Strategic Transportation Directions

StrategicTRANSPORTATION

Directions


Directions


Directions

November 2002(revised March 2003)

Final

TABLE OF CONTENTS Page 1. Introduction..................................................................................................................... 1 2. Description of the Study Area......................................................................................... 1

The Border ....................................................................................................................... 1 The Immediate Area ........................................................................................................ 1 Niagara Region................................................................................................................ 1 The Area of Immediate Influence .................................................................................... 4

3. Existing Transportation Infrastructure ............................................................................ 4 Highway Connections...................................................................................................... 7 Rail Services .................................................................................................................... 7 Passenger Rail Service..................................................................................................... 8 Inter-Municipal Transit Services ..................................................................................... 9 Air Services ..................................................................................................................... 9 Marine Freight ............................................................................................................... 10

4. Travel Patterns .............................................................................................................. 11 Cross Border Bridge Traffic .......................................................................................... 12 Cross Border Auto Traffic ............................................................................................. 12 Cross Border Truck Traffic ........................................................................................... 16 Cross Border Rail Freight .............................................................................................. 22

5. Factors Affecting Transportation Needs ....................................................................... 22 Demographic and Economic Changes ........................................................................... 23 Trade and Goods Movement ......................................................................................... 25 Tourism and Recreation................................................................................................. 26

6. Planned and Proposed Improvements ........................................................................... 27 Capacity at the Border ................................................................................................... 27

7. On-going Coordination................................................................................................. 33 Greater Buffalo-Niagara Regional Transportation Council (GBNRTC)....................... 33 Cross-Border Transportation Planning Coordinating Sub-Committee of the Greater Buffalo-Niagara Regional Transportation Council ....................................................... 33 Eastern Border Transportation Coalition (EBTC)......................................................... 34 Niagara International Transportation Technology Coalition (NITTEC)....................... 35

LIST OF MAPS Page Map 1

The Border ……………….……………………………………………

2

Map 2 The Immediate Area ………………………………………………….. 3 Map 3 The Niagara Region …………………………………………………... 5 Map 4 Cross Border Projects ……………………………………………….… 30 LIST OF FIGURES Page Figure 1

Historical Total Vehicle Crossing By Mode ………….………………

11

Figure 2 Passenger Volumes Crossing the Niagara Frontier Bridges …………. 12 Figure 3 Historical Total Passenger Vehicle Crossing ………………………… 13 Figure 4 2000 Automobile Traffic Seasonality ………………………………… 14 Figure 5 2000 Trip Purpose (Weekend day) …………………….……………… 14 Figure 6 Internal/External Trip Patterns ……………………………………….. 15 Figure 7 Niagara International Truck Flows …………………………………… 16 Figure 8 Weekly Truck Flows Lewiston-Queenston ………………………….. 17 Figure 9 Weekly Truck Flows Peace Bridge …………………………………… 19 Figure 10 Major Population Centers …………………………………………….. 23 Figure 11 Population by Region (1996-2031)…………………………………… 24 LIST OF TABLES Page Table 1

Weekly 1999 Lewiston-Queenston Bridge Crossings by Commodity Group ………………………………………………………………...

18

Table 2 Weekly 1999 Peace Bridge Crossings by Commodity Group………. 20 Table 3 Planned and Proposed Projects ……………………………………… 28 APPENDICES Appendix A Travel Characteristics by Bridge

Strategic Transportation Directions

Page 1

1. Introduction The Niagara Frontier is a strategic international gateway for the flow of trade and tourism between the United States and southwestern Ontario. The area is part of the “Golden Horseshoe” which encompasses Ontario along the western end of Lake Ontario including the Greater Toronto Area (GTA) and parts of New York State including the Buffalo-Niagara Region and reaching east as far as Rochester and Syracuse. Approximately 120 million people, a significant industrial base and large consumer and commercial markets are within a one-day drive of the Niagara Frontier border. The transportation systems that connect to and cross the Niagara Frontier are critical factors in supporting the regional, provincial, state and national economies. This document provides an overview of the area, the transportation systems that serve the area, the factors that influence the growth in traffic across the border, the plans to improve transportation systems in the area and the mechanisms in place to coordinate the planning and operation of transportation facilities. 2. Description of the Study Area The Border The Niagara River flowing from Lake Erie in the south to Lake Ontario in the north forms the Niagara Frontier border, with the United States on the east and Canada on the west (See Map 1). There are six international bridges over the 35 miles (56 kilometers) long river. The Immediate Area The area immediately surrounding the Niagara Frontier border is comprised of eight counties in Western New York, U.S.A. and the Regional Municipality of Niagara in Ontario, Canada (See Map 2). Niagara Region Ontario's Niagara Peninsula is immediately west of the international border. The Regional Municipality of Niagara covers about two-thirds of the Niagara Peninsula and consists of twelve local municipalities. The cities of St. Catharines and Niagara Falls are the largest urban centers on the Canadian side of the border. Further to the west lies the City of Hamilton and beyond that the Greater Toronto Area (GTA). The Welland Ship Canal, part of the St. Lawrence Seaway, dissects the Niagara Peninsula about a quarter of the way between the Niagara River and Hamilton. The Niagara Escarpment is located parallel to Lake Ontario and its change in elevation creates Niagara Falls where the Niagara River crosses it. The smaller Onondagua Escarpment parallels Lake Erie. The Fonthill Kame marks the highest point in the Peninsula.

Map 1 - The Border

N e w Y o r kN e w Y o r k

O n t a r i oO n t a r i o

Depew

Hamburg

Buffalo

Kenmore

Lockport

Lancaster

Tonawanda

Tonawanda

Lackawanna

West Seneca

Cheektowaga

Niagara Falls

North Tonawanda

Welland

Thorold

Port Colborne

Niagara Falls

St. Catharines

Fort Erie - Peace Bridge

Queenston-Lewiston Bridge

Niagara Falls - Rainbow Bridge

Niagara Falls - Whirlpool Rapids Bridge

Major Roads

Rail

Urban Area

Port

Bus Station

Intermodal Facilities

Rail Station

Border Crossing

Airport

Page 2



Dunkirk

Hamburg

Buffalo

Kenmore

Lockport

Lancaster

Tonawanda

Tonawanda

Lackawanna

West Seneca

Niagara Falls

North Tonawanda

Welland

Thorold

Hamilton

Burlington

Stoney Creek

Port Colborne

Niagara Falls

St. Catharines

Urban Area

Major Roads

Rail

Airport

Port

Bus Station

Intermodal Facilities

Rail Station

Map 2 - The Immediate Area

L a k e O n t a r i o

L a k e E r i e

Page 3


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Niagara and Erie Counties The Buffalo-Niagara Frontier region forms the western border of New York State with the Province of Ontario, Canada. The Niagara River, Lake Erie and Lake Ontario act as a natural boundary between the two countries. The region is a predominantly urban landscape along the frontier, but the eastern and southern portions of the region are still quite rural. The City of Buffalo, the second largest city in New York State, is located at the easternmost end of Lake Erie, overlooking the Niagara River, just across the Peace Bridge from the City of Fort Erie in Ontario. The Erie Canal traverses the region and connects the Buffalo area with the Port of New York/New Jersey via the Hudson River. The City of Niagara Falls, twenty miles northwest of Buffalo is located in Niagara County on the Niagara River just opposite of Niagara Falls, Ontario. The region consists of sixty-four local municipalities and two county governments: Erie and Niagara Counties. The metropolitan area also includes Native American lands of the Seneca Nation of Indians in Erie County as well as the Tuscarora Nation of Indians and the Tonawanda Seneca Nation in Niagara County. The Area of Immediate Influence The Niagara Frontier is a primary access point into the central Ontario economic heartland of Canada. This area includes the Greater Toronto Area (GTA), the City of Hamilton, Niagara and Waterloo Regions, and Brant, Wellington, Dufferin, Simcoe, Victoria, Peterborough and Northhumberland Counties. The Niagara Frontier provides access for international trade and tourism between Western New York and Canada. The Western New York region extends across eight counties and includes Allegany, Cattaraugus, Chautauqua, Erie, Genesee, Niagara, Orleans, and Wyoming Counties. Map 3 depicts the area of immediate influence. 3. Existing Transportation Infrastructure Four international road bridges and three railroads cross the Niagara River. The Peace Bridge connects Buffalo, N.Y. to Fort Erie, Ontario and is under the control of the Buffalo and Fort Erie Public Bridge Authority (PBA). Farther to the north are the Rainbow, Whirlpool and Lewiston-Queenston Bridges all under the control of the Niagara Falls Bridge Commission. The International Ra ilroad Bridge, an exclusive railroad crossing, is north of the Peace Bridge and has become the principle crossing point for railroad freight carriers between the U.S. and Canada. The Michigan Central Bridge, just south of the Whirlpool Bridge, was up until recently an exclusive freight rail bridge but is currently not in operation. However, there is a proposal to convert the bridge into a three- lane roadway dedicated to heavy-truck traffic. The upper deck of the Whirlpool Bridge (Niagara Falls) also provides railroad access over the Niagara River.


O h i oO h i o

P e n n s y l v a n i aP e n n s y l v a n i a


M i c h i g a nM i c h i g a n

M a r y l a n dM a r y l a n dW e s t V i r g i n i aW e s t V i r g i n i a D e l a w a r eD e l a w a r e

Erie

Brant

London

Detroit

WellandNorfolk

Syracuse

Kingston

Columbus

Hamilton

Waterloo

Watertown

Rochester

Cleveland

Jamestown

Fort ErieHaldimand

Binghamton

Pittsburgh

Wellington

Harrisburgh

Toronto (GTA)

Niagara FallsSt Catharines

Map 3 - The Niagara Region

L a k e E r i e


L a k e H u r o n

Page 5

Major Airport

Port

Major Roads

Relative Populations


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The Peace Bridge crosses the Niagara River near the mouth of Lake Erie connecting to the Queen Elizabeth Way (QEW) in Ontario and New York’s Interstate 190. It is located near downtown Buffalo, New York and Fort Erie, Ontario and was originally opened for traffic in 1927. The bridge is 5,800 feet (1,768 meters) long with three lanes including a reversible center lane allowing two-lane operation in peak demand direction. The bridge carries significant volumes of international truck traffic in addition to passenger vehicle traffic. The Buffalo and Fort Erie Public Bridge Authority with members appointed by New York State and Canada govern bridge operations. Throughout the past decade, the Peace Bridge has undergone many structural improvements. The Buffalo and Fort Erie Public Bridge Authority is now in the process of preparing and implementing a comprehensive expansion plan. Plans include initiatives to increase bridge capacity, expanding both the Canadian and the United States Plazas, new pre-arrival facilities to streamline commercial vehicle processing into the United States and intelligent transportation systems technology for traffic management. The Rainbow Bridge officially opened in 1941 connecting the tourist districts of Niagara Falls, N.Y., and Niagara Falls, Ontario. The bridge is approximately 20 miles (32 kilometers) north of the Peace Bridge and 1.4 miles (2.25 kilometers) south of the Whirlpool Rapids crossing. It is 1,450 feet (442 meters) long and 202 feet (62 meters) above the river and provides four 11-foot travel (3 meters) lanes. Commercial truck traffic is not permitted on the bridge. On the U.S. side of the border, the primary highway feeder is Interstate 190 via Rainbow Boulevard and Buffalo Avenue. The QEW via Roberts Street and Highway 420 is the primary Canadian feeder. In recent years, both the American Plaza and the Canadian Rainbow Plaza were expanded. Expansion projects were completed in 1998 and 2000 respectively. The restoration of the 168-foot carillon tower housing 55 bells marked the completion of this $100-million (U.S.) revitalization and expansion project. The Whirlpool Rapids Bridge (Lower Arch Bridge), completed on August 27, 1897, connects the commercial zones and downtown districts of Niagara Falls, N.Y., with Niagara Falls, Ontario. The bridge is located just upriver of the Whirlpool Rapids and is 1.4 miles (2.25 kilometers) north of the Rainbow Bridge. It is a two-deck structure, 1,080 feet (329 meters) long and 245 feet (75 meters) above the river. The upper deck is 32 feet (10 meters) wide and is leased to Canadian National Railways for train operations. The lower deck provides two 13-foot (4 meters) travel lanes. The bridge serves passenger vehicles, pedestrians and both commercial and passenger train service (Amtrak-VIA Rail). Commercial trucks are not permitted on the Whirlpool Rapids Bridge. Passenger vehicles entering Canada via the Whirlpool Rapids Bridge are restricted to CANPASS holders. (CANPASS is a Revenue Canada Customs program for pre-approved clearance designed to speed up border crossings into Canada). The CANPASS system is scheduled to be replaced by Nexus (See Planned and Proposed Improvements). The bridge is connected to the local street systems by way of River Road in Canada and Whirlpool Street in the U.S. There is routing to I-190 in New York via Ontario Avenue and Porter Road and to Highway 420 and Highway 405 in Ontario via Bridge Street and Stanley Avenue. The Lewiston-Queenston Bridge crosses the Niagara River in close proximity to two


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heritage communities: the Town of Lewiston, N.Y and the Village of Queenston in the Town of Niagara-on-the-Lake, Ontario. The steel arch bridge officially opened on November 1, 1962 replacing the old Lewiston-Queenston suspension bridge. The bridge, a replica of the Rainbow Bridge, is located 5 miles (8 kilometers) north of the Whirlpool Rapids Bridge. The arch span is 1,000 feet (305 meters) long with a total length from abutment to abutment of 1,600 feet (488 meters). The deck is 370 feet (113 meters) above the river and consists of four 12-foot (4 meters) travel lanes. The bridge connects to I-90 and Route 104 in New York and to the QEW via Highway 405 in Ontario. Highway Connections A number of controlled access highways serve the border area. On the Ontario side, the QEW provides the most direct access from the border area to the Greater Toronto Area (GTA) connecting directly to the Peace Bridge at Fort Erie. Hwy 405 connects the QEW to the Lewiston-Queenston Bridge and provides access to the Rainbow Bridge. Hwy 406 provides access from the QEW to a number of the urban areas in Niagara. Hwy 3, although not a controlled access highway, provides an important connection for Americans to cottage and recreational areas along the north shore of Lake Erie and is used as an alternative route to connect to southwestern Ontario. Across the border, the mainline of the New York State Thruway (Interstate 90) connects the region to the urban areas along the eastern seaboard and westerly to Pittsburgh, Cleveland and points further west and south. Interstates 190 and 290 form sections of ring around the City of Buffalo, connecting the Peace Bridge to the I-90. Route 198 (Scajaquada Expressway) and Route 33 form an inner ring providing access to the inner city of Buffalo. Interstate 190 connects from the I-90 north to the Lewiston-Queenston Bridge with less direct connections to the Rainbow and Whirlpool Bridges. Route 219 provides a connection to ski and recreational areas south of Buffalo. Interstate 990, Buffalo's Northeast Expressway is part of a four-lane connection to Lockport, NY and provides access to the State University of Buffalo from the Greater Buffalo area. Rail Services Rail lines and services in the U.S. and Canada extend across the border and freight cars are freely interchanged between both countries. The Niagara Region of Ontario is served by two of the world’s largest rail systems: the privately owned Canadian Pacific (CP) Railway and the formerly government-owned Canadian National (CN) Railways, which was privatized in 1995. Both railroads have operations in the United States along with freight carriers Norfolk Southern and CSX Transportation Inc. Canadian Pacific Railway (CPR) provides freight transportation services over a 14,000-mile network in Canada and the United States. It operates in most Canadian provinces and several U.S. states including from Buffalo to Binghamton and thence to Montreal and Harrisburg/Philadelphia. The Canadian Pacific Railway System reaches Buffalo from Canada over the International Bridge.


Page 8

Canadian National Railroad operates a network of approximately 16,000 route miles of track in Canada and the United States. It reaches Buffalo from Canada over the International Bridge and over the Whirlpool Bridge in Niagara Falls to interchange traffic with all U.S. carriers. CSX Transportation Inc. is a major eastern U.S. railroad, providing rail transportation and distribution services over a 22,700 route-mile network in 23 states, the District of Columbia and two Canadian provinces. CSXT operates a main line from St. Louis/Chicago through Buffalo to Boston/New York/Montreal. Canadian rail traffic from Niagara Falls and from over the International Bridge joins the system and is sorted for U.S. destinations by Frontier Yard. On a typical day, CSXT will operate between 50 and 75 trains through Buffalo. The Norfolk Southern Railroad operates approximately 21,500 route miles in 22 eastern states, the Distric t of Columbia and the province of Ontario. It operates lines from Chicago/St Louis/Detroit through Buffalo to New York (Jersey City). In addition to the major freight carriers mentioned, a number of short line carriers operate in the Niagara Frontier region. In the Niagara Region of Ontario, Trillium Railway runs between Port Colborne and St. Catharines. Southern Ontario Railway, Goderich-Exeter Railway and the Essex Terminal Railway provide short line rail access to southwestern Ontario. The Buffalo and Pittsburgh Railroad, the Buffalo Southern Railroad, the Depew, Lancaster, and Western Railroad, the Falls Road Railroad and the Somerset Railroad all serve the Erie-Niagara Region. Passenger Rail Service In Western New York, Amtrak provides both passenger train connections from external locations to Buffalo and Niagara Falls as well as service between them. In addition to regular service, Amtrak offers Empire Service which provides two daily round trips between Niagara Falls and New York. All of these trains originate or terminate at Niagara Falls, N.Y. and stop at two Buffalo stations. Once entering Canada, Amtrak becomes VIA Rail and serves the Toronto area and beyond. VIA Rail Canada provides two trains a day from Toronto to Niagara Falls one leaving Toronto in the morning and one in late afternoon. The train that leaves in the morning connects to the Amtrak service to New York City. On the way back, it leaves New York in the morning and arrives in Niagara Falls in late afternoon and in Toronto in the early evening. Intermediate station stops in Canada include Oakville, Aldershot, Grimsby, and St. Catharines. Intermediate station stops within the U.S. include Niagara Falls, NY, Buffalo-Exchange, and Buffalo-Depew. VIA Rail operates connecting trains seven days a week between Toronto and Montreal, Ottawa, Kingston, London, and Windsor, Niagara Falls and New York City, Sarnia and Chicago, and intermediate points. VIA also runs tri-weekly trains between Toronto and Vancouver, and intermediate points.


Page 9

Inter-Municipal Transit Services A number of intercity bus companies provide services on the Canadian side of the border. These include: Charterways, Farr's Coach Lines, Greyhound Lines of Canada and Trentway-Wagar. GO Transit operates commuter train and bus services in the Greater Toronto Area. Trains run from Union Station in Toronto (adjacent to Union subway station) to Hamilton, Oshawa, Georgetown, Milton, Bradford, and Stouffville. Buses supplement train service and connect outlying areas. Many GO routes connect with local transit systems in the GTA. Although GO does not operate services to Niagara, a number of intercity bus routes provide connections. The Niagara Frontier Transportation Authority (NFTA) provides transit service throughout the Erie-Niagara region on the U.S. side of the border. A bus fleet of 330 vehicles travels more than 32,000 miles (51,5000 kilometers) on an average weekday carrying 70,000 riders. The NFTA also operates a 6.4-mile (10.3 kilometers) light rail line in the Main Street corridor between Downtown Buffalo and the South Campus of the State University of New York at Buffalo. Ridership on the rail line averages 23,000 passengers on a daily basis. Scheduled cross border bus service between Ontario and Western New York is provided by Trentway-Wagar, Greyhound Canada, Greyhound Lines Inc., New York Trailways and Adirondack Trailways bus companies. Greyhound Canada operates a route from London and Hamilton, Ontario to Niagara Falls with connections to Buffalo and New York City and a route from Toronto to Buffalo and New York City with connections to Rochester, Syracuse, and Albany, Cleveland and Boston. Trentway-Wagar operates scheduled services from Hamilton to Buffalo with stops in St. Catharines, Niagara Falls, Ontario and Fort Erie and services Toronto to Buffalo with stops in St. Catharines, Niagara Falls, Ontario and Welland. Both services provide connections to New York City, Boston, Cleveland and Chicago. Trentway-Wagar also provides scheduled services from Rochester and Buffalo to Casino Niagara in Niagara Falls, Canada. Air Services There are two major airports on the U.S. side of the border located in Buffalo and Niagara Falls. The Buffalo-Niagara International Airport (BNIA), located in Cheektowaga, offers commercial passenger service through eight major and nine regional/commuter airlines. The BNIA services 4.3 million passengers annually averaging 93 daily flights with nonstop service to 24 cities. BNIA provides general aviation services and serves as a major distribution center for air cargo traffic through four major operators. The Niagara Falls International Airport (NFIA) operates under a joint agreement with the military. The facility handles international charter and cargo service and functions as the reliever airport for the region. The NFIA has the fourth longest runway in New York State at 10,000 feet (3,048 meters) that enables it to accommodate all commercial


Page 10

aircraft. Modern customs and immigration facilities allow for quick processing of international passengers. General aviation operations total over 40,000 flights annually. The facility handles mainly international charter and cargo flights. In addition to these two public airports, the Regional Airport System Plan (RASP) for Erie and Niagara Counties includes additional general aviation airports that serve smaller general aviation aircraft. Some of these general aviation airports have been designated by the Federal Aviation Administration (FAA) as reliever airports in recognition of their role to serve as an alternative landing site to BNIA for general aviation aircraft and thereby help to relieve congestion at BNIA. Although these airports are privately owned, they are designated, as public use facilities by FAA. The airports designated by FAA as reliever airports include: North Buffalo Suburban Airport, Pendleton, Akron Airport, Newstead, Angola Airport, Evans, Buffalo Airfield, West Seneca, and Lancaster Airport. In Canada, there are two major airports and a number of secondary airports in proximity to the Niagara Frontier border. Lester B. Pearson International Airport (LBPIA) in Mississauga, Ontario is the busiest airport. In 2001, LBPIA handled 28 million passengers on 65 different airlines and processed 1200 aircraft movements daily. In 2001, Pearson Airport handled 325,000 tons (294,840 metric tons) of cargo, the majority of general cargo in Canada. Cargo use at LBPIA is expected to grow by 5% a year through 2020. LBPIA is in the process of a 10-year $4.4 billion expansion plan that includes a new terminal, runway, aprons, taxiways, parking, access roads, cargo facilities, hangars and support facilities. John C. Munro International Airport in Hamilton currently provides scheduled domestic and international passenger service through West Jet and Sky Service Airlines. This year the airport expects to handle 925,000 passengers. John C. Munro International Airport has emerged as the largest integrated courier cargo airport in Canada with on-site facilities for UPS, Fed Ex and Purolator. Twenty-four hour operations enabled the airport to handle more than 85,000 tons (77,112 metric tons) of cargo in 1999. The airport has recently extended its main runway to 10,000 feet (3,048 meters). A major expansion program is now underway to construct new terminal facilities, increase apron space, expand the number of gates, increase parking and improve access roads. Many smaller airports provide general aviation services in Ontario. The closest are the Niagara District Airport in Niagara-on-the-Lake and the Niagara Central Airport in Welland. An ongoing study is investigating the potential future roles for both airports. Marine Freight Central Ontario is home to six ports that handled more than 5.5 million short tons (5M metric tons) of marine freight in 1997. In order of volume, they are Hamilton, Clarkson, Toronto, Port Colborne, Bowmanville and Port Credit. The Port of Hamilton is the largest, handling an average of 14.3 million short tons (13M metric tons) of cargo and approximately 700 ships annually. In addition to these ports, there are a number of operating docks along the Welland Cana l in Niagara.


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The Port of Buffalo, operated by Gateway Metroport, is located at the eastern end of Lake Erie and is the first major U.S. port of call encountered on entering the Great Lakes. It is the largest general cargo handling facility on the Great Lakes, located on the Outer Harbor. Cargo shipments have increased by 56% since 1992, with approximately 600,000 tons (544,320 metric tons) of cargo currently being handled. Unlike other Great Lakes regions, direct shipment to private companies account for a significant amount of port business in this region. In 1996, over 1,100,000 tons (997,920 metric tons) of cargo were shipped directly to/from the docks of private corporations (mainly grain and utility companies). The Port of Buffalo provides an outlet to the Great Lakes System and Atlantic Ocean via the St. Lawrence Seaway. The St. Lawrence Seaway System operates a navigable water transport system serving Canada and the United States through the Great Lakes and via the Welland Canal and the St. Lawrence Seaway. The Welland Canal is a key link in the Seaway system connecting to the major mid-west port cities. In 2001, 3,389 vessels traversed the Welland Canal carrying over 35 million short tons (32M metric tons) of cargo. The canal is used by both ocean ships with international traffic headed for the Atlantic and around the world and ‘laker” ships that move goods around the Great Lakes. The majority of the cargo transported through the canal is grain, iron ore, coal and other bulk goods. It is anticipated that cargo volumes will triple by the Year 2020, mirroring the projected national increase. 4. Travel Patterns Figure 1 shows the historic annual volumes of traffic by mode (autos, trucks and buses) crossing the Niagara Frontier bridges since 1977. The volume of traffic peaked in 1991 when approximately 21 million vehicles crossed the border. By 2002, traffic volumes decreased to 17.1 million vehicles.

FIGURE 1HISTORICAL TOTAL VEHICLE CROSSINGS

-

2,000

4,000

6,000

8,000

10,000

12,000

1977

1979

1981

1983

1985

1987

1989

1991

1993

1995

1997

1999

2001

Th

ou

san

ds

YEAR

TR

AF

FIC

VO

LU

ME

PEACE BRIDGE RAINBOW BRIDGE WHIRLPOOL BRIDGE LEWISTON-QUEENSTON BRIDGE


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Cross Border Bridge Traffic Approximately 17.4 million motor vehicles traveled across the Niagara Frontier in 1999. The Peace Bridge was the busiest of the four international crossings with over 8 million crossings annually, or approximately 22,000 crossings each day. In 1999, 6.5 million autos and 1.5 million trucks crossed this facility. The Lewiston-Queenston Bridge carries the second largest overall traffic volume with slightly more than 4.3 million vehicles using that bridge each year, or approximately 12,000 daily crossings. In 1999, approximately 3.3 million autos and 957,000 trucks crossed this facility. Commercial traffic is not permitted on the Whirlpool and Rainbow Bridges, although annual automobile crossings at these bridges were 760,000 and 4.3 million respectively. In recent years, traffic on the Rainbow Bridge has increased with the opening of Casino Gaming in Niagara Falls, Ontario. While passenger vehicle traffic volumes across the Niagara Frontier have remained relatively steady over the past five years, commercial traffic has increased 32.6%. Traffic on the Peace Bridge is projected to increase between 11.7 million to 14.8 million autos by the year 2024 according to the Peace Bridge Expansion Study prepared by the Buffalo and Fort Erie Public Bridge Authority. Truck traffic is projected to grow to 2.7 million during the same time. The Lewiston-Queenston Bridge is projected to have a 2.5% annual growth in autos and a 2.7% annual growth in commercial traffic up to the year 2020. Cross Border Auto Traffic Figure 2 shows the annual volume of automobiles crossing the border from 1977 to 2002. The volumes peaked in 1991 at approximately 19 million and then dropped to about 14.7 million in 2002.

FIGURE 2PASSENGER VOLUMES CROSSING THE

NIAGARA FRONTIER BRIDGES

-

5,000

10,000

15,000

20,000

25,000

1977

1979

1981

1983

1985

1987

1989

1991

1993

1995

1997

1999

2001

Th

ou

san

ds

YEAR

PA

SS

EN

GE

R T

RA

FF

IC V

OL

UM

ES


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Figure 3 shows the trend in auto traffic at each of the four bridges from 1977 to 2002. An origin-destination survey conducted in August 2000 provides the latest characteristics of auto traffic crossing the border. The survey was a bi-national initiative sponsored by municipal, provincial, state, and federal transportation agencies on both sides of the border. The Region of Niagara and the Greater Buffalo-Niagara Regional Transportation Council served as the lead agencies for the project. The full survey is documented in the 2000 Niagara Frontier Traffic Survey. The survey, conducted during the last two weeks of August 2000, showed that the average number of passenger vehicles crossing the four bridges in both directions was 54,900 for a weekday and 67,700 for a weekend day. About 69% of the traffic during the survey period were U.S. based vehicles. Figure 4 shows the seasonal variation of the 2000 automobile traffic for the four bridges. During the months of July and August, traffic volumes peaked on the Peace Bridge, Rainbow Bridge, and the Lewiston-Queenston Bridge. This also holds true for weekend day traffic volumes. The Whirlpool Bridge, which is used mainly as a commuter bridge by local residents, experienced little variation.

FIGURE 5HISTORICAL TOTAL PASSENGER VEHICLE CROSSINGS

-

2,000

4,000

6,000

8,000

10,000

12,000

1977

1979

1981

1983

1985

1987

1989

1991

1993

1995

1997

1999

2001

Th

ou

san

ds

YEAR

PA

SS

EN

GE

R V

EH

ICL

E

VO

LU

ME

PEACE BRIDGE RAINBOW BRIDGE WHIRLPOOL BRIDGE LEWISTON-QUEENSTON BRIDGE

FIGURE 3


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Figure 5 shows the trip purpose for auto traffic crossing the frontier on a weekend day. Over 15% percent of the Ontario based trips and 25% of the New York based trips crossing the border were for recreation and entertainment purposes. The casino in Niagara Falls, Ontario was a destination for 18% of the New York residents crossing the border. Shopping accounted for 17% of Ontario based trips and less than 5% of New York based trips. During an average weekday, 19% of the Ontario residents entered New York for the purpose of work while only 6% of the New York residents traveled to Ontario for this purpose.

0 Month

2000 AUTOMOBILE TRAFFIC SEASONALITY

200 400 600 800

1,000 1,200 1,400 1,600 1,800 2,000

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Lewiston-Queenston Bridge

Whirlpool Bridge Rainbow Bridge

Peace Bridge

FIGURE 3

Mo

nth

ly A

uto

Cro

ssin

gs

(2-w

ay)

4

FIGURE 32000 Trip Purpose (Weekend Day)

0 5 10 15 20 25 30

Friend/Relative

School

Work

Home

Shopping

Other

Casino

Local Tourist Attractions

Recreation and Entertainment

Percent

New York State Residents Ontario Residents

FIGURE 4 2000 TRIP PURPOSE (WEEKEND DAY)

5


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Figure 6 shows internal/external trip patterns. The 2000 Niagara Frontier Traffic Survey found over half (57%) of those crossing the border stay in the immediate Niagara Frontier area (Niagara Region and Niagara and Erie Counties). Only 14% of the trips are through trips where both trip ends are outside the Niagara Frontier area. Niagara Falls, Ontario (15.3%), Greater Buffalo (10.6%), Fort Erie (10.5%), Niagara Falls, New York (6.9%), and the Greater Toronto Area (10.7%) were found to be key areas where passenger vehicle trips start and end on a weekend day. The travel characteristics for each of the bridges is further described in Appendix A.

FIGURE 6 INTERNAL/EXTERNAL TRIP PATTERNS

AUGUST WEEKDAY 2000


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Cross Border Truck Traffic Truck travel across the Niagara Frontier occurs at the Lewiston-Queenston and the Peace Bridges. Figure 7 shows the trend in truck traffic at the two bridges over the last 30 years. The latest, most comprehensive information on truck travel across the border was collected by means of an origin-destination survey conducted by the Canadian Federal Government and coordinated by the Eastern Border Transportation Coalition (EBTC) in 1999. The document entitled 1999 Canadian National Roadside Survey provides detailed information on the subject. Figure 8, Figure 9, Table 1, and Table 2 show the weekly truck flows and breakdown by commodity for the Peace and Lewiston-Queenston Bridges. The total weekly truck volumes crossing at the Niagara Frontier were about 51,000 (two-way) carrying approximately 576,499 short tons (523,000 metric tons) of goods. This represents approximately 20% of all trucks and weight of goods crossing at the major border points between Canada and the U.S. The average weekly value of goods crossing the Niagara Frontier bridges was estimated by the US Department of Transportation to be $1.062 billion (US$). Over 75% of the trucks crossing at the Niagara Frontier originated from or were destined to the GTA.

FIGURE 7Niagara International Truck Traffic

0

200

400

600

800

1,000

1,200

1,400

1,60019

70

1972

1974

1976

1978

1980

1982

1984

1986

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1994

1996

1998

2000

Tho

usan

ds

Year

Tru

ck V

olum

e

Sum of Peace Bridge Trucks Sum of Q-L BridgeTrucksSum of Lewiston-Queenston Bridge Trucks

FIGURE 7 NIAGARA INTERNATIONAL TRUCK TRAFFIC

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FIGURE 8 WEEKLY TRUCK FLOWS LEWISTON-QUEENSTON

Page 18

Flows Entering Canada Flows Entering the U.S. Metric Tons

Short Tons

Per-Cent

Trucks Per-Cent

SCTG Description Metric Tons

Short Tons

Per-Cent

Trucks Per-Cent

0 0 0 3832 36.0 --- Empty 0 0 0 1469 17.2 8317 9168 9.7 617 5.8 1-5 Agricultural products & fish 10415 11480 11.7 648 7.6

12371 13637 14.5 690 6.5 6-9 Grains, alcohol & Tobacco 8218 9059 9.2 484 5.7 1369 1509 1.6 83 0.8 10-14 Stone, minerals and ores 2996 3302 3.4 144 1.7 7911 8720 9.3 409 3.8 15-20 Coal and petroleum products 4797 5288 5.4 245 2.9 7379 8134 8.6 590 5.5 21-24 Pharmaceutical and Chemical 8244 9087 9.3 704 8.3

11547 12728 13.5 869 8.2 25-30 Wood, textile & Leather 12067 13301 13.6 924 10.8 12503 13782 14.6 1034 9.7 31-34 Metal products & Machinery 18674 20584 21.0 1427 16.8 7840 8642 9.2 1075 10.1 35-38 Electronic, Vehicles & precision

goods 9517 10491 10.7 964 11.3

5490 6052 6.4 551 5.2 39-43 Furniture & miscellaneous products 6172 6803 6.9 508 6.0 10738 11836 12.6 905 8.5 --- Unclassified or unknown 7784 8580 8.8 1001 11.8

85465 94208 100 10655 100 Total 88884 97976 100 8518 100

TABLE 1

WEEKLY 1999 LEWISTON-QUEENSTON BRIDGE CROSSING BY COMMODITYGROUP

Niagara Frontier Border Report Source: Eastern Border Transportation Coalition 1999 Canadian National Roadside Survey

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FIGURE 9 WEEKLY TRUCK FLOWS

PEACE BRIDGE

Page 20

TABLE 2 WEEKLY 1999 PEACE BRIDGE CROSSINGS BY COMMODITYGROUP

Flows Entering Canada Flows Entering the U.S. Metric Tons

Short Tons

Per-Cent

Trucks Per-Cent

SCTG Description Metric Tons

Short Tons Per-Cent

Trucks Per-Cent

0 0 0 4,243 29.2 --- Empty 0 0 0 2,778 17.9 3,390 3,737 2.4 284 2.0 01-05 Agricultural products & fish 11,381 12,545 6.1 753 4.9 8,255 9,099 5.8 522 3.6 06-09 Grains, alcohol & Tobacco 24,297 26,783 13.0 1,439 9.3 3,231 3,562 2.3 183 1.3 10-14 Stone, minerals and ores 7,628 8,408 4.1 346 2.2

12,934 14,257 9.1 647 4.4 15-20 Coal and petroleum products 9,723 10,718 5.2 528 3.4 10,828 11,936 7.6 980 6.7 21-24 Pharmaceutical and Chemical 14,649 16,148 7.8 1,165 7.5 28,330 31,228 19.9 1,895 13.0 25-30 Wood, textile & Leather 32,283 35,586 17.2 1,941 12.5 43,715 48,187 30.7 2,796 19.2 31-34 Metal products & Machinery 46,405 51,152 24.8 3,002 19.4 17,244 19,008 12.1 1,960 13.5 35-38 Electronic, Vehicles & precision

goods 24,490 26,995 13.1 2,147 13.9

7,196 7,932 5.1 583 4.0 39-43 Furniture & miscellaneous products 7,661 8,445 4.1 864 5.6 7,212 7,950 5.1 461 3.2 --- Unclassified or unknown 8,635 9,518 4.6 532 3.4

142,335 156,896 100 14,554 100 Total 187,152 206,298 100 15,495 100

Niagara Frontier Border Report Source: Eastern Border Transportation Coalition 1999 Canadian National Roadside Survey


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A total of 953,000 trucks crossed the Lewiston-Queenston Bridge in 1999, making it the fourth busiest truck crossing along the Canada-U.S. border. There were 202,400 short tons (184,000 metric tons) of goods crossing the border and 20,110 trucks on a weekly basis. This represents approximately 6.6% of the weight of trucked goods and 7.7 % of the actual trucks crossing on the Canada-U.S. border. Over half the north bound goods originated in New York. Pennsylvania and New Jersey accounted for 13% in both tonnage and value of goods, mainly from counties with marine ports and terminals. About 4% of the trips originated in Michigan, traveling through the U.S. to cross. The remaining trips were from mid Atlantic states and New England. Ninety percent of the flow was destined to Ontario with the majority from the Toronto area. Flows to Michigan across Ontario accounted for 4% of the flows. The remainder was destined to Quebec. About 99% of the southbound trucks originated in Ontario with the rest coming from Quebec. Almost one half of the commodities by weight flowing into Canada belonged to three commodity groups of metal products and machinery; wood, textile and leather products; and grains beverages, and tobacco. The mix of goods entering the U.S. was similar to those entering Canada. Metal products and machinery accounted for 21% of the flow of commodities by weight. Wood leather and textile products accounted for 14%. A significant portion of this was textiles; including both apparel and industrial fabrics used in manufacturing consumer goods. The Peace Bridge was the third busiest truck crossing on the Canada-U.S. border carrying 1.5 million trucks in 1999. There were 374,000 short tons (339,000 metric tons) of goods crossing the border in 30,625 trucks on a weekly basis. This represents approximately 12.1% of the weight of trucked goods and 11.7% of the actual trucks crossing on the Canada-U.S. border. Almost 98% of the flows into the States originated in Ontario, mainly the Greater Toronto area with a small portion from London, St. Catharines, Hamilton and Windsor. The remaining 2% originated in Quebec. New York was the destination for one third of the trucks and Ohio roughly another 14%. The remainder was to areas along the Atlantic seaboard, mainly to cities with large marine ports and terminals. Two-thirds of the trucks entering Canada were from New York, Pennsylvania, and Ohio. New York accounted for a quarter of the tonnage and a third of the volume shipped to Canada. About 20% of the trucks originated in Pennsylvania with another 15 and 17 percent (weight and flows) coming from Ohio. Almost 3% of the weight and 1% of the vehicles originated in Illinois. Three commodity groups represented almost 2/3 of the tonnage and one half the truck trips entering Canada across this bridge. Metal products and machinery account for 31% by weight and 20% of the truck trips. Wood textile and leather products account for 20 percent of the tonnage and 13% of the truck trips. Electronics, vehicles and precision goods represented 12 and 14 percent by weight and trips. Roughly, half the commodities entering the States on this bridge belong to the same three groups. Metal products and machinery accounted for a quarter of the tonnage and 20% of the trucks entering the States. Wood, textile and leather products accounted for another 15 to 17 percent (trucks and tonnage respectively). Most of this was industrial textile. Electronics, vehicles and precision goods represented another 13% of the flows into the U.S.


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Cross Border Rail Freight According to Transborder Surface Freight Data provided by the U.S. Department of Transportation Bureau of Transportation Statistics, in 2001, total U.S.- Canadian trade by rail valued over $60 billion (US$). Of the goods shipped by rail, 7.5% of the total value of goods originated in, or was destined to, locations in New York and Ontario. In 2001, total imports from Ontario to New York by rail valued $735 million (US$) and weighed 857,872 short tons (77,261 metric tons). Rail exports from New York State to Canada totaled $242 million. In terms of value, seventy-four percent ($79 million) of rail exports from New York to Canada ($242 million) were destined to Ontario. According to U.S. Service Customs, 3,424 trains crossed into the United States from Canada via Buffalo-Niagara gateway in 1997. Rail exports leaving the U.S. via the port of Buffalo – Niagara Falls totaled $3.4 billion (US$) in 2001. Imports entering the U.S. from Canada by way of the Buffalo-Niagara Falls gateway totaled $7 billion (US$) or 5.5 million short tons (5M metric tons). Although rail’s share of freight movements has shrunk in most markets, rail transport is a very important mode of transport for the automotive industry. It has actually increased its share from 1988 to 1995 in the shipment of transportation equipment. In 2000, transportation equipment made up sixty-six percent ($161M US$) of the total value ($242M US$) of commodities moved from New York to Canada by rail. Despite a decrease in rail freight traffic in recent years, this mode of transport remains a sizeable component of all cross border traffic. Canadian National's proposed acquisition of Illinois Central, the recent acquisition of Conrail by CSX and Norfolk Southern, and other planned rail facility improvements will likely increased traffic at the crossings. An issue to rail operators in New York State has been relief from multiple taxes and this has been addressed through passage of the NYS Rail Infrastructure Investment Act of 2002, approved by the Governor. This bill provides tax exemptions for real railroad properties and promotes capital investment by the railroads in New York. The recent emergence of the International Railroad Bridge as essentially the sole rail freight crossing point has also raised concerns from a risk management and logistics viewpoint should the infrastructure be closed for any significant length of time. This situation will need to be monitored in the coming years. 5. Factors Affecting Transportation Needs Future growth in trade and travel across the Niagara Frontier depends on the economic conditions in both countries as well as the development in the regional market area served by the crossings. Three major factors influence the amount of travel and traffic: demographic and economic changes in the market area, international trade between the two countries and travel to tourist destinations in the surrounding areas.


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FIGURE 10 MAJOR POPULATION CENTERS

Demographic and Economic Changes The immediate market area includes the Buffalo-Niagara Falls area of New York with a population of 1.2 million (U.S. Census 2000) and a labor force of 637,316 (U.S. Census 2000 adjusted). On the Canadian side, the Niagara Region had a population of 409,000 and a labor force of 185,000. The annual population growth rate of this immediate market area has been slightly negative on the U.S. side (Niagara and Erie Counties) and slightly positive in Niagara Region on the Canadian side. Within a 90 mile radius of the border crossings is a much larger market with a population of eight million and a labor force of nearly four million (See Figure 10). This includes the Rochester area in New York with a population base of 1.088 million in 1996 and a growth rate of 0.04%. On the Canadian side, the Hamilton area has a population of 635,00 and the Greater Toronto Area (GTA) has a population of 4.25 million. Hamilton has been growing at an annual rate of 0.8% and the GTA has been growing at 2% per year. By the year 2031, the GTA’s population is expected to be between 6.1 and 7.4 million. There is an ongoing shift of population and employment to suburban communities outside the congested area of the GTA. Central Ontario has a number of centers of economic activity and employment. These areas include Toronto and the Greater Toronto Area (GTA), Kitchener-Waterloo, Brant county, Hamilton and Niagara. Historically, the City of Toronto has been the dominant employment center in Central Ontario. More recently, much of the growth has been occurring in the new urban and suburban centers of the GTA. Over the last 30 years, the population of the Greater Toronto Area (Halton, Peel, York, and Durham Regions and the City of Toronto) has increased about 170% while employment has nearly doubled. If the decentralization of industry, commerce and growth continues over the next 30 years, it


Page 24

could substantially increase the rate of growth of areas like Niagara, Hamilton, and Kitchener-Waterloo. The Erie-Niagara Region in New York has experienced several decades of decline including population and employment loss, economic base shift, and land use pattern changes. Based upon the U.S. Census 2000, the total population of the area was roughly 1.2 million. This is a 2% population loss from 1990 and 6% loss from 1980. For over a decade, job growth in the Erie-Niagara Region has been flat, maintaining an annual job growth change between – 1% and + 1%. In 2000, total employment was 637,316 (U.S. Census 2000 adjusted). Throughout the region, employment continues to diversify. Western New York’s economic base has shifted from manufacturing and heavy industry, to smaller companies and a service economy. Population and employment growth is shifting from the central cities into outlying areas. Between 1990 and 2000, the cities of Buffalo and Niagara Falls lost 10% of their residents, inner ring suburbs experienced stable to declining population, while some outlying suburbs experienced population growth. Despite these trends, future projections are optimistic. The recently adopted 2025 Long- Range Plan for Erie and Niagara Counties developed a vision focused on reversing the current economic and demographic trends and improving the economic health of the region. By 2025, the population in the Erie and Niagara Counties is expected to increase by 8% reaching a total population of 1,278,000. Forecasts also indicate an eight percent increase in total employment by the year 2025, reflecting more employment opportunities in suburban work locations. Figure 11 shows the projected population growth for the areas in the immediate vicinity of the Niagara Frontier.

1996 2011

2021 2031

8000

7000

6000

5000

4000

3000

2000

1000

Haldimand-Norfolk 2026 Forecasts

U.S. Horizon Years 2000, 2010, 2020, 2026

GTA Hamilton Niagara Haldimand USA – Niagara USA - Erie Norfolk County County

FIGURE 11 POPULATION BY REGION (1996-2031)


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Trade and Goods Movement Canada and the United States have developed the largest bilateral trade relationship in the world with $590 billion in trade in 2000. The U.S. accounted for $359 billion (87%) of the total Canadian exports and $230 billion (64%) of total Canadian imports. Trade has approximately tripled since 1991. The value of exported goods represents about 44% of Canada’s Gross Domestic Product. Trade with Canada accounts for 23% of the total U.S. international exports. The North American Free Trade agreement (NAFTA) has dramatically increased north-south freight flows. About 90% of Ontario’s and 77% of Canada’s total exports now go to the U.S. Since 1994, trade between Canada and the United States has increased by over 55%. As a transportation frontier, the flow of commercial vehicles across the Ontario-New York border amounts to roughly 9,000 trucks a day plus additional flows via rail and other modes. Ontario is a significant origin/destination for a large share of Canada’s freight haulage and accommodates an enormous volume of through truck traffic. Ontario exported $207 billion of merchandise in 2000 with 93% ($193B) destined to the U.S. These exports have grown 54% since 1996. Ontario imported $227 billion of goods of which 74% ($167B) were from the U.S. Imports from the U.S. grew by 43% since 1996. In 1999, the major population and manufacturing centers in New York, Michigan, Ohio, Illinois and Pennsylvania accounted for 63% of Ontario trade by value and 57% by weight. According to Transborder Surface Freight Data, in 2000, exports from New York to Canada totaled $10 billion (US$) with almost 80% ($8B) destined to Ontario. Imports from Canada to New York valued $21 billion (US$). Over 50% ($11B) of those imports originated in Ontario and 29% ($6B) from Quebec. Approximately 70% of all Western New York’s exports went to Ontario or the rest of Canada in 1997. The counties of Erie and Niagara in New York have a particularly strong trade orientation to Ontario. In 1998, Erie and Niagara Counties exported 1.5 million tons of goods to Canada. Sixteen percent of the Canada - U.S. trade crosses the Niagara Frontier annually. The majority of the trade is carried by truck with rail carrying approximately one-third of the volume, mainly longer distance bulk-commodity shipments. Goods transported by truck through the Niagara Frontier in 1999 accounted for an estimated $35 billion into the U.S. and $44 billion into Canada. Rail freight accounted for $17 billion into the U.S. and $8 billion into Canada. A key variable in forecasting the volume of trucks that will cross the Niagara Frontier in the future is the Gross Domestic Products of Canada, the USA, Ontario and New York State. Historically, the rate of truck traffic growth has outpaced the overall rate of economic growth. Recent forecasts carried out by the Province of Ontario as part of the


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Niagara Peninsula Transportation Needs Assessment suggest that annual truck volumes crossing the frontier will grow from 2.5 million to between 4 and 5.5 by the year 2025, a growth rate of between 2.3% and 3.9%. While rail is likely to become more competitive, the trend appears more toward modal integration between truck and rail operations rather than competition between them. Tourism and Recreation Tourism is a key component to the economic base along the border. The Ontario portion of the Niagara region receives over $2 billion of tourist-related revenues each year. In 2000, tourist visitation to the Niagara Region totaled 15 million and is expected to grow to between 22 and 40 million over the next twenty years. Tourism is Ontario’s fifth largest export industry and is projected to become fourth largest in the near future. Of $47.3 billion (1998) of tourism spending in Canada, $11.5 billion was spent in Ontario, $2.1 billion in Niagara and $2.8 billion in Toronto. Niagara Falls, the Niagara Region and the Niagara Frontier are key tourism/recreation areas. Fifty percent of all the tourists entering Ontario each year cross at the Niagara Frontier. In 1999, there were 31.9 million border crossings from international destinations (U.S. and overseas) into Ontario. The Niagara Region has a strong and positive image, and attracts tourists from around the world. In addition to international tourists, the area draws heavily from the resident market within a one-and-a-half-hour drive creating significant travel demand. Of the approximately 11 million visitors to Niagara in 1998, approximately 2.5 million were from Canada; 7.8 million were from the U.S. and 0.7 million were from overseas. The overwhelming majority of these visitors arrive by car. While Niagara Falls remains the key tourist attraction, attractions such as the casino, wine industry, golf resorts, and others are becoming more significant tourist destinations throughout the Niagara Region. Tourist visitation from the U.S. to Canada has been steadily increasing, due in part to the favorable exchange rate between the U.S. and the Canadian dollar. The number of visitors to Canada from the U.S. grew by 12% between 1996 and 1998. Ontario experienced a similar growth rate, with cross border tourism travel increasing 14% over the same period. Toronto received approximately 16.4 million tourists in 1998. Of those visitors, 11.8 million were from Canada and 3.3 million were from the U.S., again with the majority of tourist travel occurring by car and a large percentage crossing into Canada at the Niagara Frontier. In the future, the tourism sector is likely to increase, because of new tourist attractions, including Toronto’s waterfront and downtown attractions, the new Niagara Falls casino, and other attractions and associated hotel space in Niagara Falls.


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On the U.S. side of the border, visitors to the two-county region number approximately 14 million in a typical year. In 1995, the City of Buffalo drew approximately 5.8 million leisure visitors and 1.9 million business visitors. Seventy percent of Buffalo’s visitors are from New York State, 6% from Pennsylvania and 4% from Ohio. Although, the City of Buffalo appears to be a growing market for organized bus tours with approximately 4,000 tourist buses arriving in Buffalo annually, the vast majority of visitors (87%) arrive by car. The City of Niagara Falls is a major tourist center situated at the American Falls and attracts millions of tourist a year. In 1995, forty-four percent (44%) of tourists to Niagara Falls, New York originated in the United States. The remainder of the tourists came from Ontario (27%), Quebec (8%), other parts of Canada (3%), or had international origins other than Canada (18%). It is estimated that 21,000 tourist buses visit Niagara Falls annually and 1.1 million business trips are made. Along with the recently opened Seneca Niagara Casino in Niagara Falls, there is talk of further casino development in the region. In addition to this, plans are developing for the redevelopment of Buffalo’s inner harbor and an expanded Peace Bridge to Canada. These developments, coupled with new initiatives that have broadened the area’s tourism efforts to a more regional outlook could lead to a substantial increase in tourism to the region. 6. Planned and Proposed Improvements Proposed projects that would improve the transportation systems in the vicinity of the Niagara Frontier border are shown in Table 3 and Map 4. Capacity at the Border There are three proposals to expand the capacity of bridges crossing the Niagara Frontier border. The Buffalo and Fort Erie Public Bridge Authority has initiated a Bi-National Integrated Environmental Process that considers as a single action the capacity expansion and congestion relief of the Peace Bridge, the U.S. and Canadian Plazas, and the U.S. Plaza connecting roadway system. The ongoing process will be documented in a new Environmental Impact Statement (EIS) Environmental Screening Report (ESR) designed to meet the requirements of the City of Buffalo, New York State and the two federal governments. A scoping document has been developed and alternatives identified. Those alternatives are being evaluated with input from the public. The process could take three years before the PBA is in a position to finalize the preferred alternative for construction. The Niagara Falls Bridge Commission has developed plans to expand the plazas on both sides of the Lewiston-Queenston Bridge and to add a fifth lane to the bridge structure. The planned improvements will add capacity to accommodate projected increases in


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truck and auto traffic and to improve customs processing on both sides of the border. The improvements will be rolled out over the next ten years; exact timing of specific phases is dependent on the availability of funding from Federal infrastructure programs.

TABLE 3

NIAGARA FRONTIER CROSS BORDER PLANNED AND PROPOSED PROJECTS


Page 29

NIAGARA FRONTIER CROSS BORDER PLANNED AND PROPOSED PROJECTS


L a k e E r i e

Royalton

Wilson

Elma

Amherst

Lockport

Hartland

Alden

Clarence

Newfane

Lewiston

Wales

Porter

Aurora

Newstead

Cambria

Hamburg

Marilla

Somerset

Lancaster

EdenEvans

Orchard Park

Wheatfield Pendleton

Grand Island

Boston Colden

Cheektowaga

Holland

Tonawanda

West Seneca

Niagara

Map 4 - Cross Border Projects

Fort Erie

Welland

Niagara-On-The-Lake

Niagara Falls

Wainfleet Port Colborne

Burlington

Haldimand

Lincoln

Pelham

St. Catherines

ThoroldWest Lincoln

Hamilton

Grimsby

Milton

Mississauga

Oakville

Toronto

Halton Hills

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NY 78 - ImprovedNorth/South Access

219/ ContinentalOne

I90 TollRelocation

SouthtownsConnection

NFIA Improvements

I290Improvements

I90Improvements

QEWImprovements

BridgeImprovements

Cross LakeFerry

Mid-PeninsulaCorridor Highway


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A group of Canadian and American businesspersons has proposed to convert the Michigan Central Rail Bridge into a dedicated truck bridge. The proponents are in the process of making arrangements to acquire the rail bridge and related lands. Detailed plans and designs for the proposal are also being developed. The objective is to convert the bridge for the exclusive use of trucks with state of the art processing facilities to speed the flow of truck traffic across the border. The proposal is in the early stages and will have to be reviewed in light of feasibility, timing and impacts on planned improvements currently being pursued by both the Niagara Falls Bridge Commission and the Buffalo and Fort Erie Public Bridge Authority and as well as undergo relevant Environmental Assessment Processes on both sides of the border. A business consortium has proposed a number of alternatives for ferry services across Lake Ontario between New York and Ontario. The most advanced of the proposals is for a service between Rochester and Toronto. A number of highway projects to improve access to the border from points on both sides of the border have been proposed. The Province of Ontario is proposing to add an additional lane to Hwy 405 to provide additional truck capacity and compliment proposed improvements to the Lewiston-Queenston Bridge. The Province has recently improved the QEW to six- lane capacity from Hamilton to Hwy 406 in St. Catharines and has plans to complete improvements to six- lane capacity through to Hwy 420 in Niagara Falls. This will increase capacity to the Niagara Falls Bridges and will relieve congestion on the QEW that now affects traffic destined to the Peace Bridge. Construction of the various components of the QEW improvements is scheduled to start in the next one to five years. The Mid Peninsula Transportation Corridor is a proposed new freeway connection from the QEW in Fort Erie to Hwy 407 in Burlington. The project is in the early stages of the Environmental Assessment Process, which could take up to three years before a route is selected and detailed design could be initiated. Continental One is a proposed new north-south highway planned to provide a direct connection from the Canadian Border to Miami, Florida. Hwy 219 is a portion of that route through New York and Pennsylvania. The preparation of plans for the portion of Route 219 in New York State is scheduled for the 2003-2004 fiscal year. PennDot is the lead for a Continental One Study. The New York State Department of Transportation is currently conducting the Route 63 Corridor Study. The transportation planning study was initiated to primarily address concerns regarding the increase in truck traffic along the Route 63 Corridor, which includes Route 63, 20, and 77 in Genesee, Wyoming and Livingston counties. Truck drivers commonly use Route 63 to bypass Interstate 90. The result of this study is to recommend transportation improvement projects to enhance safety and efficiency of travel in the project area. A number of road projects are planned to improve highway systems operations approaching the border. Improvements to the QEW in the Burlington-Hamilton area will


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provide relief to traffic congestion on the major highway connecting Toronto and the GTA to the Niagara Frontier. Proposed improvements to Hwy 406 through Thorold and Welland will increase accessibility from border crossings through Niagara. Proposed improvements to the I-90 and I-290 will improve access to the border crossings on the New York side of the border and a study of the Grand Island bridges will identify alternative ways to improve this major congestion point connecting to the Niagara Falls bridges. There are major expans ions underway at three of the major airports in close proximity to the Niagara Frontier Border. Improvements at Pearson International Airport include a new terminal, new and extended runways, new parking garage, airport people mover, access roads and airport support services and airside developments will increase the capacity of the airport to handle the 50 million passengers projected for 2020. As part of Pearson’s Airport Development Plan, cargo operations are being modernized and consolidated with the construction of the Infield Cargo facility. Munro International Airport in Hamilton has recently extended its main runway to 10,000 feet allowing all planes to land and take off at the airport. The Airport Authority will be expanding the passenger terminal and airside operations to allow for significant increases in passenger flows through the airport. Niagara Falls International Airport in New York State is improving facilities and systems for the handling of cargo. The Canadian Marine Corps of Engineers initiated a study to look at long-term requirements and alternatives to improve the St. Lawrence Seaway. This study will look at the potential to expand the capacity of the Welland Canal through Niagara. The study will take several years to complete and recommendations coming out of the study will probably have up to a 30-year implementation horizon. There are two studies looking at improving passenger rail connections across the border. One is looking for opportunities to increase service into Buffalo from surrounding U.S. cities with connections into Toronto, Canada. The other is looking at the potential to develop a new international terminal in Niagara Falls, New York. Improvements to rail freight movement across the border are anticipated with the proposed relocation and expansion of the CSXT transflow facility. No specific plans for improved intercity bus traffic across the border have been identified. However, the Region of Niagara is studying the potential for and preparing a case to support improved transit service between the Greater Toronto Area and Niagara, Canada. That study will identify additional opportunities for connections across the border.

There are a number of intelligent transportation system improvements that are being considered for improving traffic operations and information distribution on both sides of the border. FAST is a proposed system using transponders to identify low-risk truck traffic for speedy clearance when arriving at the border. The Free and Secure Trade (FAST) program is a joint Canada-U.S. initiative involving the Canada Customs and Revenue Agency, Citizenship and Immigration Canada, the United States Customs


Page 33

Service, and the United States Immigration and Naturalization Service. FAST supports moving pre-approved eligible goods across the border quickly and verifying trade compliance away from the border. It is a harmonized commercial process offered to pre-approved importers and carriers, and registered drivers. Shipments for approved companies, transported by approved carriers using registered drivers, will be cleared into either country with greater speed and certainty, and at reduced cost of compliance.

NEXUS is a similar system using transponders to identify low-risk regular commuters for speedy processing at the border. NEXUS is a joint customs and immigration program for frequent travelers that both the Canadian and American governments have implemented. The NEXUS program is designed to simplify border crossings for pre-approved, low-risk travelers. NEXUS enables Canadian and U.S. customs and immigration authorities to concentrate their efforts on potentially high-risk travelers and goods, thereby upholding security and protection standards at the border. The Lewiston-Queenston Queue-end Warning System is a Freeway Traffic Management System (FTMS) proposed along HWY 405 and I-190 in the vicinity of the Lewiston-Queenston Bridge that will provide queue-end warning and traveler information. 7. On-going Coordination Transportation across the Niagara Frontier has become an important issue over the last several years and several efforts are underway to coordinate transportation operations and expansion initiatives. Greater Buffalo-Niagara Regional Transportation Council (GBNRTC) The Greater Buffalo-Niagara Regional Transportation Council (GBNRTC) is a Metropolitan Planning Organization (MPO) that coordinates transportation planning in Erie and Niagara Counties in New York State. The GBNRTC monitors approximately 1,900 centerline miles of Federal-aid eligible highways. The contact for the GBNRTC is:

Mr. Hal Morse, Director GBNRTC 438 Main Street, Suite 503 Buffalo, New York 14202-3207 Phone: 716-856-2026

Website: www.gbnrtc.org Cross-Border Transportation Planning Coordinating Sub-Committee of the Greater Buffalo-Niagara Regional Transportation Council A sub-committee of the Greater Buffalo-Niagara Regional Transportation Council (GBNRTC) was formally established in 2000 to coordinate the ongoing transportation planning initiatives on both sides of the border. Membership on the sub-committee includes staff from the GBNRTC, the Regional Municipality of Niagara, the Ministry of


Page 34

Transportation of Ontario, the New York State Department of Transportation, the Niagara Falls Bridge Commission and the Buffalo and Fort Erie Bridge Authority. The mandate of the sub-committee is to share information about traffic trends, transportation forecasts and ongoing transportation planning initiatives. This report is one of the many cooperative efforts of the sub-committee. The contacts for the sub-committee are:

Mr. Hal Morse, Director GBNRTC 438 Main Street, Suite 503 Buffalo, New York 14202-3207 Phone: 716-856-2026 Website: www.gbnrtc.org Mr. Bob Johnson Manager Transportation Systems Regional Municipality of Niagara Public Works Department 2201 St. David’s Road, P.O. Box 1042 Thorold Ontario L2V 4T7 Phone: 904-685-1571 ext.3648 Website: www.regional.niagara.on.ca

Eastern Border Transportation Coalition (EBTC) EBTC provides a proactive forum for states, provinces and metropolitan transportation and border service agencies to work together with public and private organizations to overcome barriers and impediments to the development of a seamless, multi-modal transportation network which is secure, safe and environmentally sustainable. Members of the coalition include the transportation agencies from New Brunswick, Newfoundland and Labrador, Nova Scotia, Ontario, Prince Edward Island, Quebec, New York, Maine, Michigan and Vermont. The Southeast Michigan council of governments, the Greater Buffalo-Niagara Regional Transportation Council and the Region of Niagara have honorary directors sitting on the Coalition. The contact for the Coalition is:

Walter Steeves, EBTC Executive Director 120 Surrey Crescent Fredericton, New Brunswick Canada B3B 4L3 Phone: 506-454-2311 Website: www.ebtc.info


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The Niagara Bi-National Region Economic Roundtable The Roundtable is a unique public-private trade corridor alliance of municipal and business leaders from the emerging Southern Ontario – Western New York economic Region. The initiative was launched in June 2001 as part of the New York Ontario Economic Summit. The six communities represented on the Roundtable are: in Ontario, Halton Region, City of Hamilton and Niagara Region and, in New York, Erie County, Monroe County and Niagara County. The Roundtable is led by private sector leaders from across the Niagara Bi-National Region and is co-chaired by John Mayberry, President of Dofasco (Canada) and Robert Rich Jr., President of Rich Products Corporation (U.S.). The key objectives of the Roundtable is to develop a vision and strategy directed at improving the competitiveness of this cross-border economic region, strengthen linkages, strategic partnerships and business alliances. The role of the Roundtable is to lead a cross-sectoral, cross-border review and discussion of key issues and opportunities and to make recommendations for action. The Roundtable will identify strengths and weaknesses, opportunities and barriers to exploiting the economic power of the trade corridor that passes through the area. Members of the Roundtable have been working together over the past year to identify and address concerns and potential impediments related to economic growth in the trade corridor. The group is expected to disband in the near future. The Roundtable can be contacted by phone at 1-800-230-9187 or by e-mail at [email protected] Website: www.niagarabinational.com Niagara International Transportation Technology Coalition (NITTEC) The mission of NITTEC is to support member agencies in coordinating, operating and maintaining transportation information systems, integrating technology and communicating transportation information across all modes of transportation, among member agencies and to other public and private stakeholders, to enhance the safety and efficiency of the regional bi-national transportation system. Through a collaborative effort, the stakeholders promote optimum traffic flows, defensive driving, reliable transportation and alterna tive routes for motorists. The primary focus is to reduce congestion, improve safety, save energy, and enhance the economic competitiveness of the region. Members in NITTEC are:

New York State Department of Transportation, New York Thruway Authority, Niagara Frontier Transportation Authority, Ministry of Transportation Ontario, Buffalo and Fort Erie Bridge Authority, Niagara Falls Bridge Commission, Erie County, Niagara County, Regional Municipality of Niagara, City of Buffalo, City


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of Niagara Falls, New York, City of Niagara Falls, Ontario, Town of Fort Erie, and Niagara Parks Commission.

The main contact for the organization is:

Mr. Thomas George, Executive Director NITTEC 93 Oak Street Buffalo, New York 14203-2212 Phone: 716-847-2450 Website: www.nittec.org


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Appendix A Travel Characteristics by Bridge

Based on Passenger Vehicle Survey Conducted in August 2000 Peace Bridge

Traffic Volumes During the summer of 2000, the average weekly traffic volume was approximately 215,000 vehicles (two-way). Truck traffic accounted for just over 13% of this total. On weekdays, nearly 90% of vehicles crossing the Peace Bridge had either New York or Ontario plates with two-thirds of those being from New York. On weekends, the Ontario – New York portion of total traffic is relatively similar to weekdays although the New York component increases to nearly 70%. Trip Activities (passenger vehicles)

Peace Bridge Destination Purpose Weekday Weekend To Canada To U.S. To Canada To U.S. Home 26% 50% 29% 63% Work 3% 13% 1% 3% Casino 6% 0% 6% 0% Visit Friends/Relatives 10% 7% 10% 10% Recreation/Entertainment 19% 4% 18% 3% Tourist Attraction 5% 2% 6% 1% Other 31% 24% 30% 20% On a weekday, 39% of Canada bound trips originated from the City of Buffa lo and 49% from the rest of Western New York. Niagara Region was the prime destination for 78% of travellers crossing into Canada while 12% of trips were destined to the GTA. Weekend travel is somewhat more dispersed with 79% of trips originating in Buffalo and Western New York. Over 72% of these trips end in Niagara Region with another 16% destined for the GTA. For U.S. bound trips on weekdays, 35% of trips are destined to Buffalo with another 50% ending in the rest of Western New York. Approximately 75% of weekday U.S. bound trips originated from Niagara Region with another 14% from the GTA. Weekend travel patterns are relatively similar with slightly more trips originating in Niagara and about 5% more destined for areas outside of Western New York.

Lewiston-Queenston Bridge Traffic Volumes During the survey period, average weekly traffic volume was approximately 119,000 vehicles (two-way). Truck traffic accounted for 17% of this total. License Plates (passenger vehicles) On weekdays, nearly 70% of vehicles crossing the Lewiston-Queenston Bridge had either New York or Ontario plates with 70% of those being from New York. On weekends, the Ontario – New York portion of total traffic rises to 85% with New York plates still predominant at 60%. Trip Activities (passenger vehicles)


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Lewiston-Queenston Bridge Destination Purpose Weekday Weekend To Canada To U.S. To Canada To U.S. Home 50% 39% 51% 44% Work 10% 10% 2% 2% Casino 1% 0% 3% 0% Visit Friends/Relatives 8% 13% 9% 15% Recreation/Entertainment 10% 7% 13% 10% Tourist Attraction 7% 5% 7% 4% Other 14% 26% 15% 25% Origin-Destination Patterns (passenger vehicles) For weekday, Canada bound trips, 26% originated from the City of Buffalo, 17% from the City of Niagara Falls and 35% from the rest of Western New York. Niagara Region was the prime destination for 45% of travellers however, 36% of trips did extend to the GTA. Weekend travel is more dispersed with only 24% of trips originating in Buffalo or Niagara Falls. The GTA is the primary destination of weekend travellers at 45% compared to 35% ending in Niagara Region. For U.S. bound trips on weekdays, 21% of trips are destined to Buffalo or Niagara Falls with another 48% ending elsewhere in Western New York. Trip origins were split relatively evenly between the GTA and Niagara Region at 38% each. Weekend travel patterns are similar with slightly more trips originating from the GTA and destined for the City of Buffalo. Rainbow Bridge Traffic Volumes During the survey period, average weekly traffic volume was approximately 118,000 vehicles (two-way). Commercial Truck traffic is prohibited from using this bridge. License Plates (passenger vehicles) On weekdays, nearly 85% of vehicles crossing the Rainbow Bridge had either New York or Ontario plates with 60% of those being from Ontario. On weekends, both the Ontario – New York portion of total traffic and the Ontario totals are relatively similar to weekdays. Trip Activities (passenger vehicles)

Rainbow Bridge Destination Purpose Weekday Weekend To Canada To U.S. To Canada To U.S. Home 15% 55% 17% 58% Work 2% 6% 1% 2% Casino 23% 0% 22% 0% Visit Friends/Relatives 4% 6% 5% 7% Recreation/Entertainment 11% 6% 12% 8% Tourist Attraction 28% 7% 24% 7% Other 17% 20% 19% 18% Origin-Destination Patterns (passenger vehicles) The Rainbow Bridge carries a significant amount of local traffic. For weekday Canada bound trips, 29% originated from the City of Niagara Falls, 7% from Buffalo, and 31% from the rest of Western New York.


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Niagara Falls was the prime destination for 68% of travellers with only 8% each bound for the rest of Niagara Region or the GTA. Weekend travel across the Rainbow Bridge is relatively similar. For U.S. bound trips on weekdays, 30% are destined for the City of Niagara Falls, 9% to Buffalo, and 26% ending elsewhere in Western New York. Trip origins are relatively local in nature with 71% starting in Niagara Falls, 7% from the rest of Niagara Region and 11% from the GTA. While the destination patterns are similar, weekend travel patterns exhibit a little more dispersion with trips originating from areas outside Niagara and the GTA comprising 28% of total crossings. Whirlpool Bridge Traffic Volumes During the survey period, average weekly traffic volume was approximately 17,600 vehicles (two-way). Commercial Truck traffic is prohibited from using this bridge. License Plates (passenger vehicles) On weekdays, nearly 90% of vehicles crossing the Whirlpool Bridge had either New York or Ontario plates with just over 60% of those being from New York. On weekends, both the Ontario – New York portion is somewhat lower at 85% of total traffic but New York plates remaining dominant at 68%. Trip Activities (passenger vehicles)

Whirlpool Bridge Destination Purpose Weekday Weekend To Canada To U.S. To Canada To U.S. Home 30% 51% 24% 62% Work 6% 8% 1% 3% Casino 14% 0% 13% 0% Visit Friends/Relatives 7% 7% 12% 9% Recreation/Entertainment 14% 7% 22% 5% Tourist Attraction 7% 5% 14% 4% Other 22% 22% 14% 17% Origin-Destination Patterns (passenger vehicles) The Whirlpool Bridge carries a significant amount of local traffic. For weekday Canada bound trips, 45% originated from the City of Niagara Falls, 4% from Buffalo, and 34% from the rest of Wes tern New York. Niagara Falls was the prime destination for 61% of travellers with 23% bound for the rest of Niagara Region and only 1% headed for the GTA. Weekend travel across the Whirlpool Bridge in this direction is relatively similar. For U.S. bound trips on weekdays, 50% are destined for the City of Niagara Falls, 6% to Buffalo, and 29% ending elsewhere in Western New York. Trip origins are predominantly local in nature with 71% starting in Niagara Falls, 18% from the rest of Niagara Region and none from the GTA. Weekend U.S. bound travel patterns across the Whirlpool Bridge are relatively similar.

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