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95th Percentile Queues (vehicles) <br />80 <br />70 <br />60 <br />50 <br />40 <br />30 <br />20 <br />10 <br />0 <br />Unreasonable 95th Percentile Qu_ue0 V_hiclel) <br />• — — <br />awe awe �J \, \ .' \$• t\.• e o �.o Go. `o. `�. `o. <br />�a.�a� \\yQ� �Jc�O aa\��oo i�a aa\�`e� e��P et�P �taP e�P <br />�o �o t,�� $ a�'o roe Ian a.� \ fie aye eyw e� �� <br />�O`If <br />�O`,be <br />�`,e �et\� ,ec\,et\� �a�e� awe\� PJe�Q e�F e �e�G aa\ , <br />�o <Zs o QN. \,et aa�Q a��o pa�o \a ova `a�o�a� ��r ,ec� �,ec�� �a�a•�e� �a�' <br />2J a�� aAoKs O O �O O ago �ocs � o <br />O p O pa paa Sic <br />12040 No Build w/ 2025 Mitigation ■ 2040 Preferred Land use Build w/ 2025 Mitigation 2040 Mitigation <br />Chart 14 — P.M. Peak Hour Queues: Side Street Stop Sign Controlled <br />Intersections <br />As Chart 13 and Chart 14 show, five of the side street stop -controlled intersections <br />begin to break down in the 2040 scenarios. These intersections are: <br />i. Dayton River Road/S Diamond Lake Road <br />ii. Dayton River Road/S Diamond Lake Road <br />iii. N Diamond Lake Road/Zanzibar Lane <br />iv. 129th/Pineview Lane <br />v. Dayton River Road/Brockton Lane <br />Due to increased mainline volumes, these intersections begin to have trouble with <br />cross street turning movements and mainline left turn movements. Again, as <br />volumes are relatively low outside of the peak hour periods, signalized traffic control <br />is not recommended as it will result in un-necessary stoppages of traffic outside of <br />peak periods. Based on these results roundabouts were selected for mitigation as <br />they facilitate sufficient flow and will not cause the mainline to stop during low <br />volume periods. A more detailed discussion on the specific roundabout layouts will <br />follow in the mitigation section and the resulting intersection delays with roundabout <br />control can be seen in Chart 11 and Chart 12. <br />Traffic Impact Study 23 <br />North Dayton Development <br />CONSULTING <br />