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Chart 3 shows the average peak hour delay per the all way stop sign controiled
<br /> intersection for each study scenario. The LOS D/E boundary of 35 seconds of delay per
<br /> vehicle is considered the threshold befinreen acceptable and unacceptable all-way stop
<br /> and roundabout operation in Minnesota. The Highway Capacity Manual sets the
<br /> threshold lower at all-way stop signs and roundabouts then at traffic signal-controlled
<br /> intersections based on the theory motorists have more patience at traffic signal-
<br /> controlled intersections and accept longer delays at a red light.
<br /> Chart 3— Peak Hour Delays: All-Way Stop Sign Controlled Intersection
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<br /> Main St&Rasmussen Rd-AM Peak Hour Main St&Rasmussen Rd-PM Peak Hour
<br /> ■Existing 2024 , 2039
<br /> Chart 4 (a.m. peak hour) and Chart 5 (p.m. peak hour) show the 95th percentile queue
<br /> lengths on the busiest stop sign controlled approach at intersections with side street
<br /> stop sign control. Average delays are not shown for intersections with side street stop
<br /> sign control because the vast majority of vehicles going through the intersection are on
<br /> the main roadway and have zero delay, which leads to low overall average delays. At
<br /> side street stop sign controlled approaches to busy roadways, the average delay for all
<br /> the vehicles on the approach often exceeds 60 seconds. This can be the case for a few
<br /> vehicles waiting at the stop sign where improvements would not be justified for the low
<br /> traffic volume.
<br /> Based on our experience, improvements are not warranted at these types of
<br /> intersections until the 95th percentile queue at a stop sign is at least five vehicles. More
<br /> often than not, mitigation can wait until these queues are over ten vehicles.
<br /> Traffic Study 8
<br /> Pequot Lakes
<br /> • - CONSU�TING
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