DOCSLIB.ORG

Peter Yee Tony Eberhardt Dave Strelchuk Frank Quinn Bill Daley

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Peter Yee Tony Eberhardt Dave Strelchuk Frank Quinn Bill Daley REPORT ON POTENTIAL MEASURES TO ALLEVIATE PROBLEMS CREATED BY CURRENT HIGH LAKE LEVELS TASK 4 NIAGARA RIVER TO INTERNATIONAL JOINT COMMISSION FROM TASK GROUP MEMBERS PETER YEE TONY EBERHARDT DAVE STRELCHUK FRANK QUINN BILL DALEY OCTOBER 1987 Niagara River, 1925. EXECUTIVE SUMMARY The Niagara River is the natural outlet of Lake Erie. It is also a bottleneck in the Great Lakes system with the problem compounded to some extent by placement of structures in the river. This study examines a number of potential short-term measures to increase the Niagara River flows in order to lower Lake Erie's water levels at times of extreme high water supplies. Construction of a Squaw Island diversion channel, equipped with a control gate, would increase the river's flow carrying capacity by about 10,000 cubic feet per record (cf s) . Similarly, a channel deepening in the vicinity of the Peace Bridge would also bring about the same capacity increase. A twoyear construction period would be required for either project. Maximum lowering impact' on Lake Erie due to either measure is about 0.4 foot. The operation of the existing butterfly valves and culverts at the Black Rock Lock would increase the Niagara River flow by about 1,300 cfs, which would correspond to a maximum lowering impact on Lake Erie of about 0.06 foot. The control structure in the Chippawa-Grass Island Pool can be operated to maintain a slightly lower level when compared with the present operating procedure. Computer modelling and field measurements indicate that about 3,000 cfs flow increase may be possible if the Pool water level is lowered one foot. The estimated lowering impact on Lake Erie is about 0.13 foot. Both sides of the upper Niagara River have been infilled repeatedly in the past. The construction of the Peace Bridge, International Railway Bridge, the old water intake, etc, have caused further restriction to the flows. Of all the major obstructions examined in this study, it appears that the removal of the old intake structure and part of the filled area at Fort Erie just downstream of the Peace Bridge would be most practical and effective. Breaching the Bird Island Pier to allow a 100-foot opening would also increase the flow by about 2500 cfs. but this could adversely affect naviga- tion in the Black Rock Canal. Removal of the other obstructions would further increase the capacity of the river. However, these are not considered viable due to high costs and the extended time frame required. REPORT ON POTENTIAL MEASURES TO ALLEVIATE PROBLEMS CREATED BY CURRENT HIGH LAKE LEVELS Inside Cover: Energy, Mines and Resources (Canada), National Air Photo Library, 1925, "Image of the Upper Niagara River," TABLE OF CONTENTS Page EXECUTIVE SUMMARY Section 1 INTRODUCTION 1 Authority Membership Purpose and Scope Section 2 EMERGENCY MEASURES Squaw Island Diversion Description of Diversion Operational Constraints Cost Estimates Construction Schedule Niagara River Excavation Description of Excavation Operational Constraints Cost Estimates Construction Schedule Construktion Constraints TABLE OF CONTENTS (cont.) Page Black Rock Lock Culverts and Valves Operation of the Control Structure of the Chippawa - Grass Island Pool Description of Operations Operational Constraints Hydraulic Analysis Removal/Modification of Obstructions Identification of Obstructions Evaluation of Impacts Section 3 HYDROLOGIC IMPACT ON LAKE ERIE LEVELS Squaw Island Diversion Niagara River Excavation Black Rock Lock Culverts and Valves Operation of the Control Structure of the Chippawa - Grass Island Pool Removal/Modification of Obstructions Section 4 ENVIRONMENTAL, SOCIAL, AND OTHER CONSIDERATIONS Squaw Island Diversion Niagara River Excavation Black Rock Lock Culverts and Valves Operation of the Control Structure of the Chippawa - Grass Island Pool Removal/Modification of Obstructions Regulatory Considerations Section 5 FINDINGS BIBLIOGRAPHY LIST OF TABLES Flow Increases for Squaw Island Diversion Structure Flow Increases for Niagara River Excavation Estimated Impacts on Lake Erie due to Removal/Modification of Obstructions Hydrologic Impacts of Squaw Island Diversion LIST OF FIGURES Black Rock Canal-Squaw Island Diversion Structure Black Rock Canal-Squaw Island Diversion Cross Sections of Diversion Channel Black Rock Canal-Squaw Island Diversion Centerline Profile of Control Structure Location of Niagara.River Excavation Cross Section of Niagara River Excavation Obstructions in the Niagara River iii Section I Introduction 1.1 Authority On 1 August 1986, the governments of Canada and the United States requested the International Joint Commission (IJC) to examine and report on the subject of the record high Great Lakes water levels. The IJC subsequently established the Great Lakes Water Levels Task Force to investigate a number of emergency measures which could be taken within one year or less to reduce extremely high water levels. Eight task groups were established to examine the various aspects. Task Group No. 4 - Niagara River was assigned the investigation of possible emergency measures that could be taken in the Niagara River to increase its flows. This report is a summary of the findings of.the group. The investigations which were initiated in January 1987 were to be cmpleted by September of that year. Funding was limited to in-house appropriations by the participating agencies. 1.2 Membership Membership of Task Group No. 4 - Niagara River consists of: United States Canada A. J. Eberhardt, Chairman P. P. Yee, Chairman U.S. Army Corps of Engineers, Environment Canada, Buffalo District, Buffalo, NY Burlington, Ontario F. He Quinn; PhD Dm L. Strelchuk Great Lakes Environmental Research Ontario Natural Resources Laboratory Toronto, Ontario NOAA, Ann Arbor, Michigan We Daley New York State Department of Environmental Conservation Albany, New York W. P. Erdle (thru April 1987) U.S. Army Corps ,'of Engineers, Buffalo District, Buffalo, NY 1.3 Purpose and Scope This report discusses several possible emergency measures which could be implemented in one year or less to increase Niagara River flows. It also outlines some preliminary cost estimates, time-frames for implementation, &d likely constraints, associated wlth these emergency measures. The ' evaluation of hydrologic impacts does not include the implementation of other possible emergency measures being examined by other task groups. Task Group No. 8 will car:yout systemic evaluations which will take into account the Niagara River measres along with other concurrent measures. The nature and scope of this report is limited by resources and due to the short time frame necessitated by the emergency nature of the situation. As such previous studies were used wherever possible, (see "Bibliography"). No socio-economic evaluation was carried out regarding the impacts of changing levels on Great Lakes interests due to these measures. Findings of the group are intended to serve as an indicator of the viability of the measures. Before any measure is to be implemented, a more extensive review as well as a more detailed design and plan of operation would be required. For a description of the Niagara River and the Great Lakes system, readers are referred to the recent IJC report on the subject of lake levels. Section 2 Emergency Measures 2.1 Squaw Island Diversion 2.1.1 Description of Diversion The structure considered is a slight modification of the Plan S2-75 structure studied in the Lake Erie Water Level Study, and is herein referred to in this report as the Modified S2-75 Control Structure. The structure would consist of 3 - 25' wide fixed-wheel roller gates. Plan and section views of the diversion channel and a detail of the gates are shown on Figures 1 through 3. The depth of concrete into bedrock and the overall structural dimensions have been updated compared to the original design in the Lake Erie Study. 2.1.2 Operational Constraints It is assumed that the operating schedule of the diversion structure to accommodate operation of the Black Rock Canal and Lock would be the same as that used in the Lake Erie Water Level Study for S-alternatives. The schedule was developed to permit usage of the lock and canal by boats and commercial vessels. The operating schedule results in the effective flow being 62.5% of the design flow. For the Modified S2-75 Structure, the design and effective flows increase with Lake Erie outflow as shown in Table 1. Table 1 - Flow Increases for Squaw Island Diversion Structure Lake Erie Increased Discharge (cfs) Outflow ( cf s) Design Effective- R : 200,000 . 15,400 9,620 248,000 18,500 11,560 2.1.3 Cost Estimates The construction cost of the Modified S2-75 Structure is $20.9 million based on October 1986 price levels. The-cost components are essentially the same as those incorporated in the Lake Erie Water Levels Study with the following exceptions: a. where applicable, an Engineering News Record (EM) index factor of 1.632 was applied to bring component values up from December 1977 to current price levels; b. the quantity of concrete required increased by 1,700 cubic yards due to the addition of piers between gates; c. the quantity of rock excavation required decreased by 4,500 cubic yards due to the smaller structure size and higher foundation elevation; d. current cost of 3 - fixed-wheel roller gates is slightly less than 1979 cost of single tainter gate; and e. "damage" factors have been eliminated (real estate values were retained and assumed to be the same). In the Lake Erie Study estimate, "damages due to the project were assessed to compensate the City of Buffalo for the additional costs that would be incurred to dispose of a volume of material equal to the disposal area volume lost during the remaining 10-year life of the affected area". The city no longer uses this land for disposal purposes. The estimate includes $2.7 million in indirect costs which consist of the cost of detailed design, field investigations including geotechnical and environmental evaluations, environmental impact statements, and miscellaneous actions related to project implementation.
Load more

Recommended publications
  • Buffalo and Fort Erie Public Bridge Authority Toll Bridge System Revenue Bonds Series 2017 T Notice
    PRELIMINARY OFFICIAL STATEMENT DATED MAY 31, 2017 NEW ISSUE – Book Entry Only Standard & Poor’s: “A+” (see “Rating” herein) In the opinion of Orrick, Herrington & Sutcliffe LLP, Bond Counsel, based upon an analysis of existing laws, regulations, ll there be rulings and court decisions and assuming, among other matters, the accuracy of certain representations and compliance with isdiction. certain covenants, interest on the Series 2017 Bonds is excluded from gross income for federal income tax purposes under Section 103 of the Internal Revenue Code of 1986. In the further opinion of Bond Counsel, interest on the Series 2017 Bonds is not a specific preference item for purposes of the federal individual or corporate alternative minimum taxes, although Bond Counsel observes that such interest is included in adjusted current earnings when calculating corporate alternative minimum taxable income. Bond Counsel is also of the opinion that interest on the Series 2017 Bonds is exempt from personal income taxes imposed by the State of New York and any political subdivision thereof, including The City of New York. Bond Counsel expresses no opinion regarding any other tax consequences related to the ownership or disposition of, or the amount, accrual or receipt of interest on, the Series 2017 Bonds. See “TAX MATTERS” herein. $72,580,000* Buffalo and Fort Erie Public Bridge Authority Toll Bridge System Revenue Bonds Series 2017 t notice. The Authority will make available its final Official Dated: Date of Delivery Due: January 1, as shown on the inside
    [Show full text]
  • Buffalo and Fort Erie Public Bridge Authority
    Buffalo and Fort Erie Public Bridge Authority Request for Proposals for Project Consultant: Right-of-Way Survey & Mapping Services for the Peace Bridge Expansion Project City of Buffalo, Erie County, NY, USA Town of Fort Erie, Ontario, Canada 100 Queen Street Fort Erie, ON L2A 3S6 May 12, 2008 BUFFALO & FORT ERIE PUBLIC BRIDGE AUTHORITY TABLE OF CONTENTS I. INTRODUCTION ......................................................................................................... 1 A. General Information............................................................................................... 1 B. Term of Service..................................................................................................... 2 II. DESCRIPTION OF THE AUTHORITY.............................................................................. 3 A. Name of Contact Person......................................................................................... 3 B. Background Information......................................................................................... 3 III. NATURE OF SERVICES REQUIRED................................................................................ 4 A. General................................................................................................................. 4 B. Project Classification .............................................................................................. 4 C. Policy and Procedures ............................................................................................ 5 D. Categorization
    [Show full text]
  • ONE HUNDRED YEARS of PEACE: Memory and Rhetoric on the United States/ Canadian Border, 1920-1933
    ONE HUNDRED YEARS OF PEACE: Memory and Rhetoric on the United States/ Canadian Border, 1920-1933 Paul Kuenker, Ph.D. Student, School of Historical, Philosophical and Religious Studies, Arizona State University In the fall of 2010, artists Annie Han and Daniel Mihalyo of the Seattle- based Lead Pencil Studio installed their newest sculpture adjacent to the border crossing station located at Blaine, Washington and Surrey, British Columbia on the U.S./Canadian border. Funded by the U.S. General Services Administration’s Art in Architecture program as part of its renovation of the border crossing station, Han and Mihalyo’s Non-Sign II consists of a large rectangular absence created by an intricate web of stainless steel rods (Figure 1). The sculpture evokes the many billboards that dot the highway near the border, yet this “permanent aperture between nations,” as Mihalyo refers to it, frames only empty space. According to Mihalyo, the sculpture plays on the idea of a billboard in order to “reinforce your attention back to the landscape and the atmosphere, the thing that the two nations share in common.”1 Though it may or may not have been their intention, the artists ofNon- Sign II placed the work in a location where it is easily juxtaposed with a border monument from a different era—a concrete archway situated on the boundary between the United States and Canada. Designed by prominent road-builder and Pacific Highway Association President Samuel Hill, the Peace Arch was formally dedicated at a grand ceremony held on September 6, 1921, to celebrate over one hundred years of peace between the United States, Great Britain and Canada since the 1814 Treaty of Ghent (Figure 2).
    [Show full text]
  • Canada Que B Ec, Can Ad A
    c A N A D A CANADA QUE B EC, CAN AD A #\rA VS'-: ^W + 347'(105.8 m1) + 347' (105.8m) LEVIS QUEBEC Cantilever truss bridge with main span of 1600 ff still Ahe longesh jpan in the world for any type of bridge other than a suspension bridge.. Construction s far tec/ in I90O but was interrupted oy two accidents. The 5outh cantilever section col/apsed in 190/ killing J5 workmen. The suspended span dropped during Hf/ing in lf/Gy killing 12 men, The bridge Has finally completed in /)ugusi If IS. 0. hi. A mm an n Ivas engaged to analyze the cause of the Iqoj collapse Mb official report is noiw an engineering classic CANADA QUEBEC BRIDGE With its clear span of 1800 ft., the Quebec Bridge was considered the eighth "Wonder of the World" when it was opened to traffic in 1919. It still is the longest cantilever steel railway bridge in the world. y 7f~5M - -—- >.v Cornelius V/..»de Forest,El .ce President Union uas and Power Co. ^EOISTEREO r lum an °rth r e Cincinnatti, Ohio. 3'JMAL. ORIGINAL R .... ?<>J 48339 CANADA QUEBEC BRIDGE The Quebec Bridge is a riveted steel cantilever structure with a main span of 1800 ft and side spans of 515 ft. In its width of 94 ft, it carries one rail line, 3 lanes of automobile traffic and 2 pedestrian walkways across the St.Lawrence Seaway, providing a clearance above water of 150 ft. The bridge was declared a historic monument in 1987 by the Canadian and American Society of Civil Engineers, and a National Historic Site on January 24,1996 by the Department of Canadian Heritage.
    [Show full text]
  • ENGINEERS WEEK Bridge Work Done Right
    SPECIAL REPORT ENGINEERS WEEK Bridge work done right Lewiston-Queenston makeover was done quickly, efficiently and with minimal traffic disruption Business First of Buffalo - February 20, 2006 by Dale English A law of physics stating that that the lesser can never contain the greater met its match last summer when, thanks to 21st century engineering and construction techniques, a fifth traffic lane was inserted into the majestically arched Lewiston-Queenston Bridge with hardly a ripple of problem. It was done so quickly and efficiently and with such minimal traffic disruption, even during peak summer travel time, that some might be tempted to ask, "What if they rebuilt a bridge and nobody noticed?" And it was done in minimal time-11 months-through winter's cold and summer's heat, snow and wind, in daylight and gloom of night. Workers were double-shifted and for some, "Saturday Night Live" was an eight- or 10-hour date with a jackhammer on the bridge deck. 'Miserable' timetable "It was a miserable timetable," said Tom Garlock, general manager for the Niagara Falls Bridge Commission , the customer on the job costing about $45 million Canadian. Agreed, said two principals in the project, Kenneth Rawe, vice president of Oakgrove Construction Inc. , of Elma, and Bill Snow, construction engineer for Rankin Construction Inc. , of St. Catharines, Ont. Rankin was the prime contractor with Oakgrove, as its subcontractor, handling all work on the American side of the bridge. Both men are professional engineers. The problem was the Lewiston-Queenston Bridge-known as Queenston- Lewiston in Canada - simply wasn't big enough anymore to handle its daily traffic load.
    [Show full text]
  • What Heritage-Based Collaboration Offers the Cross-Border Niagara Region
    Pathway to Peace: What Heritage-based Collaboration offers the Cross-border Niagara Region Kerry Mitchell “The ideal site for the world peace capital” Niagara “... here, there is peace”. “Surely to those who will implement the purpose of the United Nations, it will be inspiring to execute their high duties in a locality steeped in traditions of peace and good -neighborliness, among peoples of various ancestry who have forged indissoluble bonds of international good will and co-operation, and who have made peace work.” Drawn from the Canadian proposal to establish the UN at Navy Island; (McGreevy, “Imagining Niagara” p .66) “Niagara should be listed among the great treasures of the world for its natural scenery.” Frederick Law Olmsted and Calvert Vaux, General Plan for the Improvement of the Niagara Reservation, 1887 “We must ask ourselves if we are leaving for future generations an environment that is as good or better than we found.” Theodore Roosevelt, 26th President of the United States and NYS legislator credited with the legislation creating the Niagara Reservation, America’s first state park. 1 Symbols of peace and friendship between Canada and the United States can be found in monuments, agreements, bridges, official statements and individual relationships. The integration of the Canadian and U.S. economies is a testament to it, as is the joint stewardship of the Great Lakes, and the binational response to the events of 9/11. Whether overt or covert, symbols of peace and friendship are quite simply, everywhere. When the history of the relationship has already spoken so clearly to these ideals, what then is the benefit of yet another symbol of peace between Canada and the United States? This paper aims to address that question by putting forward the basis for re-imagining the cross-border Niagara region as an International Peace Park.
    [Show full text]
  • Border Crossing Freight Travel Time and Delay
    Final Site Report EVALUATION OF TRAVEL TIME METHODS TO SUPPORT MOBILITY PERFORMANCE MONITORING PEACE BRIDGE To Office of Freight Mgt. and Operations Federal Highway Administration U.S. Department of Transportation Washington, DC 20590 April 2002 Border Crossing Freight Delay Data Collection and Analysis FY 2001 Data Collection – Peace Bridge Site Description The Peace Bridge connects Buffalo, New York with Fort Erie, Ontario and crosses the Niagra River. The bridge links the Queen Elizabeth Way (QEW) in Canada and provides with I-190 and other major roadways in the U.S. The QEW extends to Toronto, Ontario and also links with Highway 401, one of the major East-West Canadian expressways. I-190 provides a link to I-90, the main artery of the New York State Thruway, connecting the area to the major population centers on the East Coast. The bridge operates 24 hours a day, seven days a week. The Peace Bridge contains only a single, three-lane span. The center lane is reversible and can be used to ease congestion during peak travel conditions. The bridge was built in 1927 and is 5,800 feet long. The bridge is governed by a ten-member board consisting of five members from New York State and five members from Canada. All capital improvements and operating expenses are funded by tolls and rentals of Peace Bridge-owned property and buildings, not public funds. While a single organization, the Buffalo and Fort Erie Public Bridge Authority manages two tightly linked groups of bridge operators and maintenance workers. Figure 1. Area Map – The Peace Bridge Peace Bridge 1 April 2002 Data collection activities at the Peace Bridge occurred during May 22-24, 2001 and June 19-21, 2001.
    [Show full text]
  • FORT ERIE FORT ERIE… BECAUSE! 1 a Tale of TWO CITIES Hen the Peace Bridge Opened in 1927, Fort Erie and Buffalo Became Inextricably Tied Together
    THE LIFESTYLE ADVANTAGE Watersports, golf or hit the trails BUSINESSES THAT THRIVE IN FORT ERIE FORT ERIE… BECAUSE! 1 a tale of TWO CITIES hen the Peace Bridge opened in 1927, Fort Erie and Buffalo became inextricably tied together. Over W90 years later, despite the ever-present pull of the Toronto megalopolis, Fort Erie still maintains close economic, cultural and social ties to Western New York. It’s no exaggeration to say that at its heart, Fort Erie is Canada’s most bi-national town. Residents on both sides routinely cross the bridge to shop, eat, work, play and visit. Living in Fort Erie opens up a vast new world of experiences and conveniences, unique among communities of comparable size. Fort Erie in a nutshell: Niagara charm. Canadian character. Bi-national outlook. 2 FORT ERIE… BECAUSE! WELCOME TO FORT ERIE I’m American, but Fort Erie is in my blood. I lived and worked in Buffalo and its suburbs pretty much my whole life, but some of my fondest memories were made in Fort Erie. My grandparents built a home on the shore near Waverly Beach in the 1940s, and I spent many summers here as a kid, on the beach, in the water and around town. With 15 cousins, there was never any shortage of comradery! I eventually met a wonderful Fort Erie gal, and married her. Wendy and I bought a place three doors down, where we raised our two children during many summers. Crossing the Peace Bridge to visit our Fort Erie retreat was always a breath of fresh air.
    [Show full text]
  • Authority Helps Spearhead Launch of NEXUS Niagara Regional Marketing Campaign
    Authority Helps Spearhead Launch of NEXUS Niagara Regional Marketing Campaign A major community relations accomplishment of the 2012 calendar year involved the efforts of the PBA and the Niagara Falls Bridge Commission (NFBC) – in conjunction with Canadian and American Customs agencies, as well as numerous community groups, local organizations, and area attractions – in formulating a brand new regional marketing campaign to educate Western New York and Southern Ontario residents on the ease of border travel through enrollment in the NEXUS program. Dubbed “NEXUS Niagara,” this marketing campaign brought about many new approaches to engaging residents, answering questions, providing enrollment information, and showcasing the advantages of NEXUS participation. Many outreach tools were also created to assist border travel “ambassadors” in their efforts to promote enrollment. “Our region already has more combined NEXUS and Enhanced Driver’s License (EDL) registrations than any other location along the Can-Am border,” said PBA General Manager Ron Rienas. “However, our outreach work is far from over. By educating additional residents on the benefits of these programs through the NEXUS Niagara campaign, we can ensure even faster border travel for motorists and also reduce congestion on area bridge crossings.” Highlights of the NEXUS Niagara regional marketing campaign include: Creation of a new campaign website customized for local enrollees in the Buffalo Niagara Region. Downloadable brochures, posters, enrollment checklists, and other educational information. Available web buttons for placement on respective border travel “ambassador” websites. Flyer distribution at Buffalo Niagara border crossings, Duty Free stores, and other select venues. NEXUS information display table placements at area businesses, retail outlets, and attractions.
    [Show full text]
  • NIAGARA FALLS BRIDGE COMMISSION Toll Bridge System Revenue Bonds, Series 2018 (Taxable)
    $70,990,000* NIAGARA FALLS BRIDGE COMMISSION Toll Bridge System Revenue Bonds, Series 2018 (Taxable) SUPPLEMENT DATED JUNE 5, 2018 TO PRELIMINARY OFFICIAL STATEMENT DATED MAY 30, 2018 The information provided below supplements the Preliminary Official Statement referred to above (the “Preliminary Official Statement”) offering the Niagara Falls Bridge Commission’s Toll Bridge System Revenue Bonds, Series 2018 (Taxable) (the “Offered Bonds”). The Preliminary Official Statement is hereby supplemented, revised and amended as follows: 1. The information contained under the heading “INTRODUCTION – Reserve Account” is hereby deleted and replaced as follows: Reserve Account At the issuance of the Series 2018 Bonds, amounts will be on deposit in the Reserve Account in an amount equal to the Reserve Account Requirement (which may include a surety bond). The moneys on credit to the Reserve Account will be used and applied solely for the purpose of paying the principal of and interest and premium, if any, on all Series of Bonds Outstanding under the Resolution and any Parity Indebtedness including the Series 2018 Bonds, whether at maturity or upon mandatory or extraordinary redemption or purchase thereof from moneys credited to the Bond Retirement Account, and will be so used and applied whenever there are insufficient moneys on credit to the Interest Account, Principal Account and Bond Retirement Account for such purposes. See “SECURITY FOR THE SERIES 2018 BONDS— Reserve Account” herein. 2. The information contained under the heading “SECURITY FOR THE SERIES 2018 BONDS — Reserve Fund” is hereby supplemented by deleting the first paragraph thereunder and replacing same as follows: Reserve Account At the issuance of the Series 2018 Bonds, amounts will be on deposit in the Reserve Account in an amount equal to the Reserve Account Requirement (which may include a surety bond).
    [Show full text]
  • NIAGARA FALLS BRIDGE COMMISSION Audit of Capital Development Efforts and Selected Financial Practices
    United States General Accounting Office GAO August 1995 NIAGARA FALLS BRIDGE COMMISSION Audit of Capital Development Efforts and Selected Financial Practices GAO/RCED-95-92 United States General Accounting Office GAO Washington, D.C. 20548 Resources, Community, and Economic Development Division B-260182 September 7, 1995 The Honorable John J. LaFalce House of Representatives Mr. Samuel S. Sansone Chairman Niagara Falls Bridge Commission Main P.O. Box 1031 Niagara Falls, NY 14302 This joint report by the U.S. General Accounting Office and the New York State Office of the State Comptroller responds to a request for information on certain operations of the Niagara Falls Bridge Commission. We jointly reviewed the implementation and financing of the Commission’s 30-year capital program, as well as selected internal controls to determine whether the Commission’s business affairs were conducted in a prudent manner. We also reviewed the responsibility for governmental oversight of the Commission. Please contact Kenneth M. Mead on (202) 512-6192 or David R. Hancox, Audit Director, Division of Management Audit, New York State Office of the State Comptroller on (518) 486-5874 if you have any questions about this report. Kenneth M. Mead Robert H. Attmore Director, Transportation and Deputy Comptroller Telecommunications Issues New York State Office Resources, Community, and of the State Comptroller Economic Development Division U.S. General Accounting Office Executive Summary The Niagara Falls Bridge Commission (Commission) owns and operates Purpose three of four international bridges across the Niagara River linking the roadways between New York State and the Province of Ontario. Because the Commission’s operations have never been independently reviewed by a governmental body, Representative LaFalce asked the U.S.
    [Show full text]
  • Bi-National Transportation Strategy for the Niagara Frontier
    Bi-National Transportation Strategy for the Niagara Frontier December 2005 Bi-National Transportation Strategy for the Niagara Frontier Contents Page Preface 3 Introduction and the Vision 5 Process to Develop the Strategy 8 Characteristics and Outlook for the Niagara Frontier 12 Issues and Opportunities 22 A Strategy for the Niagara Frontier 30 Glossary and Notes 40 Bi-National Transportation Strategy for the Niagara Frontier The Niagara Frontier in a Regional Context Bi-National Transportation Strategy for the Niagara Frontier Preface The Bi-National Transportation Strategy for the Niagara Frontier was developed to address existing and future transportation needs of the region’s border crossings and approach corridors. These needs are a component of the larger set of transportation improvements identified for the overall region. The development of the Strategy was a joint effort led by the Ontario Ministry of Transportation and the New York State Department of Transportation with participation from federal, state, provincial, regional, local governmental agencies and industry stakeholders from both sides of the border. Given the unique and evolving nature of the challenges pertaining to planning and managing this international region, it is important that the Strategy be kept current. The Strategy will continue to evolve as emerging issues such as new security measures proposed for the border are identified, assessed and addressed. Ongoing coordination of transportation, economic and growth management strategies will address the complexities of the Niagara Region’s international border crossings. The Strategy recommendations will be best implemented in an effective and coordinated manner through the establishment of a sustained and structured border coordination group.
    [Show full text]