V4 10 Traffic Impact Study Rev 2 1 27 2023

TRAFFIC IMPACT STUDY For Daughters of Israel Proposed Continuing Care Retirement Community Property Located at: 1155 Pleasant Valley Way (CR 636) Block 171 – Lot 12 Township of West Orange, Essex County, NJ Prepared by: 1904 Main Street 245 Main Street, Suite #110 Lake Como, NJ 07719 Chester, NJ 07930 (732) 681-0760 Craig W. Peregoy, PE Connor Hughes, PE NJ PE License #45880 NJ PE License #57245 November 11, 2021 Revised: May 6, 2022 Revised: January 27, 2023 4041-99-001TE CGH;JTT

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange INTRODUCTION It is proposed to replace the existing Daughters of Israel skilled nursing home with a continuing care retirement community. The site is located along the southbound side of Pleasant Valley Way (CR 636) between its intersection with N.J. Route 10 (Mount Pleasant Avenue) and Old Indian Road in the Township of West Orange, Essex County, New Jersey, see Figure 1 in Appendix A. The site is designated as Block 171 – Lot 12 on the Township of West Orange Tax Maps and is currently occupied by a 303-bed Skilled Nursing Facility. The development proposal includes the reconstruction of the nursing home facility to a continuing care retirement community that will provide the following: • 163 Independent Living Units • 64 Assisted Living Units • 84 Skilled Nursing Units Access to the site is currently provided via two (2) driveways along Pleasant Valley Way. It is proposed to maintain the existing access points. Dynamic Traffic, LLC has been retained to prepare this study to assess the traffic impact associated with the construction of The Project on the adjacent roadway network. This study documents the methodology, analyses, findings and conclusions of our study and includes: • A detailed field inspection was conducted to obtain an inventory of existing roadway geometry, traffic control, and location and geometry of existing driveways and intersections. • Existing traffic data was collected via manual turning movement (MTM) counts during the weekday AM and weekday PM peak periods at the following intersections: o N.J. Route 10 & Pleasant Valley Way o Pleasant Valley Way & Kessler Driveway o Pleasant Valley Way & North Site Driveway o Pleasant Valley Way & South Site Driveway • Projections of traffic to be generated by the proposed development were prepared utilizing trip generation data as published by the Institute of Transportation Engineers. Site traffic was then assigned to the adjacent street system based upon the anticipated directional distribution. • The proposed points of ingress and egress were inspected for adequacy of geometric design, spacing and/or

the adjacent street system based upon the anticipated directional distribution. • The proposed points of ingress and egress were inspected for adequacy of geometric design, spacing and/or alignment to streets and driveways on the opposite side of the street, relationship to other driveways adjacent to the development, and conformance with accepted design standards. • The site plan as designed was reviewed for sufficiency in accommodating large wheel base vehicles such as delivery trucks, refuse trucks, and emergency vehicles. Page 1

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange EXISTING CONDITIONS A review of the existing roadway conditions near the proposed site was conducted to provide the basis for assessing the traffic impact of the development. This included field investigations of the surrounding roadways and intersections, collection of traffic volume data, and extensive analyses. Existing Roadway Conditions The following are descriptions of the roadways in the study area: N.J. Route 10 (Mount Pleasant Avenue) is an Urban Principal Arterial roadway under the jurisdiction of the New Jersey Department of Transportation (NJDOT). In the vicinity of the site the posted speed limit is 40 MPH. The roadway provides one eastbound travel lane and two westbound travel lanes to the west of its intersection with Pleasant Valley Way and two travel lanes in each direction to the east of the intersection. Curb is provided along both sides of the roadway while sidewalk is provided along portions of both sides of the roadway. N.J. Route 10 provides a curved horizontal alignment and a downhill vertical alignment from west to east. The land uses along N.J. Route 10 in the vicinity of the project are a mix of commercial and residential. Pleasant Valley Way (CR 636) is an Urban Minor Arterial roadway under Essex County jurisdiction. In the vicinity of the site the posted speed limit is 45 MPH and the roadway provides one travel lane in each direction along the site frontage with a general north/south orientation. Curb is provided along both sides of the roadway while sidewalk is provided along the westerly (southbound) side of the roadway. Pleasant Valley Way provides a primarily straight horizontal alignment and a relatively flat vertical alignment along the site frontage. The land uses along Pleasant Valley Way in the vicinity of the project are a mix of commercial and residential. Existing Traffic Volumes Manual turning movement (MTM) counts were originally conducted on Tuesday, October 19, 2021 from 7:00 – 9:00 AM and from 4:30 – 6:30 PM at the following intersections: • N.J. Route 10 & Pleasant Valley Way • Pleasant Valley Way & Kessler Driveway • Pleasant Valley Way & North Site Driveway • Pleasant Valley Way & South Site Driveway It should be

• N.J. Route 10 & Pleasant Valley Way • Pleasant Valley Way & Kessler Driveway • Pleasant Valley Way & North Site Driveway • Pleasant Valley Way & South Site Driveway It should be noted that as outlined in our May 6, 2022 Traffic Impact Study (TIS) for this project, traffic impacts associated with the COVID-19 pandemic may have still been in effect at the time of the counts. Therefore, adjustment factors were conservatively calculated based on historical traffic volume data in the area and applied to the counts in order to develop a best estimate of “existing” conditions. However, in order to provide a more accurate representation of actual current conditions, updated MTM counts were conducted on Thursday, January 19, 2023. Upon review of the count data, a comparison was made to the adjusted October 2021 data which revealed that the January 2023 traffic volumes are in fact lower than the adjusted volumes previously utilized. Therefore, in order to provide the most accurate analysis based on current traffic conditions, the updated January 2023 data was applied for all analyses contained herein. Page 2

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange Review of the collected traffic data reveals that the weekday morning peak street hour (PSH) of the network occurs between 8:00 – 9:00 AM and the weekday evening PSH occurs between 4:30 – 5:30 PM. Figure 2, located in Appendix A, shows the existing peak hour traffic volumes at the study intersections. All MTM counts are contained in Appendix B. Existing Capacity Analysis The methodology utilized in the capacity analyses is described in the Highway Capacity Manual, published by the Transportation Research Board. In general, the term Level of Service (LOS) is used to provide a “qualitative” evaluation of capacity based upon certain “quantitative” calculations related to empirical values, such as traffic volume and intersection control. At signalized intersections, factors that affect the various approach capacities include width of approach, number of lanes, signal “green time”, turning percentages, truck volumes, etc. However, delays cannot be related to capacity in a simple one-to-one fashion. For example, it is possible to have delays in the Level of Service “F” range without exceeding roadway capacity. Substantial delays can exist without exceeding capacity if one or more of the following conditions exist: long signal cycle lengths; a particular traffic movement experiences a long red time; or progressive movement for a particular lane group is poor. Table I describes the level of service ranges for signalized intersections. An unsignalized (STOP sign controlled) driveway or side street along a through route is seldom critical from an overall capacity standpoint, however, it may be of great significance to the capacity of the minor cross-route, and it may influence the quality of traffic flow on both. When analyzing an unsignalized intersection, it is assumed that both the major street through and right turn movements are unimpeded and have the right-of-way over all side street traffic and left turns from the major street. All other turning movements in the intersection cross, merge with, or are otherwise impeded by major street movements. Traffic delays at unsignalized intersections are determined by sequentially processing these impeded movements. Table II describes the level of service ranges for unsignalized (stop controlled)

ments. Traffic delays at unsignalized intersections are determined by sequentially processing these impeded movements. Table II describes the level of service ranges for unsignalized (stop controlled) intersections. Table I Table II Level of Service Criteria Level of Service Criteria for Signalized Intersections for Unsignalized Intersections Level of Average Control Delay Level of Average Control Delay Service (seconds per vehicle) Service (seconds per vehicle) A 0.0 to 10.0 a 0.0 to 10.0 B 10.1 to 20.0 b 10.1 to 15.0 C 20.1 to 35.0 c 15.1 to 25.0 D 35.1 to 55.0 d 25.1 to 35.0 E 55.1 to 80.0 e 35.1 to 50.0 F greater than 80.0 f greater than 50.0 It should be noted that the analyses within the Highway Capacity Manual assume a random arrival for all the movements, which may not be the case if an adjacent traffic signal is present that platoons vehicles. All capacity analyses were performed utilizing Synchro 11 software. Table III summarizes the existing Levels of Service (LOS) and delays. All capacity analysis calculation worksheets are contained in Appendix C. Page 3

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange Table III Existing Levels of Service Direction/ Intersection AM PSH PM PSH Movement LT D (51) D (51) EB R A (1) A (1) LT D (37) D (36) WB R A (3) A (7) N.J. Route 10 & Pleasant Valley Way L C (21) C (20) NB TR D (36) D (42) L C (23) C (26) SB TR D (36) C (33) Overall D (36) D (37) L C (22) B (19) EB R C (22) B (16) L A (2) A (4) Pleasant Valley Way & Kessler Driveway NB TR A (2) B (10) SB TR A (2) A (7)

TR A (2) B (10) SB TR A (2) A (7) Overall A (2) B (10) EB LR c (18) b (11) Pleasant Valley Way & North Site Driveway NB L a (10) a (9) EB LR c (25) c (21) Pleasant Valley Way & South Site Driveway NB L a (10) a (9) a (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle) A (#) - Signalized Intersection Level of Service (seconds of delay per vehicle) The following are discussions pertaining to each of the existing intersections analyzed. It should be noted that the existing percentage of trucks and peak hour factors were used in the existing analysis. N.J. Route 10 and Pleasant Valley Way Pleasant Valley Way intersects N.J. Route 10 to form a four-leg intersection controlled by a four-phase traffic signal with a variable cycle length. The eastbound and westbound approaches of N.J. Route 10 each provide a shared left turn/through lane, a dedicated through lane and a channelized right turn lane operating under yield control. The northbound and southbound approaches of Pleasant Valley Way each provide a dedicated left turn lane, a dedicated through lane and a shared through/right turn lane. A review of the existing analysis reveals that the intersection operates at overall Level of Service “D” and the individual intersection movements operate at Levels of Service “D” or better during the analyzed peak periods. See Table III for the individual movement Levels of Service and delays. Page 4

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange Pleasant Valley Way and Kessler Driveway The Kessler Driveway intersects Pleasant Valley Way to form a T-intersection controlled by a two- phase traffic signal with a 90-second cycle length. The northbound approach of Pleasant Valley Way provides a dedicated left turn lane and a dedicated through lane. The southbound approach of Pleasant Valley Way provides a shared through/right turn lane. The eastbound approach of the Kessler Driveway provides a dedicated left turn lane and a dedicated right turn lane. A review of the existing analysis reveals that the intersection operates at overall Level of Service “B” or better and the individual intersection movements operate at Levels of Service “C” or better during the analyzed peak periods. See Table III for the individual movement Levels of Service and delays. Pleasant Valley Way and the North Site Driveway The north site driveway intersects Pleasant Valley Way to form an unsignalized T- intersection with the site driveway operating under stop control. The northbound approach of Pleasant Valley Way provides a dedicated left turn lane and a dedicated through lane. The southbound approach of Pleasant Valley Way provides a shared through/right turn lane. The eastbound approach of the site driveway provides a shared lane for left and right turns. A review of the existing analysis reveals that the individual intersection movements operate at Levels of Service “C” or better during the analyzed peak periods. See Table III for the individual movement Levels of Service and delays. Pleasant Valley Way and the South Site Driveway The south site driveway intersects Pleasant Valley Way to form an unsignalized T- intersection with the site driveway operating under stop control. The northbound approach of Pleasant Valley Way provides a dedicated left turn lane and a dedicated through lane. The southbound approach of Pleasant Valley Way provides a shared through/right turn lane. The eastbound approach of the site driveway provides a shared lane for left and right turns. A review of the existing analysis reveals that the individual intersection movements operate at Levels of Service “C” or better during the analyzed peak periods. See Table III for the individual movement Levels of Service and