TRANSPORTATION BEYOND TOMORROW 2031 Sustainable Transportation - - PowerPoint PPT Presentation

TRANSPORTATION BEYOND TOMORROW 2031

Sustainable Transportation Master Plan

Public Information Meeting #2 Agenda

• Overview of PIC #1
• Transportation Demand Management
• Active Transportation
• Preliminary Road Network Improvements
• Next Steps
• Q & A Session

Study Participants

• City of Niagara Falls
• Niagara Region
• Ministry of Transportation
• Niagara Parks Commission

Consulting Team

• AECOM
• Urban & Environmental Management

PIC # 1 – September 2010

• Summary of Public Survey Results

– ―Roads/Traffic‖ is the leading local issue – Use of transit and active transportation are very low – Cycling is a popular recreational activity; not generally a commuter travel mode – Opinions on roadway conditions are mixed

• Developed Study Goals & Objectives

– Optimize the Transportation System – Promote Transportation Choice – Foster a Strong Economy – Support Sustainable Development and Growth

PIC # 1 – September 2010

• Summary of Community Advisory Group Input

– What Works? - New buses, grid layout, VIA’s bike train, adequate road capacity – What Doesn’t Work? - Freight rail blocks roads, free parking,

• verlap of school/private & public transit bus services, bus

scheduling, bike trail constraints – Input received from PIC 1 have been considered in developing draft recommendations for the City

Future Travel Demands

• 2031 weekday Auto Trips forecast to increase by 39% and

weekday truck demands increase by 18% compared to 2006

• 37,375 PM peak hour auto trips to/from Niagara Falls
• 51% is internal to city – 49% to from external areas
• 7043 tourist trips (19%) – summer weekday
• 14, 503 PM peak hour truck trips to/from Niagara Falls
• 79% is internal to city – 21% to from external areas
• Significant additional truck demand that passes through the City
• n QEW

Key Recommendations for City

• Develop a TDM program to reduce peak hour travel demands and

encourage use of non-auto travel options

• Invest in Transit - double the share of trips using local transit
• Invest in an integrated network of trails, sidewalks, and bike lanes

to encourage increased use of active transportation

• Invest in Road Network infrastructure to support planned growth
• Updated City-wide Transportation Policies to implement and

support the transportation goals and objectives

TDM – New and Planned Initiatives

• Three pillars of sustainability: Economy (local), the

Public, and the Environment, all benefit through the use

• f an effective TDM program
• The STMP TDM strategy will offer potential and
• pportunity to achieve a multitude of planning goals
• Specific STMP policies will support a comprehensive

TDM program with strategies and initiatives directed at transportation and land use planning

TDM – Auto Trip Reduction

TDM Measure

Short Trips (<10km) Long Trips (>10km)

2021 Short to Medium term 2031 Long term 2021 Short to Medium term 2031 Long term Percent Reduction in Number of Automobile Trips

Improved land use and transportation integration 1% 2.5% 1% 2.5% Ridesharing (numbers reflect potential for overlap with transit) 1% 1% 1% 2% Walking/cycling (except winter) 3% 5% Minimal Telecommuting 0.5% 0.5% 1% 1.5%

Implementing TDM measures can reduce auto demands by 10% (if targets met)

TDM – New and Planned Initiatives

• TDM recommendations:

– build upon existing initiatives underway in the City and Region, – Are based on best practices in other jurisdictions across North America and Europe

• A successful TDM program will need

– a champion in the municipality and wider community, – leadership in promoting program, preparing marketing material, securing funding and coordinating community programs

TDM – Overarching Recommendations

• Appoint a dedicated TDM Co-ordinator for the City
• Update the Official Plan to be complimentary with TDM

strategies

• Initiate discussions with Niagara Region and the Province with

respect to modifications to the Development Charges Act to recognize efforts to promote TDM (Transit).

TDM – Overarching Recommendations

• Market TDM throughout the community

– target specific markets, including the tourist sector

• Develop a separate infrastructure capital program within the annual

budget to implement TDM-related initiatives

• Reassess traffic impact study guidelines to require consideration of

TDM and consider TDM in the context of all development reviews

Specific TDM Recommendations & Priorities

• Recommended TDM strategies are grouped into four

areas of action:

1. Education, Promotion and Outreach 2. Travel Incentives 3. Land Use and Transportation Integration 4. Transportation Supply

• 57 strategies have been recommended
• Grouped by implementation time horizon – short,

medium and long term

Active Transportation: Cycling & Walking

Active Transportation: any form of travel that is self-propelled

this component of the sustainable transportation study is focused on walking and cycling active transportation is an important component of a comprehensive, forward-looking strategy for tackling the transportation challenges of the future holistically

Active Transportation: Cycling & Walking

Why should Niagara Falls support Active Transportation?

cycling & walking are excellent and fast options for the local commuter and visitor to the city cycling and walking are a practical and economical means of meeting the local transport needs There are health, economic and environmental benefits associated with active transportation, and it is a very equitable transportation mode

Active Transportation: Cycling & Walking

Trends in Niagara Falls and elsewhere suggest an attitude change on the horizon – In the public survey the most commonly identified barriers are the lack of facilities (bike lanes—25%, trails— 15%) as well as concerns related to connectivity and safety of available facilities – There is a growing culture of engagement in active transportation activities – There is a developing political environment that is more supportive of Active Transportation plans

Active Transportation: Cycling & Walking

What is required to support Active Transportation?

• more facilities

(sidewalks, trails, bike lanes, etc.)

• better-connected facilities

(from any point A to B, C or D, wherever they may be)

• safer facilities

(visible and comprehensible; designed, constructed & maintained to meet established safety guidelines)

Active Transportation: Cycling & Walking

Preliminary recommendations…

FOUR PRINCIPLES FOR INVIGORATING DEVELOPMENT AND USE OF CYCLING FACILITIES:

• 1. CONTINUITY of CYCLING FACILITIES
• 2. VISIBILITY (for promotion and safety)
• 3. COMPLETE RANGE of FACILITY TYPES
• 4. CO-OPERATION

Active Transportation: Cycling & Walking

Facility Types:

• Examples of dedicated, on-road facilities (bike lanes)

Active Transportation: Cycling & Walking

PRIMARY CANDIDATE ON-ROAD ROUTES

• A. Mountain Road
• B. Thorold Stone Road
• C. Morrison Street
• D. Lundy’s Lane
• E. McLeod Road
• F. Kalar Road
• G. Montrose Road
• H. Dorchester Road
• I. Drummond Road
• J. Portage Road
• K. Stanley Avenue
• L. Victoria Avenue
• M. Niagara Parkway & Whirlpool Road

Active Transportation: Cycling & Walking

PRIMARY CANDIDATE OFF-ROAD ROUTES

• 1. Millennium Trail (Phase 1)
• 2. Haulage Road Trail
• 3. Niagara Parkway
• 4. Millennium Trail (Phase 4)
• 5. Millennium Trail (Phase 3)
• 6. Olympic Torch Run Legacy Trail
• 7. NS&T Trail ―A‖ (West)
• 8. NS&T Trail ―B‖ (East)

Active Transportation: Cycling & Walking

PRIMARY CANDIDATE OFF-ROAD ROUTES

• 9. Gary Hendershot Memorial Trail
• 10. Hydro Corridor – South West (to Garner)
• 11. Hydro Corridor – South East (to Stanley)
• 12. Hydro Corridor – North Diagonal
• 13. Olympic Torch Legacy Trail (Phase 2)
• 14. Mitchell Line
• 15. Hydro Corridor – South Diagonal
• 16. Hydro Corridor – North to South

Active Transportation: Cycling & Walking

Case study #1: Kalar Road Case study #2: Olympic Torch Run Legacy Trail

Active Transportation: Cycling & Walking

Other recommendations

• Identification of local roads and local cycling routes to

access the primary network routes and local destinations

• Extension of the network to through rural areas and to

neighboring municipalities based on regional plans

• Extension of the network to and within new development

areas at time of development

Active Transportation: Cycling & Walking

Walking:

Assets Challenges Recommendations

Identifying Road Improvement Needs

• Improved transit and TDM will reduce road

improvement needs

– Currently at 1.4% transit mode share (2011) – Transit Business Plan will achieve 3.2% transit mode share

• Incorporating the TDM targets discussed previous

results in a total 18% Non-Auto Mode share by 2031 (up from 8% today)

Model Scenarios

Impact on PM Peak Hour Demand

Scenario Non Auto Mode Share Total Internal Auto Trips PM peak hr1 Auto Trip Reduction From Base % Reduction Do Nothing 8% 13,704 Transit Improvements 10% 13,453

• 251
• 1.8%

Transit + TDM 18% 12,242

• 1,462
• 10.6%
• Achieving 18% Non-Auto mode share reduces city-wide auto delay by almost

900 veh-hrs per day

• This represents an estimated $7.5 M annual benefit to residents in terms of

travel time savings by 2031

• 46 km at LOS E-F
• 46 km at LOS D
• 665 km at LOS A-C
• Veh-km of travel at LOS

D or worse = 21%

• Delay = 1,588 veh-hrs
• 107% Increase from 2006

2031 PM Peak Hour Model Results

18% Non Auto Share

2031 Deficiency Areas

• Most QEW & Hwy 420

Crossings at / over capacity by 2031

• QEW Screenline at v/c ratio
• f 0.80
• Hwy 420 Screenline at v/c

ratio of 0.91

• North South Arterials South
• f Lundy’s Lane
• McLeod Rd Interchange
• Mountain Road Interchange

/ Highway 405 Area

v/c ratio = 0.81 v/c ratio = 0.91

Mountain Road / Hwy 405 Deficiency Areas

Areas of Concern

• QEW / Mountain Rd

Interchange Area

• Taylor Road
• Four Mile Creek Road

Note: Region of Niagara has an

• ngoing study to examine

improvement needs in this area

QEW Crossing Alternatives

Widening New Road Connection

Highway 420 Crossing Alternatives

Widening New Road Connection

Other Improvement Options

Widening New Road Connection

Evaluation of Road Network Improvements

• For each issue, Four criteria ―groups‖ reviewed

– Transportation System – Social/Cultural – Natural Environment – Economic Environment

• A preferred alternative has been selected for each

category

Preliminary Evaluation Results Thorold Stone Road / Bridge St Area

Alternative 1 – Thorold Stone Rd Extension to Bridge St Alternative 2 – Widen Stanley Ave Alternative 3 – Thorold Stone Rd Extension to Victoria Ave Network Stats Base Alt 1 Alt 2 Alt 3 2031 km 2031 km 2031 km 2031 km LOS A-C 53.6 55.4 56.4 55.7 LOS D 4.2 6.0 2.9 4.3 LOS E 1.3 0.3 1.2 0.8 LOS F 1.5 1.5 0.1 1.8 Total 60.4 63.2 60.5 62.6 LOS E or Worse (km) 2.8 1.8 1.3 2.6 Delay (veh-hrs) 82.1 74.3 74.0 79.6

• Widening of Stanley Ave to 6

lanes (4 lanes south of Bridge) addresses capacity deficiency in area better than Thorold Stone Rd extension

Evaluation Results – Thorold Stone Road / Bridge St Area

Criterion Do Nothing Base Alternative 1 Thorold Stone Rd Extension to Bridge St Alternative 2 Widen Stanley Ave Alternative 3 Thorold Stone Rd Extension to Victoria Ave Transportation

LEAST PREFERRED PREFERRED

Social / Cultural

PREFERRED LEAST PREFERRED PREFERRED

Natural Environment

PREFERRED LEAST PREFERRED

Economic Environment

LEAST PREFERRED PREFERRED

Evaluation Summary RECOMMENDED Thorold Stone Road extension to 4th Avenue preferred from a transportation, social/cultural and economic perspective.

Preliminary Evaluation Results QEW Crossings

Alternative 1 – Morrison Road Crossing Alternative 2 – Dunn St Crossing

• Morrison Road Crossing provides relief to Thorold Stone Road and Lundy’s Lane –

results in best v/c performance

• Dunn St crossing well used but does not provide relief to McLeod Road and increases

demand on Montrose Rd.

Preliminary Evaluation Results QEW Crossings

Alternative 3 – Widen McLeod Rd Network Stats Base Alt 1 Alt 2 Alt 3 Alt 4 2031 km 2031 km 2031 km 2031 km 2031 km LOS A-C 95.2 103.5 95.5 98.7 102.9 LOS D 9.6 8.7 12.5 8.2 6.4 LOS E 3.3 4.8 5.6 6.6 5.7 LOS F 12.6 6.4 9.2 7.3 5.6 Total 120.7 123.5 122.8 120.7 120.7 LOS E or Worse (km) 15.9 11.3 14.8 13.9 11.3 Delay (veh-hrs) 435 390 390 402 377

• New QEW crossing south of McLeod

combined with Hwy 420 interchange improvements can work as well as Morrison St crossing

Alternative 4 – Improve 420 and New Oldfield Road Crossing

Evaluation Results – QEW Crossings

Criterion Do Nothing Base Alternative 1 Morrison Road Crossing Alternative 2 Dunn St Crossing Alternative 3 Widen McLeod Rd Alternative 4 New QEW Crossing South of McLeod Transportation

LEAST PREFERRED PREFERRED PREFERRED

Social / Cultural

LEAST PREFERRED PREFERRED

Natural Environment

PREFERRED LEAST PREFERRED

Economic Environment

LEAST PREFERRED PREFERRED PREFERRED

Evaluation Summary

RECOMMENDED

New QEW Crossing South of McLeod is preferred from a transportation and economic perspective.

Preliminary Evaluation Results 420 Crossings

Alternative 1 – Dorchester Rd Widening Alternative 2 – Stanley Ave Widening (6lanes) Alternative 3 – Drummond Rd widening Network Stats Base Alt 1 Alt 2 Alt 3 2031 km 2031 km 2031 km 2031 km LOS A-C 115.9 122.5 120.0 118.3 LOS D 13.7 12.1 15.1 15.6 LOS E 4.3 6.2 6.0 6.7 LOS F 13.6 8.5 8.2 6.8 Total 147.5 149.2 149.3 147.4 LOS E or Worse (km) 17.9 14.7 14.2 13.5 Delay (veh-hrs) 628 577 573 562

• Both Dorchester and Drummond

Road will require widening by 2031

• Additional capacity required in

Stanley Ave corridor south of Ferry St.

Evaluation Results – Highway 420 Crossings

Criterion Do Nothing Base Alternative 1 Dorchester Rd Widening Alternative 2 Stanley Ave Widening (6lanes) Alternative 3 Drummond Rd widening Transportation

LEAST PREFERRED PREFERRED

Social / Cultural

PREFERRED LEAST PREFERRED

Natural Environment

PREFERRED LEAST PREFERRED

Economic Environment

LEAST PREFERRED PREFERRED

Evaluation Summary

RECOMMENDED

Drummond Road widening is preferred from a transportation and economic perspective. While Do Nothing is preferred from a social/cultural and natural environment perspective is does not address the transportation deficiencies and is least preferred from an economic perspective..

Recommended Road Improvements

1. Highway 405 Interchange Area (subject to ongoing Region of Niagara study) 2. Improve Mewburn Road (subject to ongoing Region

• f Niagara study)

3. Widen Mountain Road at QEW 4. Localized widening of Stanley (north of Thorold Stone Rd) 5. Thorold Stone Road extension to Bridge Street 6. Widen Stanley Ave to 4 lanes – Bridge to Valley Way 7. Widening of Dorchester North to Thorold Stone Rd and South to McLeod Rd 8. Widen Highway 420 ramps to Montrose Road (long term) 9. Widen Drummond Road across Highway 420

• 10. Widen Drummond Road – Lundy’s Lane to McLeod
• 11. Widen Kalar Road north of Lundy’s Lane
• 12. Widen McLeod Road – to West of Kalar to

Montrose Road

• 13. New crossing of QEW / Hydro Canal south of

McLeod Road

• 14. Stanley Ave / Marineland Parkway realignment
• 15. Portage Road widening (to Upper Rapids Blvd.)
• 16. Allendale widening and connection to Stanley Ave.

(north of Ferry, south of Dunn)

• 17. Buchanan / Fallsview widening and realignment

(Livingstone – Forsythe)

• 18. Portage Rd connection to Buchanan / Fallsview

2 3 4 5 6 7 8 9 10 11 12 7 13 14 15 16 17 18 1

Recommended Road Improvements

• Recommended Improvements will

reduce 2031 peak hour delays by 17% (275 veh-hrs)

• With improvements total peak hour

travel at LOS D or worse reduces from 21% to 16%

• Length of network at LOS E-F

reduces from 46 km to 27 km (-41%)

Recommended Road Improvements

Project Limits Length Total Estimated Cost Implementation km ($2009) 1 Highway 405/Conc. 6 Interchange 1.2 $ 6,197,000 Region 2 Mewburn Rd Reconstruction Mountain Rd to York Rd 2.0 $ 6,673,000 City 3 Mountain Road Widening Kalar Rd to Olden Ave 1.27 $ 12,063,500 Region 4 Stanley Ave Widening Church's Lane to Thorold Stone Rd 1.69 $ 10,136,500 Region 5 Thorold Stone Rd Extension Stanley Ave to Bridge St 1.43 $ 9,585,900 Region 6 Stanley Ave. Widening Hamilton St. to Valley Way 1.19 $ 7,371,340 Region 7a Dorchester Rd Widening Thorold Stone Rd to Pinedale 1.1 $ 6,515,100 City 7b Dorchester Rd Widening Frederica St to Mc Leod Rd 2.6 $ 19,194,000 City 8 Hwy 420 / Montrose Rd Improvements Widening Ramps and Improve Intersection 0.6 $ 3,900,000 Region/MTO 9 Drummond Rd / Hwy 420 Bridge Widening Valley Way to Frederica St 0.3 $ 5,109,000 City 10 Drummond Rd Widening Lundy's Lane to McLeod Rd 2.1 $ 15,948,000 City 11 Kalar Rd Widening Beaverdams Rd to Lundy's Ln 0.74 $ 4,589,200 City 12 McLeod Rd widening Pin Oak Dr to Parkside Rd 0.9 $ 5,265,000 City 13 a New Hydro Canal Crossing Dorchester to Oakwood 1 $ 9,672,000 City 13 b New QEW Crossing Oakwood to Montrose 0.9 $ 9,780,000 City 14 Stanley Ave / Marineland Pkwy Intersection Jog Elimination or Intersection Imp. 0.4 $ 6,721,000 Region 15 Portage Rd Widening Marineland Pkwy to Upper Rapids Blvd. 1.3 $ 7,605,000 City 16a Allendale Ave. widening Forsyth St to South of Dunn St 1.2 $ 7,320,000 City 16b Allendale Ave New Connections to Stanley Ave Dixon St to Stanley Ave & Ferry St to Forsythe 0.87 $ 4,849,000 City 17 Buchanan / Fallsview Widening Roberts to Livingston St 2.3 $ 17,001,000 City 18 Livingston St / Fallsview Connection to Portage Rd 0.5 $ 3,550,000 City Total $ 179,045,540 City $ 123,070,300 Region $ 55,975,240

What’s Next – Stay Involved

• Comment Sheets – Let us know what you think!
• Finalize Plans and STMP Report
• Public Meeting #3
• Comments, Questions or Concerns? Contact:

– Mr. Doug Allingham, P.Eng, Project Manager, AECOM – Ms. Marzenna Carrick, C.E.T., Manager of Transportation Engineering, City of Niagara Falls