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Average Dealy (seconds) <br />70 <br />60 <br />50 <br />40 <br />30 <br />20 <br />10 <br />0 <br />Congested at LOS D/E Boundary (55 seconds) <br />III I • I I • <br />y ' ti , , .- 9NN. 'N\`L\, <br />\,��•c�QLo°� � e4eea\alazQa�aSQ�\�\ \ <br />. . a ° �o� t��a�a ��tQ\ <br />aoyaea\ahO\a�Q\a�ea\Le a� yo ���� <br />2 N�° .-� .�ee�\ aV- ec <br />e\\\` <br />�o��a�ayt Q\J`J��\ `4 <br />� a a a <br />vN. <br />teo��,°°�° ° �o <br />,ec�JJe-,P,,PaQao�O <br />�O`o <br />b. <br />��y�y s(),y <br />ti <br />■ 2040 No Build w/ 2025 Mitigation ■ 2040 Preferred Land use Build w/ 2025 Mitigation 2040 Mitigation <br />Chart 10 — P.M. Peak Hour Delays: Signal Controlled Intersections <br />Retiming of the Diverging Diamond Interchange at 141st Avenue/TH 101 should <br />occur to achieve better traffic flow through the intersection. The increased <br />westbound volumes will require more green time to proceed through the <br />intersection. The interchange has sufficient capacity for the volumes and upgrading <br />of signal timing every three to five years, as required by state law, will suffice at the <br />intersection with the projected volumes. Brockton Lane/CSAH 81 continues to <br />operate acceptably in the 2040 scenarios as traffic volumes become more spread <br />out due to the addition of the future 1-94 interchange and Zanzibar Lane extension. <br />Chart 11 (a.m. peak hour) and Chart 12 (p.m. peak hour) show the 2040 average <br />peak hour delay per all -way stop sign and roundabout controlled intersection for <br />each study scenario against the 2025 mitigated scenario. <br />Traffic Impact Study 20 <br />North Dayton Development <br />CONSULTING <br />