riverfront community master plan transportation study · for the 2026 horizon year traffic...

Riverfront Community Master Plan

Transportation Study Paradigm Transportation Solutions Limited

September 2017

Project Summary

Paradigm Transportation Solutions Limited

Riverfront Community Master Plan Transportation Study List of Revisions

Version Date Author Description 1 25 September 2017 AE, GP, GC Draft for Client Review

2 28 September 2017 AE, GP, GC Final for Submission

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Disclaimer

This document has been prepared for the titled project or named part thereof and should not be relied upon or used for any other project without an independent check being carried out as to its suitability and prior written authorization of Paradigm Transportation Solutions Limited being obtained. Paradigm Transportation Solutions Limited accepts no responsibility or liability for the consequence of this document being used for a purpose other than the purposes for which it was commissioned. Any person using or relying on the document for such other purpose agrees, and will by such use or reliance be taken to confirm their agreement to indemnify Paradigm Transportation Solutions Limited for all loss or damage resulting there from. Paradigm Transportation Solutions Limited accepts no responsibility or liability for this document to any party other than the person by whom it was commissioned.

To the extent that this report is based on information supplied by other parties, Paradigm Transportation Solutions Limited accepts no liability for any loss or damage suffered by the client, whether through contract or tort, stemming from any conclusions based on data supplied by parties other than Paradigm Transportation Solutions Limited and used by Paradigm Transportation Solutions Limited in preparing this report.

Project Number 151385 September 2017 Client GR (CAN) Investment Co. Ltd. 8500 Leslie Street, Suite 520 Markham, ON L3T 7M8 Client Contact Ms. (Helen) Zhi Ying Chang Chairwoman Consultant Project Team Gene Chartier, M.A.Sc., P.Eng. Garry Pappin, BES, CET, LEL Andrew Evans, M.Sc.

Paradigm Transportation Solutions Limited 5000 Yonge Street, Suite 1901 Toronto ON M2N 7E9 p: 416.479.9684 www.ptsl.com

Riverfront Community Master Plan Transportation Study | 151385 | September 2017

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Executive Summary Content

Paradigm Transportation Solutions Limited (Paradigm) was retained by GR (CAN) Investment Co. Ltd. to undertake the Riverfront Community Master Plan Transportation Study (the study). The subject lands are in the City of Niagara Falls, Ontario, and located generally south of Oldfield Road, west of the Thundering Waters Golf Course and Stanley Avenue Industrial Business Park, north of the Welland River, and east of the Ontario Power Generation (OPG) Canal.

The proposed Riverfront Community development is anticipated to be fully built out and occupied by 2021. The plan would include retail-commercial (approximately 280,000 SF gross floor area), residential (312 condominium/ townhouse units and 567 single-detached houses), continuing care/ retirement facility (238 rooms), and hotel (450 rooms) land uses.

The primary focus of this study is the identification of external road network improvements required to serve the proposed development. The report also reviews the role and function of the various components of the conceptual internal road network, and provides direction regarding transit, walking, cycling and Transportation Demand Management (TDM) strategies.

Conclusions

The conclusions of the study are as follows:

Existing Traffic Conditions

Under existing conditions, most of the signalized intersections in the study area operate at an acceptable level of service in all summer peak hour periods, except for Montrose Road and Lyons Creek Road/Biggar Road in the weekday afternoon peak hour and McLeod Road and Dorchester Road in the Saturday midday peak hour. Similarly, the analysis of the unsignalized intersections shows very good levels of service during all peak hours.

There are three intersections – McLeod Road and Oakwood Drive, McLeod Road and Dorchester Road, and Montrose Road and Lyons Creek Road/Biggar Road – with specific traffic movements that operate close to capacity and above criteria established by Niagara Region for acceptable operations currently. These conditions could be improved with the addition of exclusive turn lanes, and optimized signal timing and phasing.


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Future Travel Demand

Significant traffic growth in the study area is anticipated over the next 15 years related to developments in the Montrose Road corridor, including the Niagara South Hospital (by 2026), a mix of residential and commercial uses within the lands of the Grand Niagara Secondary Plan, and the Oldfield Road residential subdivision. Niagara Region and the City of Niagara Falls have been preparing for this growth with the earlier completion of the McLeod Road and Montrose Road EA, which has outlined major capacity improvements for both arterial corridors.

The approach to forecasting the subject site peak hour traffic is conservative in that standard ITE trip generation rates have been applied with only a modest 10% non-auto reduction (consistent with the 2017 Grand Niagara Secondary Plan Transportation Impact Study). Further, all site trips were assumed to have origins or destinations external to the site, although it could be expected that there will be a higher level of self-containment due to the complementary nature of the proposed mix of residential and commercial land uses, and it could also be anticipated that there will be less than typical peak hour travel due to the potential for the site to attract “empty-nesters”.

Future Traffic Conditions

For the 2021 horizon year traffic conditions without Riverfront Community, it was found that the planned improvements augmented by additional improvements to address existing deficiencies would be sufficient to provide acceptable operating conditions throughout most of the study area.

For the 2021 horizon year traffic conditions with Riverfront Community fully built out by 2021, the need for capacity (additional lanes) and/or traffic control (signalization) improvements would be required at four study area intersections:

• McLeod Road and Dorchester Road (turn lanes); • McLeod Road and Drummond Road (turn lanes);

• Stanley Avenue and Dorchester Road/Chippawa Parkway (turn lanes, signalization), and;

• Stanley Avenue and Lyons Creek Road (signalization). For the 2026 horizon year traffic conditions without Riverfront

Community, it was found that the improvements identified for the 2021 horizon year with Riverfront Community development would be sufficient to accommodate the background traffic growth. It should be noted that this background traffic growth included the Niagara South Hospital.


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For the 2026 horizon year traffic conditions with Riverfront Community built out (expected by 2021), the need for more capacity (additional lanes) and/or additional traffic control (signalization) improvements would be required at five study area intersections:

• McLeod Road and Oakwood Drive (east-west through lanes); • McLeod Road and Dorchester (east-west through lanes);

• McLeod Road and Drummond Road (turn lanes); • Lyons Creek Road and QEW Eastbound Off-ramp (signalization),

and;

• Lyons Creek Road and QEW Westbound Off-ramp (signalization). For the 2031 horizon year traffic conditions without Riverfront

Community, it was found that the many additional improvements above those identified for the 2026 horizon year with Riverfront Community development would be required to accommodate the background traffic growth. It should be noted that this background traffic growth included full development of the mix of residential and commercial uses proposed for the Grand Niagara Secondary Plan lands, which would have the greatest impact on the Montrose Road corridor. The need for more capacity (additional lanes) and/or additional traffic control (signalization) improvements would be required at five study area intersections:

• McLeod Road and QEW Southbound Off-ramp (southbound through lane);

• Montrose Road and Chippawa Creek Road (signalization)

• Montrose Road and Oakwood Drive (turn lanes, signalization); • Montrose Road and Lyons Creek Road/Biggar Road (through and

turn lanes), and;

• Lyons Creek Road and QEW Eastbound Off-ramp (turn lane). For the 2031 horizon year traffic conditions with Riverfront Community

built out (expected by 2021), most of the study area intersections would operate at an acceptable level of service except for Montrose Road and Lyons Creek Road/Biggar Road. As noted above, the development of the Grand Niagara Secondary Plan lands would have the greatest impact on the Montrose Road corridor, including the intersection with Lyons Creek Road-Biggar Road, while the Riverfront Community lands would add relatively little traffic to this part of the study area.

Internal Road Network

The proposed internal road network consisting of minor arterial, collector, and local road types would have traffic volumes that are appropriate for these road classes. The basic lane requirements for all


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roads within the lands would be one lane in each direction. With further refinement of the concept plan, consideration would be given to the final road right-of-way, cross-section details, the need for exclusive turn lanes at intersections, traffic control requirements, and potential locations for roundabouts.

It is unlikely that any grade separated crossings of the railway line will be required. Crossing warning systems will likely be needed.

Other Transportation Plan Elements

The Riverfront Community development can be well served by transit through the extension of existing and future Niagara Falls Transit bus routes, with buses operating in mixed traffic. The route coverage density should attempt to place most properties within 400 metres of a bus stop.

The proposed modified grid pattern of arterial and collector roadways within the development area can provide the framework for a network of pedestrian and cycling routes. Collector roadways are the preferred location for bike lanes as these roads generally carry lower traffic volumes at slower speeds than arterials and provide direct property access to residential land uses. The active transportation strategy will evolve as development occurs, given that the lands are predominately vacant currently with no existing walking or cycling infrastructure.

A broad range of TDM measures should be pursued/implemented to influence whether, why, when, where and how people will travel. These TDM actions are intended to encourage the use of sustainable transportation modes and minimize single-occupant vehicle trips as part of an overall community transportation management strategy. These measures should be considered for all future development within the Riverfront Community lands.

Recommendations

The recommendations of the study are as follows:

The City of Niagara Falls and Niagara Region should consider implementing the following improvements in the short term to address existing operational and capacity concerns: • McLeod Road and Oakwood Drive – A second northbound left

turn lane with optimized signal phasing and timings would improve operations during the weekday afternoon and Saturday midday peak hours;

• McLeod Road and Dorchester Road – An exclusive southbound right turn lane with optimized signal phasing and timings would improve the operations during the weekday afternoon and Saturday midday peak hours;


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• Montrose Road and Lyons Creek Road/Biggar Road – Exclusive westbound and southbound left turn lanes, and an exclusive northbound right turn lane would improve the operations during the weekday afternoon peak hour. Eastbound and northbound exclusive left turn lanes should be added as well to maintain lane alignment through the intersection;

The City of Niagara Falls and Niagara Region should proceed with the improvements to the existing road network as outlined in the McLeod Road and Montrose Road EA to assist in accommodating the traffic growth anticipated in this part of the City;

The proponents the Riverfront Community should implement a TDM program in conjunction with Niagara Region and/or the City of Niagara Falls to minimize vehicle traffic generation and facilitate the use of sustainable transportation modes; and

The proponents of the Riverfront Community should continue to consult with the City of Niagara Falls, Niagara Region, and the Ministry of Transportation of Ontario to facilitate the implementation of the study area road network improvements that are required to accommodate the proposed development. This would include coordinating the Riverfront Community development and the related transportation improvements with the other road network improvements planned or identified through the McLeod Road and Montrose Road EA as well as the transportation impact study for the development contemplated within the Grand Niagara Secondary Plan area.


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Contents 1 Introduction .............................................................. 1 1.1 Study Purpose ................................................................................. 1 1.2 Study Area ........................................................................................ 1 1.3 Technical Analysis Approach ......................................................... 4

2 Existing Traffic Conditions ...................................... 5 2.1 Existing Road System ..................................................................... 5 2.2 Existing Traffic Volumes ................................................................. 6 2.3 Existing Traffic Operations ............................................................. 9 2.3.1 Analysis with Existing Lane Configurations ........................................ 9 2.3.2 Analysis with Capacity and Operational Improvements .................... 20

3 Future Travel Demand ............................................ 23 3.1 Overview ......................................................................................... 23 3.2 Future Background Traffic Volumes ............................................ 23 3.3 Proposed Development ................................................................. 33 3.4 Trip Generation .............................................................................. 35 3.4.1 Approach and Rationale .................................................................. 35 3.4.2 Base Trip Generation Rates ............................................................. 35 3.4.3 Non-Auto Mode Share ..................................................................... 36 3.4.4 Trip Generation for Development Lands .......................................... 36 3.5 Trip Distribution and Assignment ................................................ 38 3.6 Future Total Traffic Volumes......................................................... 42

4 Future Traffic Conditions ....................................... 52 4.1 Approach ........................................................................................ 52 4.2 Planned and Programmed Road Network Improvements ........... 52 4.3 Road Network Improvements to Address Existing Deficiencies 53 4.4 Year 2021 Conditions .................................................................... 55 4.4.1 Background Traffic Operations ........................................................ 55 4.4.2 Total Traffic Operations ................................................................... 62 4.4.3 Total Traffic Operations with Improvements ..................................... 70 4.5 Year 2026 Conditions .................................................................... 74 4.5.1 Background Traffic Operations ........................................................ 74 4.5.2 Total Traffic Operations ................................................................... 81 4.5.3 Total Traffic Operations with Improvements ..................................... 88 4.6 Year 2031 Conditions .................................................................... 92 4.6.1 Background Traffic Operations ........................................................ 92 4.6.2. Background Traffic Operations with Improvements ........................ 100 4.6.3 Total Traffic Operations ................................................................. 103


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5 Internal Road Network ......................................... 112 5.1 Preliminary Roadway Configuration........................................... 112 5.2 Proposed Roadway Classification .............................................. 112

6 Other Transportation Plan Elements .................. 116 6.1 Active Transportation .................................................................. 116 6.1.1 Existing Infrastructure .................................................................... 116 6.1.2 Proposed Strategy ......................................................................... 117 6.2 Transit........................................................................................... 119 6.2.1 Existing Services ........................................................................... 119 6.2.2 Proposed Plan ............................................................................... 120 6.3 Transportation Demand Management Strategy ......................... 123

7 Conclusions and Recommendations .................. 126 7.1 Conclusions ................................................................................. 126 7.2 Recommendations ....................................................................... 129

Appendices Appendix A Existing Traffic Operations Reports Appendix B Future Background Traffic Operations Reports Appendix C Future Total Traffic Operations Reports

Figures Figure 1.1: Context Plan – Riverfront Community Master Plan Area .. 2 Figure 1.2: Study Area ............................................................................ 3 Figure 2.1: Existing Lane Configurations .............................................. 7 Figure 2.2: Existing Traffic Volumes, Weekday AM Peak Hour ......... 11 Figure 2.3: Existing Traffic Volumes, Weekday PM Peak Hour .......... 12 Figure 2.4: Existing Traffic Volumes, Saturday Midday Peak Hour ... 13 Figure 2.5: Existing Road Network Improvements ............................. 21 Figure 3.1: 2021 Background Traffic Volumes, Weekday AM Peak

Hour..................................................................................... 24 Figure 3.2: 2021 Background Traffic Volumes, Weekday PM Peak

Hour..................................................................................... 25 Figure 3.3: 2021 Background Traffic Volumes, Saturday Midday Peak

Hour..................................................................................... 26 Figure 3.4: 2026 Background Traffic Volumes, Weekday AM Peak

Hour..................................................................................... 27 Figure 3.5: 2026 Background Traffic Volumes, Weekday PM Peak

Hour..................................................................................... 28 Figure 3.6: 2026 Background Traffic Volumes, Saturday Midday Peak

Hour..................................................................................... 29


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Figure 3.7: 2031 Background Traffic Volumes, Weekday AM Peak Hour..................................................................................... 30

Figure 3.8: 2031 Background Traffic Volumes, Weekday PM Peak Hour..................................................................................... 31

Figure 3.9: 2031 Background Traffic Volumes, Saturday Midday Peak Hour..................................................................................... 32

Figure 3.10: Proposed Land Uses .......................................................... 34 Figure 3.11: Development Generated Traffic Volumes, Weekday AM

Peak Hour ........................................................................... 39 Figure 3.12: Development Generated Traffic Volumes, Weekday PM

Peak Hour ........................................................................... 40 Figure 3.13: Development Generated Traffic Volumes, Saturday

Midday Peak Hour .............................................................. 41 Figure 3.14: 2021 Total Traffic Volumes, Weekday AM Peak Hour ...... 43 Figure 3.15: 2021 Total Traffic Volumes, Weekday PM Peak Hour ...... 44 Figure 3.16: 2021 Total Traffic Volumes, Saturday Midday Peak Hour 45 Figure 3.17: 2026 Total Traffic Volumes, Weekday AM Peak Hour ...... 46 Figure 3.18: 2026 Total Traffic Volumes, Weekday PM Peak Hour ...... 47 Figure 3.19: 2026 Total Traffic Volumes, Saturday Midday Peak Hour 48 Figure 3.20: 2031 Total Traffic Volumes, Weekday AM Peak Hour ...... 49 Figure 3.21: 2031 Total Traffic Volumes, Weekday PM Peak Hour ...... 50 Figure 3.22: 2031 Total Traffic Volumes, Saturday Midday Peak Hour 51 Figure 4.1: Planned and Programmed Road Network Improvements 54 Figure 4.2: 2021 Road Network Improvements ................................... 73 Figure 4.3: 2026 Road Network Improvements ................................... 91 Figure 4.4: 2031 Road Network Improvements ................................. 111 Figure 5.1: Conceptual Internal Road Network ................................. 114 Figure 6.1: Existing Cycling Infrastructure ....................................... 118 Figure 6.2: Existing Transit Service – Niagara Falls Transit ............ 121 Figure 6.3: Existing Transit Service – WEGO and Niagara Region

Transit ............................................................................... 122

Tables Table 2.1: Traffic Count Dates .............................................................. 8 Table 2.2a: Existing Traffic Operations Summary, Weekday AM Peak

Hour (Signalized Intersections) ......................................... 14 Table 2.2b: Existing Traffic Operations Summary, Weekday AM Peak

Hour (Unsignalized Intersections)..................................... 15 Table 2.3a: Existing Traffic Operations Summary, Weekday PM Peak

Hour (Signalized Intersections) ......................................... 16 Table 2.3b: Existing Traffic Operations Summary, Weekday PM Peak

Hour (Unsignalized Intersections)..................................... 17 Table 2.4a: Existing Traffic Operations Summary, Saturday Midday

Peak Hour (Signalized Intersections) ................................ 18


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Table 2.4b: Existing Traffic Operations Summary, Saturday Midday Peak Hour (Unsignalized Intersections) ........................... 19

Table 2.5: Existing Traffic Operations Summary with Improvements, All Peak Hours (Signalized Intersections Only) ............... 22

Table 3.1: Proposed Land Uses and Development Yields ................ 33 Table 3.2: Net External Vehicle Trip Generation ................................ 37 Table 3.3: Net External Vehicle ........................................................... 38 Table 4.1a: 2021 Background Traffic Operations Summary, Weekday

AM Peak Hour (Signalized Intersections) ......................... 56 Table 4.1b: 2021 Background Traffic Operations Summary, Weekday

AM Peak Hour (Unsignalized Intersections) ..................... 57 Table 4.2a: 2021 Background Traffic Operations Summary, Weekday

PM Peak Hour (Signalized Intersections) ......................... 58 Table 4.2b: 2021 Background Traffic Operations Summary, Weekday

PM Peak Hour (Unsignalized Intersections) ..................... 59 Table 4.3a: 2021 Background Traffic Operations Summary, Saturday

Midday Peak Hour (Signalized Intersections)................... 60 Table 4.3b: 2021 Background Traffic Operations Summary, Saturday

Midday Peak Hour (Unsignalized Intersections) .............. 61 Table 4.4a: 2021 Total Traffic Operations Summary, Weekday AM

Peak Hour (Signalized Intersections) ................................ 64 Table 4.4b: 2021 Total Traffic Operations Summary, Weekday AM

Peak Hour (Unsignalized Intersections) ........................... 65 Table 4.5a: 2021 Total Traffic Operations Summary, Weekday PM

Peak Hour (Signalized Intersections) ................................ 66 Table 4.5b: 2021 Total Traffic Operations Summary, Weekday PM

Peak Hour (Unsignalized Intersections) ........................... 67 Table 4.6a: 2021 Total Traffic Operations Summary, Saturday Midday

Peak Hour (Signalized Intersections) ................................ 68 Table 4.6b: 2021 Total Traffic Operations Summary, Saturday Midday

Peak Hour (Unsignalized Intersections) ........................... 69 Table 4.7: 2021 Total Traffic Operations Summary with Additional

Improvements (Signalized Intersections) ......................... 72 Table 4.8a: 2026 Background Traffic Operations Summary, Weekday

AM Peak Hour (Signalized Intersections) ......................... 75 Table 4.8b: 2026 Background Traffic Operations Summary, Weekday

AM Peak Hour (Unsignalized Intersections) ..................... 76 Table 4.9a: 2026 Background Traffic Operations Summary, Weekday

PM Peak Hour (Signalized Intersections) ......................... 77 Table 4.9b: 2026 Background Traffic Operations Summary, Weekday

PM Peak Hour (Unsignalized Intersections) ..................... 78 Table 4.10a: 2026 Background Traffic Operations Summary, Saturday

Midday Peak Hour (Signalized Intersections)................... 79 Table 4.10b: 2026 Background Traffic Operations Summary, Saturday

Midday Peak Hour (Unsignalized Intersections) .............. 80 Table 4.11a: 2026 Total Traffic Operations Summary, Weekday AM

Peak Hour (Signalized Intersections) ................................ 82


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Table 4.11b: 2026 Total Traffic Operations Summary, Weekday AM Peak Hour (Unsignalized Intersections) ........................... 83

Table 4.12a: 2026 Total Traffic Operations Summary, Weekday PM Peak Hour (Signalized Intersections) ................................ 84

Table 4.12b: 2026 Total Traffic Operations Summary, Weekday PM Peak Hour (Unsignalized Intersections) ........................... 85

Table 4.13a: 2026 Total Traffic Operations Summary, Saturday Midday Peak Hour (Signalized Intersections) ................................ 86

Table 4.13b: 2026 Total Traffic Operations Summary, Saturday Midday Peak Hour (Unsignalized Intersections) ........................... 87

Table 4.14: 2026 Total Traffic Operations Summary with Additional Improvements (Signalized intersections) ......................... 90

Table 4.15a: 2031 Background Traffic Operations Summary, Weekday AM Peak Hour (Signalized Intersections) ......................... 94

Table 4.15b: 2031 Background Traffic Operations Summary, Weekday AM Peak Hour (Unsignalized Intersections) ..................... 95

Table 4.16a: 2031 Background Traffic Operations Summary, Weekday PM Peak Hour (Signalized Intersections) ......................... 96

Table 4.16b: 2031 Background Traffic Operations Summary, Weekday PM Peak Hour (Unsignalized Intersections) ..................... 97

Table 4.17a: 2031Background Traffic Operations Summary, Saturday Midday Peak Hour (Signalized Intersections)................... 98

Table 4.17b: 2031 Background Traffic Operations Summary, Saturday Midday Peak Hour (Unsignalized Intersections) .............. 99

Table 4.18: 2031 Background Traffic Operations with Improvements Summary, Weekday AM Peak Hour (Signalized Intersections) .................................................................... 102

Table 4.19a: 2031 Total Traffic Operations Summary, Weekday AM Peak Hour (Signalized Intersections) .............................. 105

Table 4.19b: 2031 Total Traffic Operations Summary, Weekday AM Peak Hour (Unsignalized Intersections) ......................... 106

Table 4.20a: 2031 Total Traffic Operations Summary, Weekday PM Peak Hour (Signalized Intersections) .............................. 107

Table 4.20b: 2031 Total Traffic Operations Summary, Weekday PM Peak Hour (Unsignalized Intersections) ......................... 108

Table 4.21a: 2031 Total Traffic Operations Summary, Saturday Midday Peak Hour (Signalized Intersections) .............................. 109

Table 4.21b: 2031 Total Traffic Operations Summary, Saturday Midday Peak Hour (Unsignalized Intersections) ......................... 110

Table 5.1: Urban Road Characteristics by Classification ............... 115 Table 6.1: Potential Transportation Demand Management Strategies

........................................................................................... 124


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1 Introduction 1.1 Study Purpose

Paradigm Transportation Solutions Limited (Paradigm) was retained by GR (CAN) Investment Co. Ltd. to undertake the Riverfront Community Master Plan Transportation Study (herein referred to as the study). The Riverfront Community Master Plan area (herein referred to as the Riverfront Community lands) is in the southern part of the City of Niagara Falls, Ontario, as shown in Figure 1.1, which also highlights the development lands. The area is generally bounded by Oldfield Road to the north, Thundering Waters Golf Course and Stanley Avenue Industrial Business Park to the east, the Welland River to the south, and the Ontario Power Generation (OPG) Canal to the west. The subject lands are bisected by the Con Rail Drainage Ditch and the infrequently used CP Rail Montrose spur line that serves a few industrial sites at the periphery of the Riverfront Community lands, which are predominantly vacant now.

The proposed Riverfront Community development is anticipated to be fully built out and occupied by 2021. The plan would include retail-commercial (approximately 280,000 SF gross floor area), residential (312 condominium/ townhouse units and 567 single-detached houses), continuing care/ retirement facility (238 rooms), and hotel (450 rooms) land uses.

The primary focus of this study is the identification of external road network improvements required to serve the proposed development. The report also reviews the role and function of the various components of the conceptual internal road network, and provides direction regarding transit, walking, cycling and Transportation Demand Management (TDM) strategies.

1.2 Study Area

Figure 1.2 shows the overall study area, which encompasses transportation facilities likely to be impacted by the proposed development of the lands. The study area is bounded by McLeod Road/Marineland Parkway (Niagara Road 43) to the north, Stanley Avenue (Niagara Road 102) to the east, Lyons Creek Road/Biggar Road (Niagara Road 47) to the south, and Montrose Road (Regional Road 98) to the west. The Queen Elizabeth Way (QEW) travels through the study area. The immediately adjacent signalized intersection of Marineland Parkway and Portage Road has also been included for the traffic operational analysis.



Figure 1.1: Context Plan – Riverfront Community Master Plan Area

Context PlanRiverfront Community

Master Plan AreaFigure 1.1Riverfront Community Master Plan Transportation Study151385

Riverfront Community Lands

NTSSource: OpenStreet Mapping

Riverfront CommunityMaster Plan Area



Figure 1.2: Study Area

Study AreaFigure 1.2Riverfront Community Master Plan Transportation Study151385

LEGENDSignalized IntersectionUnsignalized IntersectionTransportation Study AreaMaster Plan Area




1.3 Technical Analysis Approach

The technical analyses for the study area intersections were conducted in accordance with the Transportation Impact Study guidelines for both the City of Niagara Falls and Niagara Region. The general approach is summarized as follows:

1. Establish base year traffic volumes for the study area intersections shown in Figure 1.2 for the summer weekday morning and afternoon and Saturday midday peak hours based on observed count information (herein referred to as Existing Conditions). The City and Region requested an analysis of summer conditions as they tend to represent the worst-case scenario for Niagara Falls with its high volume of tourist travel.

2. Factor base year traffic volumes to a 2021, 2026, and 2031 horizon year using an average annual growth rate and account for traffic generated by planned development in the vicinity (herein referred to as Future Background Conditions).

3. Estimate traffic generated by the proposed development of Riverfront Community uses based on the Institute of Transportation Engineers (ITE) Trip Generation Manual (9th Edition)1 (herein referred to as the ITE Manual), with appropriate adjustments, assign the trips to the study area road network, and add the Future Background Conditions to determine total future traffic volumes for the 2021, 2026, and 2031 horizon years (herein referred to as Future Total Conditions).

4. Analyze Existing, Future Background and Future Total Conditions for the intersections within the study area to identify road network improvements required to address any existing deficiencies and to accommodate the proposed development in the future. Critical movements in the network have been identified where the operational analyses results were below the criteria for acceptable operations as defined in the Niagara Region TIS Guidelines, which is as follows:

For signalized intersections, v/c ratios for through, shared through/ right, and right turn movements are less than 0.85;

For signalized intersections, v/c ratios for dedicated left turn movements are less than 0.90; and

For unsignalized intersections, movements operate at a LOS D or better, and the estimated 95th percentiles queues are less than the available queue space.

1 Institute of Transportation Engineers, Trip Generation Manual, 9th Edition, 2012,

Washington, D.C.



2 Existing Traffic Conditions 2.1 Existing Road System

The main roadways in the study area include:

McLeod Road (Niagara Region Road 49), which is an east-west arterial road under Niagara Region jurisdiction with a four-lane cross-section throughout most of the study area. At the east end, McLeod Road continues as Marineland Parkway through its intersections with Stanley Avenue and Portage Road. McLeod Road provides access to the QEW from the southern built-up area of the City of Niagara Falls. It has a posted speed limit of 50 to 60 kilometres per hour within the study area. Key intersections along McLeod Road in the study area include Montrose Road, QEW, Oakwood Drive, Dorchester Road, Drummond Road, Stanley Avenue, and Portage Road;

Stanley Avenue (Niagara Region Road 102) is a north-south arterial road under Niagara Region jurisdiction with a four-lane cross-section north of Marineland Parkway and a two-lane section to the south. Stanley Avenue provides direct access to Downtown Niagara Falls and the Falls Tourist district from the study area. North of Marineland Parkway, Stanley Avenue has a posted speed limit of 50 kilometres per hour, while south of Marineland Parkway, the road has a posted speed limit of 60 kilometres per hour. South of Marineland Parkway, there are four unsignalized intersections with Ramsey Road, Progress Street, Don Murie Street, and Dorchester Road/Chippawa Parkway within the study area;

Montrose Road (Niagara Region Road 98) is a north-south road under Niagara Region jurisdiction with a two-lane cross-section. It widens to a four-lane cross-section at the Niagara Square Commercial Centre to McLeod Road. The road runs parallel with and provides an alternate route to the QEW during emergency closures or delays on the highway. South of McLeod Road to the south limit of the Niagara Square Shopping Centre, Montrose Road has a posted speed limit of 50 kilometres per hour. South of the Niagara Square Shopping Centre, Montrose Road has a posted speed limit of 60 kilometres per hour. Key intersections along Montrose Road in the study area include McLeod Road, Niagara Square Drive, Chippawa Creek Road, Oakwood Drive, and Lyons Creek Road/Biggar Road;

Lyons Creek Road (Niagara Region Road 47) is an east-west arterial road under Niagara Region jurisdiction with a two-lane cross-section that connects Montrose Road to Stanley Avenue in the study area. West of its intersection with Montrose Road, the road continues as Biggar Road. Lyons Creek Road widens to a four-lane cross-section at its grade separated interchange with the QEW. The road provides a direct connection to the QEW from rural Niagara Falls and the community of Chippawa. Lyons Creek Road has a posted speed limit of 60 to 80 kilometres per hour in the study area. Within the study



area, key intersections include Montrose Road, QEW, and Stanley Avenue;

Oakwood Drive is a north-south collector road under the jurisdiction of the City of Niagara Falls. The road connects McLeod Road to the SmartCentres commercial plaza on the east side of QEW, as well as the residential and commercial land uses situated between the QEW and the Welland River. At its southern limit, Oakwood Drive curves under the QEW and connects to Montrose Road. There are two signalized intersections with the SmartCentres commercial plaza on Oakwood Drive. The posted speed limit for Oakwood Drive ranges from 50 to 60 kilometres per hour; and

Dorchester Road is a north-south road under the jurisdiction of the City of Niagara Falls. The road is designated as an arterial in the City’s Official Plan, except for the short segment between McLeod Road and Oldfield Road within the study area that is classified as a collector. Dorchester Road extends from the north limit of Niagara Falls into the study area, where it curves and connects to Chippawa Parkway. The speed limit on Dorchester Road is 50 kilometres per hour (unposted).

Figure 2.1 shows the lane configurations and traffic control provisions for the signalized and unsignalized intersections within the study area.

2.2 Existing Traffic Volumes

Turning movement volumes for the study area intersections for the summer weekday morning (AM) and afternoon (PM) peak hours and Saturday (weekend) midday peak hour were either provided by Niagara Region or City of Niagara Falls, or collected by Paradigm during the summer of 2015. Table 2.1 shows the count date for each intersection.

As noted below, traffic counts were not available for four intersections within the study area. Counts were not collected during the weekday morning peak hour at the intersection of McLeod Road and Oakwood Drive due to a camera malfunction. To address this gap in data, morning volumes were estimated based on the upstream and downstream volumes and the turning percentages from the weekday afternoon and Saturday midday peak hour counts. The same procedure was used to estimate volumes for the Saturday midday peak hour at the intersection of Montrose Road and Niagara Square Drive.

The intersections of Dorchester Road at Oldfield Road and Drummond Road at Oldfield Road were not counted because of ongoing construction in the vicinity. Given the nature of the intersections, and Paradigm’s knowledge of the study area, it can be reasoned that the traffic volumes are relatively low and that the intersections operate with satisfactory levels of service under existing conditions. These two intersections are expected to experience an increase in traffic with development of the lands.



Figure 2.1: Existing Lane Configurations

Existing Lane Configuration Figure 2.1 munity Master Plan Transportation Study

Turning MovementTraffic Control SignalStop Control




TABLE 2.1: TRAFFIC COUNT DATES

AM PMMcLeod Road & Montrose Road 2-Sep-15 2-Sep-15 5-Sep-15 McLeod Road & QEW Off-Ramp / Niagara Square Drive 2-Sep-15 2-Sep-15 29-Aug-15McLeod Road & QEW Off-Ramp 2-Sep-15 2-Sep-15 29-Aug-15McLeod Road & Oakwood Drive Camera Malfunction 2-Sep-15 5-Sep-15McLeod Road & Dorchester Road 27-Jul-15 27-Jul-15 5-Sep-15McLeod Road & Drummond Road 29-Jul-15 29-Jul-15 5-Sep-15Marineland Parkway & Stanley Avenue / Thundering Waters Boulevard 2-Sep-15 2-Sep-15 5-Sep-15Marineland Parkway & Stanley Avenue 9-Sep-15 9-Sep-15 5-Sep-15Marineland Parkway & Portage Road 2-Sep-15 2-Sep-15 5-Sep-15Montrose Road & Niagara Square Drive 3-Sep-15 3-Sep-15 Not CountedMontrose Road & Chippawa Creek Road 3-Sep-15 3-Sep-15 5-Sep-15Montrose Road & Oakwood Drive 3-Sep-15 3-Sep-15 5-Sep-15Montrose Road & Lyons Creek Road / Biggar Road 26-Aug-15 26-Aug-15 5-Sep-15Lyons Creek Road & QEW Off-Ramp 2-Sep-15 2-Sep-15 29-Aug-15Lyons Creek Road & QEW Off-Ramp 2-Sep-15 2-Sep-15 29-Aug-15Lyons Creek Road & Stanley Avenue (North Leg) 3-Sep-15 3-Sep-15 5-Sep-15Stanley Avenue & Ramsey Road 2-Sep-15 2-Sep-15 5-Sep-15Stanley Avenue & Progress Street 2-Sep-15 2-Sep-15 5-Sep-15Stanley Avenue & Don Murie Street 2-Sep-15 2-Sep-15 5-Sep-15Stanley Avenue & Dorchester Road / Chippawa Parkway 3-Sep-15 3-Sep-15 5-Sep-15Oakwood Drive & Walmart North Driveway 2-Sep-15 2-Sep-15 5-Sep-15Oakwood Drive & Walmart South Driveway 2-Sep-15 2-Sep-15 5-Sep-15

Intersection Summer WeekendSummer Weekday



As the observed traffic counts were from 2015, they were factored to a 2017 baseline condition using a 1% per annum growth factor as provided by the Region and City staff. Figures 2.2, 2.3 and 2.4 present the existing traffic volumes for the summer weekday morning, weekday afternoon, and Saturday midday peak hours, respectively.

2.3 Existing Traffic Operations

2.3.1 Analysis with Existing Lane Configurations

Intersection capacity analyses were undertaken using Synchro software to assess existing peak hour traffic conditions for the study area intersections with existing lane configurations. The parameters used in the analyses include:

Heavy vehicle percentages as derived from existing traffic counts;

Existing peak hour factors as derived from existing traffic counts; Current signal timings for the signalized intersections, as provided by

Niagara Region. Signal timings for the McLeod Road and QEW Off-ramp intersections were not available, but were estimated based on the surrounding signal timings; and

Synchro default values for all other inputs.

Tables 2.2, 2.3 and 2.4 summarize the analysis results for the summer weekday morning, weekday afternoon and Saturday midday existing peak hour traffic volumes, respectively. The tables provide level of service (LOS), delay, volume to capacity (v/c) ratios and 95th percentile queue length for the study area intersections. Appendix A provides the Synchro analysis output.

The following is noted from the analyses:

Weekday Morning Peak Hour – All intersections operate with satisfactory levels of service and no critical movements;

Weekday Afternoon Peak Hour – Except for Montrose Road and Lyons Creek Road/Biggar Road (LOS E), all intersections operate with satisfactory levels of service. Critical movements were noted at the following intersections:

• McLeod Road and Oakwood Drive (westbound left and northbound left);

• McLeod Road and Dorchester Road (westbound through-right and northbound left); and

• Montrose Road and Lyons Creek Road/Biggar Road (shared westbound left-through-right and shared southbound left-through-right); and

Saturday Midday Peak Hour – Except for McLeod Road and Dorchester Road (LOS E), all intersections operate with satisfactory



levels of service. Critical movements were noted at the following intersections: • McLeod Road and Oakwood Drive (westbound left and

northbound left); • McLeod Road and Dorchester Road (eastbound left, westbound

through-right, northbound left and southbound through-right).

In summary, most signalized intersections operate at LOS D or better, and within capacity, except for Montrose Road and Lyons Creek Road/Biggar Road (LOS E, v/c 1.09, weekday afternoon peak hour) and McLeod Road/ Dorchester Road (LOS E, v/c 1.13, Saturday midday peak hour). Similarly, the analysis of the unsignalized intersections shows very good levels of service (virtually all movements at LOS C or better).

Existing Traffic Volumes (2017)AM Peak Hour

Figure 2.2Riverfront Community Master Plan Transportation Study151385

McLeod Rd

Thu

Sta

St

a

Chippawa Pkwy

####

Biggar Rd

Chippawa Creek Rd

Don Murie St

DorchesterRd

Progress St

Ramsey RdNiagara Square

QEW

Off-

Ram

p

QEW

Off-

Ram

p

Wal

mar

t So

uth

123

227 95

1

279

417

526

350

67 2 137

387 132 10

433 423 307 212 17381 13 483 351530 407 183 165 21171 229 308 275

18 7862 247 46

7 49 32

86

33 88

88 121

96

236

598

1

17 226 3

6

258

29 7 3712 5 12

5 86 8

237

124

61

23

80 176

196

86

185

256

49 12041 18

147

10 40 635

0 194

36 158

168 0 102

130

2428

26 104 85 10

82 54 105 20 34

Oakwood Dr 10584 107 100

21 182

58 140 2 12

1

64 92

198

14 156

158

2 2 170

26

94

0 0 95

2579 79 0 28

123 110 0

23 157

3Walmart

North

51 110

232

QEW

Off-

Ram

p

199

53 10 163

120

144

173

269

140 4

82 145

700

342

168

2 149 173

26

22015 1 223 45 35 7

9 52 9

236 1 1

381 413

126

75 68

375207

47 97

567

89 3

22 234530

16 45 59

70830 415 266 292123 532 122 269751 847 57 581

320 374628 83 709 958

336 4 516 14 357706 58 476 0540 493 675 117315 343 54

513 26 680 54426 470 370 567 2

0 3 128 155

38 1449

56

109

18 85

94447 2881

9 2 13

21

133

65

186

76

71 41 153 187

210

90 246

151

52

315 0 81 254

268

Mon

tros

e R

d

265

546

34

QEW

EB

Off

-R

amp

Oak

woo

d D

r

Dor

ches

ter R

d

Dru

mm

ond

Rd

Stan

ley

Ave

Port

age

Rd

247

212

Existing Traffic Volumes (2017)PM Peak Hour


McLeod Rd

McLeod Rd

Thun

derin

g W

ater

s Bl

vd

QEW

Off-

Ram

p

Mon

tros

e Rd

Lyons Creek Rd

Mon

tros

e Rd

Chippawa Creek Rd

Walmart North

Wal

mar

t So

uth

Ramsey Rd

Progress St

Don Murie St

0.57QEW

Off

-R

amp

622

822

484

529 0.43

363 421

444 212

1

110 27959 1 15

4

329 191 33

166

380 743 743 322 ## 32277 17 514 323 413789 345 345 150 191139 429 615 471 955 789 789

106 484 41Lyons Creek

Rd

32 192

126 80

144

90

251

807

151

195

67

QEW

Off

-R

amp350 234

262

30 6 319

15 167 8

15

534 12 21

Chippawa PkwyDorchesterRd

172

14 246

14

4

221

89

84

24 148

315

Stan

ley

A275

310

98 116 47104 119 35

217

15 23 191

18

232

214

239

183

39

21 163

108 6935

35 191 139

76 157 119 5575 40 184 45 256

34 177

Oakwood Dr 9541

210

62 117 24

251

179

211

231

69 232

5 2 235

35

269 4 0 236

19332 0 40

186 192 0

194

6Niagara Square1

23 223

326

17

160

28 330187 11

Stan

ley

A183

331

207

664

409215 232

1023

646

265

5 154 302

28

45224 51 380 102 94 8

4 65 11

362

20 33276 672 235

115

59

449188

78 129 850

366

22

20 556682

28 89 214 1274

63 570 416 444284 833 197 5881488 1617 32 1144400 493

785 79 1207 16765 657 29 38443 827 8 763913 835 1352 254 1242481 Marineland Pkwy 355 93

827 91 1089 96

3 201 249

28 104

720 806 51770

231

85 128 172

70714 58312 18

13

295

120

102

975

113

79 100

311 278

201

85 397 0

84

274

132

446 0 67 469

434

315

Port

age

Rd

490

683

114

517

444

Mon

tros

e Rd

QEW

Off-

Ram

p

Oak

woo

d D

r

Dor

ches

ter R

d

Dru

mm

ond

Rd

Stan

ley

Ave

Existing Traffic Volumes (2017)Saturday Peak Hour


Walmart North

QEW

Off-

Ram

p

Lyons Creek Rd

Mon

tros

e Rd

McLeod Rd

Thun

derin

g W

ater

s Bl

vd

Stan

ley

Ave

Don Murie St

DorchesterRd

McLeod Rd

QEW

Off-

Ram

p

Niagara Square

Chippawa Creek Rd

Mon

tros

e Rd

Wal

mar

t So

uth

30 31

2352

413

QEW

Off-

Ram

p320

348

61

37 3 140

205 42 196

488 292 323 355 120 277255 293 173 218

53 14 349 307

4570 255 359 129 154 124

120

4252 18 131Lyons Creek

Rd

235

325

165

15 156

95

81

230

172

266

402

162

43 4 158

20 140 5

31

1337 10 31

Chippawa Pkwy

154

4 121 2 8

151

79

15 6 148

297

Stan

ley

A127

230

103 1120 5

194

22 5 112

18

216

117

169

153

5 148

0

26 1943

12 141 64 7

44 174 134 1680 37 124 60 258

11 110

Oakwood Dr 97 Progress St32

172

77 194 37

204

271

121

178

97 167

2 3 160

14177 12 2 264

20386 0 16

134 0

124

81 Oldfield Rd Ramsey Rd235 396

268

17

117

27 167129 29 150

258

176

893

480235 215

751

814

345

9 118 119

48

65427 29 512 141 5

9 45 13

489

11 712349 807 250

167

63

50863

173

80 96

756

529

15

15680

50 71 137 764

55 743 625 673347 1016 236 556918 1014 28 1295794 87 793 1091513 7 592 32 5051265 83 878 5658 578 899 299

434 Marineland Pkwy 473635 95 725 131

10 231 193

35526 504 321123

239

61 151 131

68672 460

3 16

36

343

121

146

73159

113

236 243

221

55 344 77

24

309

401

77 79 637

412

255

Port

age

Rd

408

620

43 610

451

Mon

tros

e Rd

QEW

Off-

Ram

p

Oak

woo

d D

r

Dor

ches

ter R

d

Dru

mm

ond

Rd

Stan

ley

Ave



TABLE 2.2A: EXISTING TRAFFIC OPERATIONS SUMMARY, WEEKDAY AM PEAK HOUR (SIGNALIZED INTERSECTIONS)

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Left

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Righ

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Appr

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Left

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Righ

t

Appr

oach

Left

Thro

ugh

Righ

t

Appr

oach

LOS B B B B A A A B B B B B B B BDelay 13 13 11 13 8 7 7 12 12 12 12 14 13 14 11V/C 0.41 0.52 0.01 0.00 0.38 0.05 0.10 0.05 0.44 0.16 0.49Q 19 40 0 5 29 5 11 6 31 14

LOS B B B A A A B B B B BDelay 15 12 15 8 6 6 17 18 16 17 13V/C 0.62 0.00 0.17 0.28 0.42 0.43 0.16 0.51Q 60 0 8 27 39 40 15

LOS A A A A A A A ADelay 8 8 7 7 9 9 9 8V/C 0.55 0.37 0.05 0.08 0.35Q 29 18 4 8

LOS B B B B A A A B B B B B B B ADelay 11 12 10 12 7 5 6 14 13 13 14 13 13 13 9V/C 0.25 0.52 0.18 0.34 0.34 0.30 0.01 0.06 0.04 0.02 0.43Q 12 39 13 12 25 20 2 9 5 5

LOS B B B B C B B C B B C C BDelay 13 17 16 14 21 20 18 20 19 19 22 21 19V/C 0.43 0.48 0.18 0.62 0.45 0.33 0.17 0.42 0.50Q 21 44 11 54 28 32 13 36

LOS A A A A A A A A A ADelay 8 8 7 7 10 10 9 9 9 8V/C 0.54 0.29 0.34 0.21 0.12 0.45Q 29 17 22 15 10

LOS B B B B B C B B C C C C B B BDelay 14 12 11 12 18 20 18 20 21 21 21 20 18 20 17V/C 0.12 0.20 0.00 0.02 0.47 0.12 0.00 0.01 0.38 0.03 0.31Q 8 19 0 3 32 14 1 2 30 6

LOS A A A A A A A A A ADelay 6 6 6 6 6 6 7 7 7 6V/C 0.23 0.12 0.04 0.30 0.20 0.02 0.25Q 9 5 2 12 7 3

LOS A A A A A A ADelay 6 6 6 6 6 6 6V/C 0.12 0.09 0.05 0.11Q 4 3 2

LOS A A B B C C B B BDelay 9 9 18 18 23 23 13 13 20V/C 0.12 0.69 0.75 0.21 0.72Q 13 67 118 21


LOS B B B C B C B B B BDelay 14 12 12 20 19 20 19 19 19 16V/C 0.06 0.14 0.30 0.00 0.03 0.00 0.12Q 5 15 24 0 3 0

MOE - Measure of Effectiveness Q - 95th Percentile Queue Length (m) TCS - Traffic Control Signal RBT - RoundaboutLOS - Level of Service Ex. - Existing Available Storage (m) TWSC - Two-Way Stop ControlDelay - Average Delay per Vehicle in Seconds Avail. - Available Storage (m) AWSC - All-Way Stop Control

Montrose Road & Lyons Creek Road / Biggar Road

TCS

Oakwood Drive & Walmart North Driveway

TCS

Oakwood Drive & Walmart South Driveway

TCS

McLeod Road & WB QEW Off-Ramp

TCS

McLeod Road & Oakwood Drive

TCS

AM P

eak

Hou

r

McLeod Road & Montrose Road

TCS

McLeod Road & EB QEW Off-Ramp / Niagara Square Drive

TCS

TCS

McLeod Road & Dorchester Road

TCS

McLeod Road & Drummond Road

TCS

Marineland Parkway & Stanley Avenue / Thundering Waters

BoulevardTCS

TCSMontrose Road & Niagara

Square Drive

Anal

ysis

Per

iod

Intersection ControlType MOE

Direction / Movement / ApproachEastbound Westbound Northbound Southbound

Ove

rall

Marineland Parkway & Stanley Avenue



TABLE 2.2B: EXISTING TRAFFIC OPERATIONS SUMMARY, WEEKDAY AM PEAK HOUR (UNSIGNALIZED INTERSECTIONS)

Left

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Appr

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Left

Thro

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Righ

t

Appr

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Left

Thro

ugh

Righ

t

Appr

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Left

Thro

ugh

Righ

t

Appr

oach

LOS A A A A A B A BDelay 2 1 0 0 0 13 10 11V/C 0.09 0.12 0.03 0.03 0.05Q 1 0 0 1 1

LOS B B A A A ADelay 11 11 0 0 0 0V/C 0.05 0.00 0.12Q 1 0 0



LOS B B B B A A A ADelay 11 11 11 11 1 1 1 1V/C 0.02 0.06 0.01 0.01Q 1 2 0 0

LOS B A A B B A A ADelay 11 8 10 10 10 10 8 9V/C 0.37 0.15 0.32 0.16 0.03Q

LOS A A A A C A CDelay 0 0 0 0 15 0 15V/C 0.14 0.13 0.37 0.00Q 0 0 14 0

LOS A A A A B A BDelay 0 0 0 0 13 0 13V/C 0.11 0.09 0.19 0.00Q 0 0 6 0


LOS B B A A A A A ADelay 11 11 8 0 2 0 0 0V/C 0.13 0.02 0.07 0.09 0.04Q 4 1 0 0 0


Lyons Creek & QEW EB Off-Ramp

TWSC

Stanley Avenue & Don Murie Street

TWSC

Stanley Avenue & Dorchester Road / Chippawa Parkway

TWSC

Lyons Creek & Stanley Avenue

AWSC

Lyons Creek & QEW WB Off-Ramp

TWSC

AM P

eak

Hou

r

Marineland Parkway & Portage Road

TWSC

Stanley Avenue & Ramsey Road

TWSC

Stanley Avenue & Progress Street

TWSC

Montrose Road & Oakwood Drive

TWSC

Montrose Road & Chippawa Creek Road

TWSC

Anal

ysis

Per

iod





TABLE 2.3A: EXISTING TRAFFIC OPERATIONS SUMMARY, WEEKDAY PM PEAK HOUR (SIGNALIZED INTERSECTIONS)

Left

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t

Appr

oach

Left

Thro

ugh

Righ

t

Appr

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Left

Thro

ugh

Righ

t

Appr

oach

Left

Thro

ugh

Righ

t

Appr

oach

LOS C B B B B B B B B B B C B C BDelay 23 19 14 20 13 13 13 14 15 15 15 26 16 22 17V/C 0.59 0.63 0.02 0.37 0.65 0.08 0.16 0.17 0.76 0.28 0.75Q 31 72 0 16 83 9 22 15 96 34

LOS C B C B A A C C C C CDelay 33 13 32 14 8 9 25 25 21 24 23V/C 0.95 0.04 0.40 0.44 0.60 0.62 0.32 0.79Q 182 5 16 62 58 59 28

LOS B B A A B B B BDelay 13 13 6 6 15 17 16 11V/C 0.85 0.47 0.11 0.36 0.70Q 126 41 7 22

LOS B C B C F B C E B B D B B B CDelay 17 24 19 22 86 13 28 56 17 18 39 17 17 17 27V/C 0.21 0.76 0.47 1.05 0.62 0.95 0.04 0.21 0.04 0.10 0.97Q 11 87 44 76 76 119 8 16 7 13

LOS D C C C D D F C F C D D DDelay 39 24 28 24 52 51 177 27 113 24 42 39 49V/C 0.84 0.65 0.22 0.95 1.26 0.35 0.31 0.82 1.02Q 86 101 12 146 101 46 26 111

LOS A A B B D D B B B BDelay 10 10 15 15 35 35 19 19 19 16V/C 0.66 0.64 0.77 0.44 0.47 0.71Q 48 68 49 31 40

LOS B B B B B C C C C C C C C C CDelay 15 14 12 14 19 24 20 23 27 26 27 25 20 23 20V/C 0.25 0.29 0.00 0.02 0.59 0.19 0.09 0.02 0.53 0.06 0.44Q 15 34 0 3 60 18 11 5 56 11



LOS B B E E C C F F EDelay 11 11 76 76 28 28 115 115 66V/C 0.12 1.07 0.74 1.13 1.09Q 14 190 109 129


LOS A A A B B B B B B ADelay 8 5 6 12 12 12 12 12 12 10V/C 0.10 0.17 0.21 0.02 0.14 0.05 0.21Q 5 12 16 0 9 0


Anal

ysis

Per

iod



Ove

rall

PM P

eak

Hou

r


TCS


TCS

TCS


TCS

Montrose Road & Niagara Square Drive

TCS


TCS


TCS


TCS


BoulevardTCS



TCS


TCS


TCS



TABLE 2.3B: EXISTING TRAFFIC OPERATIONS SUMMARY, WEEKDAY PM PEAK HOUR (UNSIGNALIZED INTERSECTIONS)

Left

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Righ

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Left

Thro

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Righ

t

Appr

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Left

Thro

ugh

Righ

t

Appr

oach

Left

Thro

ugh

Righ

t

Appr

oach

LOS A A A A A C A CDelay 1 1 0 0 0 20 10 18V/C 0.19 0.13 0.06 0.32 0.04Q 1 0 0 11 1




LOS B B B B A A A ADelay 12 12 13 13 1 1 1 1V/C 0.06 0.05 0.01 0.01Q 2 1 0 0

LOS A B B B B A A ADelay 9 11 10 11 11 9 10 10V/C 0.20 0.22 0.32 0.16 0.32Q

LOS A A A A C A CDelay 0 0 0 0 20 0 20V/C 0.12 0.25 0.61 0.00Q 0 0 34 0





Anal

ysis

Per

iod



PM P

eak

Hou

r


TWSC


TWSC


TWSC


TWSC


TWSC


TWSC


TWSC


TWSC


AWSC


TWSC



TABLE 2.4A: EXISTING TRAFFIC OPERATIONS SUMMARY, SATURDAY MIDDAY PEAK HOUR (SIGNALIZED INTERSECTIONS)

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Left

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Left

Thro

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Righ

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Appr

oach

Left

Thro

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Righ

t

Appr

oach

LOS B B B B B A A B B B B B B B BDelay 16 17 13 17 11 9 9 15 14 14 14 20 16 18 14V/C 0.47 0.62 0.02 0.34 0.47 0.15 0.13 0.11 0.63 0.31 0.62Q 28 72 0 17 54 15 18 12 62 35

LOS B B B A A A B B B B BDelay 17 13 16 10 7 7 19 19 16 18 14V/C 0.66 0.02 0.43 0.29 0.48 0.14 0.05 0.56Q 71 1 18 31 48 48 15

LOS A A A A B B B ADelay 8 8 6 6 10 10 10 8V/C 0.61 0.38 0.09 0.10 0.42Q 37 20 7 10

LOS B C C C F B D F B B F B B B DDelay 16 22 21 21 137 12 47 153 16 18 98 16 16 16 50V/C 0.14 0.68 0.58 1.20 0.48 1.25 0.03 0.32 0.04 0.02 1.18Q 9 74 55 93 53 182 6 27 6 6

LOS E C D C E E F C F C D D EDelay 65 32 40 29 76 71 239 29 138 26 53 46 64V/C 0.96 0.81 0.51 1.03 1.40 0.47 0.49 0.89 1.13Q 125 148 19 147 112 64 35 140

LOS B B B B C C C C C BDelay 11 11 11 11 27 27 24 21 22 15V/C 0.75 0.43 0.60 0.56 0.35 0.75Q 95 46 30 36 27

LOS B B B B C C C C C C C C B C CDelay 16 15 13 15 20 24 21 23 26 26 26 24 19 23 20V/C 0.23 0.40 0.01 0.04 0.56 0.15 0.05 0.04 0.56 0.08 0.46Q 14 47 0 5 54 17 7 8 60 12



LOS A A B B B B B B BDelay 9 9 17 17 16 16 18 18 17V/C 0.08 0.67 0.50 0.58 0.63Q 10 77 61 63


LOS A A A B B B B B B BDelay 8 5 7 12 12 12 12 12 12 11V/C 0.13 0.08 0.22 0.03 0.23 0.06 0.24Q 6 7 16 0 13 0


Anal

ysis

Per

iod



Ove

rall

SAT

Peak

Hou

r


TCS


TCS

TCS


TCS

Montrose Road & Niagara Square Drive

TCS


TCS


TCS


TCS


BoulevardTCS



TCS


TCS


TCS



TABLE 2.4B: EXISTING TRAFFIC OPERATIONS SUMMARY, SATURDAY MIDDAY PEAK HOUR (UNSIGNALIZED INTERSECTIONS)

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Left

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Left

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Righ

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Left

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LOS A A A A A D A DDelay 1 0 0 0 0 34 10 29V/C 0.28 0.14 0.05 0.58 0.05Q 0 0 0 27 1



LOS A A A A A ADelay 9 9 0 0 0 0V/C 0.02 0.01 0.07Q 1 0 0

LOS A A B B A A A ADelay 10 10 11 11 1 1 1 1V/C 0.00 0.05 0.02 0.00Q 2 1 0 0

LOS A A A B B A A ADelay 9 10 10 11 11 9 8 9V/C 0.21 0.37 0.34 0.08 0.19Q






Anal

ysis

Per

iod



SAT

Peak

Hou

r


TWSC


TWSC


TWSC


TWSC


TWSC


TWSC


TWSC


TWSC


AWSC


TWSC



2.3.2 Analysis with Capacity and Operational Improvements

As noted above, the operational analyses of existing traffic conditions identified critical movements at three intersections within the study area currently. Figure 2.5 illustrates the following road network improvements that the City of Niagara Falls and Niagara Region could consider implementing to address existing critical movements:

McLeod Road and Oakwood Drive – Adding a second northbound left turn lane, and optimizing signal phasing and timings, would improve operations during the weekday afternoon and Saturday midday peak hours;

McLeod Road and Dorchester Road – Adding an exclusive southbound right turn lane with optimized signal phasing and timings would improve the operations during the weekday afternoon and Saturday midday peak hours.

Montrose Road and Lyons Creek Road/Biggar Road – Adding exclusive westbound and southbound left turn lanes, and an exclusive northbound right turn lane, would improve the operations during the weekday afternoon peak hour. Eastbound and northbound exclusive left turn lanes would also be required to maintain lane alignment.

Table 2.5 summarizes the signalized intersection operational analyses for the baseline traffic volumes with the improvements stated above. Appendix A provides the Synchro analysis output.

In summary, the operational results illustrate that most signalized intersections would operate at LOS C or better with the identified road improvements.



Figure 2.5: Existing Road Network Improvements

Existing Road Network Improvements

Figure 2.5 munity Master Plan Transportation Study

E

Existing ConfigurationRoad ImprovementE




TABLE 2.5: EXISTING TRAFFIC OPERATIONS SUMMARY WITH IMPROVEMENTS, ALL PEAK HOURS (SIGNALIZED INTERSECTIONS ONLY)

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oach

Left

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Left

Thro

ugh

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t

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t

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LOS B B B B B A A C B B B B B B BDelay 15 17 14 16 11 9 9 24 12 12 18 19 19 19 14V/C 0.28 0.59 0.24 0.41 0.39 0.29 0.00 0.06 0.06 0.02 0.40Q 14 44 18 15 32 12 8 8 6 6

LOS B B B B B B B B B B B B B BDelay 14 16 15 13 18 18 18 19 18 18 18 20 19 17V/C 0.46 0.50 0.18 0.60 0.40 0.32 0.17 0.20 0.10 0.47Q 18 39 10 44 24 26 11 17 14

LOS A A A B A B A A B B B A A BDelay 9 8 8 15 8 12 10 10 12 11 10 9 9 11V/C 0.04 0.10 0.58 0.17 0.00 0.23 0.29 0.10 0.10 0.39Q 4 12 45 15 1 18 14 7 8

LOS C C C C D B B D C C C D D D CDelay 22 32 28 30 42 14 20 43 21 22 34 37 38 38 27V/C 0.22 0.79 0.62 0.84 0.59 0.72 0.04 0.21 0.11 0.27 0.70Q 15 128 89 78 98 68 9 18 11 25

LOS C B B B C C D C D C C C C CDelay 26 16 19 20 31 30 53 32 44 33 35 35 35 29V/C 0.74 0.54 0.18 0.79 0.87 0.51 0.45 0.46 0.22 0.80Q 72 79 9 111 86 54 31 43 26

LOS A A A C A B B B B B B B B BDelay 8 7 7 21 8 17 14 15 17 16 20 16 18 16V/C 0.04 0.08 0.80 0.21 0.00 0.30 0.26 0.46 0.42 0.61Q 5 11 111 21 1 27 15 27 36

LOS C C D D D B C D B C D D D D CDelay 24 34 46 38 49 14 24 48 20 22 37 39 38 38 33V/C 0.16 0.77 0.86 0.89 0.47 0.86 0.02 0.26 0.11 0.04 0.79Q 12 103 137 96 67 87 6 19 10 9

LOS D B C C D C E D D D C D D CDelay 46 20 27 23 36 35 59 39 49 47 35 36 38 34V/C 0.88 0.66 0.39 0.82 0.89 0.66 0.75 0.39 0.26 0.86Q 132 122 17 121 77 73 42 43 27

LOS A A A B A B B A B B B B B BDelay 8 7 7 13 7 11 10 10 11 11 12 10 11 11V/C 0.03 0.05 0.57 0.14 0.01 0.24 0.15 0.29 0.28 0.40Q 4 6 40 11 2 19 11 16 22


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3 Future Travel Demand 3.1 Overview

Forecasts of future travel demand assuming build-out of the Riverfront Community lands have been prepared to assess the adequacy of existing and planned infrastructure within the study area to accommodate the proposed development. The year 2021 has been selected as the build-out horizon as the lands are anticipated to be largely developed by this date.

3.2 Future Background Traffic Volumes

Horizon year background traffic volumes were estimated by applying a compound growth rate of 1.0 per cent per annum to existing traffic volumes. This rate, as provided by Region and City staff, reflects typical annual increases in traffic in growing, but stable communities, and in this context, accounts for the general population and employment growth expected to occur near the study area over time.

Traffic forecasts for the Oldfield Road residential subdivision, which is currently under construction on the north side of Oldfield Road between Dorchester Road and Drummond Road, have been included in the future background volumes for 2021, 2026, and 2031 horizon years.

Traffic forecasts for the Grand Niagara Secondary Plan2, which includes traffic generated from the planned new Niagara South Hospital located at Montrose Road and Lyons Creek Road/Biggar Road, have been included in the 2026 (hospital traffic only) and 2031 (hospital and remaining Grand Niagara Secondary Plan traffic) background traffic forecasts.

Figures 3.1, 3.2 and 3.3 present the forecasted 2021 background traffic volumes for the summer weekday morning, weekday afternoon and Saturday midday peak hours, respectively.



2 Grand Niagara Transportation Impact Study Draft, City of Niagara Falls, WSP/MMM

Group, January 2017

Background Traffic Volumes (2021)AM Peak Hour


Dorchester Rd Chippawa Pkwy

35 9251 34

90

553

368293 439

1001

139 11

129

23970 2 144

407

323 223 182221

85 14 508 369 456 445192 173

8265 260 074 241 324 289 557 428

19

92 127

101

248

629

271

7

48

238 3

61

18

30 7 3812 5 12

5 90 8

247

205

90

194

269

130

64

24

84 185

51 12643 19

11 42

38 166

154

665

165

108

135

204

Don Murie St

2529

27 109 89 11

13

1

88 112 10586 57 110 21 36

61 67 97Oakwood Dr 110147 2

99 100 3 0 181

0 167

179

183

244 8

0 0 0 2 2

27

99

0 0 100 0 3

54 116

244 0

2683 83 6 6 29

129 116 8 3

22 3 0 24 165

3 66

359

126

151

182

329

211

10 15

5 209

8186 153

736

3

199

23116 1 234

1 3 157 182

27106

67 38

248 1445 155

91 83

QEW

Off-

Ram

p

40658 48

618

94 3 85

218

49 102

23 246437 280 157557

17 47 62

744324 73632 129 582 1281029 811

115

487

912 60

140

74

660 87 745540 27 715 57 567 518

331 360 57736 123 782 67 15 375 336 393

99

35 3303622197

279

20 2 14

22

221

597

448 494 4150

95 281

80

135

173

55

163

40 15

331 0

36 265

223

279

294

85

Port

age

RdStan

ley

Ave

Dru

mm

ond

RdDor

ches

ter

RdOak

woo

d D

r

Thun

derin

g W

ater

s Bl

vd

Marineland Pkwy

237

19 89

542524 14 367 4

51

59

Progress St

Ramsey Rd

Mon

tros

e Rd

Lyons Creek Rd

Lyons Creek Rd

Stan

ley

Ave

McLeod Rd

QEW

Off-

Ram

p

Mon

tros

e Rd

Chippawa Creek Rd

QEW

Off-

Ram

p

QEW

Off-

Ram

p

Walmart North

Wal

mar

t So

uth

McLeod Rd

Niagara Square

75 43 161

Background Traffic Volumes (2021)PM Peak Hour


Sta

Walmart North

Sta


Lyons Creek Rd

Biggar Rd

Lyons Creek Rd

151

95132 84

654

633

2231

201 35

174

38262 1 162

346

QEW

Off-

Ram

p

509

556

339 116 293201

81 18 540 339 434 399 781598 363 158146 451 646 495 772 598

205

70111 247 0202

368

246

275

264

586

159

34 43

176 8

169

16

36 13 2231 6 32

15 259

15

45

331

289

Mon

tros

e R

d

QEW

Off-

Ram

p

326

181

232

94

88

25 156

103 49125 37

16 24

22 171

228

201

19

244

225

251

193

7337

37 201 146 41

123 25

80 165 125 5879 42 193 47 269 114

43 36 186

Oakwood Dr 100221 65

283

248

10 0 249

0 209

247

324

347 6

0 0 0 5 2

37

283 4 0 248

-2 12

349 8 8 42195 6 126 491

29 234

343 0

20

77 12 0 18 204

Ramsey Rd

192

29 346310

348

218

698

477

240

11226

244

1076

3

355

679

47525 54 399

3 5 162 317

29115

80 45

380

21

745

270

133

74

480146 142

971

385

23 290198

82 136

21 584717

29 94 225 1339

490 107 599 437 4661189 298 829 2071840 1642 1778 34825 83 1393

757 847 589 1071 108 135

690986 60 668 5

0

107 74

243

773869 96 1058 101 960 878 1467 267 1353 64 30 403 420 518

141 3

628310 145

19

14

211

89 495

506 373 98181

372

119

211

355

138

262

29 109

Stan

ley

Ave

Marineland Pkwy

468

71469 0

120

562

486

505

QEW

EB

Off

-Ram

p

Oak

woo

d D

r

Dor

ches

ter R

d

Dru

mm

ond

Rd

Port

age

Rd

795

Progress St

Don Murie St

Thun

derin

g W

ater

s Bl

vd

Stan

ley

Ave

McLeod Rd

McLeod Rd

Niagara Square

Chippawa Creek Rd

Wal

mar

t So

uth

QEW

Off-

Ram

p

83 105

327 292

Mon

tros

e R

d

515

88 13

Background Traffic Volumes (2021)Saturday Peak Hour

Figure 3.3Riverfront Community Master Plan Transportation Study151385Th

u

Walmart North


Lyons Creek Rd

242

181

164

100 85

365

65

434

336

2472

44 206

32 33

39 3 147

215

373 126 291229

56 15 367 323 513 307 340268 308 18274 268 378 136 162 130

126

4455 19 138

280

423

170

247

342

173

16 47

21

QEW

Off-

Ram

p

39 11 3345 4 15

Mon

tros

e Rd

147 5

338

4 127 2 8

14

312

134

242

162

159

83

16 6 156

108 1121 5

23 5

5 156

204

118

19

227

123

178

161

2045

13 148 67 7

39

47 183 141 1784 39 130 63 271 27

34 12 116

Oakwood Dr 102181 81 204

186

279 0 0 171

0 132

168

388

295 0

2 3

15

186 13 2 277

406 0 17141 0852

47 416

282

21

18 130

158

28 175135

272

185

939

505

123

31247

226

789

13

362

855

68728 30 538

7 9 124 125

5062 47 14

514

12

848

263

176

66

534148 66

795

556

16 367182

84 101

16 847715

53 75 144 803

585 58 781 657 7071361 365 848 2481147 965 1066 29834 91 833 0

553 530 337 768 64

159

622796 5 539 7

81

153 129

251

706668 100 762 138 691 607 944

456 497 86314 1329 87 34 531 475 561

138

71 11483360 127

62 119

248 255

Mon

tros

e R

d

429

25 3 17

38

232

58 362

102

243

325

197

203

37 160

83 268

421

81

45 640

474

670

QEW

EB

Off

-Ram

p

Oak

woo

d D

r

Dor

ches

ter R

d

Dru

mm

ond

Rd

Port

age

Rd

652

Lyons Creek Rd

Wal

mar

t So

uth

Chippawa Creek Rd

Marineland Pkwy

QEW

Off-

Ram

p

Stan

ley

Ave

Stan

ley

Ave

Niagara Square

McLeod Rd

QEW

Off-

Ram

p

McLeod Rd

Ramsey Rd

Progress St

Don Murie St

433

Background Traffic Volumes (2026)AM Peak Hour



305

582

394

Lyons Creek Rd

577

115144 104

146

248

QEW

Off-

Ram

p

177 9 150

423

578 474

1

258202 24 632 488

619 473347 232 200

463 250 676 340

20 85407 270 0336 96

228 208

268

758

282

Lyons Creek Rd 50

432

47 54 35

94

105

QEW

Off-

Ram

p

136

258

32 8

1

19 247 3

7

4113

243

279

Mon

tros

e Rd

5 94 9

5 13

87 192

446

94

54 13145 20

17

riverfront community master plan transportation study · for the 2026 horizon year traffic...

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