AVIATION ROAD CORRIDOR STUDY
TOWN OF QUEENSBURY, NY
&
THE ADIRONDACK/GLENS FALLS TRANSPORTATION COUNCIL
FINAL REPORT
Wilbur Smith Associates
The Chazen Companies
MJ Engineering & Land Surveying
September 2008
Aviation Road Corridor Study
September 2008
This Page Intentionally Left Blank
TABLE OF CONTENTS
I. INTRODUCTION
Goals and Objectives…………………………………………………………………………………………… ………………………………….1
II. EXISTING CONDITIONS
A. Aviation Road Corridor Study Area………………………………………………………………
……………… ………….. 3
B. Roadway Ch aracteristics ………………………………………………………………
………………………. ………………….. 3
C. Transporta tion Network ………………………………………………………………
……………………….. …………………. 5
D. Safety ………………………………………………………………
……………………………………… ………………………………13
E. Ut ilities ………………………………………………………………
…………………………………… ………………………………15
F. Land Us e and Zoning………………………………………………………………
………………………….. …………………15
G. Environmental an d Cultural Resources ………………………………………………………………
…………… ………17
H. Transit ………………………………………………………………
…………………………………….. ……………………………..17
I. Other Existi ng Conditions ………………………………………………………………
…………………….. ……………….17
J. Conc lusion ………………………………………………………………
………………………………….. ………………………….17
III. MANAGING FUTURE VEHICULAR, PEDESTRIAN AND BICYCLE TRAFFIC
A. Expected Future Growth………………………………………………………………………………………. ………………….18
B. Intersections……………………………………………………………………………………………….. …………………………….18
C. Roundabouts…………………………………………………………………………………………………. ………………………….25
D. Bicycle and Pedestrian Safety…………………………………………………………………………………. …………………34
E. Corridor Enhancements/Plan Elements……………………………………………………………………………. ……..35
IV. TRANSIT SERVICE
GGFT & Queensbury School District ………………………………………………………………………. ……………………. .37
V. LIGHTING AND LANDSCAPING
A. Overview………………………………………………………………
……………………………………. …………………………..38
B. The I-87 West Entrance/Exit Ra mp to Midnight/Manor Drive ……………………………………………..38
C. Manor/Midnight Drive to Potter/Fox Farm Road ………………………………………………………………
….39
D. Potter/Fox Farm Road to West Mountain Road ………………………………………………………………
……..4 0
VI. COST ESTIMATES ………………………….. ………………………………………………….………40
VII. IMPLEMENTATION
A. Overview………………………………………………………………
……………………………………. …………………………..43
B. Tools an d Techniques ………………………………………………………………
…………………………. ………………….43
C. Res ponsibility ………………………………………………………………
………………………………. …………………………43
D. Financing………………………………………………………………
…………………………………… ……………………………43
Tables
Table II-1. Comparison of AM, Midday, and PM Two-way Peak Hour Traffic Volumes ……………. 9
Table II-2. LOS Criteria fo r Signalized Intersections ………………………………………………………………
.. .. 10
Table II-3. LOS Criteria for Unsignalized Intersections …………………………………………………………….. 1 1
Table II-4. Existing (2006) Level of Se rvice for Signalized Intersections……………………………………. 11
Table II-5. Existing (2005) Level of Se rvice for Unsignalized Intersections……………………………….. 12
Table III-1 Future (2016) Intersec tion Level of Service (LOS) …………………………………………………… 19
Table III-2 Intersection an d Segment Alternatives………………………………………………………………
…… … 22
Table III-3. Future (2016) Level of Service for Roundabouts………………………………………………………. 25
Table III-4 Roundabout Concept – Aviation Rd at School Driv eway………………………………….. ……….28
Table III-5 Roundabout Concept – Aviation Rd. at Manor Dr ./Midnight Dr ……………………………..30
Table III-6 Roundabout Concept – Aviation Rd. at Dixon Rd ./Farr Lane…………………………… ………32
Table III-7 Alternative Tran sportation Facility Users ………………………………………………………………
.. .. 34
Table IV-1 Cost Estimates – I-87 S.B. Ramp to Po tter/Fox Farm Road Transportation……………..40
Table IV-2 Cost Estimates – Potter/Fox Farm Road to West Mountain Road Transportation…….40
Table IV-3 Cost Estimates – I-87 S.B. Ramp to Midn ight/Manor Drive Landscaping………………….41
Table IV-4 Cost Estimates – Manor/Midnight Drive to Potter/Fox Farm Road Landscaping……..41
Table IV-5 Cost Estimates – Potter/Fox Farm Road to West Mountain Road Landscaping…………41
Table V-1 Impl ementation ………………………………………………………………
…………………………. …………….46
Figures
Figure II-1. Study Area
Figure II-2. Aviation Road Characteristics
Figure II-3. Existing (2006) AM Peak Hour Traffic Volumes
Figure II-4. Existing (2006) Midday Peak Hour Traffic Volumes
Figure II-5. Existing (2006) PM Peak Hour Traffic Volumes
Figure II-6. Existing (2006) AM Peak Hour – Level of Service
Figure II-7. Existing (2006) Midday Peak Hour – Level of Service
Figure II-8. Existing (2006) PM Peak Hour – Level of Service
Figure II-9 Land Use in the Study Area
Figure III-1 Zoning Districts
Figure III-2 Future (2016) Base AM Peak Hour Traffic Volumes
Figure III-3 Future (2016) Base PM Peak Hour Traffic Volumes
Figure III-4 Roadway Impr ovements Segment 1
Figure III-5 Roadway Impr ovements Segment 2
Figure III-6 Roadway Impr ovements Segment
3
Figure III-7 Roadway Impr ovements Segment 4
Figure III-8 Roundabout Conceptual Plan – Aviation Rd. at School Driveway
Figure III-9 Roundabout Conceptual Plan – Aviation Rd. at Manor Dr./Midnight Dr
Figure III-10 Roundabout Conceptual Plan – Aviation Rd. at Dixon Rd./Farr. Ln
Figure IV-1 Landscape Improvements Segment 1
Figure IV-2 Landscape Improvements Segment 2
Figure IV-3 Landscape Improvements Segment 3
Figure IV-4 Landscape Improvements Segment
Appendix
Appendix A Accident Analysis Report
Appendix B Representative Corridor Photos
Appendix C Queensbury Un ion Free School District— Master Site Plan
Appendix D Alternative De velopment Process Summary
THIS DOCUMENT IS FORMATTED FOR DOUBLE SIDED PRINTING
1
Aviation Road Corridor Study
September 2008
I. INTRODUCTION
A. OVERVIEW
The Adirondack / Glens Fa lls Transportation Coun-
cil (A/GFTC) initiated the Aviation Road Corridor
Study at the request of the Town of Queensbury in
response to citizen concerns regarding roadway traf-
fic and safety conditions. In May of 2006, the con-
sultant team of Wilbur Smith Associates, Chazen
Companies and MJ Engineering and Land Surveying
was selected to carry out development of the future
vision of the Aviation Road corridor west of I-87,
the Adirondack Northway.
The Study Area for the Aviation Road Corridor
Study lies between and includes the northbound
entrance/exit ramps for Interstate 87 on Aviation
Road on the east, to the intersection of Aviation
Road and West Mountain Road on the west, a dis-
tance of approximately 2.0 miles, see Figure II-1.
This plan includes recommendations for balancing
traffic circulation with access, addressing accident
frequencies, improving the visual appearance of the
corridor, and accommodating non-automobile
modes of travel, including pedestrians, bicyclists and
public transit. Throughout this effort, this project’s
Study Team has maintained close coordination with
the Queensbury Union Free School District as they
develop their Master Site Pl an update. This plan is
designed to provide direction on future access to
Aviation Road by the School District, but allow for
flexibility in design and implementation due to the
unknown final design and timeline for such improve-
ments.
B. GOALS AND OBJECTIVES
The final outcome of this study is a cohesive corri-
dor plan that addresses the issues discussed above
with a focus on the functionality of the roadway net-
work, the visual character of the area and the ability
to provide infrastructure for different types of users.
The goals and objectives of a plan represent the
overall ideas that the plan is intended to create, en-
hance or address. They are intended to help direct
the ideas of the implementation plan.
Goal 1: Develop alternatives that enhance multi-
modal interaction and improve safety of all
modes of users throughout the corridor.
Objectives:
Improve the interaction between the
bicycle, pedestrian, autom obile and public transit
uses throughout the corridor. Enhance the bicycle
and pedestrian infrastructure by providing additional
amenities and upgrading existing amenities while
integrating pedestrians and bicyclists into the domi-
nant vehicular use(s) along the corridor.
Goal 2: Provide for improvements that enhance
traffic flow and multi-modal interaction that are
consistent with planned Queensbury School Dis-
trict Campus improvements and ideas.
Objectives:
Plan for future improvements along
Aviation Road that can be receptive to the general
ideas and plans proposed for the School Campus,
including additional access onto Aviation Road and
improving bicycling and walking options for school
students, faculty and staff living within walking/
bicycling distance.
Goal 3: Enhance vehicular flow while also en-
hancing the pedestrian environment
Objectives:
Provide new technologies and design
standards to roadway intersections to enhance ve-
hicular flow overall, while calming traffic, slowing
the speed of vehicles and improving safety of all
users.
Goal 4: Provide Useful and Necessary Pedes-
trian Infrastructure, where needed.
Objectives:
Create a more viable pedestrian environ-
ment which will encourage walking and bicycling.
Provide improvements near the school campus that
will protect students who walk to school and also
encourage more walking by those who may currently
be able to walk, but who chose not to.
Goal 5: Create a better visual aesthetic along the
corridor, especially from I-87 to Dixon Road
through replacement and redesign of existing
landscaping and lighting.
Objectives:
Utilizing existing landscaping and light-
ing, and paying particular attention to the existing
positive characteristics and traits of the different land
uses and neighborhoods along the corridor, provide
additional landscaping and lighting treatments that
enhance the corridor, provid e a more visually pleas-
ing aesthetic and create a “sense of place” that im-
proves quality-of-life for residents and visitors.
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September 2008
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Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-1
Study Area
Aviation Road Corridor Study
September 2008
3
Aviation Road Corridor Study
September 2008
II. EXISTING CONDITIONS
A. AVIATION ROAD CORRIDOR
STUDY AREA
The Study Area for the Aviation Road Corridor
Study lies between and includes the northbound
entrance/exit ramps for Interstate 87 on Aviation
Road on the east to the intersection of Aviation
Road and West Mountain Road on the west, a dis-
tance of approximately 2.0 miles. The Study also
extends approximately 450 feet on either side of the
roadway. Figure II-1 graphically depicts the Study
Area. The larger traffic-contributing area, which was
used to project future traffic volumes on the road,
extends further to the north and south to include:
• The land between Potter Road and Aviation
Road;
• The properties on either si de of West Mountain
Road north of Potter Road; and
• The parcels along the numerous roadways north
of Aviation Road between the Interstate and
West Mountain Road.
Traffic signals control vehicular and pedestrian traf-
fic at two intersections – the two entrance/exit
ramps for Interstate 87 and the entrance to the com-
bined school parcels.
Other important intersections are controlled by stop
signs on the side streets. There are no stop signs on
Aviation Road itself within the Study Area until it
intersects with West Mountain Road, where Aviation
Road has a stop sign with flashing red lights. West
Mountain Road at this intersection is the through-
road and therefore does not have a stop sign.
B. ROADWAY CHARACTERISTICS
1. Travel Lanes
Aviation Road consists of two 11 foot wide travel
lanes, one in either dire ction, between West Moun-
tain Road and Potter Road and two 12-foot wide
travel lanes, one in either direction, between Potter
Road to the western High School parking lot exit.
East of this exit, the road widens to include a 12-foot
wide center turning lane. This configuration contin-
ues to the intersection with Burke Drive. East of
Burke Drive, Aviation Road widens again to be a
four lane road with a left turn center lane. Figure
II-1 provides an overview of Aviation Road in the
Study Area.
2. Paved Shoulders
The paved shoulders along Aviation Road vary sig-
nificantly through the Study Area.
Figure II-2 high-
lights these changes. From West Mountain Road to
Mountain View Lane, the north shoulder is approxi-
mately 3.5 feet in width, except in front of the mo-
bile homes where the shoulder narrows to less than 1
foot and is essentially incorporated into the curb cut
running the length of this frontage to Mountain
View Lane. The south shoulder is approximately 4’
in width from West Mountain Drive to the western
entrance to the Prospect School building. From the
Prospect School building western entrance to Buena
Vista Avenue, the south side paved shoulder widens
to 5’ and on the north side from Mountain View
Lane to Gilmore Avenue, the paved shoulder is also
5’. The paved south side shoulder at Buena Vista
Avenue widens to 6’ and remains 6’ to Potter Road.
From Gilmore Avenue to Fox Farm Road, the north
side paved shoulder is 4’ wi de and is adjacent to a 1’
wide paved concave drainage swale.
Directly east of Potter Road, the north side paved
shoulder is approximately three-feet wide, while the
south side is six-feet wide. The north side paved
shoulder widens to eight-fe et wide in front of the
new development east of the intersection with Dixon
Road, but narrows again to fo ur-feet east of the east-
ern entrance to the Stewart’s Shops. The paved
shoulders remain at approximately four-feet wide on
the north side and five to six-feet wide on the south
side to the intersection with Midnight Drive. East of
this intersection, the pave d shoulders gradually nar-
row to approximately six inches wide on both sides
of the travel lanes as the roadway widens to accom-
modate the center turning lane. The paved shoulder
widens again to five-feet on the north side and one
to three-feet on the south side east of the signalized
entrance to the school campus es. East of the school
campus entrance drive, the paved shoulders stabilize
at five-feet wide on both sides of the roadway to the
eastern end of the Study Area.
Aviation Road at the School Driveway Intersection
4 Aviation Road Corridor Study
September 2008
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Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-2
Aviation Road
Characteristics
Aviation Road Corridor Study
September 2008
5
Aviation Road Corridor Study
September 2008
3. Curbs
Curbing lines the north side of the street east of the
signaled entrance to the school campus to the I-87
overpass, as shown on Figure II-2. A curb also
lines the south side of the street east of the entrance
driveway to the Methodist Church to the I-87 over-
pass. From these locations west, there are no curbs
located along Aviation Road.
4. Sidewalks
Figure II-2 shows the extent of sidewalks in the
right-of-way in the Study Area. The eastern end of
the Aviation Road right-of-way features sidewalks on
both sides of the street. On the south side of the
road, the sidewalk extends westward from the I-97
overpass to the signalized entrance to the school
campus. The north side sidewalk continues further
west to just west of the western exit from the high
school parking lot. Both of these sidewalks are five-
feet wide and in generally in good condition.
There is a short section of sidewalk further west on
the north side of the street in front of the new office
building west of the Mountain View Commons and
the single family residence to the west. This is bal-
anced on the south side of the street by a sidewalk
that runs from the intersection with Dixon Road to
the eastern end of the shoppi ng center, although the
sidewalk has been covered with asphalt in front of
the shopping center. The re st of the sidewalk on the
south side of the street that is visible and the side-
walk in front of the residence on the north side are
old and in poor condition. The sidewalk in front of
the new office building is new and in good condi-
tion. It is separated by a single step from the older
sidewalk to the west. Ther e are no sidewalks west of
the Dixon Road/Farr Lane and Aviation Road inter-
section, however along the front of the Prospect
School property, a sidewalk located approximately
25’ from the shoulder of Av iation Road serves as an
entryway to the front of the building.
5. Crosswalks
Five crosswalks cross Aviation Road – one between
the Prospect School and the Child and Family Cen-
ter, one east of the sign alized school entrance, one
west of Burke Drive, one on the west side of the
southbound Interstate entrance/exit and one east of
the of the eastern Interstate entrance/exit. Figure
II-2 shows the location of these crosswalks. Cross-
walks also link the sidewalks on the south side of the
street on Burke Drive and the two Interstate en-
trance/exit ramps. C. Transportation Network
1. Study Area Intersections
Signalized Intersections
Aviation Road and I-87 SB On/Off Ramp
The Aviation Road and I-87 SB On/Off Ramp is a
three way signalized intersection at the eastern end
of the study area. The I-87 SB on-ramp is a two-lane
roadway oriented in the southbound direction with
exclusive left and right tu rn lanes on Aviation Road,
and forms the northbound approach of the intersec-
tion. In the eastbound direction, Aviation Road has
two lanes with a through lane and a shared through-
right turn lane. In the westbound direction, Aviation
Road has three lanes with an exclusive left turn lane,
a shared left turn-through lane and a through lane.
No parking is permitted on Aviation Road or the I-
87 SB On/Off ramps at the intersection. The traffic
signal at this intersection is coordinated with the I-87
NB On/Off ramps on the eastern side of the bridge
that carries Aviation Road over I-87.
Aviation Road and Queensbury School Drive/ Church
Driveway
The Aviation Road and Queensbury School Drive/ Church
Driveway is a four way signalized intersection. In the
southbound direction, the Queensbury School Drive
has two lanes with a shared left turn-through lane
and a shared through-right turn lane. In the
northbound direction, the Church driveway has a
single lane with shared le ft-through-right turn move-
ments. In the eastbound di rection, Aviation Road
has two lanes with an exclusive left turn lane and a
shared through-right turn lane. In the westbound
direction, Aviation Road has a single lane with
shared left-through-right tu rn movements. No park-
ing is permitted on Aviation Road, Queensbury
School Drive or the Church driveway at the intersec-
tion.
Unsignalized Intersections
Aviation Road and Burke Drive
The intersection of Aviation Road and Burke Drive
is controlled by a stop sign on Burke Drive. Burke
Drive is a two-way two-lane roadway which forms
the southern leg of the intersection. In the
northbound direction it has a single lane with shared
left-right turn movements. In the eastbound direc-
tion, Aviation Road has a single lane with shared
through-right turn movements. In the westbound
direction, Aviation Road has two lanes with an exclu-
sive left turn lane and a through lane. No parking is
permitted on either road at the intersection.
6 Aviation Road Corridor Study
September 2008
Aviation Road and Cottage Hill Road
The intersection of Avia tion Road and Cottage Hill
Road is controlled by a stop sign on Cottage Hill
Road. Cottage Hill Road is a two-way two-lane road-
way which forms the southern leg of the intersec-
tion. In the northbound direct ion it has a single lane
with shared left-right turn movements. In the east-
bound direction, Aviation Road has a single lane
with shared through-right turn movements. In the
westbound direction, Aviation Road has a center left
turn lane and a through lane. No parking is permit-
ted on Aviation Road or Cottage Hill Road at the
intersection.
Aviation Road and Queensbury School Parking Driveway
The Queensbury School parking driveway is a one-
way one-lane roadway oriented in the northbound
direction. In the eastbound direction, Aviation Road
has a center left turn lane and a through lane. In the
westbound direction, Aviati on Road has a single lane
with a shared through- right turn lane. No parking is
permitted on Aviation Road or the School parking
driveway at the intersection. Designated parking
spaces are provided in the School parking lot.
Aviation Road and Midnight Drive/Manor Drive
The intersection of Aviation Road and Midnight
Drive/Manor Drive is controlled by stop signs on
Midnight Drive and Manor Drive. Midnight Drive
and Manor Drive are two- way two-lane roadways
oriented in the northbound and southbound direc-
tions respectively. Midnight Drive and Manor Drive
are located at an offset to each other geometrically.
All approaches of this intersection have a single lane
with shared left-through and right turn movements.
No parking is allowed along Aviation Road, Mid-
night Drive and Manor Drive at the intersection.
Aviation Road and Dixon Road/Farr Lane
The intersection of Aviati on Road and Dixon Road/
Farr Lane is controlled by stop signs on Dixon Road
and Farr Lane. Dixon Road and Farr Lane are two-
way two-lane roadways or iented in the northbound
and southbound directions respectively. All ap-
proaches of this intersecti on have a single lane with
shared left-through and right turn movements. No
parking is allowed along Aviation Road, Dixon Road
or Farr Lane at the inters ection. Dixon Road inter-
sects with Aviation Road at an acute angle on the
southeastern corner as Figure II-2 shows. The an-
gle forces vehicles crossing or turning onto Aviation
Road from Dixon Road to approach Aviation Road
from an acute angle. The center line of Dixon
Road does not align with the center line of Farr
Lane, creating additional problems in the interactions
of the left turning vehicles from both Farr Lane and
Dixon Road entering the intersection.
Aviation Road and Potter Road/Fox Farm Road
The intersection of Aviation Road and Potter Road/
Fox Farm Road is controlled by stop signs on Potter
Road and Fox Farm Road re spectively. Potter Road
and Fox Farm Road
are two-way two-lane roadways
oriented in the northbound and southbound direc-
tions respectively. All approaches of this intersection
have a single lane with sh ared left-through and right
turn movements. No parking is allowed along Avia-
tion Road, Potter Road or Fox Farm Road at the
intersection.
Aviation Road and Sylvan Avenue/Owen
Avenue
The intersection of Avia tion and Sylvan Avenue/
Owen Avenue is controlled by stop signs on Sylvan
Avenue and Owen Avenue. Sylvan Avenue and
Owen Avenue are geometrically off-set two-way
two-lane roadways oriented in the northbound and
southbound directions respectively. All approaches
to this intersection have a single lane with shared
left-through and right turn movements. There are no
signs prohibiting parking, however parking is not
permitted at the intersection on Aviation Road, Syl-
van Avenue or Owen Avenue.
Aviation Road and Westmore Avenue/Buena Vista Avenue
The intersection of Aviation Road and Westmore
Avenue/Buena Vista Avenue is controlled by stop
signs on Westmore Avenue and Buena Vista Ave-
nue. Both Westmore Avenue and Buena Vista Ave-
nue are two-way two-lane ro adways oriented in the
northbound and southbound directions respectively.
All approaches to this intersection have a single lane
with shared left-through and right turn movements.
There are no signs posted prohibiting parking, how-
ever parking is not permitted at the intersection on
Aviation Road, Westmore Avenue or Buena Vista
Avenue.
Aviation Road and Pinewood Avenue
The intersection of Aviation Road and Pinewood
Avenue is controlled by a stop sign on Pinewood
Avenue. Pinewood Avenue is a two-way two-lane
roadway oriented in the southbound direction. All
approaches to this intersection have a single lane
with shared left-through and right turn movements.
7
Aviation Road Corridor Study
September 2008
There are no signs posted prohibiting parking, how-
ever parking is not permitted at the intersection on
Aviation Road or Pinewood Avenue.
Aviation Road and Mountain View Lane
The intersection of Aviation Road and Mountain
View Lane is controlled by a stop sign on Mountain
View Lane. Mountain View Lane is a two-way two-
lane roadway oriented in the southbound direction.
All approaches to this intersection have a single lane
with shared left-through and right turn movements.
Mountain View Lane intersects with Aviation Road
at an acute angle on the northwestern corner as Fig-
ure II-2 shows. The angle forces vehicles turning
onto Aviation Road from Mountain View Lane to
approach from an acute angle. Just a few feet east of
this intersection is a cro sswalk linking the Prospect
School with the Child and Family Center. There are
no signs posted prohibiting parking, however park-
ing is not permitted at the intersection on Aviation
Road or Mountain View Lane.
Aviation Road and West Mountain Road
The intersection of Avia tion Road and West Moun-
tain Road is controlled by a stop sign on both the
north and south sides of Aviation Road headed west,
with the sign on the north side of Aviation Road
enhanced by flashing re d lights. West Mountain
Road is a two-way two-lane through-road and does
not have a stop sign. All approaches to this intersec-
tion have a single lane with shared left-through and
right turn movements. There are no signs posted
prohibiting parking, however parking is not permit-
ted at the intersection of Aviation Road and West
Mountain Road. 2. Existing 2006 Traffic Condition Analysis
Data Collection
Manual turning movement counts were taken on
Tuesday, May 9, 2006 at
the intersection of:
• Aviation Road & I-87 SB On-Off Ramp;
• Aviation Road & Burke Drive;
• Aviation Road & Queensbury School Drive/
Church Driveway;
• Aviation Road & Cottage Hill Road;
• Aviation Road & School Parking Driveway;
• Aviation Road & Midnight Drive/Manor
Drive;
• Aviation Road & Dixon Road/Farr Lane; and
• Aviation Road & Potter Road/Fox Farm Road.
Additional manual turning movement counts were
taken on March 23, 2007 at the intersections of:
• Aviation Road and Mountain View Lane; and
• Aviation Road and West Mountain Road.
These traffic counts were conducted during the fol-
lowing periods:
• Weekday AM Peak Period (6:45- 9:00 AM)
• Weekday Midday Peak Period (2:00- 4:00 PM)
• Weekday PM Peak Period (4:00- 7:45 PM)
Figure II-3 represents existing (2006/2007) traffic
volumes during the AM Peak Hour period (7:15-8:15
AM). Figure II-4 represents existing (2006/2007)
traffic volumes during the Midday Peak Hour period
(3:00-4:00 PM). Figure II-5 represents existing
(2006/2007) traffic volumes during the PM Peak
Hour period (4:45-5:45 PM).
Table II-1 provides a comparison of existing
(2006/2007) AM, Midday and PM two-way peak
hour volumes at various locations within the analysis
area.
As indicated in Table II-1, the existing two-way
peak hour traffic volumes on Aviation Road west of
W. Mountain Road are low. Traffic volumes on
Aviation Road drop significantly west of Mountain
View Lane . Ba
sed on the existing traffic volumes, a
high percentage of westbound traffic on Aviation
Road makes a right turn on Mountain View Lane to
head towards West Mountain Road and Gurney
Lane.
Aviation Road approaching the intersection with
West Mountain Road
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5
4
6 1
3 0
7
12
5
Co
tta
ge
Hi
ll
Rd .
Avia
ti
o n
R d
.
1
51
7 17
1
4
9
3 2
3
A
vi
a t
io
n
R d
. Q
ue
e ns
b
ury
S ch
o o
l
P
kn g
.
1
3
3 55
2 4
4
8
2 2
3
6 27
1
3
2
3 8
A v
ia t
io n
R d.
M a
no
r
D r.
M i
d ni
g h t
D r.
F
ox F
arm
R
d.
6
2 19
6
2
1 6
2
4 73
0
0
3
2 84
A v
ia t
io n
R d.
P o
t
t e
r
R d.
F a
rr
L n.
A
vi a
tio
n
Rd .
1 5
3 0
4
1 9
6
1 3
3 0
50
1
1 6
9
6 44
1 28
Dixon Rd.
1
0
0
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Non-Signalized Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study Area
Figure II-3
Existing (2006) AM Peak Hour
Traffic Volumes
Wes
t
M oun
tai
n
R d.
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-4
Existing (2006) Midday
Peak Hour Traffic Volumes
B
ur
k e
Q u
een sbu
r
y S ch . C
hu
rc
h
D r.
Cottage Hill Rd.
A vi at i
o n
R d
.
F
ar r
D ix
on Rd.
P
ot
te
r
R d.
F ox
Fa
rm Rd
.
M a
n
or
D
r.
Popl
a r
M
idn
i
gh t
Prospect Dr.
Non-Signalized Inter-
section
Signalized Intersection
LEGEND
M oun
ta
i
n
V i
e w
Ln.
W .
Mo
un t
a i
n
Rd
.
A
viati
on
R d
.
Aviation Road Corridor
Study Area
F
ox F
arm
R
d.
1 5
3 16
2 27
2
2
7 2
2 62
1
3
0
1 52
A v
ia t
io n
R d.
P o
t
t e
r
R d.
F a
rr
L n.
A
via
tio
n
R d
.
1 9
4 8
3
1 7
8
5
2 6
70
1
25
8
3 15
1 00
Dixon Rd.
3
2
5 30
3 0
4
5
3 3 4
3 6
6
1
6
2 2 A
v
ia t
io n
R d. M
a
no
r
D r.
M i
d ni
g h t
D r.
F
a
rr
L n. A
via
tio
n
R d
.
1 9
4 8
3
1 7
8
5
2 6
70
1
25
8
3 15
1 00
Dixon Rd.
5
4 8
61 2
5 6
4
62
7
Co
tta
ge
Hi
ll
Avi a
ti
o n
R d
.
1
0
4 69
2
9
5 5
4
A
vi
a t
io
n
R d
. Q
ue
e ns
b
ury
S ch
o o
l
P
kn g
.
1
10
4 71
1
95
1
2 86
130
3 82
1
2
0
0 A
vi
at i
on
Rd.
Qu
e
ensb
ury
S ch
. D r.
Ch u
rc
h Dr
.
55
2 8
3
7
0 6
5 1 3
5 51
1 69
Avi a
ti
o n
R d
.
I
– 8
7 S
B
O
f
f R
am
p
1 4
1 0
6
6
3 3
1 2 8
6 14
5 2
B urk
e Dr .
Avi a
ti
o n
R d
.
3
3
1 08 2
5 2
0
A
vi
a
tio n
R d
.
M o
u nt
a
in
V i
e w
L
n .
8 0
9 5
1
1
8
1 3
4 5
4
99 5
1
7
1
4
84
32 A
vi
a ti
o n
R d
.
2
3
1
Non-Signalized Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study Area
W
es
t
M oun
tai
n
R d.
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-5
Existing (2006) PM Peak Hour
Traffic Volumes
Bur
k e
D
r
.
Q u
een sbu
r
y S ch . C
hu
rc
h
D r.
Cottage Hill Rd.
A
vi at i
o n
R d
.
F
ar r
D ix
on Rd.
P
ot
te
r
R d.
F
ox
Fa
rm Rd
.
M a
n
or
D
r.
P
opl
a r
M
idn
i
gh t
Prospect Dr.
M oun
ta
i
n
V i
e w
Ln.
W
.
Mo
un t
a i
n
Rd
.
A viati
on
R d
.
4
8 6
5
7 3
5 6
5
83
8
Co
tta
ge
Hi
ll
Avi a
ti
o n
R d
.
1
0
5 91
2
3
5 5
4
A
vi
a t
io
n
R d
. Q
ue
e ns
b
ury
S ch
. P
ar
k n
g
2
7
5 52
2 1
1
0
1 0
3 4 9
5 27
4
4
4
2 5 A
v
ia t
io n
R d. M
a
no
r
D r.
M i
d ni
g h t
D r.
F
a
rr
L n.
A
via
tio
n
R d
.
3
4
5 0
6
1 9
1 7
6
2 8
95
9
12
1 2
4 21
8 2
Dixon Rd.
F
ox F
arm
R
d.
1
7
3 38
2 38
2
1
1 9
5
2 79
5
0
2
1 84
A v
ia t
io n
R d.
P o
t
t e
r
R d.
Non-Signalized Inter-
section
Signalized Intersection
LEGEND
Aviation Road Corridor
Study Area
4
7 0
0
A
vi
a
tio n
R d
.
M o
u nt
a
in
V i
e w
L
n .
9 1
8 2
0
9
7
5 5
1
12 3
12 1
7
2
8
90
48 A
vi
a ti
o n
R d
.
1
1
0
8
7 4
5 8 6
5 21
1 78
Avi a
ti
o n
R d
.
I
–
8
7 S
B
O ff
R
a
m p
7
4 2
1 9 3
5 85
3 0
B
urk
e Dr .
Avi a
ti
o n
R d
.
1
8
1 1
4
1
38
5 28
1
127
0
1 71
1
0
0 A vi
at i
on
Rd.
Qu
e
ensb
ury
S ch
. D r.
Ch u
rc
h Dr
.
2
78
4 18
0
Non-Signalized Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study Area
1 3
1
3 0
8
W
.
M oun
tai
n
R d.
6
1
1 12
Aviation Road Corridor Study
September 2008
9
Aviation Road Corridor Study
September 2008
Table II-1
Comparison of AM, Midday and PM Two-way Peak Hour Traffic Volumes
Location
Existing (2006/2007) Peak Hour Traffic Vol-
umes
AM
Peak Hour Midday
Peak Hour PM
Peak Hour
Aviation Road
West of Potter Road/Fox Farm Road 700 586 647
West of W. Mountain Road 7 30 26
W. Mountain Road *
North of Aviation Road 164 211 236
South of Aviation Road 191 265 326
Mountain View Lane*
North of Aviation Road 216 199 216
Potter Road
South of Aviation Road 408 385 430
Fox Farm Road
North of Aviation Road 35 28 46
Dixon Road
South of Aviation Road 227 217 221
Farr Lane
North of Aviation Road 74 67 104
Midnight Drive
South of Aviation Road 76 64 68
Manor Drive
North of Aviation Road 52 84 94
Cottage Hill Road
South of Aviation Road 182 116 166
Queensbury School Driveway
North of Aviation Road 673 722 714
Burke Drive
South of Aviation Road 266 300 355
I-87 SB On-off ramp
South of Aviation Road 953 1020 1211
Aviation Road
East of I-87 SB On-off ramp 1902 2053 2234
Source: Based on turning movement counts conducted on May 09, 2006.
* Based on turning movements counts conducted March 23, 2007
10 Aviation Road Corridor Study
September 2008
The existing (2006) two-way peak hour traffic vol-
umes during the AM peak hour period on Aviation
Road (West of Potter Road /Fox Farm Road), Potter
Road, Dixon Road, Midnight Drive and Cottage Hill
Road are higher than the Midday and PM peak hour
periods. Queensbury School Drive experiences the
highest volume during the Midday peak hour period.
Fox Farm Road, Farr Lane, Manor Drive, Burke
Drive, I-87 SB On-off ramp and Aviation Road
(East of I-87 SB On-off ramp) experience the high-
est volume during the PM peak hour period.
In addition, Adirondack/Glens Falls Transportation
Council provided Automatic Traffic Recorder (ATR)
count data along Aviation Road. The ATR counts
were conducted during the week of May 8 though
May 12, 2006. The location of the count was near the
signalized school access driveway. The Average
Weekday Daily Traffic (AWDT) recorded on Avia-
tion Road during that week was 11,833 vehicles per
day.
Capacity Analysis
A study of capacity is im portant in determining the
ability of a specific roadway, intersection, or freeway
to accommodate traffic under various levels of ser-
vice. Level of service (LOS) is a qualitative measure
describing driver satisfac tion with a number of fac-
tors that influence the degree of traffic congestion.
These factors include speed and travel time, traffic
interruption, freedom of maneuverability, safety,
driving comfort and conv enience, and delay.
In general there are six leve ls of service describing
flow conditions. The high est, LOS A, describes a
condition of free flow, with low volumes and high
speeds. LOS B represents a stable traffic flow with
operating speeds beginning to be restricted some-
what by traffic conditions . LOS C, which is normally
utilized for design purposes , describes a stable condi-
tion of traffic operation. It entails moderately re-
stricted movements due to higher traffic volumes,
but traffic conditions are not objectionable to motor-
ists. LOS D reflects a condition of more restrictive
movements for motorists and influence of conges-
tion becomes more noticeable. LOS E is representa-
tive of the actual capacity of the roadway or intersec-
tion and involves delay to all motorists due to con-
gestion. The lowest, LOS F, is described as force
flow and is characterized by volumes greater than the
theoretical roadway capacity. Complete congestion
occurs, and in extreme cases, the volume passing a
given point drops to zero. This is considered as an
unacceptable traffic operating condition.
For this analysis, level of service was performed for
signalized and un-signalized intersections. The traffic
analysis software Synchro
6 was used to determine
the existing peak hour level of service at all the inter-
sections along the analysis area.
Tables II-2 and II-3 highlight the level of service
criteria for signalized and un-signalized intersections
respectively. The level of se rvice criteria for signal-
ized and un-signalized intersections is based on con-
trol delay per vehicle me asured in seconds.
Level of service was determined for the study area
intersections under existi ng (2006/2007) conditions
during the weekday AM, Midday and PM peak hour
conditions. The results of the analyses are presented
in Table II-4 and Figures II-6, II-7, and II-8 for
signalized intersections.
There is queuing on Aviation Road and the School
Drive during the drop-off times in the AM peak
period. However, queuing occurs over a short period
during the drop-off activity and does not carry over
during the entire peak hour. The analysis reflects
results over the peak hour period.
Below is a list of findings from the level of service
analysis of signalized inte rsections in the study area:
Aviation Road and I-87 SB On-Off Ramp
– This
intersection operates at an overall LOS of C during
the AM, Midday and PM peak hour periods. All ap-
proaches of this intersection currently operate at
LOS C during the AM, Midday and PM peak hour
periods.
Table II-2:
LOS Criteria for Signalized Intersections
LEVEL
OF
S
ERVICE
CONTROL DELAY
PER VEHICLE
(SECONDS)
A
≤10
B
>10 and ≤20
C
>20 and ≤35
D
>35 and ≤55
E
>55 and ≤80
F > 80
Source: 2000 Highway Capacity Manual , Transportation Research Board
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Figure II-6
Existing (2006) AM Peak Hour
Level of Service
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-7
Existing (2006) Midday
Peak Hour Level of Service
0
0
B ur
k
e
D r
.
Q u
ee ns
b
u
ry
Sc h
. D r
.C h
u r
c
h
D
r.
Cottage Hill Rd.
A
vi
a t
io
n R
d.
F
a
rr
L
n
.
D ix
o n
R d.
P o
tt
er
R d
.
F ox
F a
rm
R d.
M
an
or
Dr
.
Pop
la
r
R d
.
M
i
d
n i
g h
t
D r
.
Prospect Dr.
M ou
nta
in
V
ie w
L n
.
W.
Mo
unt
a in
R d.
A
v
iat
io
n
R d.
Non-Signalized
Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study Area Overall Intersection
Level of ServiceNon-Signalized
Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study AreaOverall Intersection
Level of Service
Overall Intersection
Level of Service
Non-Signalized
Intersection
Signalized IntersectionLEGEND
Aviation Road Corridor Study AreaOverall Intersection
Level of Service
Non-Signalized
Intersection
Signalized IntersectionLEGEND
Aviation Road Corridor Study AreaOverall Intersection
Level of Service
Overall Intersection Level of Service
Note: Overall LOS is not calculated for unsignalized intersections.
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-8
Existing (2006) PM Peak Hour
Level of Service
B
ur
k
e
D r
.
Q u
een s
b u
ry Sc
h
. D
r.Chu
rc h
D
r.
Cottage Hill Rd.
A
vi
a ti
o n
R d.
F
ar
r
L
n
.
D i
x o
n
R d
.
P o
tter
Rd
.
Fo x
F a
r
m R
d
.
M an
or
D r
.
P
op
l
a
r
R d.
M
i
d n
ig h
t
D
r.
Prospect Dr.
M
ou
n
ta
in
V
ie w
L n .
W.
M o
un t
a in
R
d.
A
v
ia t
ion R d.
Non-Signalized
Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study Area Overall Intersection
Level of ServiceNon-Signalized
Intersection
Signalized Intersection
LEGEND
Aviation Road Corridor
Study AreaOverall Intersection
Level of Service
Overall Intersection
Level of Service
Non-Signalized
Intersection
Signalized IntersectionLEGEND
Aviation Road Corridor Study AreaOverall Intersection
Level of Service
Non-Signalized
Intersection
Signalized IntersectionLEGEND
Aviation Road Corridor Study AreaOverall Intersection
Level of Service
Overall Intersection Level of Service
Note: Overall LOS is not calculated for unsignalized intersections.
Aviation Road Corridor Study
September 2008
11
Aviation Road Corridor Study
September 2008
proaches operate at LO S B during the AM, Mid-
day and PM peak hour periods.
• Aviation Road and Mountain View Lane/
School Driveway – The left turn movements on
Aviation Road currently operate at LOS A dur-
ing the AM, Midday and PM peak hour periods.
The side-street approaches operate at LOS B
during the AM, Midday and PM peak hour peri-
ods.
• Aviation Road and Potter Road/Fox Farm
Road- The southbound approach of Fox Farm
Road operates at LOS F during the AM and PM
peak hour periods and at LOS E during the
Midday peak hour period . All other approaches
operate at LOS C or bett er during the AM, Mid-
day and PM peak hour periods.
• Aviation Road and Dixon Road/Farr Lane- The
northbound approach of Dixon Road operates
at LOS E and LOS F during the AM and PM
peak hour periods and LOS D during the Mid-
day peak hour. The southbound approach of
Farr Lane operates at LOS E during the AM
peak hour period. During the Midday and PM
peak hour periods it operates at LOS D or bet-
ter. All approaches of Aviation Road currently
operate at LOS A during the AM, Midday and
PM peak hour periods.
Aviation Road and Queensbury School Drive/
Church Driveway- This intersection operates at LOS
C or better during the AM, Midday and PM peak
hour periods. All approach es of this intersection
currently operate at LOS C or better during the AM,
Midday and PM peak hour periods.
The results of the analyses are presented in Table
II-5 and Figures II-6, II-7, and I-8 for unsignalized
intersections.
Below is a list of findings from the level of service
analysis of unsignalized intersections in the analysis
area:
• Aviation Road and West Mountain Road – The
left turn movements on Aviation Road currently
operate at LOS B during the AM, Midday and
PM peak hour periods. The side-street ap-
Table II-3:
LOS Criteria for Unsignalized Intersections
LEVEL
OF
S
ERVICE
CONTROL DELAY
PER VEHICLE
(
SECONDS)
A
≤10
B
>10 and ≤15
C
>15 and ≤25
D
>25 and ≤35
E
>35 and ≤50
F > 50
Source: 2000 Highway Capacity Manual, Transportation Research Board
Table II-4
Existing (2006) Level of Servi ce for Signalized Intersections
Location
Existing (2006) LOS/Delay (in sec.)
AM Peak
Hour Midday Peak
Hour PM Peak
Hour
Signalized
Aviation Road at I-87 SB On-Off ramp C (25.1) C (27.0) C (26.7)
Aviation Road E.B. C (26.4) C (34.9) C (26.3)
Aviation Road W.B. C (23.4) C (21.8) C (26.9)
I-87 SB Off ramp N.B. C (26.5) C (26.6) C (26.5)
Aviation Road at Queensbu ry School Drive/Church
Driveway C (20.3) B (19.0) B (17.8)
Aviation Road E.B. A (9.9) A (8.2) B (11.8)
Aviation Road W.B. C (28.8) C (21.4) C (23.8)
Church Driveway N.B. B (19.0) B (15.4) B (17.5)
Queensbury School Drive S.B. C (26.3) C (25.4) B (19.9)
Source: Wilbur Smith Associates
12 Aviation Road Corridor Study
September 2008
Table II-5
Existing (2006/2007) Level of Service for Unsignalized Intersections
Location
Existing (2006/2007) LOS/Delay
(in sec.)
AM
Peak
Hour
Midday
Peak Hour
PM
Peak
Hour
Unsignalized
Aviation Road at W. Mountain Road
Left turn on W. Mountain Road N.B. B (10.2) B (10.3) B (10.6)
Left turn on W. Mountain Road S.B. B (10.1) B (11.9) B (11.1)
Aviation Road E.B. B (10.1) B (13.4) B (12.5)
Aviation Road W.B. B (10.3) B (12.6) B (11.3)
Aviation Road at Mountain View Ln./School
Drive
Left turn on Aviation Road E.B. A(7.5) A(7.6) A(7.6)
Left turn on Aviation Road W.B. A(7.4) A(7.4) A(7.4)
School Drive N.B. B(10.3) B(10.3) B(10.6)
Mountain View Ln. S.B. B(11.7) B(11.9) B(11.1)
Aviation Road at Potter Road/Fox Farm
Road
Left turn on Aviation Road E.B. A (7.7) A (8.0) A (8.1)
Left turn on Aviation Road W.B. A (9.0) A (8.5) A (8.7)
Potter Road N.B. C (20.6) B (11.9) B (12.6)
Fox Farm Road S.B. F (65.1) E (37.7) F (72.9)
Aviation Road at Dixon Road/Farr Lane
Left turn on Aviation Road E.B. A (8.0) A (8.6) A (8.7)
Left turn on Aviation Road W.B. A (9.7) A (8.3) A (8.7)
Dixon Road N.B. E (41.9) D (29.6) F (77.2)
Farr Lane S.B. E (36.5) C (23.9) D (28.7)
Aviation Road at Midnight Drive/Manor
Drive
Left turn on Aviation Road E.B. A (8.2) A (8.9) A (8.7)
Left turn on Aviation Road W.B. A (9.6) A (8.3) A (8.6)
Midnight Drive N.B. C (19.5) B (14.9) C (17.2)
Manor Drive S.B. F (51.3) E (36.0) E (38.2)
Aviation Road at School Parking Driveway
Left turn on Aviation Road E.B.
A (9.3) A (9.1) A (9.0)
Aviation Road at Cottage Hill Road
Left turn on Aviation Road W.B. A (9.7) A (8.7) A (9.1)
Cottage Hill Road N.B. D (28.1) B (14.8) C (17.0)
Aviation Road at Burke Drive
Left turn on Aviation Road W.B. B (10.4) B (10.3) B (10.4)
Burke Drive N.B. F (97.8) F (50.7) F (264.0)
13
Aviation Road Corridor Study
September 2008
• Aviation Road and Midnight Drive/Manor
Drive- The southbound approach of Manor
Drive operates at LOS E or worse during the
AM, Midday and PM peak hour periods. All
other approaches operat e at LOS C or better
during the AM, Midday and PM peak hour peri-
ods.
• Aviation Road and School Parking Driveway-
The eastbound left turn movement on Aviation
Road into the School Parking driveway currently
operates at LOS A during the AM, Midday and
PM peak hour periods.
• Aviation Road and Cottage Hill Road – The
Aviation Road westbound le ft turn at this inter-
section currently operate at LOS A, while the
Cottage Hill Road approach currently operates
at LOS D or better during the AM, Midday and
PM peak hour periods. Because through traffic
does not have a stop sign, it was not evaluated
• Aviation Road and Burke Drive – The
northbound approach of Burke Drive currently
operates at LOS F during the AM, Midday and
PM peak hour periods. Th e left turn movement
on the westbound approach of Aviation Road
currently operates at LOS B during the AM,
Midday and PM peak hour periods.
D. SAFETY
1. Crash Data
Overview
Crash data for Aviation Road for the five-year period
from January 2000 to December 2005 provides valu-
able information about the relative safety of the cor-
ridor and the intersections, especially as related to
other similar corridors and intersections around the
State of New York. The accident analysis considers six separate sections
within the study area:
•
Segment 1 – West Mountain Rd/Butler Pond
Rd to Mountain View Lane intersection;
• Segment 2 – Mountain View Lane to Fox Farm
Road/Potter Road intersection;
• Segment 3 – Fox Farm Road/Potter Road to
Dixon Road/Farr Lane intersection;
• Segment 4 – Dixon Road/Farr Lane to Mid-
night Drive/Manor Drive intersection;
• Segment 5 – Midnight Drive/Manor Drive to
Cottage Hill Road intersection; and
• Segment 6 – Cottage Hill Road to Burke Drive
intersection.
No analyses were completed for the portions of
Aviation Road east of Burk e Drive or west of West
Mountain Road.
The accident data includes non-reportable accidents,
with some limited information available for these
types. Appendix A provides more information on
specific accident descripti ons and collision diagrams.
Segment 1
Segment 1, West Mountain Rd/Butler Pond Road
to the Mountain View Lane intersection, was the
scene of fifteen accidents during the five-year analy-
sis period. Thirteen of these accidents occurred at
the intersection of West Mountain Road with Avia-
tion Road. This intersection was on the High Risk
Rural Roads Accident Summary sent to NYSDOT
Region 1 in November 2006. It was determined that
drivers may find it difficult to judge the speed of
approaching traffic on West Mountain Road when
at a stop sign on Aviation Road. The accident rate
for the West Mountain Road / Butler Road intersec-
tion is 1.86 accidents per million entering vehicles
(acc/MEV) compared to the expected statewide rate
of 0.27 acc/MEV for similar facilities. This is 6.9
times the expected rate and may be caused by the
difficulty in judging vehicle speed when turning onto
West Mountain Road. The severity distribution of
the accidents is normal.
The accident rate for the Mountain View Lane inter-
section is 0.14 acc/MEV compared to the expected
statewide rate of 0.16 acc/ MEV for similar facilities.
A cluster of right-angle accidents is evident on this
segment with eight of the fifteen total accidents in-
volving right angle or left turns.
Aviation Road/Burke Drive Intersection
14 Aviation Road Corridor Study
September 2008
Segment 2
This segment, Mountain View Lane to the Fox Farm
Road/Potter Road intersection, was the scene of 29
accidents for the five-year analysis period. Fifteen of
those accidents were directly related to the intersec-
tion of Fox Farm Road / Potter Road intersection
with Aviation Road. A cluster of right-angle acci-
dents were found in this segment with six located at
the intersection and three related to the roadway to
the west. The accident rate for the Fox Farm Road /
Potter Road intersection with Aviation Road is 0.67
acc/MEV compared to the expected statewide rate
of 0.27 acc/MEV for similar facilities. The accidents
do not reveal any other significant patterns except
that the accident rate is high for this location. The
severity distribution of the accidents is normal.
Segment 3
Ten accidents occurred in Segment 3, Fox Farm
Road/Potter Road to th e Dixon Road/Farr Lane
intersection, seven of whic h were attributed to the
Dixon Road/Farr Lane intersection, for the five-year
analysis period. The accidents occur for a variety of
reasons, with no one reason clearly standing out. The
accident rate for the Dixon Road/Farr Lane intersec-
tion with Aviation Road is 0.28 acc/MEV compared
to the statewide expected rate of 0.27 acc/MEV for
a four leg intersection with two-way stop control.
The severity distribution of the accidents along this
segment is normal. Five of the ten accidents were
rear-end accidents of varyin g contributing factors.
Segment 4
Segment 4, Dixon Road/Farr Lane to the Midnight
Drive/Manor Drive intersection, was the scene of
eighteen accidents. The accident rate for the Mid-
night Drive/Manor Drive intersection with Aviation
Road is 0.24 acc/MEV compared to the statewide
expected rate of 0.27 acc/ME V for similar facilities.
Six of eighteen accidents within the segment oc-
curred at this intersection. Two of the accidents, one
of which was at the intersection, involved bicyclists.
Accident history shows the occurrence of six rear-
end crashes, with four rela ted to the linear portion of
the segment west of the intersection and one at the
intersection. Each of these occurred while a vehicle
was stopped in traffic and struck from behind, and
all of these accidents involved vehicles traveling east-
bound on Aviation Road. Time of day does not ap-
pear to be a contributing fa ctor. The severity distri-
bution of the accidents is normal.
Segment 5
Twelve accidents occurred in Segment 5, Midnight
Drive/Manor Drive to the Cottage Hill Road inter-
section, in the five year analysis period. Four of
these were related to the intersection of Cottage Hill
Road and Aviation Road. The accident rate for the
intersection, 0.15 acc/MEV,
was slightly less than
the statewide expected rate for similar intersections
of 0.16 acc/MEV. Four of the twelve crashes on this
segment were rear-end type s, all of which occurred
while a vehicle was stopped in traffic and struck
from behind. Three of thes e occurred while vehicles
were traveling east on Aviation Road. The severity
distribution of the a ccidents is normal.
Segment 6
During the five-year analysis period, twenty one
crashes occurred in Segmen t 6, Cottage Hill Road to
the Burke Drive intersection. The accident rate for
the Burke Drive intersection is 0.32 acc/MEV,
slightly higher than the statewide expected rate of
0.29 acc/MEV for similar facilities. One of the acci-
dents west of the intersection involved a bicyclist.
Rear-end collisions are ag ain the most predominant
type of crash in this segment, but only one occurred
at the intersection. The severity distribution of the
accidents is normal.
Accident Anal ysis
The overall study area has a
high number of rear-
end, left turn and right angle accidents. Reviewing
the accident descriptions revealed that many of the
rear end accidents occurred while one vehicle was
stopped in traffic, either turning or waiting for an-
other vehicle to turn. The presence and close prox-
imity of driveways, both co mmercial and residential,
is a contributing factor to the number of rear end,
left turn and right angle accidents.
The accident rates for three of the six intersections
were below the expected statewide averages. Two of
the other intersections are considered high accident
locations, and the remaining intersection is at ap-
proximately the expected average rate. The West
Mountain Road / Butler Pond Road intersection
with Aviation Road accide nt rate of 1.86 acc/MEV
is 6.9 times the expected statewide rate of 0.27 acc/
MEV for similar facilities. The accident rate at the
Fox Farm Road / Potter Road intersection with
Aviation is 0.67 acc/MEV, which is 2.5 times the
expected statewide rate of 0.27 acc/MEV. Both of
these are four-way intersections with two-way stop
control. The Burke Drive intersection with Aviation
Road accident rate is 0.32 acc/MEV, which is just
15
Aviation Road Corridor Study
September 2008
above the expected statewide rate of 0.29 acc/MEV
for three-leg intersections with left turn lanes and
five or more lanes under signal control.
Pedestrians were not involv ed in the accidents re-
ported during the five-year study period. Three of
the ninety-two total accidents involved bicycles. One
of the bicycle accidents occurred due to the bicyclist
crossing Aviation Road at an unexpected location
and not waiting for an appropriate gap in the traffic
to cross. The other two acci dents were the result of
the bicycle traveling on the wrong side of the road
and the drivers’ failure to notice the bicyclist.
2. Bicycle Facilities
Portions of the Aviation Road Corridor have very
wide shoulders that can easily accommodate bicy-
clists. However, there ar e other portions, notably in
front of the western portion of the school campus
and along the modular homes adjacent to Mountain
View Lane, where bicycling space is very limited. In
these locations, the width of the paved shoulder is
six inches and one foot or less, respectively. There
are no shared use paths in the Aviation Road Corri-
dor to accommodate bicyclists off-road.
3. Pedestrian Facilities
Sidewalks in front of the school campus provide
space for pedestrians that is separated from vehicular
traffic lanes. Connections to other pedestrian facili-
ties off-campus are limited to the crosswalk connec-
tion to the sidewalk along Burke Drive. West of the
campus area, pedestrians must walk in the grass adja-
cent to the roadway or along the shoulder of the
road. Even with a mini mum paved shoulder width
of three feet for the rest of the Study Area, this is not
a particularly safe situat ion for pedestrians.
E. UTILITIES
Aviation Road has storm drains along both sides of
the road. The inlets are typically several feet away
from the current travel lane s. Municipal water lines
service the properties along Aviation Road in the
Study Area; the pipes lie in the Aviation Road right-
of-way.
Overhead utility poles line the south side of the
roadway along the entire length of Aviation Road
within the Study Area. Utility poles also line the
north side of the road from Dixon Road to West
Mountain Road. The poles are situated variable dis-
tances off the edge of pavement, ranging from one-
to twelve-feet away. A large phone switching center sits in the southwest corner of the Aviation Road/
Dixon Road/Manor Drive
intersection and a con-
crete utility building lies at the edge of the paved
shoulder just west of th e Prospect School western
entrance. Fire hydrants are located at varying dis-
tances from Aviation Road along the north side at
several intersections.
F. LAND USE AND ZONING
Aviation Road in the Study Area supports a mix of
land uses; Figure II-9 shows the land use in the
Study Area. At the eastern end, the largest single
land use is the School Di strict Campus, which in-
cludes a grade school on the northern portions of
the parcel, a middle school close to Aviation Road
on the east side of the campus, and the high school,
which is situated close to Aviation Road on the west
side of the campus. Park ing lots lie between both
secondary schools and the roadway itself. Two
churches lie across the street east of the central sig-
nalized entrance to the Campus. Single family resi-
dences lie west of this intersection between the inter-
section itself and a State Police headquarters oppo-
site the western exit from the High School parking
lot.
Beyond the school and th e State Police barracks
westward to Poplar Lane are single and two-family
residential units. West of Poplar Lane, the land uses
switch to small offices on the south side and com-
mercial uses of single family residential structures
and a church on the north side. These uses transi-
tion to retail commercial on the south side of the
street further to the west to Dixon Road and mixed
commercial uses on the north side of the road to
Manor Drive.
Single and two family residences line Aviation Road
from Farr Lane to Fox Farm Road on the north; a
forested area lines the south side of the road between
Dixon and Potter Roads. West of Potter Road and
Fox Farm Road, the land use is almost entirely single
family until reachi ng just west of Crownwood Lane
where the Prospect School, Child and Family Center
and fire house are grouped together as a public ser-
vice land use node. Just west of the Prospect School
western entrance on the south side of Aviation Road
is a concrete utility buildin g. West of the Child and
Family Center on the north side and the concrete
utility building on the south side, the land use returns
to single family residences to West Mountain Road.
16 Aviation Road Corridor Study
September 2008
This Page Intentionally Left Blank
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure II-9
Existing Land Use
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure III-1
Existing Zoning Districts
Aviation Road Corridor Study
September 2008
17
Aviation Road Corridor Study
September 2008
G. ENVIRONMENTAL AND
CULTURAL RESOURCES
There are minimal natural resources of concern in
the Study Area. There is a large forested parcel
within the study area that is a City of Glens Falls
watershed property. There ar e no significant State or
Federal wetlands with the Study Area, nor are there
significant waterbodies, watercourses or steep slopes.
Western Queensbury contains rare species such as
the Karner Blue and Frosted Elfin butterflies as well
as unique ecological communities. Locations of
these natural resources, although not occurring di-
rectly within the immediate corridor area, should be
taken into account as access modifications to Avia-
tion Road are considered.
There are no historic re-
sources, or structures or neighborhoods listed on or
eligible to be listed on th e National Register of His-
toric Places.
H. TRANSIT
The Greater Glens Falls Transit (GGFT) provides
fixed route and paratransi t public transportation
services in the greater Glens Falls area (Figure I-10).
GGFT currently operates Routes 11 and 12 along
Aviation Road. Both routes begin northbound ser-
vice at Ridge Street Terminal in Glens Falls. Route
11 operates hourly along Glen Street (Rt 9) to Wal-
Mart, with most routes turning onto Aviation Road
to terminate at Aviation Mall. Route 12 also operates
hourly along Glen Street (Rt 9) turning onto Avia-
tion Road to service the John Burke apartments
within the Study Area. Routes 11 and 12 operate
from 6:30 AM until 6:00 PM on weekdays and com-
bine to provide half-hourl y service. Saturday sched-
ules operate a similar level of service.
The fare on all GGFT fixed route services is $1.00
per trip.
GGFT previously provided on-demand services
along Aviation Road beyond Burke Drive, but it was
discontinued for lack of use.
I. OTHER EXISTING CONDITIONS
Numerous signs line both sides of the roadway with
no particular organization or common design to
make comprehension easier. Mailboxes are also com-
mon along Aviation Road, especially west of Potter
Road/Fox Farm Road. Appendix B includes several
images of the corridor showing the different types of
signage currently posted with the Aviation Road
Corridor.
J. CONCLUSION
The analysis of existing conditions on Aviation Road
reveals several issues that sh ould be addressed as part
of future plans for the corridor, including:
• Lack of turning lanes at roadways and heavily
used driveways;
• Lack of adequate shoulders for bicycle use,
• A disjointed sidewalk system;
• High crash rates at the intersections of Aviation
Road with Fox Farm/Potter Roads and West
Mountain Road;
• Alignment / LOS of the Aviation/Dixon/Farr
Lane intersection;
• Minimal transit services or facilities; and
• Failing or near failing levels of service on nu-
merous approaches to several intersections.
Additionally, proposed changes relating to the access
to the school campus, shown in Appendix C, may
also impact future operations of this portion of Avia-
tion Road.
Sidewalk segments properly required by the
Town to be installed with newer development
along Aviation Road contribute to the develop-
ment of a complete sidewalk system
18 Aviation Road Corridor Study
September 2008
III. MANAGING FUTURE
VEHICULAR, PEDESTRIAN AND BICYCLE TRAFFIC
A. FUTURE GROWTH AREAS
In order to establish estimate s of future traffic levels
on Aviation Road, the study team examined the cur-
rent traffic patterns and established the “traffic-
shed” for Aviation Road. This is the area that can be
expected to contribute tr affic to Aviation Road on a
regular basis. Figure III-1 shows the existing zon-
ing in the corridor with the “traffic-shed” overlain.
Figure III-1 also highlights proposed development
that is being considered within the study area. The
Study Team projected traffic volumes into the future
using a standard growth rate, with the addition of
additional traffic expected to be generated by the
proposed developments, base d on their size and land
use. Figures III-2 and III-3 shows the future traf-
fic projections for the corridor. These projections
were advanced through 2016, the year selected as the
ending date for the projections. The 2016 traffic
projections became the basi s of the future intersec-
tion alternatives analysis presented in Section III.
The LOS for the No Action condition projected to
2016 is included in Table III-1 . It is combined with
the future analysis of different future alternatives so
that it is easy to compare the various options. These
numbers were also used for the 2016 roundabout
alternatives analysis, which Table III-3 presents.
B. INTERSECTIONS
1. Overview
As vehicular traffic continues to grow on Aviation
Road, congestion at inters ections will increase.
There are several options that can be pursued to
address this increase, including:
• Adding additional traffic through and turn lanes
at the intersections;
• Adding stops signs;
• Adding signals; or
• Constructing roundabouts.
Not all of these options are available or appropriate
at each intersection. Warrants for either a stop sign
or traffic signal must be met before these options
can be exercised at an intersection. The addition of
through or turning lanes at intersections is also, for most cases, only acceptable on Aviation Road when
used in conjunction with a stop sign or traffic signal.
This section of the report
describes the alternatives
that were considered for each intersection and seg-
ment. It then examines which options are appropri-
ate for each intersection to address future conditions
projected for 2016. It explores how the viable op-
tions may change the future operations at the Avia-
tion Road intersections under consideration. Table
III-2 summarizes the different alternatives consid-
ered for each intersection and segment. Figures
III-4, III-5, III-6, and III-7 show the general loca-
tion of the proposed roadway improvements along
Aviation Road. Appendix D contains a more de-
tailed discussion of the development of the various
alternatives.
The intersection analysis used the following parame-
ters in the evaluation of traffic signals at the intersec-
tions along the Aviation Road Corridor:
• The traffic signals will operate in accordance to
the New York State Manual of Uniform Traffic
Control Devices;
• The signals will be fully actuated signals, with all
intersection approaches having vehicle detec-
tion, consistent with NYSDOT policy;
• Signal phasing will provide one phase for Avia-
tion Road traffic and one phase for side road
traffic (a two phase operation) unless intersec-
tion geometry or heavy conflicting vehicle
movements indicate the need for analysis of
additional phasing;
• Left turns will be allowed during the regular
green phase for each roadway section;
• If exclusive left turn signaling is appropriate,
based on the initial signaliz ed analysis, left turns
will also be allowed during the normal green
phase; and
• Signal timing will be consistent with existing
timing parameters, modified when required to
accommodate additiona l signal operational
phases.
The roundabout analysis assumed that each round-
about wo uld h
ave only a single lane and a single ap-
proach lane in each direction. Table III-3 provides
a summary of the analysis.
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure III-2
Future (2016) AM Peak Hour
Traffic Volumes
15
8
2 37 5
1 3
1
1
A
vi
a
tio n
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.
M
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in
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k e
Q u
een sbu
r
y S ch . C
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rc
h
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A vi at i
o n
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.
F
ar r
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.
D
ix
on Rd.
P
ot
te
r
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F
ox
Fa
rm Rd
.
M a
n
or
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r.
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.
Mo
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a i
n
Rd
.
A viati
on
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.
Non-Signalized Inter-
section
Signalized Intersection
LEGEND
Aviation Road Corridor
2
6
1 6
2
9
7 9
7 8
9 61
5 9
B urk
e Dr .
Avi a
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R d
.
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.
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on
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Avia
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.
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ury
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ox F
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1 56
Dixon Rd.
1
0
0
Includes the following back-
ground projects •Professional Office Park
•Office Space
•Vacant Getty Station
•Western Reserve Single Family
•Kings Court Single Family
•Crownwood Subdivision
•Dunkin’ Donuts Restaurant
Note:
Wes
t
M oun
tai
n
R d.
1 55
6 01
8
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure III-3
Future (2016) PM Peak Hour
Traffic Volumes
7
1
2 21 5
1 2
5
0
A vi
a
tio n
R d
.
M
o
u nt
a
in
V i
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L
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1
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0
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1
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8
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10
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88 A vi
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.
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h
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5
11
15
15
6 61
1 00
Dixon Rd.
1
1
0
Non-Signalized Inter-
section
LEGEND
Aviation Road Corridor
Study Area
Includes the following background
projects
•Professional Office Park
•Office Space
•Vacant Getty Station
•Western Reserve Single Family
•Kings Court Single Family
•Crownwood Subdivision
•Dunkin’ Donuts Restaurant
We
st
Mo u
n ta
in
Rd
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure III-4
Roadway Improvements
Segment 1
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure III-5
Roadway Improvements
Segment 2
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Figure III-6
Roadway Improvements
Segment 3
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure III-7
Roadway Improvements
Segment 4
Aviation Road Corridor Study
September 2008
19
Aviation Road Corridor Study
September 2008
2. Analysis and Recommendations
Aviation Road at Burke Drive
Stop Sign Control:
Under stop control for 2016 volumes, Burke Drive
operates at LOS F, with Aviation Road operating at
LOS B during both peak periods.
Three-Phase Fully Actuated Signal Operation:
The signal analysis performed for the Aviation
Road / Burke Drive intersection is for an isolated
signal not tied into the operation of the I-87 on-off
ramp signals. The first si gnalized evaluation included
a three phase, full actuated traffic signal control, with
a left turn phase being pr ovided for existing west-
bound Aviation Road left turn lane onto Burke
Drive. The results show an overall intersection LOS
C for both the AM and PM peak periods, with some
approaches operating at LOS D or worse. The Avia-
tion Road eastbound approach exhibited LOS D
during both AM and PM peaks. Westbound Aviation
road exhibited LOS C for the AM peak period, while
exhibiting LOS E for th e PM peak. Burke Drive
operates at LOS C during the morning peak and
LOS B during the evening peak.
A second evaluation was undertaken that included a
right turn lane for eastbound Aviation Road into
Burke Drive. Under this co ndition, the intersection
exhibited an overall LOS C during both peak periods
with improved approach LOS. Eastbound Aviation
Road exhibited LOS C for both AM and PM peak
periods. Aviation Road we stbound exhibited LOS C
during the morning peak and LOS D during the eve- ning peak hour. Burke Drive improved to LOS B
during the morning peak and continued at LOS B
during the evening peak.
The results of the LOS analysis show acceptable
LOS under the three phase operation with the added
eastbound Aviation Road right turn lane.
Other Considerations:
Burke Drive is immediately to the west of the signal-
ized intersection at I-87 (Adirondack Northway)
southbound ramps. Cons equently, a roundabout
was not considered to be appropriate at the Burke
Drive intersection. The Burke Drive and
southbound I-87 ramp intersections, if both con-
trolled by traffic signals, will function inefficiently if
the signal operations are not coordinated or con-
trolled by a single opera tion and controller. How-
ever, the two signals at the SB and NB I-87 ramps
are operated by NYSDOT, and are run by one con-
troller as a single inters ection operation. Based on
past experience working with NYSDOT on traffic-
related issues, and specifically on traffic signals, it is
not anticipated that NYSDOT would be receptive to
the installation of a signal at Burke Drive due to the
close proximity of Burke Drive to the two I-87 sig-
nals.
To further facilitate discussi on of future intersection
control at Burke Drive, the analysis considered the
concept of looking at the intersections at Burke
Drive and I-87 Southbound ramps as one access
point on Aviation Road. NYSDOT policy for con-
trol of access at expressway rams is set forth in
Chapter 6, section 6.04.09 in the NYSDOT Highway
Design Manual. The Manual indicates that “There
LOS/Delay (in sec.)
Unsignalized
Signalized
2016
AM Peak Hour
2016
PM Peak Hour 2016
AM Peak Hour 2016
PM Peak Hour
Aviation Road at Potter Road/Fox Farm
Road
Stop Control
Aviation Road EB. A (8.2) A (8.6)
Aviation Road WB B (10.3) B (10.2)
Potter Road NB F D (25.8)
Fox Farm Road SB F F
Overall intersection N/A N/A
Table III-1
Future (2016) Intersection Level of Service (LOS)
20 Aviation Road Corridor Study
September 2008
2 Phase Operation
Aviation Road EB. B (13.0) A (4.9)
Aviation Road WB C (25.3) C (33.3)
Potter Road NB C (21.7) B (13.9)
Fox Farm Road SB B (16.2) D (48.4)
Overall intersection B (19.1) C (21.9)
3 Phase Operation – Aviation Rd Left Turn
Lanes and Potter Rd Right Turn Lane
Aviation Road EB. C (29.3) C (21.6)
Aviation Road WB B (11.2) B (12.9)
Potter Road NB C (15.9) A (6.9)
Fox Farm Road SB B (18.3) C (22.9)
Overall intersection C (20.0) B (14.8)
Aviation Road at Dixon Road/Farr Lane .
Stop Control
Aviation Road EB A (8.7) A (9.5)
Aviation Road WB B (11.4) A (10.0)
Dixon Road NB F F
Farr Lane SB F F
Overall intersection N/A N/A
3 Phase Operation
Aviation Road EB D (42.0)
Aviation Road WB B (10.5)
Dixon Road NB D (53.3)
Farr Lane SB D (54.5)
Overall intersection C (32.8)
2 Phase Operation
Aviation Road EB B (15.4) B (19.3)
Aviation Road WB A (5.2) B (14.8)
Dixon Road NB C (33.7) C (32.2)
Farr Lane SB C (31.5) B (14.7)
Overall intersection B (13.2) B (918.5)
LOS/Delay (in sec.)
Unsignalized
Signalized
2016
AM Peak Hour 2016
PM Peak Hour 2016
AM Peak Hour 2016
PM Peak Hour
Table III-1 (Cont’d)
Future (2016) Intersection Level of Service (LOS)
21
Aviation Road Corridor Study
September 2008
should be control of access along the whole of all
ramps. To insure safety and free flow of traffic,
ramps must be kept free of any intermediate roadway
connections either by ac quisition or outer frontage
roads. At the crossroad end of interchange ramps,
control of access is required for several hundred feet
along the crossroad.” Additionally, NYSDOT wants
ramps to exist onto main roads rather than smaller
side roads. These policies make it unlikely that NYS-
DOT will consider either ch anging the end point of
the southbound ramp to be on Burke Drive in the
vicinity of Abbey Lane or allowing Burke Drive to
intersect the ramp at the same location.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendations:
Potential consolidation of the roadways is a very
long term option which will not provide assistance in
Aviation Road corridor upgrades under the timeline
of this study. For the short term, the recommenda-
tions are to change existing lane configuration/paint
to provide two left turn only lanes onto the
southbound on-ramp, providing one lane only for
Aviation Road westbound. This work should be
done in conjunction with construction of a round-
about at the Queensbury School District driveway. Preservation of left turns into and out of Burke
Drive was identified as essential.
Aviation Road and Queensbury School Drive/
Church Driveway
This intersection currently operates under signal
control and therefore the analysis did not include
consideration of a stop sign at this intersection.
Existing Signal Control with One New Turn Lane:
The 2016 signal evaluation included the introduction
of a right turn lane for westbound Aviation Road
traffic into the Queensbury School. Under 2016
conditions and a modified
timing plan, the intersec-
tion exhibited an overall LOS of B in the AM peak
period and LOS C during the PM peak period. Avia-
tion Road eastbound exhibited LOS B during both
the AM and PM peak periods. Westbound Aviation
Road exhibited LOS B during the AM peak and LOS
C during the PM peak. The Queensbury School ap-
proach exhibited LOS C du ring both peak periods.
The Church driveway approach operated at LOS B
during the AM peak period and LOS C during the
PM peak.
Aviation Road at Burke Drive
Stop Control
Aviation Road WB – Left turn B (13.5) B (14.4)
Burke Drive NB F F
Overall intersection N/A N/A
3 Phase Operation Existing Geometry
Aviation Road EB D (40.9) D (42.6)
Aviation Road WB – Through C (24.8) D (37.3)
Aviation Road WB – Left turn B (12.4) F
Burke Drive NB C (21.7) B (17.6)
Overall intersection C (31.4) C (27.0)
3 Phase With EB Right Turn Lane
Aviation Road EB C (29.2) C (30.2)
Aviation Road WB – Through C (27.4) D (36.4)
Aviation Road WB – Left turn B (10.6) C (29.4)
Burke Drive NB B (19.5) B (17.5)
Overall intersection C (27.0) C (31.8)
Table III-1 (Cont’d)
Future (2016) Intersection Level of Service (LOS)
Source: Wilbur Smith Associates
22 Aviation Road Corridor Study
September 2008
The draft Queensbury School District Campus Mas-
ter Plan encourages the installation of a roundabout
at this intersection. A roundabout would not have a
new right turn lane on the westbound Aviation Road
approach to the intersection. A roundabout at this
intersection would operate at LOS A through 2016.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendation:
Construct a roundabout. Construction of the round-
about must be done in c onjunction with re-striping
the intersection of Aviation Road and the I-87
(Adirondack Northway) southbound on-ramps.
Aviation Road and Midnight Drive/Manor Drive
The analysis of the Aviation Road intersection with
Midnight and Manor Drives assumed that the cur-
rent misalignment of the two side streets would re-
main.
Stop Sign Control
:
The analysis initially evaluated this intersection for
2016 conditions with just stop signs for Midnight
Drive and Manor Drive. This analysis indicated LOS
F for both Midnight Drive and Manor Drive ap-
proaches during the morning and evening peak
hours for 2016 volumes. Aviation Road operated at
LOS A for eastbound and westbound traffic during
both peak periods.
Two Phase Signal Control
:
The analysis then evaluated the intersection under a
two phase signal scenarios. This scenario allowed the
two side roads to operate together under a common
green signal phase. During the AM peak period, the
intersection operated at an overall LOS B, with all
approaches operating at LO S C or better. During the
PM peak period, the inte rsection operated at an
overall LOS A, with all approaches operating at LOS
C or better. Eastbound Av iation road exhibits LOS
B during the AM peak an d LOS A during the PM
peak period, while west bound operated at LOS A
during both peak periods. Midnight Drive operated
at LOS B during both AM and PM peak periods.
Manor Drive operated at LOS C during both peak
periods.
Side Road Split Phasing Control
:
The analysis considered a second signal phasing sce-
nario that included separate green phases for the two
side roads in response to the minor offset alignment
of Midnight Drive and Manor Drive with Aviation
Road. During both the AM and PM peak periods,
the intersection operated at an overall LOS B, with
all approaches operating at LOS C or better. East- bound Aviation Road exhibited LOS C during the
AM peak period and LOS B during the PM peak
period. Aviation road we
stbound operated at LOS B
during both peak periods. Midnight Drive exhibited
LOS B during both the AM and PM peak periods.
Manor drive operated at LOS C during both peak
periods.
Roundabout
:
The draft Queensbury School District Campus Mas-
ter Plan also encourages installation of a roundabout
at this intersection. To operate properly, a round-
about would need to be centered on Aviation Road
between the existing Manor and Midnight Drive
intersections. It would most likely require the acqui-
sition of additional property, most likely the house
on the northeast corner of Manor Drive and Avia-
tion Road. The roundabout is projected to operate
at LOS A for all approaches to the roundabout.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendations:
Construct a roundabout only in conjunction with the
School District Campus Ma ster Plan. Construct a
roundabout only if conditions require it. This is a
future option to be considered in conjunction with
potential school campus access improvements.
Aviation Road at Dixon Road/ Farr Lane
Stop Sign Control
:
This intersection exhibited LOS F for both Dixon
Road and Farr Lane approaches during the morning
and evening peak hours under stop sign control and
2016 volumes. Aviation Road operated at LOS A for
eastbound traffic during both peak periods and LOS
B for westbound traffic during the morning peak
hour and LOS A during the evening peak.
The significant skew of the Dixon Road approach to
Aviation Road creates opera tional concerns for the
flow of side road traffic. In response to this concern,
the analysis included two evaluations with the inter-
section under signal control.
Three Phase Signal Control
:
The first evaluation used a three phase operation,
providing for separate movements for Dixon Road
and Farr Lane. The results of this analysis show
Aviation Road operating at LOS B for the west-
bound approach, but at LOS D for the eastbound
approach during the morning peak hour. Dixon
Road operates at LOS D during the morning peak
hour. Farr Lane will operate at LOS D during the
morning peak. Due to LOS D for three of the four
approaches, the analysis for the evening peak was
not undertaken.
Aviation Road Corridor Study
September 2008
Table III-2 Intersection and Segment Alternatives
No Action
Right-In/Right-Out onto Burke, left turns onto Burke from Aviation Road westbound
Right-In/Right-Out onto Burke
Joint Burke Drive and Northway access lanes to create one intersection with Aviation Road
No Action
Minimum 4′ shoulders on both sides of Aviation Road
Dedicated bicycle lanes on Aviation Road
Planted Median between travel lanes on Aviation Road
Mid-Block Crossing close to High School pedestrian entrance
Sidewalks 5′ wide, Min. 2′ grass strip adjacent to curb, both sides of Aviation Road
Street trees along both sides of Aviation Road
No Action
Roundabout
No Action
Roundabout (needs to be moved east on school plans)
Midnight Drive as main connection between Dixon Road and Aviation Road
No Action
Reduce curb-cut widths
Minimum 4′ shoulders on both sides of Aviation Road
Dedicated bicycle lanes on Aviation Road
Sidewalks 5′ wide, Min. 2′ grass strip adjacent to curb, both sides of Aviation Road
Street trees along both sides of Aviation Road
No Action
Intersection modification with Stop Signs
Roundabout
No Action
Minimum 4′ shoulders on both sides of Aviation Road
Dedicated bicycle lanes on Aviation Road
Sidewalks 5′ wide, Min. 2′ grass strip adjacent to curb on both sides of Aviation Road
Off-Street Multi-Use Pathway (off-line improvement)
No Action
Signalized Intersection
Roundabout
No Action
Minimum 4′ shoulders on both sides of Aviation Road
Dedicated bicycle lanes on Aviation Road
Wide shoulders on Aviation Road
Sidewalks 5′ wide along northern side of Aviation Road with a 2′ grass strip
No Action
Three Way or Four Way Stop Signs
No Action
Minimum 4′ shoulders on both sides of Aviation Road
No Action
Four Way Stop Signs
Flashing lights on Stop Signs on Butler Pond Road
Intersection warning sign on West Mountain Road
Flashing light on West Mountain Road
Roundabout
Narrow travel lanes on West Mountain Road Add flashing lights similar to those on Aviation Road at West Mountain Road.
Dixon Road to Potter Road
Segment
Construct a minimum 10′ width multi-use pathway along the utility ROW from Potter Road to Dixon Road. This off-line improvement would provide a direct connection between these two roads for bicyclists and
pedestrians.
Widen paved shoulders to provide space for pedestrians and bicyclists to share the side of the road.
Fox Farm Lane to Mountain View Lane Potter Road/Fox Farm Lane No changes will be undertaken.Allows continuous bicycle movement on both sides of Aviation Road.
Works best with planted center median, but could also work with center lane.
Mountain View Lane to West Mountain Road Segment No changes will be undertaken. Sidewalks should be constructed from Fox Farm to Mountain View Lane on the north side of Aviation Road with a minimum 2′ separa
tion between the roadway and the sidewalk.
Sidewalks will need to be constructed from the High School driveway to Manor Drive on the north side of Aviation Road, and from
the Church Driveway to Midnight Drive on the south side
of Aviation Road.
Add signals to the intersection, either with or without modifications to the layout of the intersection. Keeps easy accedss to Burke Drive from Northway.
Benefits from Roundabouts to help u-turns, indirect route from Northway.
Long Term solution; Needs more analysis to determine if this may be acceptable to NYSDOT.
Improvement Options
DescriptionComments
Burke Drive to Midnight Drive
IntersectionSegment No changes will be undertaken.
Construct a roundabout to replace the existing traffic light.
No changes will be undertaken.
No changes will be undertaken.
Queensbury School Campus Main Driveway/ Church
Driveway
Intersection
Intersection
Dixon Road/Farr Lane Burke Drive/Aviation Road Intersection Restrict left turns from Burke Drive onto Aviation Road; this movement uses other roadways.
Restrict turns onto Burke Drive to right-in/right-out only. Westbound traffic uses School District main entrance roundabout for
U-turn back to Burke Drive, Burke left turn uses other
roadway intersections. No changes will be undertaken.
Eliminate conflict of two intersections on Aviati on Road within close proximity to each other.
Location
No changes will be undertaken.
4′ width shoulders provided throughout this segment. Additional widening of the paved sh oulder will be needed in this segment from the School Campus Main Drive to Midnight Drive.
Segment
Improvement Type
Infill trees as needed to help enclose the roadway for aesthetic and traffic calming reasons. Construct a planted median in the existing middle turn lane. Provide a left-out, 10′ width cut in the median for State Police t o exit westbound to Aviation Road, left turn lane for bus entry to
school campus and possibly at other select locations.
Construct a pedestrian crosswalk, at a location to be determined, between Cottage Hill Road and Prospect Drive that will line up with the future main entrance to the High School building. Construct 5′ wide bic
ycle lanes on both sides of Aviation Road from the school Campus Drive to Midni
ght Drive, requirin
g additional pavin
g on both sides of the road, preferabl
y using school
district ROW whenever possible which means a slight shift in the centerline.
Midnight Drive/Manor Drive With a roundabout proposed for the Aviation Road/Midnight Drive/Manor Drive intersection, and potential restrictions on turning movements at the Dixon Road/Aviation Road and Burke
Drive/Aviation Road intersections, it is feasible to consider uses Midnight Drive as the main connector between Dixon Road and Aviation Road.
Midnight Drive to Dixon Road Infill trees as needed to help enclose the roadway for aesthetic and traffic calming reasons. Shoulders are currently adequate width, no widening should be necessary.
Add a signal to this intersection, a left turn lane on Aviation Road westbound to Potter Road, and a right turn lane on Potter Road at Aviation Road.
Intersection
Segment No changes will be undertaken.
Shoulders are currently adequate width, no widening should be necessary. Add a roundabout to this intersectio
n, provide sidewalks around the entire roundabout with crosswalks.
No changes will be undertaken
Shoulders are currently adequate width, no widening should be necessary.
Sidewalks should be constructed from Dixon Road/Farr Lane to Potter
Road on the south side of Aviation Road and to Fox Farm Lane on the north side of Aviation Road.
No changes will be undertaken. Allows continuous bicycle movement on both sides of Aviation Road.
Helps calm traffic, improve aesthetics and maintains capacity. Works best with roundabouts for u-turns.
Reduce curb cut width(s) for businesses between Poplar Lane and Dixon Road. Considered to be an essential improvement.
Use of Midni
ght Drive could be needed if left turn movements are limited at Dixon Road and Aviation Road.
Would not be needed with a full signalized intersection or Roundabout at Dixon Road.
Consolidation of wide curb cuts at commercial driv
eways can improve circulation on Aviation Road and
reduce potential conflict points.
Allows continuous bicycle movement on both sides of Aviation Road.
Considered to be an essential improvement.
Reconfiguration of the intersection to reduce acute angle of Dixon Road with Aviation Road and align with
Farr Lane may be difficult if one of the properties on ei ther side of Dixon Road is not available for additional
ROW.
Allows continuous bicycle movement on both sides of Aviation Road.
Allows continuous bicycle movement on both sides of Aviation Road.
Improvements meant to address high crash rate at this intersection.
Improvements meant to address high crash rate at this intersection.
Allows continuous bicycle movement on both sides of Aviation Road.
Allows continuous bicycle movement on both sides of Aviation Road.
Construct a roundabout to provide full movement from all roads wh
en Manor Drive is extended into School Campus. Will need some relocation of Manor Drive to align more closely with Midnight Drive and the taking of
private property.
Sidewalks should be constructed from Manor Drive to the Stewarts Shop sidewalk, fill
gaps in the existin
g sidewalk alon
g non-residential properties, and then extend from the office buildin
gs
to Farr Lane on the north side of Aviation Road, and from Midnight Drive to the Dixon Road, along the existing paved-over sidew alk alignment visible in front of the shopping center on the
south side of Aviation Road. Allows continuous bicycle movement on both sides of Aviation Road.
Modifications meant to address confusing traffic patterns at the intersection
Allows continuous bicycle movement on both sides of Aviation Road.
Requires removal of numersou trees and fences and relocation of utility poles.
Note: Intersections and segments in the corridor not listed above are not proposed for upgrades/changes. Construct 5′ wide bicycle lanes on both sides of Aviation Road, requiring restriping, some additional paving along portions of
this segment.
Signalized Intersection Construct a roundabout; address awkward intersection angle of Dixon and Aviation.
Construct 5′ wide bicycle lanes on both sides of Aviation Road, requiring restriping and some widening.
Construct 5′ wide bicycle lanes on both sides of Aviation Road Four intersection choices: 1) Farr Lane full movement, Dixon Road right-in only; 2) Farr Lane Right-In/Right-Out, Dixon Rod rig
ht-in only; 3) Farr lane full movement, Dixon Road no
movements; 4) Farr Lane and Dixon Road full movements.
West Mountain Road Create wider paved shoulers by moving the fog line (white stripe) inward to create narrower travel lanes. Narrower travel lanes tend to slow traffic.
Flashing yellow light at the intersection for West Mountain Road traffic. Yellow warning signs for upcoming intersection in both directions on West Mountain Road.
Add a roundabout to this intersection.
Mountain View Lane/Pro
spect School Driveway
Add Stop signs to West Mountain Road in both directions.
Intersection
No changes will be undertaken.
Add Stop signs to Aviation Road, Mountain View Lane
(and the Prospect School Driveway, if feasible).
Intersection No changes will be undertaken. Shoulders are currently adequate width along the south side of Av
iation Road, however additional shoulder width is needed in this entire segment along the north side of Aviation Road.
Add flashing lights to the existing stop sign(s).
Aviation Road Corridor Study
September 2008
23
Aviation Road Corridor Study
September 2008
Two-Phase Signal Operation:
The second analysis considered a two phase opera-
tion for this intersection. Under this scenario, during
the morning peak hour eastbound Aviation Road
operates at LOS B with we stbound operating at LOS
A. During the evening peak hour eastbound Aviation
Road operates at LOS B and westbound operates at
LOS B. Both Dixon Road and Farr Lane operate at
LOS C during the morning peak hour. During the
evening peak hour, Dixon road operates at LOS C
and Farr Lane at LOS B.
The results of the LOS analysis show acceptable
LOS under the two phase signal operation.
Roundabout
:
A roundabout at the Dixon Road Farr Lane intersec-
tion with Aviation Road is projected to operate at
LOS A for all approaches during both the AM and
PM peak hours. Various locations for a roundabout
could work at this intersec tion, although all of them
would require the acquisition of additional property
from adjacent pr operty owners.
Because the former gas station on the tight southeast
corner is currently vacant and for sale, the analysis
looked closely at whether ac quisition of this parcel
by the Town would facilitate the construction of a
roundabout and reduce the right-of-way impacts on
adjacent properties. The study indicates that the ac-
quisition of this parcel does not limit impacts on
other parcels. It actually has the opposite affect.
The further to the east that the center of the round-
about is situated along Aviation Road, the more land
is needed from the parcel on the northeast corner of
the intersection. Additionally, the layout of the
needed right-of-way on the property is such that it
removes much of the development potential of the
site. This is because of the need to evenly distribute
the access points from the intersecting streets, which
locates the Farr Lane approach to the roundabout
near the center of the prope rty. The relocated Farr
Lane would need to pass close to or through the
existing house on the propert y. Even when rotating
the access points counterclockwise to make the Farr
Lane access point facing northwest rather than
north, the disruption to the property is significant.
For each of the layouts that try to use the former gas
station site, the amount of right-of-way needed on
the northeast corner is greater, and the location of
the right-of-way more intrusive, than a layout that
places the roundabout closer to the center of the
existing intersection
.
It appears that acquisition of the former gas station
property will not facilitate easier implementation of a
roundabout at this location
.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendations:
Construct a roundabout. This is a high priority inter-
section for this Study. Consideration of right-of-way
needs and a right-of-way as sessment should be un-
dertaken as soon as possible.
Aviation Road at Potter Road/ Fox Farm Road
Stop Sign Control
:
The analysis evaluated this intersection for 2016 con-
ditions under stop control for Potter Road and Fox
Farm Road. As expected Potter Road and Fox Farm
Road operates at LOS F in the morning peak hour,
with Potter Road at LOS D and Fox Farm road at
LOS F during the evening peak hour. Aviation road
will operate at LOS A eastbound and LOS B west-
bound during the morning and evening peak periods
for 2016 volumes.
The analysis also considered an additional option of
maintaining a two way stop system on Potter and
Fox Farm Roads, but adding a left turn lane on Avia-
tion road for westbound traffic turning south onto
Potter Road and a right turn lane on Potter Road for
northbound traffic turning east onto Aviation Road.
No additional LOS analysis was completed for this
alternative, but it would address the largest reasons
for the poor LOS performance in the stop sign con-
trol analysis described above. This alternative also
addresses one of the appare nt reasons for the higher
than normal crash rates at this intersection.
Fully Actuated Signal Control
:
The analysis then evaluated this intersection under
two phase, full actuated traffic signal control. The
results show that Aviation Road will operate at LOS
B on the eastbound approach and LOS C on the
westbound approach during the morning peak pe-
riod for 2016 volumes. During the evening peak
hour eastbound Aviation Road operates at LOS A
while westbound continues at LOS C. Potter Road
will operate at LOS C during the morning peak hour
and LOS B during the evening peak. Fox Farm Road
will operate at LOS B during the morning peak pe-
riod and LOS D during th e evening peak. Overall,
the intersection operated at LOS B during the AM
peak and LOS C during the PM peak.
24 Aviation Road Corridor Study
September 2008
Signal Control with Turn Lanes:
The analysis included further evaluation that ana-
lyzed the intersection under signal control with left
turn lanes for Aviation Road and a right turn lane for
northbound Potter Road approach. Under this signal
operation eastbound Aviati on Road operated at LOS
C during both the AM and PM peak periods, while
westbound operated at LOS B during both peak
periods. Potter Road opera ted at LOS C during the
AM peak period and LOS A during the PM peak
period. Fox Farm Road exhibited LOS B during the
AM peak period and LOS C during the PM peak
period. The overall intersection operation exhibited
LOS C for the AM peak period and LOS B for the
PM peak period.
Roundabout
:
The last part of the analysis examined a roundabout
at this intersection. A ro undabout would operate at
LOS A through 2016. It would also require the addi-
tion of additional right-of-way in order to be con-
structed.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendations:
Provide a left turn lane from westbound Aviation
Road to southbound Potter Road. Also provide a
right turn lane from northbound Potter Road to
eastbound Aviation Road. Crosswalks and appropri-
ate signage should also be provided. If the proposed
turn lanes do not solve the existing crash rate issue at
this intersection, considering a roundabout at this
location will be necessary.
Aviation Road at Mountain View Lane
Stop Sign Control
:
Traffic volumes at this intersection are not high
enough to warrant a traffic signal. The analysis con-
sidered adding a three way stop sign and maintaining
the existing stop sign on Mountain View Lane with
no stop sign on Aviation Road. The primary con-
cern at the intersection is the interaction of side traf-
fic from the school as well as Mountain View Lane
with traffic on Aviation Road and the number of
pedestrians associated with the Prospect School that
cross Aviation Road. No significant change to exist-
ing operations are anticipated through 2016.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendations:
No action is needed at this time or through this plan.
Future issues at this intersection shall be addressed
when deemed appropriate or necessary.
Aviation Road at West Mountain Road
Traffic volumes at this
intersection are not high
enough to warrant a traffic signal. Because the con-
cerns at this intersection are primarily safety related,
the Study Team considered other methods of man-
aging the traffic, including:
• Maintaining the stops signs on both approaches
of Aviation Road with the addition of flashers
on both;
• Installing four way stop signs;
• Adding intersection warning signs on West
Mountain Road;
• Installing a roundabout;
• Narrowing the lanes on West Mountain Road by
moving the white fog line and widening the
paved shoulders; and
• Adding flashing yellow lights on West Mountain
Road.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendations:
• Consider adding a black and yellow speed
“warning” sign to West Mountain Road;
• Add speed radar controlled signs on West
Mountain Road;
• Place flashing red lights on the top of the 2
nd
stop sign on Aviation Road on the eastbound
side of Aviation Road;
• Narrow the West Mountain Road travel lanes by
moving the “fog line” toward the center of the
road – making the lanes narrower and the shoul-
der wider; and
• Research potential road paint options for Avia-
tion Road to warn motorists of the stop ahead
at the intersection with West Mountain Road.
Summary
Each intersection exhibited an overall LOS of C or
better for 2016 operating conditions under signal
control with the operational or intersection configu-
ration improvements noted above. The approaches
to all intersections exhibited LOS C or better with
the exception of Fox Farm Road during the PM peak
period, eastbound Aviation Road at Burke Drive
during the AM peak under exiting geometry, and
westbound Aviation Road at Burke Drive during the
PM peak under revised geometry – LOS D; and
westbound Aviation Road at Burke Drive during the
POM peak period under existing geometry – LOS E.
It is noted that these locations were analyzed as iso-
lated intersections.
25
Aviation Road Corridor Study
September 2008
Each of the intersections for which the analysis con-
sidered a roundabout operated at LOS A, except the
Aviation Road and Church Drive roundabout during
the AM Peak which operated at a LOS B.
Table III-1 and III-3 presents the results of the
LOS analysis for the intersec tions analyzed for instal-
lation of signals or roundabouts.
C. PROPOSED ROUNDABOUTS
As a result of the discussions with the Study Advi-
sory Committee and the overwhelming desire by the
majority of the public that provided comments for
this study, a more detailed roundabout planning-level
analysis for intersections within the corridor was
conducted. This analysis was based on the significant
design and safety considerations that could be ad-
dressed through development of a more detailed
roundabout analysis.
Figures III-8, III-9 and III-10 provide conceptual
design layouts on the potential planning-level pre-
ferred design and alignments for roundabouts at the
Queensbury School Campus intersection with Avia-
tion Road, Manor Drive/Mi dnight Drive intersec-
tion with Aviation Road, and Farr Lane/Dixon Road
intersection with Aviation Road. The conceptual
plans were prepared using an aerial base map. Pedes-
trian and bicycle accommodations were considered
and provided for along Aviation Road. Detailed cost
estimates for each roundabout, without right-of-way
acquisition costs, can be found as tables III-4, III-5
and III-6.
Priorities for each proposed roundabout have been
created as follows:
1) Construction of a roundabout at the Farr Lane/ Dixon Road intersection with Aviation Road is
a top priority;
2) Construction of a roundabout at the Queens-
bury School Campus intersection with Aviation
Road is also a top priority; and
3) Construction of a roundabout at the Manor Drive/Midnight Drive intersection with Avia-
tion Road may be warranted in the future and is
thus included in this document as a recommen-
dation, however it should only be considered
after the other proposed corridor improvements
have been constructed or ruled-out and the need
for a roundabout at this intersection remains.
The next steps will likely invo lve a survey of the area,
detailed utility location as sessment, and roundabout
design and engineering.
RODEL- Roundabout analysis AM Peak
Hour PM Peak Hour
Aviation Road and Fox Farm Rd/
Potter Road A (4.7) A (5.0)
Aviation Road EB approach A (0.09) A (0.08)
Aviation Road WB approach A (0.06) A (0.09)
Potter Road NB approach A (0.09) A (0.06)
Fox Farm Road SB approach A (0.05) A (0.06)
Aviation Road and Farr Lane/
Dixon Rd. A (8.7) A (5.5)
Aviation Road EB approach A (0.18) A (0.09)
Aviation Road WB approach A (0.07) A (0.10)
Dixon Road NB approach A (0.07) A (0.07)
Farr Lane SB approach A (0.06) A (0.07)
Aviation Road and Manor Dr./
Midnight Dr. A (7.4) A (6.9)
Aviation Road EB approach A (0.15) A (0.12)
Aviation Road WB approach A (0.12) A (0.12)
Midnight Dr. NB approach A (0.08) A (0.07)
Manor Dr. SB approach A (0.08) A (0.11)
Aviation Road and Church Dr,/
Queensbury School Dr. B (10.3) A (7.7)
Aviation Road EB approach A (0.2) A (0.09)
Aviation Road WB approach A (0.18) A (0.16)
Church Dr. NB approach A (0.08) A (0.06)
Queensbury School Dr. SB approach
A (0.08) A (0.08)
Table III-3
Future (2016) Level of Service for Roundabouts
Benefits of Roundabouts
A modern roundabout is an unsignalized circular intersection engineered
to maximize safety and minimize traffic delay. The average delay at a
roundabout is estimated to be less than half of that at a typical signal-
ized intersection. Decreased delay may mean that fewer lanes are needed
for an intersection improvement – si gnalized intersections often require
multiple approach lanes and multiple receiving lanes.
The safety benefits of roundabouts are significant. One study, detailed in
the NYSDOT publication “A Citi zens Guide to Roundabouts” dem-
onstrated that of the 23 studied inte rsections converted from signals to
roundabouts, all types of crashes were reduced by 39%, injury crashes
were reduced by 76%, and serious inju ry and fatal crashes were reduced
by 89%.
Traffic flow and level of service, as shown in the chart above, is also
vastly improved when a roundabout is installed at an intersection. In the
NYSDOT study SPR C-01-47, 2002-2004, delay data available for
40 approach roads to 10 roundabout-controlled intersections showed
delays were reduced by 50% or more.
26 Aviation Road Corridor Study
September 2008
Aviation Road at School Driveway – Interim &
Alternative Intersection Improvement Option
Prior to the construction of a roundabout at the
Queensbury School Drive (the main driveway be-
tween the High School and Middle School) or in
place of construction of a roundabout at the inter-
section with Aviation Road should it not be devel-
oped, a right turn lane from Aviation Road to the
Queensbury School Drive is a potential option to
facilitate traffic flow into the school property which
without any intersection improvement will have a
failing LOS condition in 2026.
In order for a right turn lane to be constructed, the
existing middle school driveway near Burke Drive
must be closed. No ingr ess to the school campus
can be provided between the Burke Drive intersec-
tion with Aviation Road and Queensbury School
Drive if a right turn lane is provided.
Currently approximately 20% of the westbound trips
through the intersection of Aviation Road and the
Queensbury School Drive turn right into the school
campus and as such, a righ t turn lane is justified
solely from a volume perspective. In addition, since
count information was not obtained for the number
of right turns into the existing Middle School drive-
way, when it is closed, the percentage of right turn
traffic onto Queensbury School Drive from Aviation
Road will likely increase, adding additional volume
to the intersection and further solidifying the ration-
ale for a right turn lane. While the proposed right turn lane is justified and
viable for traffic flow, it is not entirely consistent
with the future roundabout design recommendation
in this plan. A roundabout is the preferred intersec-
tion improvement and assuming that the recommen-
dation is implemented in the future, it will likely be
necessary to remove some of the right turn lane
improvements. However, du
ring construction of the
roundabout, the right turn lane has a high potential
to be useful in the Maintenance and Protection of
Traffic (MPT) by providing additional roadway
width as a travel lane.
A full engineering review of all other potential is-
sues, such as property impa cts, right-of-way, topog-
raphy, drainage, and others should be conducted
prior to design and construction of the right turn
lane. A conceptual cost estimate is included in sec-
tion VI– Cost Estimates.
A right turn only lane would be constructed between the existing travel lane(s) and school
parking lot. This potential capacity expansion would need to be compatible with school im-
provement plans and must ensure that sidewalk(s ) be replaced should the existing concrete
be removed.
27
Aviation Road Corridor Study
September 2008
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Aviation Road Corridor Study
September 2008
28
OR PAVERS, AS APPROPRIATE
Aviation Road Corridor Study
September 2008
29
Aviation Road At School Driveway
Conceptual Cost Estimate
May 2008Item No.Item Description Unit Quantit
y
Unit Price Cost
201.06 Clearing and Grubbing LS 1
$5,000.00 $5,000
203.02 Unclassified Excavation and DisposalCY 2041
$12.00 $24,492
203.03 Embankment In Place CY 35
$12.00$420
207.11 Geotextile Separation SF 24877
$1.75 $43,535
209.13 Silt Fence-Temporary FT 120
$32.00 $3,840
304.12 Subbase Course, Type 2CY 973
$35.00 $34,055
403.118902 Hot Mix Asphalt, Type 1 Base Course T 876
$200.00 $175,200
403.138902 HMA, Type 3 Binder Course T 467
$200.00 $93,400
403.178902 HMA, Type 6 Top Course T 329
$200.00 $65,800
407.0101 Tack CoatGAL 118
$4.00$472
502.93 Sealing Longitudinal Joints LF 2200
$5.00 $11,000
604.xx Drainage Structures, Leaching Basins and ManholesEA 8
$2,000.00 $16,000
608.0101 Concrete Sidewalks and DrivewaysCY 653
$400.00 $261,200
608.9401 07 Imprinting And Coloring of Asphalt Concrete Pavement SF 1395
$5.00 $6,975
609.0401 Cast-In-Place Concrete Curb Type VF150 LF 2200
$20.00 $44,000
609.0403 Cast-In-Place Concrete Curb Type M150LF 252
$25.00 $6,300
609.15 Resetting Existing Curb LF 288
$18.00 $5,184
610.0203 Establishing TurfSY 370
$1.50$555
613.0101 Placing Topsoil – Type A CY 72
$31.00 $2,232
645.7101 Ground Mounted Sign Panel, MUTCD Codes R,P,W ,And M. SF 144
$30.00 $4,320
647.11 Relocating Signs Size A (0 to 10 sf)EA 4
$150.00$600
685.11 W hite Epoxy Reflective Pavement Stripe LF 1049
$0.50$525
685.14 W hite Epoxy Reflective Pavement Symbols E
A
24
$160.00 $3,840
Subtotal =
$809,000
Note: Contingencies (20%) =
$161,800
Cost of right-of-way acquisition is not included.MPT/ Construction Signs (5%) =
$40,500
Survey Operations =
$10,000
Utility Relocation (Est.) =
$100,000
Construction Subtotal:
$1,121,300
Item 699.040001 Mobilization
$44,900
Project Total in 2008:
$1,166,200
Project Total in 2009 (8% Inflation Rate):
$1,259,500
Table III-4: Roundabout Conceptual Cost Estimate
Aviation Road Corridor Study
September 2008
30
OR PAVERS, AS APPROPRIATE
Aviation Road Corridor Study
September 2008
31
Aviation Road At Manor Dr./Midnight Dr.
Conceptual Cost EstimateItem No.Item Description Unit Quantit
y
Unit Price Cost
201.06 Clearing and Grubbing LS 1
$5,000.00 $5,000
202.01xx Disposal of BuildingsLS 1
$30,000.00 $30,000
203.02 Unclassified Excavation and DisposalCY 2239
$12.00 $26,868
203.03 Embankment In Place CY 31
$12.00$372
207.11 Geotextile Separation SF 24561
$1.75 $42,982
209.13 Silt Fence-Temporary FT 96
$32.00 $3,072
304.12 Subbase Course, Type 2CY 962
$35.00 $33,670
403.118902 Hot Mix Asphalt, Type 1 Base Course T 867
$200.00 $173,400
403.138902 HMA, Type 3 Binder Course T 461
$200.00 $92,200
403.178902 HMA, Type 6 Top Course T 325
$200.00 $65,000
407.0101 Tack CoatGAL 117
$4.00$468
502.93 Sealing Longitudinal Joints LF 1737
$5.00 $8,685
604.xx Drainage Structures, Leaching Basins and ManholesEA 8
$2,000.00 $16,000
608.0101 Concrete Sidewalks and DrivewaysCY 359
$400.00 $143,600
608.9401 07 Imprinting And Coloring of Asphalt Concrete Pavement SF 1395
$5.00 $6,975
609.0401 Cast-In-Place Concrete Curb Type VF150 LF 1737
$20.00 $34,740
609.0403 Cast-In-Place Concrete Curb Type M150LF 252
$25.00 $6,300
609.15 Resetting Existing Curb LF 144
$18.00 $2,592
610.0203 Establishing TurfSY 247
$1.50$371
613.0101 Placing Topsoil – Type A CY 31
$31.00$961
645.7101 Ground Mounted Sign Panel, MUTCD Codes R,P,W ,And M. SF 144
$30.00 $4,320
647.11 Relocating Signs Size A (0 to 10 sf)EA 4
$150.00$600
685.11 W hite Epoxy Reflective Pavement Stripe LF 1137
$0.50$569
685.14 W hite Epoxy Reflective Pavement Symbols E
A
24
$160.00 $3,840
Subtotal =
$702,600
Note: Contingencies (20%) =
$140,600
Cost of right-of-way acquisition is not included.MPT/ Construction Signs (5%) =
$35,200
Survey Operations =
$10,000
Utility Relocation (Est.) =
$100,000
Construction Subtotal:
$988,400
Item 699.040001 Mobilization
$39,600
Project Total in 2008:
$1,028,000
Project Total in 2009 (8% Inflation Rate):
$1,110,300
May 2008Table III-5: Roundabout Conceptual Cost Estimate
Aviation Road Corridor Study
September 2008
32
OR PAVERS, AS APPROPRIATE
Aviation Road Corridor Study
September 2008
33
Aviation Road At Dixon Rd./Farr Ln.
Conceptual Cost Estimate
May 2008Item No.Item Description Unit Quantit
y
Unit Price Cost
201.06 Clearing and Grubbing LS 1
$5,000.00 $5,000
202.01xx Disposal of BuildingsLS 1
$30,000.00 $30,000
203.02 Unclassified Excavation and DisposalCY 2751
$12.00 $33,012
203.03 Embankment In Place CY 20
$12.00$240
207.11 Geotextile Separation SF 30271
$1.75 $52,974
209.13 Silt Fence-Temporary FT 96
$32.00 $3,072
304.12 Subbase Course, Type 2CY 1173
$35.00 $41,055
403.118902 Hot Mix Asphalt, Type 1 Base Course T 1056
$200.00 $211,200
403.138902 HMA, Type 3 Binder Course T 568
$200.00 $113,600
403.178902 HMA, Type 6 Top Course T 396
$200.00 $79,200
407.0101 Tack CoatGAL 139
$4.00$556
502.93 Sealing Longitudinal Joints LF 1307
$5.00 $6,535
604.xx Drainage Structures, Leaching Basins and ManholesEA 8
$2,000.00 $16,000
608.0101 Concrete Sidewalks and DrivewaysCY 409
$400.00 $163,600
608.9401 07 Imprinting And Coloring of Asphalt Concrete Pavement SF 1395
$5.00 $6,975
609.0401 Cast-In-Place Concrete Curb Type VF150 LF 1307
$20.00 $26,140
609.0403 Cast-In-Place Concrete Curb Type M150LF 252
$25.00 $6,300
609.15 Resetting Existing Curb LF 96
$18.00 $1,728
610.0203 Establishing TurfSY 855
$1.50 $1,283
613.0101 Placing Topsoil – Type ACY 234
$31.00 $7,254
645.7101 Ground Mounted Sign Panel, MUTCD Codes R,P,W ,And M. SF 144
$30.00 $4,320
647.11 Relocating Signs Size A (0 to 10 sf)EA 4
$150.00$600
685.11 W hite Epoxy Reflective Pavement Stripe LF 1263
$0.50$632
685.14 W hite Epoxy Reflective Pavement Symbols E
A
24
$160.00 $3,840
Subtotal =
$815,200
Note: Contingencies (20%) =
$163,100
Cost of right-of-way acquisition is not included.MPT/ Construction Signs (5%) =
$40,800
Survey Operations =
$10,000
Utility Relocation (Est.) =
$100,000
Construction Subtotal:
$1,129,100
Item 699.040001 Mobilization
$45,200
Project Total in 2008:
$1,174,300
Project Total in 2009 (8% Inflation Rate):
$1,268,300
Table III-6: Roundabout Conceptual Cost Estimate
34 Aviation Road Corridor Study
September 2008
D. BICYCLE AND PEDESTRIAN SAFETY
1. Use and Need of Bicycle and Pedestrian
Facilities
Bicycle and pedestrian activity within Aviation Road
has historically been signific ant, and there is a history
of related fatalities. Pl anning and providing appro-
priate facilities for such user s is a significant part of
this study.
According to the Institute of Transportation Engi-
neers document Design and Safety of Pedestrian Facilities ,
“[Pedestrian] Collision involvement rates (collisions
per 100,000 population) are the highest for 5 to 9
year old males, which is rela ted in part to their ten-
dency to dart out into th e street.” Pedestrian colli-
sion involvement rates for older adults (Age 65+) are
lower than that for most other groups likely due to
their exercising more caution, however older pedes-
trians are more vulnerable to serious injury or death
when involved in a conflict with an automobile.
With the high level of grade-school children walking
to school and the small but significantly used mixed-
use/commercial node in the middle of the corridor,
walking and bicycling within the corridor by all age
groups is common and expected to increase, espe- cially if new and improved facilities are provided.
Therefore, significant consideration and planning for
the safety of bicyclists and pedestrians is a part of
this study.
2. Projected Users
Alternative transportation facilities, such as those for
bicyclists and pedestrians,
should be designed to
accommodate a wide variety of potential users. Ta-
ble III-7 below summarizes the needs of different
potential users within the Aviation Road Corridor.
While this table does not fit all types of users or their
varying ability and comfort levels, it does provide a
summary of the typical type of user and associated
traits.
With the Queensbury School District Campus lo-
cated at the eastern end of the Aviation Road Corri-
dor Study Area, there is already significant use in this
area by grade-school ch ildren walking to school.
With the exception of the area directly in front of the
School Campus, there are no sidewalks for children
to use to access the Campus from the surrounding
neighborhoods. Subsequently, they either walk along
the shoulder of Aviation Road and adjacent side-
streets or in the lawn area of private property own-
ers.
Type of User Destinations Ability
Level Comfort Level Comments
Pedestrian
Pre-School Very Close to
Home
Basic
Low to no other
nearby vehicular traf-
fic
Needs supervision and
an isolated sidewalk or
path
Grade School Close to
Home
Basic
Low nearby vehicular
traffic levels accept-
able
Separated sidewalks or
paths preferred
High School/
College, Adult Town-wide
Intermediate
to Advanced High nearby vehicular
traffic levels poten-
tially acceptable
None
Elderly Variable Variable Variable None
Bicyclist
Basic 1-Mile Radius Variable Some adjacent vehicu-
lar traffic volumes
acceptable
Usually younger riders –
only separated paths or
very wide shoulders
Intermediate Town-wide Intermediate Variable Separated paths or 4-
foot wide shoulders
appropriate
Advanced Regional Advanced High adjacent vehicu-
lar traffic volumes
acceptable
Narrower shoulders and
all types of facilities
acceptable
Table III-7
Alternative Transportation Facility Users
35
Aviation Road Corridor Study
September 2008
Current conditions are no t considered adequate
given the level of walking and bicycling, the prox-
imity to schools and the existing traffic volumes.
Proposed upgrades to the bicycle and pedestrian
system should result in an increase in walking and
bicycling activity and safety. The design and layout of
future bicycle and pedestrian facilities therefore must
be integrated into the section of the plan which pro-
vides for traffic calming, roadway improvements,
access management and ve hicular flow along Avia-
tion Road and with adjace nt connecting roadways.
The overall purpose of providing new and enhanced
bicycle and pedestrian fa cilities along the Aviation
Road Corridor would be to provide all age groups
with a convenient, accessible pedestrian and bicycle
link along a significantly traveled corridor.
The recommended bi cycle and pedestrian facilities
are specifically intended to do the following:
• Connect residential neig hborhoods, commercial
and institutional uses, wi th specific emphasis on
accessing the Queensbury School District cam-
pus in the eastern end of the corridor study area
and the commercial areas in the center of the
corridor;
• Expand the availability of non-vehicular trans-
portation connections;
• Provide future connectivity to a growing re-
gional bicycle and pedestrian facility network;
and
• Reduce the number of current and future
vehicular trips along Aviation Road by providing
an alternative for those parents that now drive
their children to school.
3. Creating a Pedestrian-Friendly Environment
Integration with Vehicular Improvements
Designing the roadway corridor to provide effective
interaction between differen t users requires develop-
ing a corridor plan that takes into account realistic
and achievable design criteria and traffic controls.
For this study, safety crit eria that has been consid-
ered in the development of the overall corridor de-
sign includes:
• Controlling vehicular speeds throughout the
corridor;
• Minimizing potential conflict points between
vehicles and pedestrians and bicyclists;
• Reducing conflicting at tention demands through
improved design and clearer signage;
• Ensuring adequate pede strian walkway separa-
tion from Aviation Road, with clear sight-lines
at intersections to provide maximum visibility of pedestrians crossi
ng side streets;
• Providing an aesthetic desi gn consistent with the
character of the corridor or corridor segment
that enhances the “sense of place” letting users
know that this segment of the corridor is used
by several different modes of transportation;
• Providing ADA compliant pedestrian facilities
and upgrading existing non-compliant pedes-
trian infrastructure;
• Ensuring adequate vehicular flow along Avia-
tion Road while providing for ample and safe
cross-road access.
E. CORRIDOR ENHANCEMENTS/
PLAN ELEMENTS
1. Overview
To address the community concerns and provide
adequate non-vehicular fac ilities along the corridor,
the study team developed several potential options
for consideration by the public, Study Advisory
Committee and town officials.
2. Corridor Segment Improvement(s)
The potential bicycle and pedestrian related elements
that were considered to enhance the bicycle and pe-
destrian environment, discussed at the August 22,
2007 public meeting and then by the advisory com-
mittee, included the follo wing, listed by road seg-
ment:
Burke Drive to Midnight Drive Segment Op-
tions
• No Action;
• Provide a minimum 4-foot shoulder on both
sides of Aviation Road;
• Provide dedicated bicy cle lanes on Aviation
Road;
• Provide a planted median on Aviation Road
between the travel lanes;
• Provide a mid-block crossi ng & signage close to
the proposed new High School Main entrance;
• Provide a minimum 5-foot sidewalk with mini-
mum 2-foot grass strip adjacent to the curb,
along both sides of Aviation Road; and/or
• Provide street trees along Aviation Road.
36 Aviation Road Corridor Study
September 2008
Public Meeting and Advisory Committee Meeting
Outcome/recommendation:
• Provide a 5-foot wide bicycle lane on both sides
of Aviation Road;
• Develop the planted median in place of the ex
isting center turn-lane;
• Provide a mid-block crossing to the High
School from the south side of Aviation Road;
• Develop a 5-foot sidewalk with 2-foot minimum
grass strip or hardscaping along the southern
side of Aviation Road;
• Expand the sidewalk system on the north side
of Aviation Road, extending sidewalk east to the
I-87 bridge and west to Manor Road; and/or
• Provide street trees along both sides of Aviation
Road where appropriate and needed.
Midnight Drive to Dixon Road Segment Op-
tions
• No Action;
• Reduce curb-cut widths;
• Provide a minimum 4-foot shoulder on both
sides of Aviation Road;
• Provide dedicated bicycle lanes along Aviation
Road;
• Provide a minimum 5-foot sidewalk with mini-
mum 2-foot grass strip or hardscaping adjacent
to the curb, along both sides of Aviation Road;
and/or
• Provide street trees along Aviation Road.
Public Meeting and Advisory Committee Meeting
Outcome/Recommendation:
• Implement access manageme nt for driveways,
especially non-residential uses;
• Provide 5-foot width bicycle lane on both sides
of Aviation Road;
• Provide a mid-block cro ssing & signage between
non-residential uses;
• Complete sidewalk system with 5-foot mini-
mum width sidewalks and a 2-foot minimum
width grass strip or hardscaping adjacent to the
curb; and/or
• Provide new street trees where needed.
Dixon Road to Potter Road Segment Options
• No Action;
• Provide a minimum 4-foot shoulder on both
sides of Aviation Road;
• Provide dedicated bicycle lanes along Aviation
Road;
•
Provide a minimum 5-foot sidewalk with mini-
mum 2-foot grass strip or hardscaping adjacent
to the curb along both sides of Aviation Road;
and/or
• Develop an off-street multi-use pathway (off-
line improvement).
Public Meeting and Advisory Committee Meeting
Outcome/Recommendation:
• Provide a 5-foot width bicycle lane on both
sides of Aviation Road; and/or
• Create an off-street multi-use pathway through
the City of Glens Falls property.
Fox Farm Lane to Mountain View Lane Seg-
ment Options
• No Action;
• Maintain a minimum 4-foot shoulder on both
sides of Aviation Road;
• Provide dedicated bicycle lanes along Aviation
Road; and/or
• Provide a minimum 5-foot sidewalk with mini-
mum 2-foot grass strip or hardscaping adjacent
to the curb, along both sides of Aviation Road.
Public Meeting and Advisory Committee Meeting
Outcome/Decision:
• Maintain a minimum 4-foot shoulder on both
sides of Aviation Road (which already exists).
Mountain View Lane to West Mountain Road
Segment Options
• No Action; or
• Provide a minimum 4-foot shoulder on both
sides of Aviation Road.
Public Meeting and Advisory Committee Meeting
Outcome/Decision:
• Provide a minimum 4-foot shoulder on both
sides of Aviation Road (which will require wid-
ening of most of the road by approximately 1
foot, with a short section near Mountain View
Road needing to be widened by approximately 4
feet, most likely, on the north side where there
is almost no shoulder now).
37
Aviation Road Corridor Study
September 2008
IV. TRANSIT SERVICE &
SCHOOL DISTRICT
BUSING POLICY
A. GREATER GLENS FALLS TRANSIT
(GGFT)
The GGFT provides public transportation options
to the greater Glens Falls area, including the Aviation
Road Corridor. Current se rvice includes two routes
that serve only the eastern end of the corridor. Route
12 serves the John Burke Apartments with multiple
trips daily.
GGFT has discussed, reviewed and considered the
need for expanded public transit service in the corri-
dor in the past. They have studied potential exten-
sion of existing routes west toward neighborhoods
near the Prospect School, bu t thus far, expansion of
service has not been implemented due to low rider
projections.
With a general aging of the population and increased
walkability of the corridor, it may be feasible in the
future to reconsider expans ion of bus service toward
the western half of the Aviation Road Corridor.
Potential ideas for expanded service include provid-
ing a bus-stop at the Dixon Road/Farr Lane inter-
section with Aviation Road, where a bus would then
be able to easily turn around to head eastbound to-
ward Glens Falls. With the potential for a round-
about at this intersection and the existing mixed-use
walkable nature of this section of the corridor, pro-
viding a bus route and stop may be reasonable and
feasible for GGFT.
If adequate ridership was achieved with the expan-
sion of service to this location, future expansion
further westward may be possible. A likely location
for a bus stop on the western half of the corridor
would be at the Prospect School, and with appropri-
ate permissions and planni ng, the school could be
used as the turn-around point for service to this part
of the corridor.
B. QUEENSBURY SCHOOL DISTICT
BUS POLICY
The Queensbury School District has a busing policy
that was most recently revised on May 3, 2005 and
adopted in June of that same year. This policy is in-
tended to provide “…a re asonably safe and economi-
cal transportation system for District Students…who
are eligible as authorized by the Board.”
The policy has general criteria that are used to deter-
mine eligibility for school di strict students. The pol-
icy states the following:
• All students in grades kindergarten through five
shall be transported, and shall not walk more
than 0.5 miles to a pick up or drop off point;
and
• All students in grades six through twelve resid-
ing greater than 0.5 miles from the school will
be transported, and shall not walk more than 0.5
miles to a pick-up or drop-off point.
38 Aviation Road Corridor Study
September 2008
V. LIGHTING AND LANDSCAPING
A. OVERVIEW
The lighting and landscaping treatments proposed
for Aviation Road are intended to create a more
visually pleasing corridor and a “sense of place” that
improves the quality of life for residents and visitors
alike. To achieve this, three distinct treatments are
proposed for the three segments of Aviation Road:
• The I-87 west entrance/exit ramp to Manor/
Midnight Drive;
• Manor/Midnight Drive to Potter/Fox Farm
Road; and
• Potter/Fox Farm Road to West Mountain
Road.
Figures IV-1, IV-2, IV-3, and IV-4 illustrate the
improvements described below.
B. THE I-87 WEST ENTRANCE/ EXIT RAMP TO MIDNIGHT/
MANOR DRIVE
1. Overview
Along this section of Aviation Road are some mature
trees, especially in front of the church properties,
and there are several small, immature trees planted in
front of the school property. However, because of
the width of the road and the spacing of the trees,
the trees do not frame the road space or help create a
pedestrian space on the sidewalk. The lack of a raised
median, that would allow fo r tree planting, means
that trees planted on both sides of the road will
never create an overhead canopy. Gooseneck lamps
placed on utility poles provide the only lighting. The
scale and quality of this type of lighting are beneficial
for vehicular traffic. However, they do little to pro-
vide pedestrians with human scale lighting.
2. Roadway Improvements
The roadway improvements proposed for this seg-
ment provide the opportunity to add landscaping
and lighting treatments to improve the visual quality
of the corridor:
• A 10 foot wide raised median in the middle of
Aviation Road;
• Dedicated 5-foot wide bicycle lanes on both sides of Aviation Road;
• 5 foot wide sidewalks on both sides of Aviation
Road;
• Grass strips (or pavers, if required) between the
bicycle lanes and the sidewalks; and
• Two roundabouts, one at the entrance to the
school and church complexes and one at Mid-
night Drive (the latter being a longer-term im-
provement primarily linked to future school
improvements).
3. Proposed Landscaping Improvements
This section of roadway is in the greatest need of
landscaping treatments to visually improve the corri-
dor and create a sense of place. A formal and closely
spaced arrangement of tree s and light poles placed
between the road and the sidewalk will reduce the
scale of the road right-of-way and improve the sepa-
ration between pedestrian and vehicular space.
4. Gateway Treatment
A gateway treatment located just past the I-87 ramp
would reinforce the sense of place. A decorative sign
placed in the raised median will announce the “ Town
of Queensbury .” The sign would be lit in the evening
and enhanced with plantings of perennials and annu-
als for seasonal color. Closely spaced trees placed in
the median and along the sidewalk reinforce the
gateway by creating a canopy which gives visual scale
and welcome shade.
5. Roundabouts
Low growing accent plantings in the middle of the
roundabouts will visually enhance the roundabout
without compromising vehicl e or pedestrian safety.
Additional lighting will surround the roundabouts
for nighttime safety.
6. Tree Planting and Grass Strips
To create a more visually pleasing corridor, the pro-
posed plan has large shad e trees placed approxi-
mately 35 feet apart on both sides of the road and
within the proposed raised median. This spacing is
close enough to form a continuous, arched canopy
which creates a visually unifying feature for the
mixed use corridor. Native tree species that are com-
mon to the region are chosen to enhance the sense
of place.
39
Aviation Road Corridor Study
September 2008
The trees are placed in the grass strip between the
road curb and the sidewalk. The benefit of planting
trees close to the curb is their effect on the overall
street scale. By extending the branch canopy over the
street the immensity of the right-of-way is reduced.
Placing the trees between the curb and the sidewalk
also achieves a visual and psychological separation
between vehicles and pedestrians. Existing mature
trees should be preserved wherever it is possible to
do so. Planting trees in the raised median is necessary
for the trees to become an appropriately dominant
element in the wide road space. The specific spacing
of trees would be set with consideration of driver
sight distances at inters ections and driveways.
And finally, overhead wires are another factor affect-
ing tree placement and growth. Trees and overhead
wires can co-exist where the wires are high enough.
However selecting the proper tree to minimize the
need for pruning, as well as correct pruning practices
are needed to ensure healthy and attractive trees.
Where overhead wires are very low, it may be best to
avoid planting trees under them.
Tree health in this type of exposed and often dry
environment is affected by two major factors: good
soil for root growth and ample water. The trees
would be placed in close proximity to paved surfaces
which have compacted sub- bases. Tree roots have
difficulty penetrating these compacted materials. As
a result trees often are st unted and unhealthy, expos-
ing them to disease and other stresses. There are
ways to mitigate this affect by using a specially for-
mulated material as the sub-base for new paving
surfaces in proximity to trees. Irrigation of trees and
grass areas is recommended for good vegetative
growth in these dry exposed sites. Without irrigation,
the grass in these narrow st rips often thins, leaving
places for weeds to germin ate and grow. This leads
to an unkempt appearance. Without ample water,
trees can be stunted and more likely to suffer from
disease and extreme temperatures.
7. Lighting
New pedestrian scale decora tive light poles and lumi-
naries will be placed along the sidewalks at regular
intervals to enhance the evening visual ambience and
safety. Overhead lighting is coordinated with the tree
planting to achieve a beneficial integration of the
two. The light poles are located to reinforce the vis-
ual rhythm and pattern of the trees. The pole height
chosen should take advantage of the tree branch
structure’s ability to shield the luminaires without
interfering with the gr ound lighting pattern. C. Manor/Midnight Drive to Potter/
Fox Farm Road
1. Existing Conditions
This segment of Aviation Road is mixed use residen-
tial and commercial. Mature evergreen and decidu-
ous trees exist in a random pattern and varying dis-
tance from the road. Some existing trees have been
heavily pruned because of low overhead utility wires.
Some commercial properties have been improved in
the last ten years and new trees have been planted
that will add considerably to the visual quality of the
road when they mature. Street lighting is supplied by
gooseneck lamps mounted on utility poles.
2. Roadway Improvements
The roadway improvements proposed for this seg-
ment provide the opportunity to add landscaping
and lighting treatments to improve the visual quality
of the corridor. The pr oposed roadway improve-
ments are:
• Dedicated five foot wide bicycle lanes on both
sides of Aviation Road;
• A five foot wide sidewalks on both sides of
Aviation Road;
• A grass strip (or pavers, if required) between the
bicycle lane and the sidewalk; and
• One roundabout at the intersection of Dixon
and Aviation Roads.
3. Proposed Landscaping Improvements
Roundabout
Low growing accent plantings in the middle of the
roundabout will visually enhance the roundabout
without compromising vehicl e or pedestrian safety.
Additional lighting will surround the roundabout for
nighttime safety.
4. Tree Planting and Grass Strip
Since street trees exist in many locations—some
mature and some newly pl anted—new trees will be
added where needed to enhance the existing trees.
Mature trees should be sa ved wherever possible. The
goal is to achieve a visua lly attractive corridor that
provides shade, provides vehicle and pedestrian
separation, and is less form al than the segment from
I-87 to Midnight/Manor Drive.
40 Aviation Road Corridor Study
September 2008
5. Lighting
The commercial properties in this segment have
added their own lighting to enhance their visibility.
No new lighting is proposed for the predominately
residential areas. Additional lighting will surround
the roundabouts for nighttime safety.
D. Potter/Fox Farm Road to West
Mountain Road
1. Existing Conditions
This section is predominan tly residential. There are
no sidewalks or bicycle lanes. The road shoulder is
minimal. An attractive mixture of mature evergreen
and deciduous trees exist along the road in a random
pattern and varying distances from the road. Some
existing trees have been heavily pruned because of
low overhead utility wires. Some commercial proper-
ties have been improved in the last ten years and new
trees have been planted that will add considerably to
the visual quality of the road when they mature.
Street lighting is suppl ied by gooseneck lamps
mounted on utility poles.
2. Road Improvements
The roadway improvements proposed for this sec-
tion are minimal and provide little opportunity to
add landscaping and lighting treatments. The pro-
posed roadway improvement consists of adding a
four foot wide shoulder on both sides of Aviation
Road.
3. Proposed Landscaping Improvements
Tree Planting
New shade trees will be placed in select locations
currently lacking trees to enhance the varied tree
canopy along Aviation Road. Existing healthy and
mature trees will be saved where possible.
4. Lighting
No new street lighting is proposed along this seg-
ment.
VI. COST ESTIMATES
The following are preliminary order of magnitude
cost estimates for landscap ing and road-related im-
provements, except roundabouts which have sepa-
rate cost estimates provided with the roundabout
design sketches. These calculated without benefit of
survey information. Costs could change significantly
as the design is refined with benefit of a survey.
Tables IV-1 and IV-2 show estimated costs for
road-related recommended improvements. Tables
IV-3, IV-4 and IV-5 show estimated costs for land-
scape-related recommended elements.
Table IV-1
I-87 S.B. Ramp to Potter/Fox Farm Road
Transportation-Related Cost Estimates
Roundabouts (excluding ri ght-of-way acquisition) $3,638,100
Total: $4,434,210
Shoulder Widening
From just west of the trailer park to West Mountain
Road an additional 1’ of paving width is necessary to
achieve 4’ wide shoulders. (1’ x 2200’)
$6,660
From Mountain View Lane to just west of the trailer
park an additional 8’ of paving width is necessary to
achieve 4’ wide shoulders. (8’ x 600’)
$14,400
Total: $21,000
Table IV-2
Potter/Fox Farm Road to West Mountain Road
Transportation-Related Cost Estimates
Demolition/Removals
Pavement removals in medians
(to allow installation of curbing and trees)
$16,800
Bicycle Lane
5’ wide asphalt lane on both sides of road
$122,250
Sidewalks
5’ wide concrete sidewalks on both sides of road
$227,560
Curbing
6” wide granite curbing along both sides of road and
around medians
$413,750
Pavement Markings
crosswalks, bike lane, centerline, bike symbols, striping
at medians
$15,750
Total: $796,110
Conceptual right-turn lane (at Queensbury School Driveway)
(assumes 100’ storage, 100’ taper, excludes right-of-way acquisition)
Pavement, Excavation, Striping $40,280
Contingencies (30%) $12,085
MPT (5%) $2,015
2008 Total: $54,380
Note: Add 9% inflation (per yea r) for future year dollars
41
Aviation Road Corridor Study
September 2008
Other possible costs as su rvey information is ac-
quired and design is refined:
Tree removals and pruning
Sidewalk removal
Light or utility pole re-location or removal
Re-location or addition of drainage structures
and pipes
Items not included in this cost estimate:
Costs increases due to inflation
Contractor mobilization costs
Design fees and other soft costs
Traffic protection and maintenance
Construction Inspection/ Oversight
and Management
Replacement or additi on of road signage
Right-of-Way Acquisition Costs Aviation Road Right-of-Way Considerations
Three entities have jurisdiction over Aviation Road
within the study area – NYSDOT, Warren County
and the Town of Queensbury. Aviation Road from
I-87 west to Burke Drive is a state road, but at this
point it becomes a Town road west to West Moun-
tain Road. Warren County is responsible for West
Mountain Road and would have jurisdiction over
intersection im provements.
It is recommended that the state-owned section of
road remain the same width with sidewalks remain-
ing in their current location or being built on the
south side of Aviation Road within the existing
paved area, therefore, the road right-of-way (ROW)
will not be affected. From Burke Drive to its end at
West Mountain Road, the current ROW is 50’. The
recommendations of this study call for the widening
of Aviation Road from Burke Drive to Manor/
Midnight Drive through the addition of a 5’ bicycle
lane on both sides of the road. It will need to be
determined through a survey how these proposed
road features will affect the ROW. This includes
sidewalks, grass strips, bicy cle lanes, travel lanes,
shoulders, and median.
The section of road from Manor Drive to Fox
Farm/Potter Road should be able to incorporate the
recommended features within the current 50’ ROW.
The study recommends the addition of 4’ wide
shoulders from Fox Farm /Potter Road to West
Mountain Road. This work should be able to be ac-
commodated except for the area from Mountain
View Lane west to the edge of the mobile-home park
on the north and the utility building on the south. In
this area, the existing shoulder width is minimal and
site constraints may create an issue that makes any
road widening in this area difficult. Again, a survey
of the roadway will assist in determining the actual
site constraints more fully.
Table IV-3
I-87 S.B. Ramp to Midnight/Manor Drive
Landscaping-Related Cost Estimates
Table IV-4
Manor/Midnight Drive to Potter/Fox Farm Road
Landscaping-Related Cost Estimates
Tree Planting: as needed
24 trees (typical 2.5-3” DBH)
$14,400
Table IV-5
Potter/Fox Farm Road to West Mountain Road
Landscaping-Related Cost Estimates
Gateway Signage
Sign
Lighting
Accent Planting $8,000
$2,000
$300
Tree Planting: sides of the road and in median
145 trees (typical 2.5-3” DBH)
$87,000
2 Roundabouts: shrub planting in the center of the circle
100 shrubs
$6,000
Grass Strip: sides of the road and median
32,000 SF of area for topsoil and seed ($4 pe r SF)
Hardscape Alternative: sides of the road and median
32,00 0 SF fo r b rick or pavers ($15 per SF)
3 2,0 00 S F for sta mpe d 4” th ic k co nc re te ($ 6 pe r SF
)
$128,000
(Not calculated in total) $480,000
$192 ,000
Lighting
54 Poles and luminaries, conduit and wiring
$162,000
Drip Irrigation: in grass s trip and median $45,000
Structural Soil: under sidewalks
1140 tons x $40 per ton
$45,600
Total: $484,900
Tree Planting: sides of the road as needed
32 trees (typical 2.5-3” DBH)
$19,200
1 Roundabouts shrub planting in the center of the circle
50 shrubs
$3,000
Grass Strip: between road and sidewalk on both sides
12,000 SF of area for top soil and seed ($4 pe r SF)
Ha rd sc ap e Alte rn at ive : si de s o f the ro ad an d med ia n
12,000 SF for brick or pavers ($15 per SF)
12,000 SF for stamped 4” thick concrete ($6 per SF
)
$48,000
(Not calculated in total) $180, 000
$72,000
Lighting and Electrical: lights at roundabout
4 Light poles and luminaries, conduit and wiring
$12,000
Total: $82,200
42 Aviation Road Corridor Study
September 2008
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Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Figure IV-1
Landscape Improvements
Segment 1
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure IV-2
Landscape Improvements
Segment 2
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure IV-3
Landscape Improvements
Segment 3
Aviation Road Corridor Study
September 2008
Aviation Road Corridor Study
September 2008
Aviation Road
Corridor Study
The Adirondack/Glens Falls Transportation Council
Town of Queensbury, New York
Figure IV-4
Landscape Improvements
Segment 4
Aviation Road Corridor Study
September 2008
43
Aviation Road Corridor Study
September 2008
VII. IMPLEMENTATION
A. OVERVIEW
This section of the plan describes the tools and tech-
niques, responsible parties, and funding sources that
can help implement the Plan’s recommendations.
Table V-1 lists the recommendation as well as ap-
propriate tools and techniqu es, responsibility, financ-
ing and time frame.
B. TOOLS AND TECHNIQUES
1. Transportation Improvement Program (TIP)
Projects seeking to use federal transportation funds
must be included on the A/GFTC’s Transportation
Improvement Program (TIP). The TIP is a staged,
multi-year capital progra m of transportation im-
provements that implemen ts planning process rec-
ommendations. Conceptual recommendations, such
as those included in this plan, if placed on the TIP,
would be eligible to receive the funds necessary to
finalize design and cost, id entify and mitigate for
resource impacts, acquire right-of-way, and con-
struct.
2. NYSDOT Annual Program
Aviation Road is partially a Town road and may not
be fully eligible for this program, but annual NYS-
DOT programs that might be used to implement the
recommendations include annual pavement marking
replacement and traffic signal retiming until such
time as the recommended roundabout can be in-
stalled. Other NYSDOT programs may be able to
assist with continued monitoring of the corridor
such as the traffic count program, analysis or im-
provements of locations wi th safety concerns (such
as the intersection with West Mountain Road), and
pavement condition inventories.
3. Private/Voluntary Actions
Some of the recommendations could depend on
voluntary actions from private land owners. Exam-
ples include providing an easement for a new side-
walk or initiating indivi dual agreements to share
driveway access or connect adjacent parking, a prac-
tice that already occurs between non-residential
properties within the corridor.
C. RESPONSIBILITY
This section, specifically Table V-1, identifies the
partners most likely to be involved throughout im-
plementation. It identifies the party who would lead
the project and other partners who would be in-
volved in different stages of implementation. Desig-
nating a lead was based on ownership and authority
to change regulations.
D. FINANCING
1. Overview
With the current uncertain funding times combined
with the demands and needs of aging existing infra-
structure and other projects
needs, available funds
for roadway projects are extremely competitive. Ad-
ditionally, municipal budgets are stretched to provide
the services and infrastructure expected by residents
and businesses.
Financial realities bring about genuine concern re-
garding the ability of future projects and needs to
obtain the necessary funding allocation to be carried
through to completion. It is generally agreed by
transportation professionals that under current fund-
ing allocations, fiscal cons traint regulations, and in-
flation, if current highway sp ending levels were to be
projected out into future years, available funds will
not provide adequate invest ment to fully maintain,
let alone enhance, the tran sportation system that
exists today.
In the 2008 NYSDOT publication Multimodal Invest-
ment Needs & Goals For the Future it was stated that
“The dilemma facing New York State’s transporta-
tion infrastructure is being replicated across the
country…A new policy framework for investing in
our transportation infrastruc ture is needed to pre-
serve the vital transportation network and to im-
prove it for meeting the new demands of competing
in the global economy. This new policy framework
should allow us to overcome the deficiencies in our
transportation assets and, more importantly, to make
cost-effective investment s that will support our
transportation system.”
Transportation projects in Queensbury are funded
with federal, New York State, local, and private
funds. In some cases, a project draws upon all of
these sources.
44 Aviation Road Corridor Study
September 2008
2. Federal Transportation Funding
Surface Transportation Program (STP) funds
have the most flexible uses of any federal transporta-
tion funds. STP funds may be used for highway,
transit, and non-motorize d facility construction and
improvements.
Facilities must be classi fied by the A/GFTC and
New York State as eligible for federal aid, although
sidewalks on local roads which are not on the federal
aid system may also be e ligible for STP funding.
Non-federal match requirement is 20 percent. Avia-
tion Road is eligible. It s hould be noted that this
funding source is extremely competitive.
Transportation Enhancement Program funds are
another source of federal funds. Enhancement
funding may be used for a variety of non-highway
related projects such as bi ke paths, sidewalks, and
streetscapes. Enhancement Funds awards are made
through a competitive process. Applications are
submitted for review by the A/GFTC. The A/
GFTC evaluates the applicat ions within its planning
area and identifies a short list of high priority pro-
jects that NYS then uses to make its final selections.
Enhancement projects require a 20 percent non-
federal match.
Safe Routes to School funds can be used to im-
prove sidewalks or bicycle paths leading to schools
within a 2 mile radius of a school. Since a good num-
ber of students now use Av iation Road as their route
to school and more could in the future if it included
facilities that parents tho ught provided good protec-
tion for their children, these improvements could
potentially be funded thro ugh this source. Safe
Routes to School applications are currently due
yearly at the beginning of April and have been in
limited supply. The Town of Queensbury and the
Queensbury School District could work together to
submit multi-party applications that benefit the
Town and School District. Funding for this program
is competitive and open to all municipalities, school
districts and other eligible entities within NYSDOT
Region 1. Past funding priori ty has been assigned to
school districts that rely less on busing than the
Queensbury School District.
Transportation, Community and System Preser-
vation Program (TCSP)
This program provides grant funding to states,
MPOs, local governments and tribal governments to:
• Develop projects that integrate transportation,
community and system preservation plans and
practices that improve the efficiency of the transportation system in the U.S.;
• Reduce environmental impacts of transporta-
tion; reduce the need for costly future public
infrastructure investments;
• Ensure efficient access to jobs, services and
centers of trade; and
• Examine community development patterns and
identify strategies to encourage private sector
development patterns and investments that sup-
port these goals.
Other Federal Programs
The Recreational Trails Prog ram is available for trail
projects for both motorized and non-motorized
trails. These funds could be used for rail-trail and
shared use paths (such as the recommended Dixon
Road to Potter Road path). This is a matching grant
program administered by the Office of Parks, Rec-
reation and Historic Pres ervation. Funds are avail-
able to non-profit organizatio n
s, municipal state and
federal agencies, Indian tribal governments and other
public agencies and author ities for the acquisition,
development, rehabilitation and maintenance of trails
and trail-related projects.
MPOs have a Unified Planning Work Program
which outlines how federal planning funds can be
spent. Some of these funds could be used to ad-
vance the planning for some of the specific recom-
mended elements of the plan.
Urbanized Area Formula Grants and Capital Invest-
ment Grants for Transit ar e used for improving bicy-
cle and pedestrian access to transit facilities. These
funds could be used for the sidewalks, bicycle routes,
shared use paths leading to Aviation Road/Burke
Road to meet the current transit route or to more of
Aviation Road if and when transit service is extended
beyond Burke Road.
The Transit Enhancement Activity Program pro-
vides funds for pedestrian and bicycle access to tran-
sit facilities, bicycle stor age facilities and equipment
for transporting bicycles on mass transportation ve-
hicles. These funds could be used for the sidewalks,
bicycle routes, shared use paths leading to Aviation
Road/Burke Road to meet the current transit route
or to more of Aviation Road if and when transit
service is extended beyond Burke Road for transit
stop facilities for pede strians and bicyclists.
3. State Sources of Funding
NYSDOT may completely fund and implement pro-
jects on facilities it owns or assist locals in funding
their non-federal match for projects using the Con-
45
Aviation Road Corridor Study
September 2008
solidated Highway Improv ement Program System
(CHIPS) or Marchiselli fund ing. CHIPS provides
support for improvements to roads with expected
life spans of seven to ten ye ars or more and is typi-
cally used for pavement rehabilitation and bridge
repairs. Marchiselli funding covers 75 percent of the
local share of federally-fun ding projects leaving the
local municipality responsib le for 25 percent of the
non-federal match (25 percent of 20 percent is 5
percent).
State funding sources for transportation related pro-
jects or services are available from State Agencies
other than NYSDOT. For example, the Governor’s
Traffic Safety Committee and the New York State
Department of Health of fer funding programs to
support safety education that could be offered on the
school campus adjacent to Aviation Road. Funds are
also available for walking and bicycle trails from the
New York State Office of Parks, Recreation and
Historic Preservation (OPR HP), which could poten-
tially assist with the off road trail between Dixon and
Potter Road.
State funding of transporta tion projects or services
may also be provided through legislative member
items from State Senate or Assembly representatives.
These funding sources are also very competitive.
4. Local Sources of Funding
A portion of the non-federal match will often come
from local sources. If significant enough, these
funds maybe identified in a municipal capital pro-
gram. Smaller and less costly projects which do not
use federal or State sources may be funded through a
local highway public works or park department an-
nual budget. Towns also ha ve the option to establish
special assessment tax distri cts that raise funds for
specific purposes such as sidewalks or roadway re-
pairs. The Town of Queensbury maintains a Capital
Improvement Plan. This project should be listed on
that plan.
5. Special Grants
There are several special grant programs available for
specific local transportati on projects which become
available from time to time. The Town should con-
tact NYSDOT and AGFTC when they are looking
for funding for specific purp oses to see what is cur-
rently available.
6. Public-Private Partnership Options
As transportation needs have grown in recent years
at a rate which has outpaced public funding availabil- ity, particularly at the
local level, innovative ap-
proaches to paying for tran sportations projects have
emerged. One such approach entails creative part-
nerships between the public an d private sectors. In
New York State, these type s of arrangements have
often involved roadway intersections and capacity
improvements associated with commercial develop-
ments, as well as intercha nges on area freeways. The
common thread in any public-private partnership is
that involved parties receive some benefit from their
resource contribution. Wh ile these partnerships
could not fund 100 percent of the Aviation Corridor
Plan’s implementation, they could represent an im-
portant piece of the over all funding framework.
Options which could be explored in this regard in-
cluded:
• Identifying and working with business owners
and developers in the Corridor to co-underwrite
the costs of access management, p
edestrian or
bicycle amenities, or landscaping; and
• Formation of a non-prof it neighborhood group
focused on development of the bicycle and pe-
destrian accommodations along Aviation Road
and in the neighborhood.
This is not an exhaustive list of options for designat-
ing public-private partners hips targeted at imple-
menting the Corridor Plan. Other arrangements may
be possible, and, in light of continuing constraints on
public funding so urces, the Town should aggres-
sively pursue such arrangem ents to add another tool
to the Town’s funding “toolkit.”
7. Private Development
Sidewalks, bike paths, bi ke lanes, and streetscape
improvements can be funded by developers within
residential and commercial developments as long as
the requirements have been incorporated into the
subdivision or site plan regu lations. It is easier to
request and/or require thes e facilities from develop-
ers if such improvements are generally detailed in a
plan that supports, and prov ides a rationale for, the
requested elements.
8. School Funding Sources
Because the two proposed eastern roundabouts re-
late to the updating of the Queensbury School Dis-
trict Campus, there is the potential that the School
District may be able to assist in securing grants or
other funding for their construction.
46 Aviation Road Corridor Study
September 2008
ActionTIP Town ActionPrivate
Action Town of
Queensbury School
District Private Federal
STPEnhancement SR2S TCSP Rec Trails Grants for
TransitLocal
Funding School
Funding Special
Grants Urban
Forestry Grants Public/
Private
Private
Develop. Immediate Short Term (1
–
3 years)Mid Term (4-
8 years) Long Term
(More than 8
years)
Burke – Midni
ght
Bike Lanes
xx x x x xxx x x
Sidewalks
xxx xx xx xx x
Crosswalks
xxxxx x
Center Median
xx xx x xx x x
Midnight Roundabout
xx xxxxx x
School Roundabout
xx xxxxx x
Street Trees
xxxxx x xxxxxxx
Lighting
xx xxx x
Irrigation
xx x x x xxx x
Midnight -Potter
Bike Lanes
xx x x xxx x x
Sidewalks
xxxxxxx x
Crosswalks
xx xxxxx
Dixon Roundabout
xx x x x x
Potter intersction upgrades
xxx xx x
Street Trees
xxx x x xxxxxxx
Multi-Use Path
xx x xx xx
Potter – Mountain
4 Ft Shoulder
xx x x x x
Street Trees
xxx x x xxxxxxx
Intersection Signage
xx x x x
Tools or TechniquesResponsibility Financing Options
Timing
Table V-1
Implementation Matrix
First
Aviation Road Corridor Study
September 2008
APPENDIX A
ACCIDENT
ANALYSIS
Second Aviation Road Corridor Study
September 2008
This Page Intentionally Left Blank
Accident Analysis Report
A v
iation Road Corridor Study
To w
n of Queensbury, Warren County
April 7, 2007
Pre
pared for:
A d
irondack / Glens Falls Transportation Council, Fort Edward, N.Y.
Prepared by:
M J
Engineering and Land Surveying, P.C.
1533 Crescent Road
Clifton Park, NY 12065
Phone: (518) 371-0799
Fax: (518) 371-0822
M.J. Engineering and Land Surveying, P.C.
Ac
cident Analysis Sheet 1 of 3
Aviation Road Corridor Study
4/10/2007
Accident Analysis Summary
A vi
ation Road, Town of Queensbury, Warren County
T h
e project area has been broken up into six (6) segments for the purpose of this analysis:
1. West Mountain Rd / Butler Rd to Mountain View Lane intersection
2. Mountain View Lane to Fox Farm Road / Potter Road intersection
3. Fox Farm Road / Potter Road to Dixon Road / Farr Lane intersection
4. Dixon Road / Farr Lane to Midnight Dr / Manor Dr intersection
5. Midnight Dr / Manor Dr to Cottage Hill Road intersection
6. Cottage Hill Road to Burke Drive intersection
Accident data was collected for the five-year period from January 2000 to December 2005. The
accident data includes non-reportable accidents, with some limited information available for these
types. See Appendix A for accident descriptions and collision diagrams. The overall accident rate
for the entire study area is 1.79 accidents per million vehicle kilometers (acc/MVkM). Aviation Road
has been divided into two sections with different highway characteristics and land uses. The first
section of Aviation Road is from the West Mountain Road / Butler Road intersection to east of the
Midnight Drive / Manor Drive intersection, which consists of a two-lane, undivided two-way roadway
servicing personal dwellings. The accident rate for this section is 1.84 acc/MVkM. The second
section of Aviation Road is from east of the Midnight Drive / Manor Drive intersection to east of the
Burke Drive intersection. This section consists of a three-lane section with left turn lanes at
intersections and a continuous two-way left turn lane. This section of Aviation Road is mainly
commercial to the south, with the Queensbury school campus to the north. The accident rate for
this section is 3.02 acc/MVkM. The comparable expected statewide rate is 3.66 acc/MVkM for
facilities similar to Aviation Road.
Segment No. 1
T h
e first segment is from the intersection of West Mountain Road / Butler Road to the Mountain
View Lane intersection and was the scene of 15 accidents during the five-year analysis period.
Thirteen (13) of these accidents occurred at the intersection of West Mountain Road / Butler Road
with Aviation Road. The severity distribution is normal. Seven (7) of the accidents were right angle
due to drivers failing to yield the right-of-way to through vehicles. Three (3) accidents were
classified as other collisions, which involved left turning vehicles failing to yield the right-of-way, and
one (1) accident was a left-turn accident. The remaining two (2) accidents were non-reportable
accidents. This intersection was on the High Risk Rural Roads Accident Summary sent to
NYSDOT Region 1 on 11/21/06. It was determined that drivers may find it difficult to judge the
speed of approaching traffic on West Mountain Road (CR 58) when at a stop control on the minor
approaches. The accident rate for the West Mountain Road / Butler Road intersection is 1.86
accidents per million entering vehicles (acc/MEV) compared to the expected statewide rate of 0.27
acc/MEV for similar facilities. One (1) rear-end accident due to driver illness occurred between
West Mountain Road and Mountain View Lane.
One (1) non-reportable accident was attributed to the intersection of Mountain View lane. The
accident rate for the Mountain View Lane intersection is 0.14 acc/MEV compared to the expected
statewide rate of 0.16 acc/MEV for similar facilities. A cluster of right-angle accidents is evident on
this segment with eight (8) of the fifteen (15) total accidents involving right angle or left-turn
accidents.
M.J. Engineering and Land Surveying, P.C.
Ac
cident Analysis Sheet 2 of 3
Aviation Road Corridor Study
4/10/2007
Segment No. 2
T h
e second segment is from the intersection of Mountain View Lane to the Fox Farm Road / Potter
Road intersection and was the scene of 29 accidents for the five-year analysis period. Fifteen (15)
of the accidents were directly related to the intersection of Fox Farm Road / Potter Road with
Aviation Road. The severity distribution of the accidents is normal. A cluster of right-angle
accidents were found in this segment with six (6) located at the intersection and three (3) related to
the roadway to the west. Four (4) of the six (6) intersection accidents were the result of drivers on
the side street approaches failing to yield the right-of-way to the vehicles on the mainline route. The
accident rate for the Fox Farm Road / Potter Road intersection is 0.67 acc/MEV compared to the
expected statewide rate of 0.27 acc/MEV for similar facilities. The accidents do not reveal any
other significant patterns except that the accident rate is high for this location.
Segment No. 3
T h
e next segment of Aviation Road is from the Fox Farm Road / Potter Road intersection to the
Dixon Road / Farr Lane intersection which was the scene of ten (10) accidents. Seven (7) of those
accidents were contributed to the Dixon Road / Farr Lane intersection for the five-year analysis
period. The severity distribution of accidents along this segment is normal. The accident rate for
the Dixon Road / Farr Lane intersection is 0.28 acc/MEV compared to the expected statewide rate
of 0.27 acc/MEV for four-leg intersections with two-way stop control. The severity distribution of the
accidents is normal. Half of the accidents for this area, five (5) of the ten (10), were rear-end
accidents with varying contributing factors. The remaining accidents consisted of two (2) left-turn,
one (1) right angle and one (1) fixed object accident along with one (1) non-reportable accident.
Segment No. 4
T h
e segment from the Dixon Road / Farr Lane intersection to the Midnight Drive / Manor Drive
intersection with Aviation Road was the scene of a total of eighteen (18) accidents. The accident
rate for the Midnight Drive / Manor Drive intersection is 0.24 acc/MEV compared to the expected
statewide rate of 0.27 acc/MEV for four-leg intersections with two-way stop control. The severity
distribution of the accidents is normal. Six (6) of the eighteen (18) segment accidents were
attributed to the intersection. Two (2) of the accidents involved a bicyclist with one (1) of them
occurring to the west of the intersection and one (1) at the intersection. The accidents were the
result of vehicles striking the bicyclists while making turns. The only cluster of accidents in this
location is the history of five (5) rear end accidents with four (4) related to the linear section west of
the intersection and one (1) to the intersection. All of the rear end accidents occurred while
vehicles were traveling east on Aviation Road at varying times of day. One (1) rear end accident
was attributed to glare with the rest occurring while one vehicle was stopped in traffic and was
struck from behind. One (1) of the accidents was also non-reportable.
Segment No. 5
T h
is segment is from the Midnight Drive / Manor Drive intersection to the Cottage Hill Road
intersection and was the scene of twelve (12) total accidents, four (4) of which were related to the
Cottage Hill Road intersection. The accident rate for the Cottage Hill Road intersection is 0.15
acc/MEV compared to the expected statewide rate of 0.27 acc/MEV for four-leg intersections with
two-way stop control. The severity distribution of the accidents is normal. Four (4) accidents
related to the intersection and roadway to the west were non-reportable, therefore no accident type
was available. Four (4) of the remaining eight (8) accidents were rear end type accidents with three
(3) related to the roadway and one (1) related to the intersection. All of the rear end accidents
M.J. Engineering and Land Surveying, P.C.
Ac
cident Analysis Sheet 3 of 3
Aviation Road Corridor Study
4/10/2007
occurred while a vehicle was stopped in traffic and struck from behind. Three of the four accidents
o
ccu
rred as vehicles traveled east on Aviation Road.
Segment No. 6
T h
e last segment of the analysis is from the Cottage Hill Road intersection to the Burke Drive
intersection, which was the scene of twenty-one (21) accidents. Ten (10) of the twenty-one (21)
accidents were attributed to the Burke Drive intersection. The accident rate for the Burke Drive
intersection is 0.32 acc/MEV compared to the expected statewide rate of 0.29 acc/MEV for a three-
leg intersection with left turn lanes and five (5) or more lanes under signal control. The severity
distribution of the accidents is normal. Five (5) of the accidents were of the non-reportable variety.
Six (6) of the remaining fifteen (15) accidents and two (2) of the non-reportable accidents were rear
end collisions. Only one (1) of the rear end accidents was related to the intersection and was a
result of a vehicle being struck while stopped in traffic. One (1) accident located to the west of
Burke Drive involved a bicycle, whose operator failed to yield the right-of-way to a vehicle traveling
at an unsafe speed. The remaining accidents consisted of one (1) right angle, three (3) left turn,
one (1) head on, one (1) overtake, and three (3) other collision accidents.
Overview
T h
e overall study area has a high number of rear-end, left turn and right angle accidents.
Reviewing the accident descriptions revealed that many of the rear end accidents occurred while
one vehicle was stopped in traffic, either turning or waiting for another vehicle to turn. The inclusion
of a two-way left turn lane is one possible solution that could reduce the number of accidents in this
area by removing the stopped vehicles from the thru lanes.
The accident rates for three (3) of the six (6) intersections were below the expected statewide
averages. The West Mountain Road / Butler Road intersection with Aviation Road accident rate of
1.86 acc/MEV is 6.9 times the expected statewide rate of 0.27 acc/MEV for similar facilities. The
accident rate at the Fox Farm Road / Potter Road intersection with Aviation is 0.67 acc/MEV, which
is 2.5 times the expected statewide rate of 0.27 acc/MEV. Both of these are four-way intersections
with two-way stop control. The Burke Drive intersection with Aviation Road accident rate is 0.32
acc/MEV, which is just above the expected statewide rate of 0.29 acc/MEV for three-leg
intersections with left turn lanes and five (5) or more lanes under signal control.
The presence and close proximity of driveways, both commercial and residential, is a contributing
factor to the number of rear end, left turn and right angle accidents. Utilizing traffic calming
measures is one possible method to reduce speed in this area. Reducing the speed will increase
the safety of the traveling public with respect to the Queensbury School campus, located on the
north side of Aviation Road, and would allow more gap time for left turning movements. The
installation of stop signs, a traffic signal or roundabout at a major intersection west of Cottage Hill
Road would reduce the travel speeds in the study area.
Pedestrians were not involved in any of the accidents reported during the five-year study period.
Only three (3) of the ninety-two total accidents involved bicycles. One of the bicycle accidents
occurred due to the bicyclist crossing Aviation Road at an unexpected location and not allowing
sufficient gap time to cross. The other two accidents were the result of the bicycle traveling on the
wrong side of the road and the drivers’ inability to notice the bicycle. The number of bicycle
accidents and lack of pedestrian accidents does not reveal a problem with bicycle or pedestrian
safety in the study area and no improvements are recommended beyond allowing sufficient
shoulder width to allow for safe pedestrian and bicycle travel.
APPENDIX A
A C
CIDENT DESCRIPTIONS
AND COLLISION DIAGRAMS
AVIATION ROAD ACCIDENT SUMMARY TABLE
Non Reportable
Uknown
Rear End
W est Mountain Rd / Butler Rd Intersection 7 1 3 2 13 4 6 1
Between W est Mountain Rd / Butler Rd &
Mountain View Ln Intersections 1
1 1
Mountain View Ln Intersection 1 1
Between Mountain View Ln & Fox Farm Rd /
Potter Rd Intersections 3 1 3 1 3 3 14 6 5
Fox Farm Rd / Potter Rd Intersection 6 3 2 1 315 4 7 1
Between Fox Farm Rd / Potter Rd & Dixon Rd /
Farr Ln Intersections 2
13 1 1
Dixon Rd / Farr Ln Intersection 1 2 3 1 7 2 5
Between Dixon Rd / Farr Ln & Midnight Dr /
Manor Dr Intersections 2 4
1 12 1 1 12 6 4
Midnight Dr / Manor Dr Intersection 11 1 2 16 3 2
Between Midnight Dr / Manor Dr & Cottage Hill
Rd Intersections 1 1 3
1 28 2 3 1
Cottage Hill Rd Intersection 1 1 24 2
Between Cottage Hill Rd & Burke Dr
Intersections 1
5 11 1 2 11 5 3
Burke Dr Intersection 3 113 2 10 3 4 1
Totals 19 14 23 4 1 3 2 1 1 15 19 3 105 39 40 4
Section
Right Angle
Head OnAnimalOther
Overtake
Left Turn
Rear End
Sideswipe Bicycle
Fixed Object
Total Accidents
Property Damage Only
Injury and Property Damage
Personal Injury
4/10/2007, SHEET 2 OF 7
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WEST MOUNTAIN RD / BUTLER RD INTERSECTION 1 5/18/01 FRI 18:30 2 NR 30040
2 6/24/01 SUN 16:00 2 PDO 1 1 2 2 7 30040 RIGHT-ANGLE 11V1, W B ON AVIATION, FAILED TO YIELD R-O-W AT STOP SIGN AND STRUCK V2, NB ON W EST MOUNTAIN
3 10/28/01 SUN 10:13 2 PI 1 1 1 1 4, 69 30040 RIGHT-ANGLE1 1V1, SB ON W EST MOUNTAIN, W AS STRUCK BY V2, EB ON BUTLER, DUE TO OBSTRUCTED VIEW & INATTENTION
4 12/12/01 W ED 08:15 2 NR 30040
5 1/18/03 SAT 16:55 2 PDO U 1 1 2 UNKN. 30040 COLLISION 11V1, W B ON AVIATION, W AS MAKING A LEFT AND V2, NB ON W EST MOUNTAIN, W ERE INVOLVED IN A COLLISION
6 5/23/03 FRI 12:45 2 PDO 1 1 1 2 7 30040 RIGHT-ANGLE 11V1, W B ON AVIATION, FAILED TO YIELD R-O-W AT STOP SIGN AND STRUCK V2, NB ON W EST MOUNTAIN
7 1/28/04 W ED 12:28 2 PI 1 1 4 4 7 30040 RIGHT-ANGLE 11V1, EB ON BUTLER, FAILED TO YEILD R-O-W AT STOP SIGN AND STRUCK V2, NB ON W EST MOUNTAIN
8 4/7/04 W ED 15:35 2 PI 1 2 1 1 4, 7 30040 RIGHT-ANGLE 11V1, EB ON BUTLER, FAILED TO YEILD R-O-W AT STOP SIGN AND STRUCK V2, NB ON W EST MOUNTAIN
9 5/27/04 THU – 1 PDO 4 1 1 1 UNKN. 30040 OTHER 1V1, NB ON W EST MOUNTAIN, W AS MAKING A LEFT AND COLLIDED W / EARTH EMBANKMENT AND DITCH
10 7/3/04 SAT 13:54 2 PI, PDO 1 1 1 1 7 30040 RIGHT-ANGLE 1 1V1, SB ON W EST MOUNTAIN, FAILED TO YEILD R-O-W TURNING LEFT STRIKING V2, NB ON W EST MOUNTAIN
11 7/13/05 MON 10:01 2 PI 1 1 1 2 7 30040 OTHER 1 1V1, SB ON W EST MOUNTAIN, FAILED TO YEILD R-O-W TURNING LEFT STRIKING V2, NB ON W EST MOUNTAIN
12 7/19/05 TUE 05:09 2 PDO 1 1 1 1 UNKN. 30040 LEFT-TURN 11V1, NB ON W EST MOUNTAIN, MAKING A LEFT FAILED TO YEIDL R-O-W AND STRUCK V2, EB ON BUTLER
13 10/20/05 THU 15:30 2 PDO 1 1 1 2 UNKN. 30040 RIGHT-ANGLE11 V1, SB ON W EST MOUNTAIN, AND V2, W B ON AVIATION, W ERE INVOLVED IN A RIGHT ANGLE COLLISION
WEST MOUNTAIN RD / BUTLER RD TO MOUNTIAN VIEW LANE INTERSECTION
14 9/24/02 TUE 17:00 2 PI 1 2 1 1 10 30040 30530 REAR-END 2V1, W B ON AVIATION, W AS REAR ENDED BY V2, W B ON AVIATION, DUE TO ILLNESS
MOUNTIAN VIEW LANE INTERSECTION
15 1/11/02 FRI 22:50 3 NR 30532
MOUNTAIN VIEW LN TO FOX FARM RD / POTTER RD INTERSECTION
16 10/11/00 W ED 14:00 2 PI 1 1 1 1 7 30532 30533 RIGHT-ANGLE 2V1, SE, SLOW ED TO MAKE LEFT TURN AND STRUCK V2, EB ON AVIATION
17 9/23/00 SAT 23:00 1 PI 4 1 U U 4, 17 30533 FIXED-OBJECT1V1, TRAVELING W B ON AVIATION RD, MAKING A LEFT TURN STRUCK A TREE
18 1/7/02 MON 08:50 1 NR 30533
19 3/20/02 W ED 14:36 2 NR 30533
20 8/15/01 W ED 18:00 2 PI 1 1 1 1 4 30534 30535 RIGHT-ANGLE 1 1V1, NB, W AS BACKING INTO ROAD AND W AS STRUCK BY V2, EB ON AVIATION
21 10/21/03 TUE 21:00 1 PDO U U 10 10 UNKN. 30534 30535 ANIMAL 1 V1 STRUCK A DEER
22 10/10/00 TUE 18:00 1 PDO 3 1 2 2 64 30536 OTHER1V1, W B ON AVIATION, COLLISION W ITH OBSTRUCTION OR DEBRIS
23 1/14/02 MON 17:18 2 NR 30536 30537
24 12/22/00 FRI 07:00 2 PDO 1 1 2 1 7, 62 30537 RIGHT-ANGLE11 V1, SB LT ONTO AVIATION, FAILED TO YIELD R-O-W AT STOP SIGN DUE TO GLARE AND W AS STRUCK BY V2
25 9/9/03 TUE 07:15 2 PDO U 1 1 1 UNKN. 30537 COLLISION11 V1, W B ON AVIATION, W AS STRUCK BY V2, SB ON OW EN W HILE SLOW ING OR STOPPING
26 3/21/05 MON 07:18 2 PDO 1 1 1 2 5, 7 30538 LEFT-TURN1 1V1, W B ON AVIATION, W AS STRUCK BY V2, EB ON AVIATION, W HILE MAKING A LEFT TURN
27 7/24/02 W ED 14:06 1 PI 1 1 1 1 13 30538 30489 FIXED-OBJECT 1V1, W B ON AVIATION, STRUCK A UTILITY POLE
28 1/3/03 FRI 17:43 2 PI 4 1 4 4 66 30538 30489 COLLISION 1 1V1, EB ON AVIATION, SLID AND STRUCK V2, W B ON AVIATION
29 1/29/04 THU 16:57 1 PI 4 1 4 1 66 30538 30489 FIXED-OBJECT 1V1, EB ON AVIATION, W AS OVERTAKING AND STRUCK A UTILITY POLE
AVIATION ROAD ACCIDENT SUMMARY DESCRIPTIONS
* – SEVERITY OF THE ACCIDENT: PI = PERSONAL INJURY, PDO = PROPERTY DAMAGE ONLY AND NR = NON-REPORTABLE
4/10/2007, SHEET 3 OF 7
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AVIATION ROAD ACCIDENT SUMMARY DESCRIPTIONS
FOX FARM RD / POTTER RD INTERSECTION
30 10/27/00 FRI 19:00 2 PDO 4 1 1 1 7 30489 RIGHT-ANGLE 11 V1, SB ON FOX FARM, STARTING IN TRAFFIC FAILED TO YIELD R-O-W AND STRUCK V2, W B ON AVIATION
31 11/19/00 SUN 14:00 2 PI 1 1 1 2 7, 40 30489 RIGHT-ANGLE 11V1, NB ON POTTER, GOING STRAIGHT FAILED TO YIELD R-O-W AND STRUCK V2, EB ON AVIATION
32 5/15/01 TUE 13:17 2 PDO 1 1 1 1 7 30489 RIGHT-ANGLE 11V1, W B ON AVIATION, GOING STRAIGHT W AS STRUCK BY V2, NB ON POTTER, W HO FAILED TO YIELD R-O-W
33 6/8/01 FRI 20:00 2 PI 3 1 1 1 7 30489 RIGHT-ANGLE1 1V1, SB ON FOX FARM, GOING STRAIGHT FAILED TO YIELD R-O-W AND STRUCK V2, EB ON AVIATION
34 7/18/01 W ED 11:00 2 PDO 1 1 1 2 40 30489 REAR-END 2V1, NB ON POTTER, STOPPED IN TRAFFIC W AS STRUCK BY V2, NB ON POTTER
35 11/23/01 FRI 14:55 2 NR 30489
36 11/24/01 SAT 15:15 0 NR 30489
37 3/9/02 SAT 20:53 1 NR 30489
38 11/6/02 W ED 21:00 2 PDO U U U U UNKN. 30489 RIGHT-ANGLE 11V1, EB ON AVIATION, COLLIDED W ITH V2, NB ON POTTER, W HO W AS SLOW ED OR STOPPING
39 1/14/03 TUE 08:30 2 PI, PDO 1 1 2 1 7 30489 LEFT-TURN1 1V1, W B ON AVIATION, FAILED TO YIELD R-O-W W HILE MAKING A LEFT STRUCK V2, EB ON AVIATION
40 12/5/03 FRI 13:05 2 PDO U U U U UNKN. 30489 COLLISION2 V1 W AS AVOIDING AN OBJECT ON ROAD AND COLLIDED W ITH V2
41 11/24/04 W ED – 2 PDO 1 1 1 2 UNKN. 30489 RIGHT-ANGLE 11V1, W B ON AVIATION, COLLIDED W ITH V2, NB ON POTTER
42 6/3/05 FRI 21:06 2 PDO 5 1 1 1 UNKN. 30489 LEFT-TURN1 1V1, EB ON AVIATION, COLLIDED W ITH V2, W B ON AVIATION
43 6/8/05 W ED 07:50 2 PI 1 1 1 1 7 30489 LEFT-TURN1 1 V1, SB ON FOX FARM, MAKING A LEFT STRUCK V2, EB ON AVIATION
44 11/9/05 W ED 17:01 2 PI 4 1 2 3 9, 66 30489 REAR-END2V1, W B ON AVIATION, REAR-ENDED V2, W B ON AVIATION, W HO W AS STOPPED IN TRAFFIC
FOX FARM RD / POTTER RD INTERSECTION TO DIXON RD / FARR LN INTERSECTION
45 2/15/00 TUE 17:00 2 PI 3 1 2 1 9 30489 30490 REAR-END 2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HO W AS STOPPED IN TRAFFIC
46 10/16/00 MON – U NR 30489 30490
47 3/24/04 W ED 07:50 2 PDO U 1 2 1 UNKN 30489 30490 REAR-END 2V1 & V2, BOTH EB ON AVIATION, W ERE IN REAR-END COLLISION
DIXON RD / FARR LN INTERSECTION
48 3/10/01 SAT 11:00 2 PDO 1 1 2 2 40 30490 LEFT-TURN1 1V1, EB ON AVIATION, AND V2, W B ON AVIATION, W ERE BOTH MAKING LEFTS AND COLLIDED
49 6/16/01 SAT 23:00 2 PDO 3 1 2 3 7 30490 RIGHT-ANGLE 11V1, NB ON DIXON, FAILED TO YIELD R-O-W W HILE MAKING A LEFT AND STRUCK V2, EB ON AVIATION
50 11/29/01 THU 07:25 2 PI 1 1 2 3 9 30490 REAR-END2V1 , EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION
51 12/12/01 W ED 17:30 2 PDO U 1 1 1 UNKN 30490 REAR-END 2V1 & V2, BOTH NB ON DIXON, W ERE IN A REAR-END COLLISION
52 2/2/04 MON 13:49 2 PDO 1 1 1 1 UNKN 30490 REAR-END2V1 & V2, BOTH W B ON AVIATION, W ERE IN REAR-END COLLISION
53 3/25/04 THU – 1 PDO 1 1 1 1 UNKN 30490 FIXED-OBJECT 1V1, NB ON DIXON, ENTERING A PARKED POSITION STRUCK A SIGN POST
54 4/5/04 MON 15:01 2 PI 1 1 1 1 7 30490 LEFT-TURN 11V1, NB ON DIXON, MAKING A LEFT FAILED TO YIELD R-O-W AND STRUCK V2, EB ON AVIATION
* – SEVERITY OF THE ACCIDENT: PI = PERSONAL INJURY, PDO = PROPERTY DAMAGE ONLY AND NR = NON-REPORTABLE
4/10/2007, SHEET 4 OF 7
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AVIATION ROAD ACCIDENT SUMMARY DESCRIPTIONS
DIXON RD / FARR LN INTERSECTION TO MIDNIGHT DR / MANOR DR INTERSECTION
55 11/14/00 TUE 07:00 2 PDO 1 1 2 2 9 30490 30491 REAR-END 2V1, EB ON AVIATION, W AS REAR-ENDED BY V2, EB ON AVIATION, W HO W AS STOPPED IN TRAFFIC
56 8/11/01 SAT 16:00 2 PI 1 1 1 1 18 30490 30491 LEFT-TURN 1 1V1, W B ON AVIATION, STRUCK V2, EB ON AVIATION, W HILE V2 W AS MAKING A LEFT
57 7/12/02 FRI 09:54 2 PI 1 1 1 1 13 30490 30491 HEAD-ON 1 1V1, EB ON AVIATION, W AS STRUCK BY V2, W B ON AVIATION, W HILE FAILING TO STAY IN LANE
58 10/14/02 MON 14:00 2 PDO U 1 1 1 UNKN 30490 30491 COLLISION 11 V1, EXITING PARKING SB, W AS IN A COLLISION W ITH V2, W B ON AVIATION
59 7/18/03 FRI 14:43 2 PDO 1 1 1 1 UNKN 30490 30491 COLLISION 2V1, EB ON AVIATION, MAKING A LEFT COLLIDED W ITH V2, EB ON AVIATION, MAKING A RIGHT
60 1/27/04 TUE 08:15 2 NR 1 1 1 1 9 30490 30491 REAR-END 2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HILE STOPPED IN TRAFFIC
61 2/1/00 TUE – U NR 30491
62 4/29/02 MON 07:31 2 PI 1 1 2 3 9 30491 REAR-END2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HILE STOPPED IN TRAFFIC
63 12/3/00 SUN 08:00 2 PDO 1 1 1 1 62 30492 30493 REAR-END 2V1, EB ON AVIATION, DUE TO GLARE REAR-ENDED V2, EB ON AVIATION, W HILE PARKED
64 1/20/01 SAT 17:00 2 PI 4 1 1 2 5, 7 30492 30493 LEFT-TURN 1 1V1, EB ON AVIATION, W HILE MAKING A LEFT STRUCK V2, W B ON AVIATION
65 10/28/03 TUE 15:00 2 PI 1 1 1 1 4 30492 30493 REAR-END 2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HILE STOPPING OR SLOW ING
66 7/19/05 TUE 10:00 1 PI 1 1 1 1 UNKN 30492 30493 BICYCLE 1V1, SB, MAKING A RIGHT TURN STRUCK A BICYCLE, EB ON AVIATION
MIDNIGHT DR / MANOR DR INTERSECTION
67 1/27/00 THU 08:00 2 PDO 1 1 4 1 66 30493 SIDESW IPE1 1V1, W B ON AVIATION, SLID AND SIDESW IPED V2 EB ON AVIATION
68 2/16/01 FRI 07:00 4 PI 1 1 4 1 4, 66 30493 COLLISION4V1, EB ON AVIATION, DUE TO DRIVER INATTENTION CAUSED A CHAIN REACTION COLLISION
69 4/21/01 SAT 02:00 1 PDO 4 4 1 2 2, 8 30493 COLLISION1V1, W B ON AVIATION, DUE TO ALCOHOL, FELL ASLEEP AND STRUCK A SIGN POST AND THEN A TREE
70 9/10/01 MON 07:20 2 PI 1 4 1 1 4 30493 REAR-END2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HO W AS STOPPED IN TRAFFIC
71 9/27/03 SAT 04:15 1 PI 1 1 1 1 UNKN 30493 BICYCLEV1, EB ON AVIATION, W HILE MAKING A RIGHT STRUCK A BICYCLE, W B ON AVIATION
72 3/4/04 THU 07:10 3 NR 1 1 2 2 19, 66 30493 COLLISION3V1, EB ON AVIATION, W AS TRAVELING AT UNSAFE SPEED AND CAUSED A CHAIN REACTION COLLISION
MIDNIGHT DR / MANOR DR TO COTTAGE HILL ROAD INTERSECTION
73 5/8/00 MON 06:00 2 PI 1 1 2 3 7 30493 30494 RIGHT-ANGLE 11 V1, SB, W HILE MAKING A LEFT FAILED TO YIELD R-O-W AND STRUCK V2, W B ON AVIATION, W HO HIT A TREE
74 11/28/00 TUE 14:00 2 PDO 1 1 1 2 4 30493 30494 REAR-END 2V1, W B ON AVIATION, DUE TO DRIVER INATTENTION REAR-ENDED V2, W B ON AVIATION, STOPPED IN TRAFFIC
75 6/5/02 W ED – 3 PI, PDO 1 1 1 2 9 30493 30494 COLLISION 3ALL W B ON AVIATION, W ITH V1 STOPPED IN TRAFFIC, V2 SLOW ING W AS STRUCK BY V3
76 10/2/03 THU 07:20 2 PI 1 1 2 2 9 30493 30494 REAR-END 2V1, EB ON AVIATION, FOLLOW ING TOO CLOSE REAR-ENDED V2, EB ON AVIATION, W HO W AS STOPPED
77 1/11/01 THU 15:00 2 PDO 1 1 1 1 7 30494 LEFT-TURN 11V1, NB ON PROSPECT, W HILE MAKING A LEFT FILED TO YIELD R-O-W AND STRUCK V2, W B ON AVIATION
78 11/21/00 THU 07:00 2 PDO 1 1 2 2 9 30494 30495 REAR-END 2V1, EB ON AVIATION, FOLLOW ING TOO CLOSE REAR-ENDED V2, EB ON AVIATION, W HO W AS STOPPED
79 10/24/01 W ED 18:51 U NR 30494 30495
80 12/21/01 FRI 01:19 U NR 30494 30495
COTTAGE HILL RD INTERSECTION
81 6/2/01 SAT – U NR 30495
82 9/19/01 W ED 22:31 U NR 30495
83 4/19/03 SAT 10:15 2 PI, PDO 1 1 1 1 7 30495 LEFT-TURN1 1V1, EB ON AVIATION, W AS STRUCK BY V2, W B ON AVIATION, W HO W AS MAKING A LEFT
84 9/27/03 SAT 14:30 2 PI 1 1 2 3 9, 47 30495 REAR-END2V1, EB ON AVIATION, W AS STOPPED AND REAR-ENDED BY V2, EB ON AVIATION
* – SEVERITY OF THE ACCIDENT: PI = PERSONAL INJURY, PDO = PROPERTY DAMAGE ONLY AND NR = NON-REPORTABLE
4/10/2007, SHEET 5 OF 7
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TIME
VEH
SEVER*
LC
RC
RSC
WEATH
FACT.
MARK
MARK
ACC TYPE
N
S
E
W
UNKN
DESCRIPTION OF ACCIDENT
AVIATION ROAD ACCIDENT SUMMARY DESCRIPTIONS
COTTAGE HILL RD INTERSECTION TO BURKE DR INTERSECTION
85 5/8/00 MON 07:00 2 PI 1 1 2 3 7 30495 30383 RIGHT-ANGLE 1 1V1, EB ON AVIATION, W AS STRUCK BY V2, NB, W HO FAILED TO YEILD R-O-W
86 7/26/00 W ED 01:00 2 PDO 1 1 1 1 40 30495 30383 OVERTAKING 2V1 & V2, BOTH W B ON AVIATION, W ERE INVOLVED IN AN OVERTAKING COLLISION
87 10/8/00 SUN 11:00 1 PI 1 1 1 1 7, 19 30495 30383 BICYCLE 1V1, W B ON AVIATION, AT AN UNSAFE SPEED STRUCK A BICYCLE, NB, W HO FAILED TO YEILD R-O-W
88 9/23/01 SUN 17:39 U NR 30495 30383
89 4/10/02 W ED 15:43 2 NR 1 1 1 1 UNKN 30495 30383 REAR-END 2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HO W AS SLOW ED OR STOPPING
90 5/2/02 THU 15:41 2 PDO 1 1 2 3 9 30495 30383 REAR-END 2V1, EB ON AVIATION, FOLLOW ING TOO CLOSE REAR-ENDED V2, EB ON AVIATION
91 9/25/02 W ED 15:39 2 PI 1 1 1 1 4 30495 30383 REAR-END 2V1, EB ON AVIATION, STARTING IN TRAFFIC REAR-ENDED V2, EB ON AVIATION, W HILE V2 SLOW ED
92 8/4/03 MON 17:15 2 PI 1 2 1 1 4, 9 30495 30383 REAR-END 2V1, W B ON AVIATION, FOLLOW ING TOO CLOSE REAR-ENDED V2, W B ON AVIATION
93 11/5/03 W ED 09:12 2 PI 1 1 2 2 9 30495 30383 REAR-END 2V1, EB ON AVIATION, W AS STOPPED AND REAR-ENDED BY V2, EB ON AVIATION
94 2/1/05 TUE 07:25 5 PDO 1 1 1 1 9 30495 30383 REAR-END 5V5, W B ON AVIATION, REAR-ENDED V4 STARTING A CHAIN REACTION COLLISION
95 2/4/05 FRI 14:16 2 NR 1 1 1 1 4 30495 30383 REAR-END 2V1, EB ON AVIATION, REAR-ENDED V2, EB ON AVIATION, W HO W AS SLOW ED OR STOPPING
BURKE DR INTERSECTION
96 2/27/00 SUN – U NR 30383
97 11/8/00 W ED – U NR 30383
98 12/28/00 THU 11:00 2 PI 1 1 1 2 7 30383 LEFT-TURN1 1V1, W B ON AVIATION, MAKING A LEFT FAILED TO YEILD R-O-W AND STRUCK V2, EB ON AVIATION
99 8/3/01 FRI 15:00 2 PI 1 1 2 3 9 30383 REAR-END2V1, EB ON AVIATION, FOLLOW ING TOO CLOSE REAR-ENDED V2, EB ON AVIATION, W HO W AS STOPPED
100 1/11/03 SAT 00:20 1 PDO U 3 4 U UNKN 30383 UNKOW N1 V1 LOST CONTROL
101 6/26/03 THU 04:06 2 PI, PDO 1 1 1 1 UNKN 30383 HEAD-ON2 V1 AND V2 W ERE INVOLVED IN A HEAD ON COLLISION
102 11/22/04 MON 19:24 2 PDO U U U U UNKN 30383 LEFT-TURN2 V1 AND V2 W ERE INVOLVED IN A LEFT TURN COLLISION
103 2/2/05 W ED 08:41 2 PI 1 1 1 1 7, 62 30383 UNKOW N 11V1, SB, FAILED TO YEILD R-O-W W HILE MAKING A LEFT AND STRUCK V2, NB ON BURKE
104 9/15/05 THU 16:20 2 PDO 1 1 1 2 7 30383 LEFT-TURN1 1V1, EB ON AVIATION, W AS IN A COLLISION W ITH V2, W B ON AVIATION, W HILE V2 W AS MAKING A LEFT
105 10/15/05 SAT 20:15 2 PDO U 1 2 2 UNKN 30383 UNKOW N 11V1, EB ON AVIATION, W AS IN A COLLISION W ITH V2, NB ON BURKE
* – SEVERITY OF THE ACCIDENT: PI = PERSONAL INJURY, PDO = PROPERTY DAMAGE ONLY AND NR = NON-REPORTABLE
ACCIDENT DESCRIPTION CODES
LIGHT CONDITION (LC) ROADW AY CHARACTER (RC)
1. Daylight
1. Straight and Level
2. Dawn 2. Straight and Grade
3. Dusk 3. Straight at Hillcrest
4. Dark – Road Lighted 4. Curve and Level
5. Dark – Road Unlighted 5. Curve and Grade
U. Unknown 6. Curve at Hillcrest
U. Unknown
ROADW AY SURFACE CONDITION (RSC) W EATHER (W )
1. Dry
1.
Clear
2. W et 2. Cloudy
3. Muddy 3. Rain
4. Snow/Ice 4. Snow
5. Slush 5. Sleet/Hail/Freezing Rain
U. Unknown 6. Fog/Smog/Smoke
10. Other U. Unknown
10. Other
APPARENT CONTRIBUTING FACTORS HUMAN VEHICULAR
2. Alcohol Involvement
41
. Accelerator Defective
3. Backing Unsafely 42. Brakes Defective
4. Driver Inattention 43 Headlights Defective
5. Driver Inexperience 44. Other Lighting Defects
6. Drugs (Illegal) 45. Oversized Vehicle
7. Failure to Yield Right-of-W ay 46. Steering Failure
8. Fell Asleep 47. Tire Failure/Inadequate
9. Following Too Closely 48. Tow Hitch Defective
10. Illness 49. W indshield Defective
11. Lost Consciousness 60. Other Vehicular Factor
12. Passenger Distraction
13. Passing or Improper Lane Usage
14. Pedestrian’s Error or Confusion ENVIRONMENTAL15. Physical Disability
1
6
. Prescription Medication 61. Animal’s Action
17. Traffic Control Disregarded 62. Glare
18. Turning Improperly 63. Lane Marking Improper/Inadequate
19. Unsafe Speed 64. Obstruction/Debris
20. Unsafe Lane Change 65. Pavement Defective
40. Other Human Factor 66. Pavement Slippery
67. Shoulders Defective/Improper
68. Traffic Control Device Improper/Not W orking
69. View Obstructed/Limited
80. Other Environmental Factor
Aviation Road Accident Analysis Reference Marker Descriptions
Reference Marker Intersecting Road(s)
fr
om to from to
30040 30530 W est Mountain Rd Unknown
30532 Mountian View Lane
30532 30533 Mountian View Lane Crownwood Lane
30533 Crownwood Lane
30534 30535 Unknown
Unknown
30536 30535 Sylvan Ave Unknown
30536 30537 Sylvan Ave Owen Ave
30537 Owen Ave
30538 Gilmore Ave
30538 30489 Gilmore Ave Fox Farm Rd / Potter Rd
30489 Fox Farm Rd / Potter Rd
30489 30490 Fox Farm Rd / Potter Rd Dixon Rd / Farr Ln
30490 Dixon Rd / Farr Ln
30490 30491 Dixon Rd / Farr Ln Poplar Ln
30491 Poplar Ln
30492 30493 Unknown
Manor Dr / Midnight Dr
30493 Manor Dr / Midnight Dr
30493 30494 Manor Dr / Midnight Dr Prospect Dr
30494 Prospect Dr
30494 30495 Prospect Dr Cottage Hill Rd
30495 Cottage Hill Rd
30495 30383 Cottage Hill Rd Burke Dr / NY 254
30383 Burke Dr / NY 254
1 OF 5
~
AVIATION ROAD
DRIVEWAY
(TYP.)
MATCH LINE SHEET 2 OF 5
ELDRIDGE ROADBENNETT ROADQUEEN DIANA LANESHORT END DRIVE
MIDWAY DRIVE
WEST MOUNTAIN ROAD
BUTLER ROAD
SCHOOL ACCESS
3
5
2 ,68, 7
9
10, 11
12
1314
Aviation Rd – West Mountain Rd to Mountain View Ln
Municipality
Period
County
YearsMonthsFromTo
SYMBOLSMANNER OF COLLISION
NOT TO SCALE
BM
P
50
XWET PAVEMENT
Moving Vehicle
Motorcycle
Backing Vehicle
Stopped Vehicle
Parked Vehicle
Pedestrian
Bicycle
Fixed Object
Personal Injury
Fatal Injury
Rear-end
Overtake
Out of control
Skidding
Overturned
Head-on
Side-swipe
Left-turn
Right-angle
ACCIDENT ANALYSIS
COLLISION DIAGRAM
Roadway
X SNOW AND ICY PAVEMENT1533 CRESCENT ROAD CLIFTON PARK, NEW YORK
M.J. ENGINEERING AND
LAND SURVEYING, P.C.
FILE NAME = DATE/TIME = USER =
DGN$USERNAMEDGN$SPEC01234567890123456789012345678901234$DATE$
$TIME$
ACCIDENT NO. IN ATTACHED TABLEX
Town of QueensburyWarren
1/1/00012/31/05
2 OF 5
~
AVIATION ROAD
MOUNTAIN VIEW LANECROWNWOOD LANE
PINEWOOD LANEWESTMORE AVENUE
OWEN AVENUE
SYLVAN AVENUE
BUENA VISTA
DRIVEWAY
(TYP.)
16
1720
2224
25
MATCH LINE SHEET 3 OF 5
Aviation Road – Mountain View Lane to Owen Avenue
MATCH LINE SHEET 1 OF 5
Municipality
Period
County
YearsMonthsFromTo
SYMBOLSMANNER OF COLLISION
NOT TO SCALE
BM
P
50
XWET PAVEMENT
Moving Vehicle
Motorcycle
Backing Vehicle
Stopped Vehicle
Parked Vehicle
Pedestrian
Bicycle
Fixed Object
Personal Injury
Fatal Injury
Rear-end
Overtake
Out of control
Skidding
Overturned
Head-on
Side-swipe
Left-turn
Right-angle
ACCIDENT ANALYSIS
COLLISION DIAGRAM
Roadway
X SNOW AND ICY PAVEMENT1533 CRESCENT ROAD CLIFTON PARK, NEW YORK
M.J. ENGINEERING AND
LAND SURVEYING, P.C.
FILE NAME = DATE/TIME = USER =
DGN$USERNAMEDGN$SPEC01234567890123456789012345678901234$DATE$
$TIME$
ACCIDENT NO. IN ATTACHED TABLEX
Town of QueensburyWarren
1/1/00012/31/05
3 OF 5
~
AVIATION ROAD
GILMORE AVENUE
POTTER ROAD
DRIVEWAY
(TYP.)
MATCH LINE SHEET 4 OF 5MATCH LINE SHEET 2 OF 5
Aviation Road – Gilmore Avenue to Poplar Lane
POPLAR LANE
DIXON ROAD
FOX FARM ROAD
FARR LANE
2729
2628
30
3244
34
43, 33
52
COMMERCIAL
DRIVEWAY
COMMERCIAL
DRIVEWAY
~~~
48
50
60, 59, 55
56
58
6257
51
41, 38
31
42
39
45
47
54
49
53
Municipality
Period
County
YearsMonthsFromTo
SYMBOLSMANNER OF COLLISION
NOT TO SCALE
BM
P
50
XWET PAVEMENT
Moving Vehicle
Motorcycle
Backing Vehicle
Stopped Vehicle
Parked Vehicle
Pedestrian
Bicycle
Fixed Object
Personal Injury
Fatal Injury
Rear-end
Overtake
Out of control
Skidding
Overturned
Head-on
Side-swipe
Left-turn
Right-angle
ACCIDENT ANALYSIS
COLLISION DIAGRAM
Roadway
X SNOW AND ICY PAVEMENT1533 CRESCENT ROAD CLIFTON PARK, NEW YORK
M.J. ENGINEERING AND
LAND SURVEYING, P.C.
FILE NAME = DATE/TIME = USER =
DGN$USERNAMEDGN$SPEC01234567890123456789012345678901234$DATE$
$TIME$
ACCIDENT NO. IN ATTACHED TABLEX
Town of QueensburyWarren
1/1/00012/31/05
4 OF 5
~
AVIATION ROAD
DRIVEWAY
(TYP.)
MATCH LINE SHEET 5 OF 5MATCH LINE SHEET 3 OF 5
Aviation Road – Poplar Lane to Cottage Hill Road
MANOR DRIVE
MIDNIGHT DRIVE
PROSPECT DRIVE
COTTAGE HILL ROAD
SCHOOLSCHOOL
83
8478
77
75
APT’S
76
74
73
69
B66
64
636568
72
67
70
B71
Municipality
Period
County
YearsMonthsFromTo
SYMBOLSMANNER OF COLLISION
NOT TO SCALE
BM
P
50
XWET PAVEMENT
Moving Vehicle
Motorcycle
Backing Vehicle
Stopped Vehicle
Parked Vehicle
Pedestrian
Bicycle
Fixed Object
Personal Injury
Fatal Injury
Rear-end
Overtake
Out of control
Skidding
Overturned
Head-on
Side-swipe
Left-turn
Right-angle
ACCIDENT ANALYSIS
COLLISION DIAGRAM
Roadway
X SNOW AND ICY PAVEMENT1533 CRESCENT ROAD CLIFTON PARK, NEW YORK
M.J. ENGINEERING AND
LAND SURVEYING, P.C.
FILE NAME = DATE/TIME = USER =
DGN$USERNAMEDGN$SPEC01234567890123456789012345678901234$DATE$
$TIME$
ACCIDENT NO. IN ATTACHED TABLEX
Town of QueensburyWarren
1/1/00012/31/05
5 OF 5
~
MATCH LINE SHEET 4 OF 5
Aviation Road – Cottage Hill Road to Burke Drive
SCHOOLSCHOOL
BURKE DRIVE
94
85
86
87
B
78
AVIATION ROAD
COMMERCIAL
DRIVEWAY
98
95, 90 ,89
93 ,91
103
102, 104
101
105
99
Municipality
Period
County
YearsMonthsFromTo
SYMBOLSMANNER OF COLLISION
NOT TO SCALE
BM
P
50
XWET PAVEMENT
Moving Vehicle
Motorcycle
Backing Vehicle
Stopped Vehicle
Parked Vehicle
Pedestrian
Bicycle
Fixed Object
Personal Injury
Fatal Injury
Rear-end
Overtake
Out of control
Skidding
Overturned
Head-on
Side-swipe
Left-turn
Right-angle
ACCIDENT ANALYSIS
COLLISION DIAGRAM
Roadway
X SNOW AND ICY PAVEMENT1533 CRESCENT ROAD CLIFTON PARK, NEW YORK
M.J. ENGINEERING AND
LAND SURVEYING, P.C.
FILE NAME = DATE/TIME = USER =
DGN$USERNAMEDGN$SPEC01234567890123456789012345678901234$DATE$
$TIME$
ACCIDENT NO. IN ATTACHED TABLEX
Town of QueensburyWarren
1/1/00012/31/05
Second Aviation Road Corridor Study
September 2008
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1
Aviation Road Corridor Study
September 2008
APPENDIX B
REPRESENTATIVE
CORRIDOR PHOTOS
2 Aviation Road Corridor Study
September 2008
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1
Aviation Road looking east at the Aviation Road/Burke Drive Intersection and I-87 overpass
2
Aviation Road looking east at the Queensbury Middle School/Main Entrance
3
Aviation Road looking east at the Queensbury High School eastern driveway
4
Aviation Road looking east at the Queensbury High School western driveway
5
Aviation Road north side looking east along Commercial and Office Development east of Farr Lane
6
Aviation Road south side looking east along Commercial Development east of Dixon Road
7
Aviation Road looking east at the intersection of Dixon Road/Farr Lane
8
Aviation Road looking west at the intersection of Fox Farm/Potter Road
9
Aviation Road looking west toward the Westmore Avenue/Buena Vista Avenue Intersection
10
Aviation Road looking west toward the Mountain View Lane Intersection
11
Aviation Road looking west from the Mountain View Lane Intersection
12
Aviation Road looking west at the West Mountain Road Intersection
1
Aviation Road Corridor Study
September 2008
APPENDIX C
QUEENSBURY UNION FREE
SCHOOL DISTRICT— MASTER SITE PLAN
2 Aviation Road Corridor Study
September 2008
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1
Aviation Road Corridor Study
September 2008
APPENDIX D
ALTERNATIVES
DEVELOPMENT PROCESS
SUMMARY
2 Aviation Road Corridor Study
September 2008
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3
Aviation Road Corridor Study
September 2008
Alternatives Development Process
To begin the development of possible future alterna-
tives for the Aviation Road corridor, the WSA pre-
pared traffic projections for the corridor for the year
2016 for both the AM and PM peak periods. Using
the projections, as well as th e analysis of the existing
conditions and comments from the Study Advisory
Committee and the public generated at the first pub-
lic work session, the WSA Team developed numer-
ous alternatives for the intersections and the various
different segment of roadway between the intersec-
tions. Table III-2 summarizes the different alterna-
tives developed for the intersections and the various
segments of the corridor.
For the intersections, the Team examined options
including roundabouts, signalization with or without
additional turning lanes, additional turning lanes
without signalization and doing nothing. Table III-
1 presents the 2016 projected LOS for the intersec-
tion signalization alternatives; Table III-3 presents
the projected LOS for the intersections where
roundabouts are considered.
The two high accident locations were examined in
more detail to determine if there were additional
modifications that could be considered to address
the issues that appear to be causing the majority of
accidents.
For the roadway corridor itself, the Team considered
possible future modifications to address congestion,
pedestrian and bicyclist ci rculation, vehicle speeds,
and aesthetics.
While congestion is not gene rally an issue in the cor-
ridor, there are very short periods of time, especially
in the morning as the schools are opening, that there
is congestion on the roadway, especially for east-
bound vehicular traffic. One of the causes of the
congestion is the number of vehicles making a left
turn from Aviation Road onto the school campus.
The Team’s review of the issue indicated that the
most appropriate way to address the issue was to
limit the number of free left turns on Aviation Road,
and to direct left turn tra ffic to more efficient inter-
sections. The team therefore considered a center
median as a possible alternative to address this prob-
lem.
For pedestrian circulation, the Team considered ei-
ther alone or in some combination with each other:
• A full extension of the sidewalk along the entire
corridor on both sides of the road; •
A full extension of the sidewalk along the entire
corridor on one side of the road;
• A partial extension of the sidewalk along the
eastern portion of the corridor on both sides of
the road;
• A partial extension of the sidewalk along the
eastern portion of the corridor on one sides of
the road;
• Wide paved shoulders for pedestrian circulation
along the western portion of the corridor,
• A 10-foot wide sidepath on one side of the cor-
ridor;
• Additional intersections and mid-block cross-
walks;
• Refuge islands to make it easier to cross one
lane of traffic at a time; and
• Pedestrian signals at the intersections.
For bicycle circulation, the Team considered:
• Bicycle lanes on both sides of the roadway for
the enti
re corridor;
• Wide paved shoulders on both sides of the
roadway for the entire corridor;
• A 10-foot wide sidepath on one side of the cor-
ridor; and
• Closing wide driveways to create clearer vehicu-
lar turning circulation patterns.
To address the speeding issues on Aviation Road,
the Team considered several traffic calming tech-
niques, including:
• Street trees along both sides of the roadway;
• Narrower travel lanes cr eated by restriping the
sides of the roadway; and
• A center median.
The various alternative that were developed for the
items above also provided several good opportuni-
ties to improve the overall aesthetic character of the
corridor and so no additional alternatives were devel-
oped solely to address aesthetic concerns.
The Study Advisory Committee reviewed the infor-
mation and provided input on the feasibility of the
various options. After refining the alternatives, the
team presented them at a second public work ses-
sion, in order to gather comments and to develop a
list of preferred alternatives. After the second public
work session, the WSA Team, along with the Study
Advisory Committee, reviewed the gathered infor-
mation and made a draft recommendations of the
final corridor improvement recommendations.
Second Aviation Road Corridor Study
September 2008
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