit their situation. The following results were obtained from the questionnaire:
Chippawa Parkwav Parkin~ Review
Number of households petitioned:
Number of responses received:
Number of responses not received:
7
4
3
57%
43%
Number of responses received:
Prefer to maintain current parking control:
Prefer to restrict parking on both sides:
Prefer to restrict parking on one side:
Prefer other* selection:
4
1
1
1
1
25%
25%
25%
25%
* Residents were given an opportunity to make comments regarding the parking control that
would most benefit their situation.
The comments obtained from the respondents along with questionnaires include:
.
visibility is not an issue, the only parking problem on this street is the presence of the
truck
parking of the truck on the street is thoughtless, dangerous and inconsiderate to other
residents
truck is blocking visibility for pedestrians (especially children) and other motorists
.
.
Although the results obtained from the questionnaires reveal that a consensus has not been
established amongst the respondents, the comments received along with the questionnaire do
reveal a pattern. The primary concern that residents have is the presence of a truck parked on-
street immediately east of the reverse curve.
Staffhas identified several safety concerns in the study area. The roadway width (7.0 metres) is
insufficient to accommodate a two-way traffic movement with vehicles parked on both sides of
the road. In some cases, the movement of a fire truck, ambulance, and utility vehicles, may be
obstructed by the presence of parked cars. Furthermore, the visibility at the reverse curve is
already limited, and the presence of parked vehicles may further reduce the available visibility
December 8, 2003
-3-
MW-2003-190
for motorists travelling on the roadway. Southbound motorists on Thomas Street at Chippawa
Parkway have limited visibility in the southwest direction due to the reverse curve. The presence
of parked vehicles on Chippawa Parkway both east and west of Thomas Street would severely
reduce the visibility for motorists on Thomas Street turning onto Chippawa Parkway.
As mentioned previously, Chippawa Parkway is a school bus route, therefore, children are
present on the street during pick-up and drop-off times. The presence of parked vehicles may
reduce the visibility of children to motorists travelling on the roadway. Therefore, to assure
adequate visibility to motorists travelling on Chippawa Parkway, motorists on Thomas Street
turning onto Chippawa Parkway and pedestrians residing nearby, staff is recommending that
parking be restricted at all times on both sides fÌ"om a point 40 metres east of Thomas Street to a
point 290 metres southwest of Thomas Street. This restriction will help to alleviate the parking
concerns in the study area. The aforementioned restriction will only encompass the property of
4311, 8045 (Thomas Street) and 4527 on the northwest side, and 4280, 4286, 4294, 4300, 4344
on the southeast side of Chippawa Parkway. All residents who reside at the above mentioned
residential establishments were observed to have adequate off-street parking facilities.
The Committee's concurrence with the recommendation outlined in this report would be
appreciated.
TV
~n, C.E.T.
~anager of Traffic & Parking Services
O;;R~~;¡:f
000 MacDonald
Chief Administrative Officer
Approved by:
(~
Ed Dujlovic, P. Eng.
Director of Municipal Works
Tim Burshtein
S:\TRAFFIC\REPORTS\2003\2003 Community Services\MW-2003-190.wpd
FileG.lSO-20
T
Tr
oposeâ parliliig
res1riction on
both sides
~:'. .. MUNICIPAL WORKS
~ TRAFFIC & PARKING SERVICES
Chippawa Parkway
Parking Review
NORTH
Tim Burshtein
NOT TO SCALB
November 17,2003
Community Services Department
MW-2003-191
The City of :f~
Niagara Falls 'I
Canada ~
-"""
--
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara Falls. ON . L2E 6X5
web site: www.clty.niagarafalls.on.ca
Ed Dujlovlc, P. Eng.
Director
Tel:
Fax:
E-mail:
(905) 356-7521
(905) 356-2354
munwks 0 city .niagarafalls.on.ca
Aldennan Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
December 8, 2003
Members:
RE: MW-2003-191
Marcon Street at Thistledown Lane
All-way Stop Review
RECOMMENDATION:
It is recommended that an all-way stop control not be installed at the intersection of Marcon
Street and Thistledown Lane. ** THAT AN ALL-WAY STOP CONTROL BE INSTALLED AND THAT
THE WARRANT POLICY BE REVIEWED.**
BACKGROUND:
In response to a request from an area resident, staff investigated the feasibility of insta 1Hng an all-
way stop control at the intersection of Marcon Street and Thistledown Lane. The concern at this
location stems from the speed at which motorists are travelling on Marcon Street.
The intersection of Marcon Street and Thistledown Lane is in a "T" configuration consisting of
south, east and west approaches. The intersection is CWTe1ltly controlled by a stop sign facing
northbound motorists on Thistledown Lane. The study area consists of residential
establishments.
Marcon Street is a local residential roadway extending in an eastlwest direction from KaJar Road
to Connell Avenue. The roadway is 8.0 metres in width and consists of a sidewalk and a
boulevard on the south side only. A horizontal curve is present on Marcon Street immediately
east ofThistIedown Lane. A "pedestrian's" warning sign is present on Marcon Street in the
study area. Marcon Street is a school bus route. Therefore, children are present in the study area
during the pick-up and drop-off times.
Thistledown Lane is a local residential roadway extending in a north/south direction from
Marcon Street to Pine1las Park Drive. The roadway is 8.0 metres in width and consists of a
sidewalk and a boulevard on the east side only. A "pedestrian's" warning sign is present on
Thistledown Lane in the study area.
WorlcIng Togethel' to Serve Our Community
Mun/cipaJ Worlcs 8 FIre Services 8 Patfcs, RectøatJon & Culture 8 BusIness Development 8 BuIlding & By-Law SsrvIœs
. T
December 8, 2003
-2-
MW-2003-191
To detennine whether the installation of an all-way stop control is feasible at an intersection, the
City of Niagara Falls Residential All-way Stop Warrant is completed. The following technical
studies were carried out as part ofthe All-way Stop Warrant.
.
.
.
.
.
.
turning movement count
general observations
collision history
visibility studies
radar studies
residential petition fonD
A traffic count was conducted on a typical weekday at the intersection of Marcon Street and
Thistledown Lane. The following infonnation was obtained from the count:
.
.
.
.
approximately 36 vehicles per hour travel on Marcon Street
approximately 14 vehicles per hour travel on Thistledown Lane
approximately 3 pedestrians per hour cross Marcon Street
approximately 3 pedestrians per hour cross Thistledown Lane
The traffic count revealed that the pedestrian and vehicular traffic volumes at the study
intersection are relatively low. The count further revealed that the vehicular traffic volume on
Marcon Street is more than two times greater than that on Thistledown Lane.
The residential petition fonD was delivered to the resident who expressed his concerns regarding
the traffic operations at the study location. However, the completed petition fOnD was not
returned to staff. Therefore, the petition fonD was not included as part of the All-way Stop
Warrant.
Observations during the turning movement count reveal that the study intersection is operating at
an acceptable level of service. Conflicts were not present between the opposing traffic
movements. Observations further reveal that all pedestrians were able to safely cross this
intersection. Sight investigations reveal that adequate visibility is available to motorists
travelling at this intersection in all directions despite the presence of the curve on Marcon Street.
A review of the collision files reveals that no collisions have been reported at the intersection of
Marcon Street and Thistledown Lane during the previous three year period.
A Speed Watch Study was conducted on Marcon Street in vicinity of Thistledown Lane in the
autumn of 2002. The results obtained from the Speed Watch Study revealed that the operating
speed on Marcon Street is 50 km/hr. Since the speed limit on Marcon Street is 50 km/hr, a
speeding problem was not identified at that time.
Recently, staff conducted a radar study on Marcon Street at Thistledown Lane to confirm the data
for the autumn of2003. The results obtained from the recent radar study reveal that the operating
speed on Marcon Street is approximately 40 km/hr. Since the obtained operating speed (40
km/hr) is below the speed limit of 50 km/hr, therefore, a speeding problem is still not identified
on Marcon Street.
December 8, 2003
-3-
MW-2003-191
Based on results obtained from all technical studies, the All-way Stop Warrant is not fulfilled at
the intersection of Marcon Street and Thistledown Lane. Neither the residential nor the technical
portion of the Al/- Way Stop Warrant is fulfilled. The results obtained fÌ"om both the Speed Watch
Study and the radar study reveals that a speeding problem is not present on Marcon Street.
Observations reveal that the study intersection is operating at a high level of service and conflicts
involving either vehicular or pedestrian are not present. Sight investigations reveal that adequate
visibility is availably to motorists travelling at the study intersection in all directions. A review
of collision files indicates that no collisions have been reported during the previous three year
period. Therefore, staff is recommending that the existing intersection control at the intersection
of Marcon Street and Thistledown Lane be maintained.
The Committee's concurrence with the recommendation outlined in this report would be
appreciated.
Prepared by:
J¡1lV
:J...~ren,C.E.T.
tJManager of Traffic & Parking Services
Approved by:
[~
Respectfully Submitted by:
~:~
Chief Administrative Officer
Ed Dujlovic, P. Eng.
Director of Municipal Works
Tim Bwshtein
S:\TRAFFICIREPORTSI200312003 Community Servic:es\MW-2003-191.wpd
File 0-180-20
U. . -
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..... F8III MUNI CIP AI., WORKS
C8n8d8 TRAFFIC & PARKING SERVICES
THOROLD STONE RD.
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Marcon Street @ Thistledown Lane
All-way Stop Review
Nar TO SCALB
November 17, 2003
Tim Burshtein
Community Services Department
MW-2003-192
The City of :f~
Niagara Falls 'I I
Canada ~
~
--
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Ed Dullovlc, P. Eng.
Director
Tel:
Fax:
E-mail:
(905) 356.7521
(905) 356.2354
munwks@city.nlagarafalls.on.ca
Alderman Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
December 8, 2003
Members:
RE: MW-2003-192
Willoughby Drive at Aberdeen Street
AD-way Stop Review
RECOMMENDATION:
It is recommended that an all-way stop con1ro1 not be installed at the intersection of Willoughby
Drive and Aberdeen Street. * * THAT STAFF BE DIRECTED TO REVIEW THE NEED FOR A
CROSSING GUARD AT THIS INTERSECTION.**
BACKGROUND:
In response to a request and a petition form received from an area resident, staff investigated the
feasibility of installing an all-way stop con1ro1 at the intersection ofWúloughby Drive and
Aberdeen Street. The concern at this location relates to the safety of children crossing
Willoughby Drive at Aberdeen Street en route to Sacred Heart Catholic School, and the speed of
traffic on Willoughby Drive.
The intersection ofWúloughby Drive and Aberdeen Street is in a "tee" configuration, consisting
of north/south and east approaches. The intersection is con1rolled by a stop sign facing
westbound motorists on Aberdeen Street. The study area predominantly consists of residential
establishments with the Community Child Care & School Age Club located in close proximity.
Willoughby Drive is an arterial roadway extending in the north/south direction from Main Street
to Marshall Road. In the study area, the roadway is 8.5 metres in width and consists of a
sidewalk and a boulevard on the west side. The sidewalk on the east side extends ftom Main
Street to Aberdeen Street only. Various parking and stopping restrictions are present on
Willoughby Drive in the study area. Willoughby Drive is a school bus route and a transit bus
route with bus stops located in close proximity to the study area.
Aberdeen Street is a local residential roadway that extends one block from Willoughby Drive to
Niagara Street. The roadway is 8.0 metres in width and consists of a sidewalk and a boulevard
on the north $ide only.
WorIdng Together to Serve Our Community
MunJcIpaJ Worlœ . Fire SetvIcss . Paries, RØCI88tJon & CultufS . BusIness Development . Bu/ldlng & By-Law Services
. r
.-. . .
December 8, 2003
-2-
MW-2003-192
To detennine whether the installation of an all-way stop control is feasible at the study
intersection, the Arterial All-way Stop Warrant was completed. The following technical studies
were carried out as part of the All-way Stop Warrant.
.
.
.
.
.
.
turning movement count
general observations
collision history
visibility studies
radar studies
residential petition fonD
The Arterial All-way Stop Warrant is fulfilled when the following criteria are met at a study
intersection:
.
total vehicular volume exceeds 500 cars per hour for each of the highest eight hours of
the day (minimum volume warrant)
combined vehicular and pedestrian volume on the minor street exceeds 200 units per hour
for each of the same eight hours of the day (minor street warrant)
the volume split does not exceed 70/30 (Major Road/Minor Road)
an average of four collisions be reported per year over a period of three years, which are
susceptible to correction through the installation of the all-way stop control (collision
warrant)
.
.
.
A traffic count was conducted on a typical weekday at the intersection of Willoughby Drive and
Aberdeen Street. The following information was obtained from the count:
.
.
.
approximately 390 vehicles per hour travel on Willoughby Drive
approximately 23 vehicles per hour travel on Aberdeen Street
the vehicular volume percentage split at this intersection is 94/6 (Willoughby Drive to
Aberdeen Street)
The traffic count reveals that the vehicular traffic volume on Willoughby Drive is significantly
greater than that on Aberdeen Street. For everyone (1) vehicle on Aberdeen Street seventeen (17)
vehicles travel on Willoughby Drive.
The residential petition form was delivered to the resident who expressed concerns regarding the
traffic operations at the study location. The following results were obtained from the petition
fonD:
Number of households petitioned:
Number of responses received:
Number of responses not received:
13
8
5
62%
38%
Sixty-two percent (62%) ofresidentslproperty owners in the immediate vicinity of the
intersection are in favour of the all-way stop control. The residential petition warrant requires an
December 8, 2003
-3-
MW-2003-192
80% response rate to warrant the residential portion of the All-Way Stop Warrant.
Observations during the turning movement count reveal that the study intersection is operating at
an acceptable level of service. There were no conflicts observed between opposing traffic
movements. Sight investigations reveal that adequate visibility is available to motorists
travelling at this intersection in all directions.
A review of the collision files reveals that a total of two collisions was reported at the
intersection of Willoughby Drive and Aberdeen during the previous three year period. However,
only one is of the type that would be susceptible to correction through the installation of the all-
way stop control. The reported collision involved a pedestrian who crossed Willoughby Drive in
front of an oncoming motorist. The pedestrian was not injured. A review of the collisions
referenced in the correspondence, revealed that they are not of the type susceptible to correction
through the installation of additional intersection controls as they occurred at a mid-block
location.
Recently, staff conducted a radar study on Willoughby Drive in the vicinity of Aberdeen Street.
The results obtained from the study reveal that the operating speed on Willoughby Drive is 56
kmIhr. Since the legal speed limit on Willoughby Drive is 50 kmIhr, there is evidence that some
motorists are exceeding the speed limit. However, the obtained operating speed does not
constitute a speeding problem. The enforcement of the speed limit may best be attained through
the Niagara Regional Police. Typically, Niagara Regional Police is requested to carry out
enforcement of the speed limit when the operating speed is in excess of 10 km/hr over the speed
limit.
Based on results obtained fÌ"om all technical studies, the All-way Stop Warrant is not fulfilled at
the intersection of Willoughby Drive and Aberdeen Street. The obtained results reveal that:
.
.
.
.
minimum volume warrant is 83% fulfilled
minor street volume warrant is 12% fulfilled
volume split warrant is 19% fulfilled
collision warrant is 8% fulfilled
The purpose of the all-way stop control is to allocate the right-of-way at the intersection between
two roadways with similar traffic and geometric characteristics. The traffic count reveals that the
vehicular traffic volume of Willoughby Drive is approximately 17 times greater than that on
Aberdeen Street. Therefore, the installation of an all-way stop control would require 17
motorists on Willoughby Drive to stop for every one (1) motorist on Aberdeen Street. As a
result, a queue of up to five vehicles may be anticipated on Willoughby Drive at Aberdeen Street
during peak periods.
Further to the above, unwarranted all-way stops have the following negative impacts/effects:
.
.
increase in emissions, fuel consumption, and noise generated by braking and acceleration
increase in response time of emergency vehicles (police, ambulance, fire services, etc.)
T
IT
December 8, 2003
-4-
MW-2003-192
.
.
create disrespect for stop signs and other traffic control devices in general
provide a false sense of security to pedestrians as drivers tend to roll through the
intersection or fail to stop if it is perceived to be unnecessary (little or infrequent side
street traffic)
A detailed review of the study area reveals that children walking to Sacred Heart Catholic School
are not required to cross Willoughby Drive at Aberdeen Street. An alternate route to school is
via the signalized intersection of Willoughby Drive and Main Street. Traffic signals are the most
restrictive right-of-way control, therefore, children crossing Willoughby Drive at this location are
provided with a pedestrian interval to safely cross the roadway. It is estimated that an extra four
minutes would be added to their walking time. Sidewalks are present on all roads on their way
via this route, thus maximizing pedestrian safety. During observations at the study location, staff
noted that two (2) children crossed Willoughby Drive during the hours of8:00 a.m. and 9:00 a.m.
unsupervised by a parent/guardian. Furthennore, staff observed that seven (7) children crossed
Willoughby Drive between the hours of3:00 p.m. and 4:00 p.m. unsupervised by a
parent/guardian. All children were able to safely cross the Willoughby Drive as adequate gaps in
traffic were observed. Nevertheless, further to a recent conversation with the Principal, staff will
carry out a crossing guard study upon receiving a formal request from the Sacred Heart School.
Community Child Care & School Age Club is a daycare centre for preschool children. These
children are either bussed or driven to school.
Based on the results obtained from technical studies and observations, neither the residential
portion nor the technical portion of the All-way stop Warrant is fulfilled. In fact, the obtained
results are significantly below the minimum criteria required to fulfill the warrant. Furthennore,
the results obtained from the radar study do not constitute a speeding problem. A detailed review
of the study area reveals that a safe alternate route to school is available to children who reside in
the study area. Therefore, staff is recommending that no changes be made to the existing
intersection control at the intersection of Willoughby Drive and Aberdeen Street.
The Committee's concurrence with the recommendation outlined in this report would be
appreciated.
/£P~ eJ
,
en, C.E.T.
anager of Traffic & Parking Services
- pectfully Submitted by:
17l~
ohn MacDonald
Chief Administrative Officer
Appro..v;TY:
C~
Ed Dujlovic, P. Eng.
Director of Municipal Works
Tim Burshtein
S:\TRAFFIC\REPORTS\2003\2003 Community Services\MW.2003-192.wpd
File G-180-03
. An-Way Stop
a TIIffic SigDal
- Existing sidewalks m the
study area
~ Safe route to Sacred Heart
School
j
NORTH
;;;~... ... MUNI CIP AL WORKS
~ TRAFFIC & PARKING SERVICES
Willoughby Drive @ Aberdeen Street
All-way Stop Review
NOT TO SCALE
November 17,2003
Tim Burshtein
-I
-.. . 1
T
- n-
Community Services Department
MW-2003-194
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara Falls, ON L2E 6X5
web site: www.city.niagarafalls.on.ca
Ed Dujlovic, P. Eng.
Director
..--
Tel:
Fax:
E-mail:
(905) 356.7521
(905) 356.2354
munwks@city.niagarafalls.on.ca
December 8, 2003
Alderman Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
RE: MW-2003-194
St. James Avenue
Heavy Vehicle Restriction
RECOMMENDATIONS:
It is recommended that:
1)
heavy vehicles be prohibited on S1. James Avenue between Colborne Street and
Thorold Stone Road;
2)
heavy vehicles be prohibited on Colborne Street from the western limit to a
point 85 metres east of S1. James Avenue; and,
3)
the above restrictions be augmented with signs indicating "up to $5,000 fine."
BACKGROUND:
Staff has been requested to investigate the possibility of restricting trucks from travelling on S1.
James Avenue between Colborne Street and Thorold Stone Road. It was identified that truck
drivers use St. James Avenue to bypass the 5-corners of Thorold Stone Road and Portage
Road/Drummond Road.
S1. James Avenue is a 5-block local roadway extending in the north/south direction from
Colborne Street to Sheldon Street with the intersection of Thorold Stone Road being located
midway. At the north end ofSt. James Avenue, adjacent to Colborne Street is the Stamford
Green Plaza and Beer Store, while John Marshall School is located at St. John Street. Delivery
vehicles have been noted to use St. James Avenue to avoid the 5-corners. Thus, to ensure that
heavy vehicles do not infiltrate the residential area, it is necessary to implement a heavy vehicle
restriction augmented by a $5,000.00 tab. The proposed restriction on Colborne Street will deter
truck drivers exiting the plaza, from travelling toward S1. James Avenue in an attempt to use the
roadway as a shortcut route. The proposed restrictions would not preclude school buses from
Working Together to Serve Our Community
Municipal Wories . FIre Services. Paries, Recreation & Culture. Business Development. Building & By-Law Services
-. . 1
or
""
December 8, 2003
-2-
MW -2003-194
using the street, nor heavy vehicles making deliveries on the street. Currently, a similar
restriction is in effect on St. Peter Street which is located one block east ofSt. James Avenue.
The Committee's concurrence with the recommendations outlined in this report would be
appreciated.
~e~
Respectfully Submitted by:
/t!;h1~
John MacDonald
Chief Administrative Officer
Prepared by:
~ Dren, C.E.T.
'V VLnanager of Traffic & Parking Services
73V~
Ed Dujlovic, P. Eng.
Director of Municipal Works
Tim Burshtein
S:\TRAFFICIREPORTS\2003\2003 Community Services\MW-2003-194.wpd
File 0-180-01
Plaza T
Entrance
~ COLBORNE S .
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Heavy V chicle ~ ~ ~
Restriction
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St. James Avenue
Heavy Vehicle Restriction
November 17, 2003
Tim Burshtein
Community Services Department
MW.2003.198
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
December 8, 2003
Aldennan Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
Re:
MW-2003-198
Transportation Sub-Area
Modelling Software and Pilot Study
RECOMMENDATIONS:
It is recommended that:
1)
Totten Sims Hubicki in cooperation with City staff complete a pilot transportation
model for the Kalar Road/McLeod Road area at a cost not to exceed $25,000.00;
and,
2)
the Paramics transportation modeling software be purchased at a cost of
$15,000.00 US and used for the pilot transportation model.
BACKGROUND:
Identifying existing traffic patterns, predicting future traffic patterns and volumes, and assessing
the impact on the roadway inftastructure is continuing to be a challenge within the city. This is
exacerbated by rapidly developing areas where traffic volumes and patterns are constantly
changing and congestion increasing.
Transportation models serve as an analysis tool to aid in evaluating existing and future year
roadway deficiencies under various scenarios. The model enables alternate solutions to be
evaluated with relative ease once the base data is input and provides output in the fonn of visual
simulation and mathematical/statistical analysis.
Working Together to Serve Our Community
Municipal Works -FIre Services -Parks, Recreation & Culture <Business Development <Building & By-Law Services
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December 8, 2003
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MW-2003-198
Transportation models are capable of:
.
identifying intersections and road sections where traffic flow exceeds capacity in present year
and subsequent years
predicting future traffic patterns given annual growth rates and the inclusion of new
developments
analyze present and future traffic volumes and patterns at a single junction or on a road
network
Visualization of traffic operations in a GIS environment, i.e., aerial photography,
modeling various traffic controls, i.e., signals, roundabouts, stops, ramp metering etc.
analyzing traffic volume and pattern data under various scenario's i.e., road widenings, road
closures, dedicated lane usage, environmental impacts (air quality), transit characteristics,
pedestrian movements
expanding the network to include the entire city once the base data is input
.
.
.
.
.
.
Without the use of transportation modeling software, future traffic volumes, patterns and impacts
are not able to be assessed on a network basis and are deemed to be site specific. As the city does
not use such a software package, developments are reviewed on a stand-alone basis and the
results may not accurately reflect future field conditions. Therefore, staff is suggesting that
future modeling projects be carried out using the "Paramics - Quadstone" software package, and
thus, request its purchase at a cost of $ 15,000.00 US. ($20,000.00 CDN.)
As part of the initial modeling process, city staff and Totten Sims Hubicki will be undertaking a
sub area transportation study using the modeling software for the area bound by the QEW to the
east, Lundy's Lane to the north, Thorold Townline to the west and McLeod Road to the south.
This quadrant of the city is rapidly developing with increased residential, institutional and
commercial land uses. Upon completion of the sub area transportation model staff will have the
necessary tools required to:
.
assess and simulate present and future traffic patterns
identify future roadway requirements
provide updates to the development charges by-law
suggest time lines as to when infrastructure improvements will be required based on sound
engineering judgement
.
.
.
The initial task will also provide a solid base for future model expansion. Upon completion of
the initial pilot study, staff will be in a position to incorporate additional networks onto the base
transportation model. A detailed work plan and schedule for the model simulation of the Kalar
Road/McLeod Road study area have been attached and will be completed at an estimated cost of
$25,000.00. Therefore, staff is requesting that funding be available to carry out the
transportation modeling project.
The financing for the software ($20,000.00) and consulting services ($25,000.00) can be
reallocated fÌ'Om unspent funds in the Engineering Studies Account (#0008 2010 1410).
Community Services Department
MW -2003-205
The City of :f~
Niagara Falls 'I
Canada ~
---- ~ ..I
Municipal Works
4310 Queen Street
P.O. Box 1023
Niagara FaIls, 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
December 8, 2003
Alderman Victor Pietrangelo, Chairperson
and Members of the Community Services Committee
City of Niagara Falls, Ontario
Members:
RE: MW-2003-20S
Orchard Avenue @ Symmes Street
Revenal of Stop Signs
RECOMMENDATIONS:
It is recommended that the stop signs at the intersection of Orchard Avenue and Symmes Street
be reversed to their original position such that northbound and southbound motorists on Orchard
Avenue have the right-of-way within the intersection.
** THAT AN ALL-WAY STOP BE INSTALLED AT THE INTERSECTION OF ORCHARD AVENUE
BACKGROUND: AND SYMMES STREET. * *
The Parking & Traffic Committee, at their meeting on October 20, 2003 recommended that the stop
signs at the intersection ofOrcbard Avenue and Symmes Street be reversed. At that time, stop signs
were present on Symmes Street facing eastbound and westbound motorists. The stop signs were
reversed in November and a recent review concludes that visibility for northbound motorists viewing
oncoming eastbound traffic is restricted due to a wooden fence and hedge. Thus, motorists are
forced to encroach into the intersection to obtain adequate sight lines.
The committee suggested that the intersection operations be reviewed in a 6 month period following
the stop sign reversal. However, in light of the restricted visibility, staffis of the opinion that the
stop signs should be reversed to their original position on Symmes Street prior to waiting the 6
month period. Furthermore, the viability of removing the fence and hedge will be assessed based
on technical criteria.
City Council's concurrence with the recommendations outlined in this report would be appreciated.
Working Together to Serve Our Community
Municipal Worlcs -FIre Services .paries, Recreation & CuItut8 6uslness Development 6uilding & By-Law Søtvfœs
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December 8, 2003
Prepared by:
4r{~e$
~n,C.E.T.
~~~ofTmffic&PMkings~ces
Approved by:
~~
Ed Dujlovic, P .Eng.
Director of Municipal Works
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MW-2oo3-205
Res ectfully Submitted by:
1Jt<h~
~hn MacDonald
Chief Administrative Officer
S:\TRAFFIC\REPORTS\2003\2003 Community Services\MW.2003-205.wpd
LUNDY'S LANE
lŒll ST.
BAlUŒll ST.
MARANDA ST.
aJL1" ST.
TAYLOIl ST.
MONllOB ST.
ASH ST.
MURRA. y ST.
CORWIN ams.
LEGEND:
~ Stop Sign
8 All-Way Stop
MtJ1U[A y ST.
DIXON ST.
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DUNN ST.
~CIty 01
Ni8gIra Fall MUNICIPAL WORKS
C8n8cIa TRAFFIC & PARKING SERVICES
J
NORTH
Orchard Avenue at Symmes Street
All-way Stop Review
NOT TO SCALB
December 8, 2003
Tim Burshtein
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