EXISTING CONDITIONS / PROBLEM IDENTIFICATION 4-5 4.2.11 Accident Analysis Results The results of the traffic accident analysis for 1998-2000 are summarized in Table 4-2 (comparison to statewide averages) and Figure 4-7 (pie charts showing accident patterns for intersection locations only). The accident analysis identified the following safety issues: • The total accident rate at the Queens Boulevard / Van Dam Street / Thomson Avenue intersection was higher than any other intersection within the study corridor (7.11 acc/mev), and all accident types are over-represented when compared to the statewide averages. • The pedestrian injury rate at the Queens Boulevard / Van Dam Street / Thomson Avenue intersection was the fourth highest among intersections within the study corridor (0.14 acc/mev), and the pedestrian injury rate at the Queens Boulevard / 32 nd Place intersection was the fifth highest among intersections within the study corridor (0.11 acc/mev); there are several large pedestrian volume generators in the vicinity of these intersections. • The pedestrian injury rate at the Queens Boulevard / 32 nd Place intersection was the fifth highest among intersections within the study corridor (0.11 acc/mev) • Most vehicular accidents at this complex were right-angle collisions (31%), which may be attributed to the complex geometry, lane markings and directional signs, and minimal illumination underneath the elevated NYCT #7 line structure at the Van Dam Street / Thomson Avenue intersection. • Most pedestrian accidents at this complex occurred when pedestrians were crossing against the signal (37%), which is consistent with the substantial jaywalking observed at this complex and at other intersections along the elevated NYCT #7 line. 4.2.12 Complex Summary The existing conditions for Complex 1 were compiled based on extensive field observations, public outreach, and technical analyses. Figure 4-6 graphically depicts the identified safety-related problems along this section of Queens Boulevard. 4.3 COMPLEX 2 – 40 TH STREET 4.3.1 Description Complex 2 (refer to Figure 4-8) is within Segment 1 and includes the section of Queens Boulevard bounded by 39 th Street to the west and 41 st Street to the east. Like Complex 1, this section of Queens Boulevard is bisected by a parallel elevated NYCT line, with a station at 40 th Street. Beneath the elevated subway line and within the Queens Boulevard median are parking areas with access to and from the perpendicular cross-streets. In general, the land use west of 39 th Place is predominantly industrial, while the land use east of 39 th Place is predominantly residential. 39 th Street is the only two-way street in the complex and is a major north-south commercial truck route connecting Northern Boulevard (north of Queens Boulevard) with the LIE (south of Queens
Transcript
EXISTING CONDITIONS / PROBLEM IDENTIFICATION
4-5
4.2.11 Accident Analysis Results
The results of the traffic accident analysis for 1998-2000 are summarized in Table 4-2 (comparison to statewide averages) and Figure 4-7 (pie charts showing accident patterns for intersection locations only). The accident analysis identified the following safety issues: • The total accident rate at the Queens Boulevard / Van Dam Street / Thomson Avenue
intersection was higher than any other intersection within the study corridor (7.11 acc/mev), and all accident types are over-represented when compared to the statewide averages.
• The pedestrian injury rate at the Queens Boulevard / Van Dam Street / Thomson Avenue intersection was the fourth highest among intersections within the study corridor (0.14 acc/mev), and the pedestrian injury rate at the Queens Boulevard / 32nd Place intersection was the fifth highest among intersections within the study corridor (0.11 acc/mev); there are several large pedestrian volume generators in the vicinity of these intersections.
• The pedestrian injury rate at the Queens Boulevard / 32nd Place intersection was the fifth highest among intersections within the study corridor (0.11 acc/mev)
• Most vehicular accidents at this complex were right-angle collisions (31%), which may be attributed to the complex geometry, lane markings and directional signs, and minimal illumination underneath the elevated NYCT #7 line structure at the Van Dam Street / Thomson Avenue intersection.
• Most pedestrian accidents at this complex occurred when pedestrians were crossing against the signal (37%), which is consistent with the substantial jaywalking observed at this complex and at other intersections along the elevated NYCT #7 line.
4.2.12 Complex Summary
The existing conditions for Complex 1 were compiled based on extensive field observations, public outreach, and technical analyses. Figure 4-6 graphically depicts the identified safety-related problems along this section of Queens Boulevard.
4.3 COMPLEX 2 – 40TH STREET 4.3.1 Description
Complex 2 (refer to Figure 4-8) is within Segment 1 and includes the section of Queens Boulevard bounded by 39th Street to the west and 41st Street to the east. Like Complex 1, this section of Queens Boulevard is bisected by a parallel elevated NYCT line, with a station at 40th Street. Beneath the elevated subway line and within the Queens Boulevard median are parking areas with access to and from the perpendicular cross-streets. In general, the land use west of 39th Place is predominantly industrial, while the land use east of 39th Place is predominantly residential. 39th Street is the only two-way street in the complex and is a major north-south commercial truck route connecting Northern Boulevard (north of Queens Boulevard) with the LIE (south of Queens
TABLE 4-2ACCIDENT PATTERNS SUMMARY TABLE
COMPLEXES 1-10
OVER-REPRESENTED (ABOVE STATEWIDE AVERAGE) MOST COMMON ACCIDENT ACTIONS (BY COMPLEX)
Total * Wet Road Left Turn Rear EndOver-Taking
Right Angle
Right Turn Head OnSide-Swipe
Vehicular Pedestrian
Average Intersection Accident Rates for NY State Highways 0.54 0.54 0.08 0.06 0.14 0.04 0.08 0.01 0.00 0.00
Queens Boulevard & Eliot Avenue/Ramp to I-495 4.30
Complex 9 Queens Boulevard & Union Turnpike 2.17
Queens Boulevard & 80th Road 0.95
Complex 10 Queens Boulevard & Hillside Avenue 2.95 Rear End (44%) No Pattern (3 total accidents)
* "Total" includes non-reportable accidents; all other categories include reportable only.Source: New York State Department of Transportation Accident Data 1998-2000
FIGURE 4-7NOTE: Statistics reflect accident data at intersection locations only. COMPLEX 1Source: New York State Department of Transportation Accident Data, 1998-2000 ACCIDENT ANALYSIS
Traffic Accident Types
Sideswipe2%
Overtaking19%
Other / Unknown
13%
Collision w/ Ped8%
Right Angle 31%
Right Turn 4%Left Turn
6%
Rear End17%
Pedestrian Accident Types
Crossing With Signal26%
Unknown5%
In Roadway - Other32%
Crossing Against Signal
37%
h:\29288.31\Traffic\Accident Analysis\030630.Acc Stats for Int Locs(A).xls>Complex01
Boulevard). 39th Place and 41st Street are one-way northbound, while 40th Street is one-way southbound. Heavy pedestrian volumes are associated with the NYCT #7 line station at 40th Street. 4.3.2 Data Collection Results
The results of the data collection program for Complex 2 are shown on the following figures: • Figure 4-9: PM Peak Hour Balanced Traffic Volumes • Figure 4-10: Saturday Peak Hour Balanced Traffic Volumes • Figure 4-11: PM Peak Hour Pedestrian Volumes • Figure 4-12: Saturday Peak Hour Pedestrian Volumes As noted in Section 3.2, the results of the Street and Transportation Inventory, ATR’ s, Spot Speed Data, and Travel Time Surveys are located in the Appendices. 4.3.3 Capacity Analysis Results
To complete the highway capacity analysis, assumptions specific to Complex 2 were made in addition to the general assumptions identified in Section 3.3.5.2. These assumptions are listed in Appendix V. The 2002 Existing Condition PM and Saturday highway capacity analysis results at Complex 2 are shown in Table 4-3. Based on the 2000 HCM methodology, all lane groups within this complex operate at LOS D or better. The HCS analysis output sheets are included in Appendix W. 4.3.4 Slip Ramp Analysis Results
Complex 2 does not contain any slip ramps. 4.3.5 Transit Issues
The following transit issues were identified (refer to Figure 4-13): • Commercial trucks illegally park within the bus stop along Queens Boulevard EB just east of
41st Street. The trucks impede transit operations, and buses are forced to load/unload passengers within travel lanes.
4.3.6 Pedestrian Control Issues and Pedestrian-Vehicular Conflicts
The following issues related to pedestrian control and pedestrian-vehicular conflicts were identified (refer to Figure 4-13):
Additional Issues:- ADA ramps are missing at the median end of north-south crosswalks along Queens Boulevard.- Pedestrians cannot cross the entire width of Queens Boulevard in one cycle.- Illumination issues beneath the elevated structure.
- Street furniture and utilities located in crosswalks and pedestrian refuge areas:
• Vehicles traveling east-west within the median parking areas are not controlled by signals, so they conflict with north-south traffic as well as pedestrians. Additionally, the parking area exit driveway on the east side of 39th Street does not have a stop sign.
• The lack of pedestrian channelization techniques along the parking areas beneath the elevated structure may contribute to jaywalking.
• ADA ramps are missing at the median end of north-south crosswalks along Queens Boulevard. • The columns supporting the elevated subway line located at the median intersection corners
block the lines-of-sight for motorists and pedestrians. • Pedestrians cannot cross the entire width of Queens Boulevard in one cycle; therefore,
pedestrians must remain within the median area where there is limited pedestrian refuge space and no marked crosswalks. Additionally, pedestrians standing within the median area at 40th Street impede access to and from the subway station stairways.
• There is substantial queuing along the leftmost lane of Queens Boulevard EB and WB at intersections where left turns are permitted. The queues reduce the capacity for through vehicles, and pedestrians were observed to walk between the queued vehicles while crossing Queens Boulevard.
4.3.7 Pedestrian Refuge Area Issues
The following pedestrian refuge area issues were identified (refer to Figure 4-13): • Throughout Complex 2 there is limited pedestrian refuge space at the four median corners at
each intersection. • The limited pedestrian refuge space is most critical at the 40th Street intersection where the #7
line station access points are located. • The east-west sidewalks along the Queens Boulevard median are approximately three feet wide
and offset one foot from the travel lane, which provides limited space for pedestrian use. 4.3.8 Curb Usage / Goods Movement Issues
The following curb usage / goods movement issues were identified (refer to Figure 4-13): • Most loading/unloading activity within Complex 2 occurs between 40th Street and 41st Street
along both the eastbound and westbound roadways and involves food and beverage deliveries. Double-parked trucks block one or two travel lanes.
• Double-parked vehicles along 39th Place south of Queens Boulevard impede traffic flow along 39th Place.
• Commercial trucks illegally park within the bus stop along Queens Boulevard EB just east of 41st Street. The trucks impede transit operations, and buses are forced to load/unload passengers within the roadway.
