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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
Page 1: EXISTING CONDITIONS / PROBLEM IDENTIFICATIONtransalt.org/sites/default/files/resources/otherreports/queensblvd... · EXISTING CONDITIONS / PROBLEM IDENTIFICATION 4-5 ... Queens Boulevard

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

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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

Complex 1 Queens Boulevard & Van Dam Street 7.11

Queens Boulevard & 32nd Place 1.72

Queens Boulevard & 33rd Street 1.70

Complex 2 Queens Boulevard & 39th Street 2.02

Queens Boulevard & 39th Place 0.68

Queens Boulevard & 40th Street 1.39

Queens Boulevard & 41st Street 1.21

Complex 3 Queens Boulevard & 46th Street 0.89

Queens Boulevard & 47th Street 1.05

Queens Boulevard & 48th Street/49th Street/Roosevelt Avenue/Greenpoint Avenue 2.93

Queens Boulevard & 50th Street 0.89

Complex 4 Queens Boulevard & 58th Street 2.62

Queens Boulevard & 60th Street 1.04

Complex 5 Queens Boulevard & 65th Place 2.16

Queens Boulevard & 69th Street 2.07

Queens Boulevard & 70th Street 1.44

Complex 6 Queens Boulevard & 51st Avenue 1.10 Rear End (34%) No Pattern (3 total accidents)

Complex 7 Queens Boulevard & Grand Avenue/Broadway 1.57 Rear End (26%) No Pattern (3 total accidents)

Complex 8 Queens Boulevard & 57th Avenue 1.42

Queens Boulevard & 59th Avenue/Woodhaven Boulevard 6.77

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

Crossing With Signal (29%), Unknown (43%)

No Pattern (4 types at 25%)

Right Angle (31%)

Rear End (23%)

Collision with Pedestrian (21%)

Crossing Against Signal (37%)

Crossing With Signal (44%)

Crossing Against Signal (42%)

Rear End (24%), Unknown (25%)

Rear End (24%)

Right Angle (37%) Crossing With Signal (75%)

Total * Accidents per Million Entering Vehicles

(acc/mev)

COMPLEX INTERSECTION

Rear End (51%) Crossing With Signal (50%)

h:\29288.31\Traffic\Accident Analysis\030701.Accident_Analysis_Summary_Table_For_Report.xls

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TOTAL # OF ACCIDENTS = 227

TOTAL # OF PED INJURIES = 19

TOTAL # OF PED FATALITIES = 0

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

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Street Directionof Travel

Street / Development Name

Stop Sign Controlled Intersection

Signal ControlledIntersection

MTA Subway Line

Street Name (below structure)

LEGEND

Yield Sign Controlled Intersection

N

32nd PLACE

32nd PLACE

7

Subway AccessSUB

Bus Route60

NEW YORK CITYDEPARTMENT OF TRANSPORTATION

QUEENS BOULEVARD SAFETY STUDY

SCALENOT TO DATE

JUNE 2003FIGURE 4-8

COMPLEX 2STUDY AREA

39th

PL

AC

E

39th

ST

RE

ET

7QUEENS BOULEVARD EB

QUEENS BOULEVARD WB

41st

ST

RE

ET

40th

ST

RE

ET

h:\29288.31\reports\draft\existing conditions tech memo\fi gures\complex_study_areas\030625.complex02sa.indd

SUBSUB

SUBSUB

CITIBANK

SUN

OC

O G

AS

STAT

ION

HESS GAS STATION51 63 64 68 3260

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EXISTING CONDITIONS / PROBLEM IDENTIFICATION

4-6

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):

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39th Street 39th Place 40th Street 41st Street

110

500 135 200

35 320 155 70 45 65 85

790 980 1005 1050

Queens Boulevard (WB) 875 55 75 1135 Queens Boulevard (WB)

Int 6 Int 8 Int 10 Subway Int 1250 345 20 65 30 115

220 155 75 65

Int 7 Int 9 Subway Int 13Queens Boulevard (EB) Queens Boulevard (EB)

2725 85 40 65 2805

2560 2760 2735 Int 11 2735

80 310 85 45 40 65 80 70

140

395 85 150

39th Street 39th Place 40th Street 41st Street

LEGEND NEW YORK CITY

DEPARTMENT OF TRANSPORTATION

Flow (vph) QUEENS BOULEVARD SAFETY STUDYSubway Access COMPLEX 2 - 40TH STREET

EXISTING TRAFFIC VOLUMES

PM PEAK HOUR

Designed By: SMS 4:30PM - 5:30PMChecked By: JSS

Approved By: GMM

Subway

NOT TO SCALE FIGURE 4-9

h:\29288.31\traffic\data collection\complex02\tmc\030428 C02 TMC PM Summary>2002 Existing

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39th Street 39th Place 40th Street 41st Street

125

370 130 175

15 360 125 75 45 80 100

1010 1175 1205 1245

Queens Boulevard (WB) 1055 60 80 1345 Queens Boulevard (WB)

Int 6 Int 8 Int 10 Subway Int 1230 245 20 55 40 75

205 215 65 95

Int 7 Int 9 Subway Int 13Queens Boulevard (EB) Queens Boulevard (EB)

1090 60 30 20 1345

1000 1225 1230 Int 11 1305

30 215 40 45 55 50 95 40

115

255 100 135

39th Street 39th Place 40th Street 41st Street

LEGEND NEW YORK CITY

DEPARTMENT OF TRANSPORTATION

Flow (vph) QUEENS BOULEVARD SAFETY STUDYSubway Access COMPLEX 2 - 40TH STREET

EXISTING TRAFFIC VOLUMES

SATURDAY PEAK HOUR

Designed By: SMS 2:00PM - 3:00PMChecked By: JSS

Approved By: GMM

Subway

NOT TO SCALE FIGURE 4-10

h:\29288.31\traffic\data collection\complex02\tmc\030428 C02 TMC SAT Summary>2002 Existing

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56 94 107 173

93 246 145 159

17 16 31 52 171 160 58 53QUEENS INT 6 INT 8 INT 10 QUEENS

BLVD (WB) BLVD (WB)10 16 44 37 138 154 48 50

6 20 83 13356

12 36 153 413 SUBWAY 33

34 62INT 11A INT 13

28 62

10 19 139 583 21333 SUBWAY

9 17 101 34

17 14 23 53 109 309 61 51QUEENS INT 7 INT 9 INT 11 QUEENS

BLVD (EB) BLVD (EB)12 13 37 55 74 218 48 42

80 126 150 114

146 183 215 191

39th 39th 40th 41stSTREET PLACE STREET STREET

LEGEND NEW YORK CITY

DEPARTMENT OF TRANSPORTATION

-- UNMARKED CROSSWALK QUEENS BOULEVARD SAFETY STUDY

-- MARKED CROSSWALK COMPLEX 2 - 40TH STREET-- FLOW (ped/hr) EXISTING PEDESTRIAN VOLUMES

SUBWAY -- SUBWAY ACCESS PM PEAK HOUR

Designed By: SMS 4:30PM - 5:30PM

Checked By: JSS

Approved By: GMMNOT TO SCALE FIGURE 4-11

h:\29288.31\traffic\data collection\complex02\ped\030428 C02 PED PM Summary>2002 Existing Ped

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20 53 103 165

17 55 101 159

6 15 14 17 51 152 22 42QUEENS INT 6 INT 8 INT 10 QUEENS

BLVD (WB) BLVD (WB)8 14 12 19 28 125 38 41

3 2 31 21116

9 5 28 200 SUBWAY 25

26 50INT 11A INT 13

30 64

4 9 24 167 23225 SUBWAY

10 9 36 23

6 12 20 24 48 172 60 46QUEENS INT 7 INT 9 INT 11 QUEENS

BLVD (EB) BLVD (EB)15 6 15 31 81 185 67 66

67 97 154 193

90 126 177 188

39TH 39TH 40TH 41STSTREET PLACE STREET STREET

LEGEND NEW YORK CITY

DEPARTMENT OF TRANSPORTATION

-- UNMARKED CROSSWALK QUEENS BOULEVARD SAFETY STUDY

-- MARKED CROSSWALK COMPLEX 2 - 40TH STREET-- FLOW (ped/hr) EXISTING PEDESTRIAN VOLUMES

SUBWAY -- SUBWAY ACCESS WEEKEND PEAK HOUR

Designed By: SMS 2:00PM - 3:00PM

Checked By: JSS

Approved By: GMMNOT TO SCALE FIGURE 4-12

h:\29288.31\traffic\data collection\complex02\ped\030428 C02 PED WKEND Summary>2002 Existing Ped

Page 10: EXISTING CONDITIONS / PROBLEM IDENTIFICATIONtransalt.org/sites/default/files/resources/otherreports/queensblvd... · EXISTING CONDITIONS / PROBLEM IDENTIFICATION 4-5 ... Queens Boulevard

Table 4-3: Complex 2 2002 Existing Conditions HCM Analysis ResultsSignalized

Delay Delay

Intersection Approach v/c ratio (sec/veh) LOS v/c ratio (sec/veh) LOS

Queens Boulevard Westbound WB Left/Thru/Right 0.33 6.4 A 0.45 7.7 A

39th Street NB Left/Thru 0.59 16.0 B 0.30 11.0 B

SB Thru/Right 0.57 43.6 D 0.72 42.9 D

OVERALL 0.41 17.1 B 0.54 15.4 B

Queens Boulevard Eastbound EB Left/Thru/Right 0.84 21.4 C 0.43 19.1 B

39th Street NB Thru/Right 0.57 43.7 D 0.54 36.1 D

SB Left/Thru 0.72 17.2 B 0.53 7.4 A

OVERALL 0.80 23.5 C 0.48 19.1 B

Queens Boulevard Westbound WB Thru/Right 0.29 4.0 A 0.46 6.6 A

39th Place NB Left/Thru 0.11 23.8 C 0.06 19.1 B

OVERALL 0.24 5.6 A 0.28 7.4 A

Queens Boulevard Eastbound EB Left/Thru 0.82 7.3 A 0.45 13.7 B

39th Place NB Thru/Right 0.28 37.5 D 0.18 22.1 C

OVERALL 0.67 8.3 A 0.33 14.4 B

Queens Boulevard Westbound WB Left/Thru 0.30 3.9 A 0.47 2.1 A

40th Street SB Thru/Right 0.44 41.7 D 0.21 22.5 C

OVERALL 0.34 8.0 A 0.35 4.2 A

Queens Boulevard Eastbound EB Thru/Right 0.77 1.5 A 0.47 3.0 A

40th Street SB Left/Thru 0.24 29.1 C 0.16 21.9 C

OVERALL 0.62 3.0 A 0.33 5.4 A

Queens Boulevard Westbound WB Thru/Right 0.32 8.3 A 0.59 21.7 C

41th Street NB Left/Thru 0.18 23.2 C 0.09 8.3 A

OVERALL 0.28 10.2 B 0.36 20.6 C

Queens Boulevard Eastbound EB Left/Thru 0.77 2.1 A 0.48 6.2 A

41th Street NB Thru/Right 0.45 40.9 D 0.24 22.9 C

OVERALL 0.68 4.5 A 0.37 8.0 A

Notes:

Shaded areas indicate LOS E or F

dl = defacto left

dr = defacto right

Sat Peak HourPM Peak Hour

h:\29288.31\traffic\summary\030805_2002 LOS_hcm_analysis.xls>complex02

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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:

HCM Capacity Analysis (Level of Service E or F)

Pedestrian ElementsIssue

Pedestrian-Vehicular Confl icts

Roadway / Geometric Issue

Transit Issue

Curb Usage / Goods Movement Issue

LEGEND

Pedestrian Refuge Space Issue

Miscellaneous Issue

NEW YORK CITYDEPARTMENT OF TRANSPORTATION

QUEENS BOULEVARD SAFETY STUDY

SCALENOT TO DATE

JUNE 2003 FIGURE 4-13

COMPLEX 2EXISTING CONDITIONS

39th

PL

AC

E

39th

ST

RE

ET

7QUEENS BOULEVARD EB

QUEENS BOULEVARD WB

N

41st

ST

RE

ET

40th

ST

RE

ET

h:\29288.31\reports\draft\existing conditions tech memo\fi gures\existing_conditions\030625.complex02ec.indd

CITIBANK

SUN

OC

O G

AS

STAT

ION

HESS GASSTATION

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EXISTING CONDITIONS / PROBLEM IDENTIFICATION

4-7

• 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.


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