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180 <br />160 <br />140 <br />120 <br />0 <br />>, 100 <br />co <br />p 80 <br />v <br />°0 ▪ 60 neested at LOS D/E Boundary (55 seconds) <br />0) <br />40 <br />20 <br />0 <br />r ,■ <br />Dayton River 141st 141st Brockton N Diamond Lake Dayton River <br />Road/TH 169 Avenue/TH 101 Avenue/TH 101 Lane/CSAH 81 Road/Brockton Road/Pineview <br />East Ramps West Ramps Lane Lane <br />• Existing • 2025 No -Build ■ 2025 Preferred Land -Use Build 2025 Mitigation <br />Chart 2 — A.M. Peak Hour Delays: Signal Controlled Intersections <br />180 <br />160 <br />140 <br />c <br />° 120 <br />0) <br />>, 100 <br />co <br />p 80 <br />cu <br />a0 ▪ 60 nested at LOS D/E Boundary (55 seconds) <br />0) <br />40 <br />20 <br />0 <br />Dayton River 141st 141st Brockton N Diamond Lake Dayton River <br />Road/TH 169 Avenue/TH 101 Avenue/TH 101 Lane/CSAH 81 Road/Brockton Road/Pineview <br />East Ramps West Ramps Lane Lane <br />• Existing ■ 2025 No -Build ■ 2025 Preferred Land -Use Build 2025 Mitigation <br />Chart 3 — P.M. Peak Hour Delays: Signal Controlled Intersections <br />As Chart 2 and Chart 3 show, the Dayton River Road/TH 169 experiences higher <br />than preferred delays, even with the current improvements, currently operating at a <br />LOS E and LOS C during the a.m. peak hour and p.m. peak hour, respectively. The <br />a.m. peak hour begins to fail under the 2025 No -Build scenario. The addition of the <br />North Dayton site increases these already failing delays. <br />Chart 4 (a.m. peak hour) and Chart 5 (p.m. peak hour) show the average peak hour <br />delay per all -way stop sign and roundabout controlled intersections for each study <br />Traffic Impact Study 12 <br />North Dayton Development <br />CONSULTING <br />