1. WOODHAVEN BOULEVARD STATION

Transcription

SUBWAY-SIDEWALK INTERFACE PROJECT
1. WOODHAVEN BOULEVARD STATION
1.1 LOCATION
THE BRONX
!
QUEENS
Woodhaven Blvd.
(G,R)
IS
LA
N
D
1.2 AREA TRANSPORTATION FACILITIES
MA
NH
AT
TA
N
The newly renovated Woodhaven Boulevard/Slattery
Plaza subway station provides access to the G and R
lines on the Queens Boulevard line in Elmhurst,
Queens. Late at night, this service is replaced by the E
and F lines, while on Sunday, the G train terminates at
Court Square, and the station is served by only the R
train.
BROOKLYN
ST
A
TE
N
Elmhurst is easily accessible by automobile or public
transportation. By automobile, there are several major
arterials in the vicinity of the Woodhaven Boulevard subway station, including Queens Boulevard and the Long
Island Expressway. There are also several truck routes
in the area, including Woodhaven Boulevard, Junction Boulevard, Queens Boulevard, and the Long
Island Expressway. Recommended bicycle routes in the area include 63rd Road, 62nd Drive, and the
eastbound lane of Horace Harding Boulevard.
This area of Elmhurst is served by the Woodhaven Boulevard subway station, as well as nearby
stations at Grand Avenue-Newtown, 63rd Drive, and Rego Park. While the main line of the Long Island
Rail Road runs adjacent to this area, there is no rail road station nearby. The nearest Long Island Rail
Road station, at Rego Park, was closed in 1963. Southeast of the intersection of Queens and Woodhaven
Boulevards, a bus terminal is served by nine local bus routes, as well as several express routes and
privately operated lines.
Subway station entrance adjacent to the Long Island Expressway
WOODHAVEN BOULEVARD
1
EXISTING CONDITIONS
This map illustrates the various types and locations of the surrounding transportation facilities
SHEA STADIUM
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#SHEA STADIUM
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FLUSHING MEADOW-CORONA PARK
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Woodhaven Blvd (G-R-E-F)
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0.25
MILES
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8
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FOREST HILLS GARDENS
MIDDLE VILLAGE
ST. JOHN’S CEMETERY
" Metropolitan Ave
WOODHAVEN
BOULEVARD
STATION
SUBWAY LINES AND
STATIONS
OTHER PROJECT SITES
TRUCK ROUTES
WOODHAVEN BOULEVARD
LIRR
TRACKS
LIRR STATION
2. SECONDARY STUDY AREA
V
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LVD
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92 S
90 S
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The secondary study area includes the quarter-mile radius
surrounding the Woodhaven Boulevard subway station.
This area is bound by 56th Avenue, Eliot Avenue, 94th Street
and Seabury Street.
H
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WOODHAVEN BLVD
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WOODHAVEN BLV
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2.1 POPULATION DATA
The population pie chart shows the age distribution of residents in census tracts that intersect the
secondary study area, as reported by the 1990 US Census. The total population of the area was
26,880. In spite of the misconception that this area has a disproportionately high number of elderly
residents, the census figures did not differ widely from those of New York City as a whole. Fewer than
15% of residents in the secondary study area are over the age of 65, compared with 13% for all of New
York City. At 21%, the secondary study area had fewer people under the age of 21 than in all of New
York City, which had 29%. The remaining 65% were between the ages of 22 and 64.
AGE DISTRIBUTION: 1990
Age/Years
% of Population
0-5
5.8%
6-11
4.7%
12-16
4.2%
17-21
5.9%
22-64
64.6%
65-69
5.1%
70-74
3.6%
75-79
3.5%
80-84
1.5%
85 +
1.1%
65+ (14.75%)
0-21 (20.69%)
22-64 (64.56%)
WOODHAVEN BOULEVARD
3
EXISTING CONDITIONS
2.2 JOURNEY TO WORK
The Journey to Work chart presents the distribution of various means of transportation among commuters living in census tracts that intersect a quarter-mile radius of the Woodhaven Boulevard subway
station. These data were taken from the 1990 US Census.
In these census tracts, the dominant mode of transportation to work was the subway, which accounted
for nearly 54% of the commuters who lived in the area. Based on the census data, 21% of commuters
drove alone while eight percent car pooled. Another eight percent of commuters were able to walk to
work, while six percent took the bus and two percent worked at home. The remaining one percent of
commuters traveled to work by other means of transportation.
At 54%, a higher percentage of commuters in the area took the subway to work than in New York City
as a whole (37%). A lower percentage of people in the area of the Woodhaven Boulevard subway
station drove (29% vs. 33%), walked (eight percent vs. 11%) or took the bus (six percent vs. 13%) to
work than in the city as a whole.
Reverse Journey to Work data indicate that of the people who work in the area, over 56% of people
drove to work, either alone or in a car pool. Only 16.5% of reverse commuters traveled to work by
subway. Another 14% of reverse commuters took the bus, while eight percent walked to work. The
remaining five percent of reverse commuters either worked at home or traveled to work by other
means of transportation.
JOURNEY TO WORK: 1990
Woodhaven Secondary Study Area
Subway or Elevated
Car, Truck, or Van
Walked
Carpool
Bus or Trolleybus
Worked at Home
Railroad
Other
Taxicab
Bicycle
0
2000
Journey to Work
4
WOODHAVEN BOULEVARD
4000
Daily Number of Trips
6000
Reverse Journey to Work
8000
2.3 MODE OF ACCESS TO SUBWAY STATION
According to the MTA’s 1990 survey of subway riders, 71% of Woodhaven Boulevard subway riders
walked to the station. Another 19% took the bus, while eight percent drove. The Woodhaven Boulevard subway station ranked in the lowest quarter citywide in terms of pedestrian access. However,
even before the introduction of the Metrocard and free subway-bus transfers, the Woodhaven Boulevard subway station had one of the highest rates of accessibility via bus.
2.4 LAND USE
Existing land use in the secondary study area consists of a mixture of residential, commercial and
institutional uses. Several large-scale commercial developments exist on the north side of Queens
Boulevard, including the Queens Center Mall. On the south side of Queens Boulevard, automotive and
institutional uses include St. John’s Queens Hospital. Medium and high density housing exists to the
east of the study area, most notably in the Lefrak City development, which contains a number of 18story residential and office towers. On the north side of the study area, Cathedral Preparatory Seminary, Newtown Pre-school, Newtown Playground and the Newtown High School Athletic Field serve
the residential population.
RESIDENTIAL
COMMERCIAL
RESIDENTIAL /COMMERCIAL
OPEN SPACE /PARKS
PUBLIC FACILITIES
INDUSTRIAL
TRANSPORTATION / UTILITY
PARKING
VACANT
This map shows the existing land use conditions for the secondary study area
WOODHAVEN BOULEVARD
5
EXISTING CONDITIONS
2.5 ZONING AND DEVELOPMENT
Zoning in the study area consists of a mixture of C4-2 and C8-1 commercial and R6 medium density
residential zoning districts. A number of development proposals are pending which would impact the
transportation infrastructure of the study area.
The Macerich Company’s proposal to expand the Queens
Center Mall is currently pending ULURP approval. This
proposal would displace the full block between 57th-59th
Avenues and 92nd-94th Streets, which is currently used
as a municipal parking lot, and would rezone a portion of
the study area to C4-5x, permitting uniform large scale
commercial development.
The Mattone Group’s proposal to build a 4,200 seat Loews
Multiplex movie theater and a 650 car parking garage recently received the approval of its ULURP application.
This development will displace a full-block municipal parking lot which exists between 59th-60th Avenues and 92nd94th Streets, which is currently used as a park and ride
facility. While three special permits and the disposition
of city-owned property were approved through the ULURP process, no rezoning was required for this as-ofright development.
View of existing Queens Center Mall across Queens
Boulevard
Other potential development sites on the north side of Queens Boulevard include the Georgia Diner
site and the expansion of the Sterns Department Store site, which would encompass a number of retail
uses to be completed in mid 2001. On the south side of Queens Boulevard, the Sears Auto Center
was recently completed.
2.6 ORGANIZATIONS AND ON-GOING PROJECTS
The Queens Borough President’s Office has organized the Queens Boulevard Working Group, to
address transportation and safety concerns on Queens With technical support from the New York City
Department of City Planning, this group commissioned the Queens Boulevard Pedestrian Safety Study,
which proposes a number of recommendations for the areas immediately to the east of the study area.
Other active community groups in the area include the Lefrak City Association and the Newtown Civic
Association.
6
WOODHAVEN BOULEVARD
3. PRIMARY STUDY AREA
The primary study area includes the streets and sidewalks directly adjacent to the existing entrances
to the Woodhaven Boulevard subway station, which includes Woodhaven and Queens Boulevards
and their intersections with 92nd Street, 59th Avenue and the Long Island Expressway’s service road,
Horace Harding Boulevard.
Due to the considerable amount of development and highway reconstruction proposed in the study
area, this existing conditions report is being presented schematically. In anticipation of the issuance of
detailed site surveys that will accompany these developments, the graphics included in this report are
diagrammatic in nature and are not to scale. Building on the various sources of research that have
recently been completed on these sites, the report is followed by a bibliography, and pedestrian and
vehicular recommendations from the Queens Boulevard Working Group Draft Final Report.
In 1998, the Woodhaven Boulevard subway station had 5,392,974 turnstile registrations. In both 1997
and 1998, the Woodhaven Boulevard subway station ranked as the seventh most used subway station
in Queens, and the 49th most used station citywide.
Primary study area - not to scale
WOODHAVEN BOULEVARD
7
EXISTING CONDITIONS
3.1 STATION ENTRANCES
There are currently four existing entrances to the Woodhaven Boulevard/Slattery Plaza subway station. The east passage and two additional entrances were closed due to security concerns during the
1993 renovation. In order to enter three out of the four entrances, the pedestrian must step up onto a
platform and then step down an extra step to the stairwell.
Entrance S-3 is adjacent to the bus terminal on Woodhaven Boulevard. An unpaved ‘desire path’
leads the pedestrian from this entrance to a dimly-lit passageway under the Long Island Expressway.
Entrance S-4 is situated on an island between Queens Boulevard and Horace Harding Boulevard and
is open only from 6:00 AM to 10:00 PM from Monday through Friday. The pedestrian exiting the island
must cross an exit ramp from the Long Island Expressway, without the benefit of a crosswalk or a
pedestrian signal. While there is a curb cut on the eastern side of this roadway, the western side has
no curb cut, only a stop sign obstructing clear passage onto the curb.
Entrance S-5, on Woodhaven Boulevard between Queens Boulevard and Hoffman Drive, is adjacent
to the new Sears Auto Center, and is the closest entrance to St. John’s Queens Hospital. There is a
news stand attached to the back of the station entrance, and a fence located approximately seven feet
to its south.
Entrance S-6, on Queens Boulevard between 59th and 60th Avenues, is the closest to the Queens
Center Mall. This entrance has been identified by the Queens Boulevard Working Group as being the
most problematic in terms of pedestrian circulation. Located on a 12 foot sidewalk, the station entrance effectively constricts the pedestrian passageway to only five feet. The northeast side of this
entrance is situated only one foot from the entrance of a retail outlet, which has been forced to set back
an additional six feet from the property line at Queens Boulevard, creating a disruption in the street wall.
Diagram of station entrances
8
WOODHAVEN BOULEVARD
3.2 STREETS ADJACENT TO THE STATION ENTRANCES
The Woodhaven Boulevard subway station is located on Queens Boulevard and its intersections with
Woodhaven Boulevard and Horace Harding Boulevard.
Station Entrance S-5
3.2.1 Roadways
Horace Harding Boulevard is a service road of the Long Island Expressway, a six-lane highway
running east to west, from Long Island to Queens. This highway may be accessed via ramps from
Queens Boulevard and connects both cars and trucks to the Brooklyn-Queens Expressway, the Grand
Central Parkway, and the Van Wyck Expressway.
Queens Boulevard is also a major arterial, with three mainline lanes and three service roads running
northeast-southwest in each direction. Lanes are separated by raised medians on this extremely wide
roadway, which varies in width from 170 to 200 feet. Queens Boulevard provides cars and trucks with
access to the Long Island Expressway, the Brooklyn-Queens Expressway, and the Van Wyck Expressway.
Woodhaven Boulevard begins at Queens Boulevard, and has four lanes running in each direction,
north and south. Woodhaven Boulevard is also a designated truck route.
92nd Street has two lanes running north and south within the vicinity of the Woodhaven Boulevard
subway station. Further north, 92nd Street becomes one way, running southbound only.
59th Avenue is a one way street, running east between Queens and Junction Boulevards.
Recent development proposals incorporate several modifications to the existing roadway system that
were recommended by the Queens Boulevard Working Group. These changes would include the
creation of a one way pair operation on 59th and 57th Avenues, and the connection of Queens Boulevard
westbound service road with 92nd Street. Of these proposed modifications, only the conversion of 59th
Avenue to one way is complete. In order to accommodate these changes, the Queens Boulevard
Working Group recommends the widening of an entrance ramp to the Long Island Expressway, and
the modification of signal timing.
WOODHAVEN BOULEVARD
9
EXISTING CONDITIONS
3.2.2 Sidewalks
With the exception of the boulevards, the sidewalks in
the vicinity of the Woodhaven Boulevard subway station
are generally only ten to 12 feet wide. The subway station entrance on Queens Boulevard between 59th and 60th
Avenues constricts the sidewalk to only five feet. Recent
development proposals in the area include the widening
of sidewalks on the east side of 92nd Street between 57th59th Avenues and at 59th Avenue between 92nd and 94th
Streets.
3.2.3 Crosswalks
A variety of crosswalk treatments exist in the vicinity of
the Woodhaven Boulevard subway station. Despite the
area’s proximity to several schools, the only example of
a high visibility crosswalk and vehicular stop bar exists
on Woodhaven Boulevard. The balance are standard
crosswalks without stop bars. Entrance S-4, which is
situated on an island, has no visible crosswalk allowing
the pedestrian to cross the exit ramp from Horace
Harding Boulevard.
The crosswalks on Queens Boulevard are particularly
long, and are difficult for motorists to see, as are the signs
instructing vehicles to yield to pedestrians. Furthermore,
they are not aligned with curb cuts or pedestrian refuge
areas on medians, which do not extend the full width of
the crosswalks. These crosswalks and refuge areas
become especially critical to the safety of the pedestrian
who cannot cross this extremely wide boulevard in a
single timing cycle.
Sidewalk adjacent to subway entrance on Queens
Boulevard
Crosswalk traversing Queens Boulevard
3.2.4 Lighting
The streets and sidewalks surrounding the Woodhaven Boulevard station are primarily illuminated with
standard Cobra Head luminaries affixed to fabricated steel lampposts.
10 WOODHAVEN BOULEVARD
3.3 TRAFFIC
3.3.1 Automobile
The roadways adjacent to the Woodhaven Boulevard subway station handle a high volume of traffic,
notably Queens and Woodhaven Boulevards, with 5000 and 2000 vehicles per hour, respectively. This
volume contributes to the area’s unusually high rate of vehicular accidents. Using data from the New
York State Department of Transportation Local Accident Surveillance Project, the New York City Department of City Planning wrote in the Queens Boulevard Working Group Draft Report, “The intersection of the eastbound Queens Boulevard service road and Woodhaven Boulevard had the highest total
number of accidents in both 1996 and 1997 with 116 and 128, respectively... In both 1996 and 1997,
nine out of the top ten highest accident locations were Queens Boulevard intersections. The intersection of 59th Avenue and 92nd Street rounded out the top ten in 1996 and the intersection of 57th Avenue
and Junction Boulevard made the list in 1997.”
From 1996 through 1998, inclusive, there were 221 vehicular accidents at the intersection of Queens
Boulevard and 57th Avenue, and 499 accidents at the intersection of Queens Boulevard and 59th Avenue. Another 94 accidents occurred on Queens Boulevard in between these two intersections. The
interchange between Queens Boulevard and the Horace Harding Boulevard also proved to be problematic, with a total of 207 accidents, as did the intersection of 59th Avenue and 92nd Street, with 58.
90 ST
AV
92 S
57
T
3
1
162
50
1
8
N
MA
FF
HO
1
RD
7
27
3
58
13
9
QUE
ENS
BLV
D
10
99
GE
DIN
HAR
R
O
1 H
1
342
X
23
12
34
0
M
QN
IDT
O
E
WN
XW
47
0
Y
3
157
ELI
OT
AV
WO
OD
HA
V
EN
BL
VD
58
A
V
57
V
59 A
0
39
#
Total accidents that occurred at an
intersection (1996 - 1998)
#
Total accidents that occurred
mid-block (1996 - 1998)
WOODHAVEN BOULEVARD
11
EXISTING CONDITIONS
3.3.2 Bus
Approximately 65 buses per hour serve the primary study area, including the Q11, Q29, Q38, Q53,
Q59, Q60, Q88, and QM10. In addition, a number of private and NYC Transit express routes run
through the study area, although they do not stop to pick up passengers. Situated between a litterstrewn patch of grass adjacent to the Long Island Expressway exit ramps and the Woodhaven Boulevard subway entrance, the Q11 bus terminal serves as a stop for the buses that run south on Woodhaven
Boulevard, and those that run northwest and southeast along Queens Boulevard. The Q88 bus terminal is located on 92nd Street between 57th and 59th Avenues.The existing park and ride facility will
ultimately be closed to accomodate the expansion of the Queens Center Mall and the construction of a
new Loews Theater.
Q11 Bus terminal
3.3.3 Pedestrian
Queens Boulevard, which is 172 feet wide in the vicinity of the Woodhaven Boulevard subway station,
is particularly difficult for pedestrians to cross in a single signal timing cycle. There are no pedestrian
signals on the raised medians, and the existing pedestrian signals are not highly visible across this
width. This situation is exacerbated by the fact that the raised medians are not aligned with crosswalks, do not have curb cuts, and are not large enough to accommodate all pedestrians.
#
90 ST
AV
T
92 S
57
0
0
2
8
1
N
MA
FF
HO
V
59 A
0
RD
0
0
6
0
0
QUE
ENS
0
0
4
BLV
D
GE
DIN
0
AR
RH
O
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10
0
1
0
1
D
0
LV
58
VE
0
4
Q
ELI
OT
A
V
WO
OD
HA
X
NE
W
TO
ID
NM
1
0
WY
NB
ST
AV
57
0
5
#
Pedestrian accidents that occurred at an
intersection (1996 - 1998)
#
Pedestrian accidents that occurred
mid-block (1996 - 1998)
WOODHAVEN BOULEVARD
13
EXISTING CONDITIONS
The intersections adjacent to the Woodhaven Boulevard subway station have the highest rates of
pedestrian accidents in New York City. According to the Queens Boulevard Working Group Draft
report, “In 1996, the intersection of 57th Avenue and Junction Boulevard had the highest number of
accidents that involved a pedestrian with six. In 1997, the intersection of the Queens Boulevard main
roadway and Broadway/Grand Avenue had the highest number of pedestrian accidents with five.”
Between 1996 and 1998, ten pedestrian accidents occurred at the intersection of 57th Avenue and
Queens Boulevard, and 14 occurred at the intersection of 59th Avenue and Queens Boulevard. Six
pedestrian accidents that occurred at the intersection of 59th Avenue and 92nd Street.
The Queens Boulevard Working Group identifies the need for high visibility crosswalks with stop bars
and for the widening of pedestrian refuge islands. Furthermore, their report recommends the removal
of inappropriately placed street furniture at corners, and the installation of neckdowns and larger pedestrian signals and signage to facilitate pedestrian safety at this hazardous passage.
Proposals for new development north of Queens Boulevard include components which activate the
pedestrian streetscape on 59th Avenue and 92nd Street. Noting that pedestrians have become accustomed to cutting across the existing municipal parking lot, the recently approved Loews proposal includes the widening of the sidewalk at 59th Avenue between 92nd and 94th Streets. The Queens Center
Mall expansion proposal includes the widening of corners on Queens Boulevard, as well as an easement for the widening of the sidewalk on the east side of 92nd Street between 57th-59th Avenues. The
proposal also calls for the installation of both pedestrian and vehicular bridges spanning 92nd Street,
connecting the proposed mall expansion with the existing Queens Center Mall.
Pedestrians crossing off-ramp of Horace Harding Boulevard
WOODHAVEN BOULEVARD APPENDICES
APPENDIX 1: 1990 CENSUS DATA
Population Data by Age and Census Tract
Journey to Work - Workers by place of residence
Reverse Journey to Work - Workers by place of employment
APPENDIX 3: 1996-1998 ACCIDENT DATA
Accidents by Node/s
APPENDIX 4: SIGNAL TIMING DATA
APPENDIX 5: QUEENS BOULEVARD WORKING GROUP DRAFT FINAL REPORT
Vehicular Recommendations
Pedestrian Recommendations
APPENDIX 6: BIBLIOGRAPHY
APPENDIX 7: INVENTORY OF EXISTING CONDITIONS
WOODHAVEN BOULEVARD
15
EXISTING CONDITIONS
Population data by age
Tract
12-16 yrs
17-21 yrs
22-64 yrs
65-69 yrs
70-74 yrs
75-79 yrs
80-84 yrs
2629
98
147
109
248
1718
110
63
90
34
12
473
3662
249
172
115
274
2414
122
113
119
52
32
475
3382
193
164
177
218
2146
152
143
133
39
17
683
4344
334
253
200
256
2890
179
134
78
1
19
687
4047
248
193
154
242
2549
199
167
155
82
58
717
8816
450
344
363
360
5637
596
355
372
191
148
People
26880
1572
1273
1118
1598
17354
1358
975
947
399
286
Percent
100%
5.8%
4.7%
4.2%
5.9%
64.6%
5.1%
3.6%
3.5%
1.5%
1.1%
457
Total
0-5 yrs
6-11 yrs
457
473
683
Woodhaven Blvd
475
717
687
Source: US Bureau of Census, 1990, STF 3
85+ yrs
Journey to Work - Workers by place of residence
Census Tract
457
473
475
683
687
717
Total Percent
Car, Truck, or Van
309
433
326
534
322
988
2912
21.0%
Carpool
110
162
73
198
207
345
1095
7.9%
Bus or Trolley
107
108
62
123
84
370
854
6.2%
0
21
7
0
5
0
33
0.2%
669
1131
920
1151
1346
2238
7455
53.7%
Railroad
6
0
0
9
13
96
124
0.9%
Ferry
0
0
0
0
0
0
0
0.0%
Taxi
3
0
6
0
0
25
34
0.2%
Motorcycle
0
0
0
0
0
0
0
0.0%
Streetcar, Trolley
Subway or Elevated
Bike
0
0
9
16
0
0
25
0.2%
Walk
135
138
247
178
130
269
1097
7.9%
10
0
0
16
0
19
45
0.3%
0
5
28
67
36
71
207
1.5%
Other
Work at Home
Reverse Journey to Work - Workers by place of employment
Census Tract
Car, Truck, or Van
457
473
475
683
687
717
Total Percent
190
791
1428
1924
107
2773
7213
44.0%
Carpool
57
240
548
522
44
627
2038
12.4%
Bus or Trolley
42
305
370
614
45
924
2300
14.0%
Streetcar, Trolley
0
0
0
7
0
0
7
0.0%
10
237
387
892
26
1151
2703
16.5%
Railroad
0
20
57
92
0
99
268
1.6%
Ferry
0
0
0
0
0
0
0
0.0%
Taxi
0
0
41
32
0
38
111
0.7%
Motorcycle
0
0
0
0
0
0
0
0.0%
Subway or Elevated
Bike
0
0
15
7
0
24
46
0.3%
Walk
55
179
269
262
80
527
1372
8.4%
Other
0
0
13
34
0
67
114
0.7%
Work at Home
0
5
28
67
36
71
207
1.3%
Source: US Bureau of Census, 1990, STF 3
WOODHAVEN BOULEVARD
17
EXISTING CONDITIONS
APPENDIX 3:
1996-1998
Accident Data
Accidents by node/s
Node/s
Year
Accidents
Reportable
Fatalities
Injuries
Pedestrians
33853
1996
13
1
0
1
0
33853
1997
14
4
0
2
0
33853
1998
7
1
0
1
1
33853
3 yr total
34
6
0
4
1
35232
1996
3
2
0
1
0
35232
1997
1
0
0
0
0
35232
1998
3
0
0
0
0
35232
3 yr total
7
2
0
1
0
33882
1996
0
0
0
0
0
33882
1997
0
0
0
0
0
33882
1998
1
0
0
0
0
33882
3 yr total
1
0
0
0
0
33885
1996
22
13
0
11
1
33885
1997
13
3
0
2
0
33885
1998
15
3
0
3
1
33885
3 yr total
50
19
0
16
2
33887
1996
46
19
0
15
1
33887
1997
60
27
0
22
3
33887
1998
56
22
1
16
4
33887
3 yr total
162
68
1
53
8
33880
1996
13
0
0
0
0
33880
1997
9
4
0
2
0
33880
1998
5
0
0
0
0
33880
3 yr total
27
4
0
2
0
33881
1996
0
0
0
0
0
33881
1997
0
0
0
0
0
33881
1998
0
0
0
0
0
33881
3 yr total
0
0
0
0
0
33884
1996
0
0
0
0
0
33884
1997
1
0
0
0
0
33884
1998
2
1
0
1
0
33884
3 yr total
3
1
0
1
0
33852
1996
116
31
0
27
3
33852
1997
128
36
0
29
4
33852
1998
98
32
0
23
3
33852
3 yr total
342
99
0
79
10
33864
1996
27
6
0
5
2
33864
1997
40
13
0
12
1
33864
1998
32
9
0
9
1
33864
3 yr total
99
28
0
26
4
33848
1996
0
0
0
0
0
33848
1997
0
0
0
0
0
33848
1998
0
0
0
0
0
33848
3 yr total
0
0
0
0
0
33850
1996
0
0
0
0
0
33850
1997
1
1
0
1
0
33850
1998
0
0
0
0
0
33850
3 yr total
1
1
0
1
0
20953
1996
0
0
0
0
0
20953
1997
0
0
0
0
0
20953
1998
0
0
0
0
0
20953
3 yr total
0
0
0
0
0
35182
1996
27
6
0
5
1
35182
1997
17
3
0
3
1
35182
1998
14
7
0
7
4
35182
3 yr total
58
16
0
15
6
Intersection
HOFFMAN DR AND WOODHAVEN BLVD
HOFFMAN DR AND 58TH AVE
QUEENS BLVD AND 57TH AVE
QUEENS BLVD AND 90TH ST
QUEENS BLVD, WOODHAVEN BLVD AND 59TH AVE
QUEENS BLVD, QUEENS MIDTOWN EXWY AND LONG ISLAND EXWY
59TH AVE AND 92ND ST
Continued
WOODHAVEN BOULEVARD
19
EXISTING CONDITIONS
Node/s
Year
Accidents
Reportable
Fatalities
Injuries
Pedestrians
33861
1996
16
4
0
4
0
33861
1997
8
2
0
2
1
33861
1998
23
6
0
3
0
33861
3 yr total
47
12
0
9
1
33867
1996
55
26
0
22
2
33867
1997
43
19
0
15
0
33867
1998
59
22
0
18
2
33867
3 yr total
157
67
0
55
4
33853 35232
1996
4
1
0
0
0
33853 35232
1997
4
0
0
0
0
33853 35232
1998
4
0
0
0
0
33853 35232
3 yr total
12
1
0
0
0
33882 35164
1996
2
2
0
1
0
33882 35164
1997
0
0
0
0
0
33882 35164
1998
1
0
0
0
0
33882 35164
3 yr total
3
2
0
1
0
33885 33887
1996
2
1
1
0
1
33885 33887
1997
2
2
0
1
0
33885 33887
1998
4
1
0
0
0
33885 33887
3 yr total
8
4
1
1
1
33880 33887
1996
15
4
1
2
2
33880 33887
1997
12
5
0
3
0
33880 33887
1998
12
4
0
3
3
33880 33887
3 yr total
39
13
1
8
5
33881 33882
1996
1
0
0
0
0
33881 33882
1997
0
0
0
0
0
33881 33882
1998
0
0
0
0
0
33881 33882
3 yr total
1
0
0
0
0
33884 33885
1996
1
0
0
0
0
33884 33885
1997
0
0
0
0
0
33884 33885
1998
0
0
0
0
0
33884 33885
3 yr total
1
0
0
0
0
33852 33853
1996
6
2
0
0
0
33852 33853
1997
11
6
1
3
1
33852 33853
1998
6
4
0
3
0
33852 33853
3 yr total
23
12
1
6
1
33852 33864
1996
1
0
0
0
0
33852 33864
1997
0
0
0
0
0
33852 33864
1998
0
0
0
0
0
33852 33864
3 yr total
1
0
0
0
0
33852 33884
1996
10
3
0
2
0
33852 33884
1997
0
0
0
0
0
33852 33884
1998
0
0
0
0
0
33852 33884
3 yr total
10
3
0
2
0
33864 33881
1996
4
1
0
1
0
33864 33881
1997
5
3
0
3
0
33864 33881
1998
4
0
0
0
0
33864 33881
3 yr total
13
4
0
4
0
33864 35182
1996
3
2
0
2
0
33864 35182
1997
3
1
0
0
0
33864 35182
1998
3
1
0
1
0
33864 35182
3 yr total
9
4
0
3
0
33861 33867
1996
1
0
0
0
0
33861 33867
1997
2
2
0
1
0
33861 33867
1998
0
0
0
0
0
33861 33867
3 yr total
3
2
0
1
0
Intersection
QUEENS BLVD AND ELIOT AVE
HOFFMAN DR BETWEEN 58TH AVE AND WOODHAVEN BLVD
57TH AVE BETWEEN 90TH ST AND QUEENS BLVD
QUEENS BLVD BETWEEN 90TH ST AND 57TH AVE
WOODHAVEN BLVD BETWEEN HOFFMAN DR AND QUEENS BLVD
QUEENS BLVD AND WOODHAVE BLVD
QUEENS BLVD BETWEEN WOODHAVEN BLVD AND 90TH
59TH AVE BETWEEN 92ND ST AND QUEENS BLVD
Source: New York State DOT Local Accident Surveillance Project
WOODHAVEN BOULEVARD
21
EXISTING CONDITIONS
APPENDIX 4:SIGNAL TIMING DATA
Woodhaven Boulevard and 59th Street
INTERSECTION
INDICATOR
CROSSWALK ORIENTATION
TRAFFIC
FLOW
TIME
Hours/Min
Mon.-Fri., 6:15 AM - 7:30 PM
Winter Weekend AAT
Queens Blvd S* Weekend 3:30PM-8:00PM
North
and 9:30AM-12 Noon
Mon-Fri, 6:15 AM-7:30 PM
Winter Weekend AAT
Woodhaven S* Weekend 3:30PM-8:00PM
Blvd
and 9:30AM-12 Noon
Mon-Fri, 6:15 AM-7:30 PM
Winter Weekend AAT
Woodhaven S* Weekend 3:30PM-8:00PM
Blvd
and 9:30AM-12 Noon
A
Crossing 59th Street along north side of Queens Blvd north
B
Crossing Queens Blvd north along east side of Woodhaven
C
Crossing Queens Blvd north along west side of Woodhave
A
B
C
Queens Blvd
North
Mon.-Fri., 7:30 PM - 6:15 AM
Woodhaven
Blvd
Mon.-Fri., 7:30 PM - 6:15 AM
Woodhaven
Blvd
Mon.-Fri., 7:30 PM - 6:15 AM
A
Queens Blvd S* Weekend 12 Noon-3:30PM
North
and 8:00PM-9:30AM
B
Woodhaven
Blvd
S* Weekend 12 Noon-3:30PM
and 8:00PM-9:30AM
C
Woodhaven
Blvd
S* Weekend 12 Noon-3:30PM
and 8:00PM-9:30AM
QU
EEN
SB
LVD
QU
EEN
SB
LVD
QU
EEN
SB
LVD
E
WO
OD
HA
VE
NB
LV
D
HOFFMAN DR G
Intersection Map: Woodhaven Boulevard
AV
59
C
A
B
F
D
QU
EEN
SB
LVD
QU
EE
NS
BL
QU
VD
EEN
SB
LVD
Woodhaven Boulevard and 59th Street
GREEN
AMBER
RED
CYCLE
TIME
Crosswalk
Length
Crosswalk
Width
Total
Pedestrian
Crossing
Time
(Green
and
Amber)
seconds
seconds
seconds
seconds
feet
feet
seconds
seconds
seconds
50
3
2
120
115
11
53
50
28.75
Sufficient
53
3
2
120
42
11
56
53
10.5
Sufficient
53
3
2
120
62
11
56
53
15.5
Sufficient
30
3
2
90
115
11
33
30
28.75
Sufficient
43
3
2
90
42
11
46
43
10.5
Sufficient
43
3
2
90
62
11
46
43
15.5
Sufficient
50
3
2
120
115
11
53
50
28.75
Sufficient
53
3
2
120
42
11
56
53
10.5
Sufficient
53
3
2
120
62
11
56
53
15.5
Sufficient
Adjusted
Preliminary
Pedestrian Estimated Estimation
Crossing
Time
of
Time
Required Sufficient
(Green
to Cross
Crossing
Only)
Street*
Time
WOODHAVEN BOULEVARD
23
EXISTING CONDITIONS
Woodhaven Boulevard and 59th Avenue
Queens Boulevard S and Hoffman Drive
INTERSECTION
INDICATOR
CROSSWALK ORIENTATION
TRAFFIC
FLOW
TIME
Hours/Min
D
Crossing Queens Blvd south along east side of
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 10:30 AM - 7:30 PM
Winter Weekend AAT
S* Weekend 9:30 AM - 12 Noon
E
Crossing Queens Blvd south along west side of
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 10:30 AM - 7:30 PM
Winter Weekend AAT
F
Crossing Woodhaven Blvd along south side of Queens
Blvd south
Queens Blvd
North
Mon.-Fri., 10:30 AM - 7:30 PM
Winter Weekend AAT
G
Crossing Hoffman Drive along west side of
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 10:30 AM - 7:30 PM
Winter Weekend AAT
D
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 7:30 PM - 6:15 AM
E
Crossing Queens Blvd south along west side of
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 7:30 PM - 6:15 AM
F
Blvd south
Queens Blvd
North
Mon.-Fri., 7:30 PM - 6:15 AM
G
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 7:30 PM - 6:15 AM
D
Woodhaven Blvd
Woodhaven
Blvd
S* Weekend 12 Noon - 9:30AM
Mon.-Fri., 6:15 AM - 10:30 AM
E
Crossing Queens Blvd south along west side of Woodh
Blvd
Woodhaven
Blvd
Mon.-Fri., 6:15 AM - 10:30 AM
F
south
Queens Blvd
North
Mon.-Fri., 6:15 AM - 10:30 AM
G
Woodhaven Blvd
Woodhaven
Blvd
Mon.-Fri., 6:15 AM - 10:30 AM
Woodhaven Boulevard and 59th Avenue
Queens Boulevard S and Hoffman Drive
GREEN
AMBER
RED
CYCLE
TIME
Crosswalk
Length
Crosswalk
Width
Total
Pedestrian
Crossing
Time
(Green
and
Amber)
seconds
seconds
seconds
seconds
feet
feet
seconds
seconds
seconds
55
4
2
120
46
9
59
55
11.5
Sufficient
55
4
2
120
41
11
59
55
10.25
Sufficient
55
4
2
120
142
11
59
55
35.5
Sufficient
54
3
2
120
36
?
57
54
9
Sufficient
50
4
2
90
46
9
54
50
11.5
Sufficient
50
4
2
90
41
11
54
50
10.25
Sufficient
50
4
2
90
142
11
54
50
35.5
Sufficient
29
3
2
90
36
?
32
29
9
Sufficient
58
4
2
120
46
9
62
58
11.5
Sufficient
58
4
2
120
41
11
62
58
10.25
Sufficient
58
4
2
120
142
11
62
58
35.5
Sufficient
51
3
2
120
36
?
54
51
9
Sufficient
Adjusted
Preliminary
Pedestrian Estimated Estimation
Crossing
Time
of
Time
Required Sufficient
(Green
to Cross
Crossing
Only)
Street*
Time
Source: NYCDOT
WOODHAVEN BOULEVARD
25
EXISTING CONDITIONS
APPENDIX 5: QUEENS BOULEVARD WORKING GROUP DRAFT FINAL REPORT
Vehicular Recommendations
1.
Widen 92nd Street between the Long Island Expressway off-ramp and 59th Avenue.
2.
Widen the Long Island Expressway off-ramp at 92nd Street to two moving lanes.
3.
Create a connection between the Queens Boulevard westbound service road and 92nd
Street.
4.
Install a new traffic signal at the intersection of 92nd Street and the Long Island Expressway off-ramp that is coordinated with the surrounding traffic signals.
5.
Create a one-way pair operation on 59th and 57th Avenues.
6.
Add a fourth lane on Queens Boulevard Mainline between 56th Avenue and Woodhaven
Boulevard.
7.
Daylight selected corners in the study area.
8.
Make necessary signal timing modifications.
Pedestrian Recommendations
1.
All study area crosswalks should be replaced with high visibility or ladder crosswalks.
2.
Install vehicular stop lines at all intersections.
3.
Install curb cuts and pedestrian ramps at all corners and median crosswalk locations.
4.
Install larger pedestrian signals and signage.
5.
Better educate pedestrians in regard to the use of pedestrian signals.
6.
Remove inappropriately located street furniture.
7.
Where feasible, pedestrian refuge islands (particularly where left turn bays are present)
should be enlarged.
8.
Consider the installation of neckdowns at selected corners where feasible.
APPENDIX 6: BIBLIOGRAPHY
Loews Elmhurst Multiplex
Final Environmental Impact Statement
Philip Habib & Associates, Allee, King, Rosen and Fleming, Battle Fowler LLP
January 2000
Queens Boulevard Pedestrian Safety Study
The RBA Group and Eng-Wong, Taub and Associates
January 1999
Queens Boulevard Working Group
Draft Final Report
New York City Department of City Planning
November 1999
Queens Center Expansion Draft Environmental Impact Statement
Allee King Rosen and Fleming, Inc.
December 1999
WOODHAVEN BOULEVARD
27

1. WOODHAVEN BOULEVARD STATION

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