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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. Page 5

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange FUTURE CONDITIONS Traffic volumes and operational analyses were developed for both the No Build and Build conditions. The No Build conditions provide a baseline for assessing the impact of site development traffic on the roadway system. The process of developing the No Build and Build traffic volumes and the subsequent analyses is outlined below. Regardless of whether the subject site is developed or not, traffic volumes on the surrounding roadways are expected to increase as a result of developments throughout the region. A growth rate for roadways within the study area was obtained from the NJDOT Annual Background Growth Rate Table, which indicates a growth rate of 2% per year. Future No Build traffic volumes were developed by applying the background growth rate of 2% for six (6) years to the study area roadways existing traffic volumes in order to coincide with the anticipated 6-year buildout. Figure 3, in Appendix A, shows the No Build traffic volumes. Traffic Generation Trip generation projections for The Project were prepared utilizing trip generation research data as published under Land Use Code (LUC) 620 – Nursing Home for the existing facility and using LUC 255 – Continuing Care Retirement Facility for the proposed facility as published in the Institute of Transportation Engineers’ (ITE) publication, Trip Generation, 11th Edition. This publication sets forth trip generation rates based on traffic counts conducted at research sites throughout the country. ITE defines a Continuing Care Retirement Community as follows: “A continuing care retirement community (CCRC) is a land use that provides multiple elements of senior adult living. A CCRC enables a resident to transition in place from independent living to increased care as the medical needs of the resident change. Housing options may include various combinations of senior adult housing (both single-family and multifamily), congregate care, assisted living, and nursing home. The community may also contain special services such as medical, dining, recreational, communal transportation, and some limited, supporting retail facilities. A CCRC is usually a self-contained village.” Based on the above definition, LUC 255 is clearly

medical, dining, recreational, communal transportation, and some limited, supporting retail facilities. A CCRC is usually a self-contained village.” Based on the above definition, LUC 255 is clearly the most appropriate land use to describe the improved facility that is proposed. Table IV below provides a trip generation comparison of the existing versus proposed uses on the property for the critical weekday morning and weekday evening peak street hours (PSH). Table IV Existing vs. Proposed Trip Generation Comparison – Full (6-Year) Buildout AM PSH PM PSH Land Use In Out Total In Out Total LUC 620 – 303 Bed Nursing Home 30 12 42 14 28 42 (Existing) LUC 255 – 311 Units Continuing Care 31 16 47 23 36 59 Retirement Community (Proposed) Difference +1 +4 +5 +9 +8 +17 Page 6

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange As can be seen above, the proposed site is projected to generate 5 more trips during the morning peak hour and 17 more trips during the weekday evening peak hour. This magnitude of change in trip generation is minimal and indicates that the traffic entering and exiting the site will not materially change. In order to further substantiate the usage of LUC 255, trip generation projections were also prepared separately for each of the individual components of the proposed facility. Specifically, LUC 253 – Congregate Care Facility was utilized for the independent living units, LUC 254 – Assisted Living was utilized for the assisted living units and LUC 620 – Nursing Home was utilized for the skilled nursing units. Table V below illustrates the trip generation with each of the components considered separately and compares it to the trip generation associated with LUC 255. Table V ITE Trip Generation Comparison – Full (6-Year) Buildout AM PSH PM PSH Land Use In Out Total In Out Total LUC 253 – 163 Units Congregate 8 5 13 14 15 29 Care Facility (Independent Living) LUC 254 – 64 Assisted Living Units 7 5 12 6 9 15 LUC 620 – 84 Units Nursing Home 9 3 12 4 8 12 (Skilled Nursing) Total 24 13 37 24 32 56 LUC 255 – 311 Units Continuing 31 16 47 23 36 59 Care Retirement Community Difference +7 +3 +10 -1 +4 +3 As can be seen above, the trip generation projections based on LUC 255 result in 10 additional trips during the weekday morning peak hour and 3 additional trips during the weekday evening peak hour when compared to the sum of the individual land uses. Therefore, the usage of LUC

n 10 additional trips during the weekday morning peak hour and 3 additional trips during the weekday evening peak hour when compared to the sum of the individual land uses. Therefore, the usage of LUC 255 is deemed appropriate and conservative, and was utilized for all analyses contained herein. It should further be noted that the number of new trips falls below the industry accepted standard of a significant increase in traffic of 100 trips. Based on Transportation Impact Analysis for Site Development, published by the ITE “it is suggested that a transportation impact study be conducted whenever a proposed development will generate 100 or more added (new) trips during the adjacent roadways’ peak hour or the development’s peak hour.” Additionally, NJDOT has determined that the same 100 vehicle threshold is considered a “significant increase in traffic”. Even without consideration of the existing use on the property, the proposed use is projected to generate approximately 20% of this threshold when compared to the existing use of the site. Therefore, it is not anticipated that the change in use will result in any degradation of operating conditions and the traffic impacts will be essentially imperceptible. Page 7

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange Once the magnitude of traffic to be generated by the site is known, it is necessary to assign that traffic to the adjacent street system. The distribution of new traffic to the surrounding roadways is based on the location of primary arterial roadways, major signalized intersections and existing traffic patterns. Located in Appendix A, Figure 4 illustrates the removal of the existing site generated traffic volumes, Figure 5 illustrates the percent distribution of site generated trips and Figure 6 illustrates the site generated traffic volumes assigned to the study area network. The site generated volumes were added to the No Build traffic volumes to generate the Build traffic volumes, shown in Figure 7. Future Capacity Analysis Operational conditions at the study intersections were analyzed under the No Build and Build conditions and are summarized in Table VI below. Table VI Future Levels of Service AM PSH PM PSH Direction/ Intersection No No Movement Build Build Build Build LT D (52) D (52) D (51) D (51) EB R A (1) A (1) A (1) A (1) LT D (39) D (39) D (37) D (37) WB R A (4) A (4) A (9) A (10) N.J. Route 10 & Pleasant Valley Way L C (23) C (23) C (21) C (21)

(4) A (9) A (10) N.J. Route 10 & Pleasant Valley Way L C (23) C (23) C (21) C (21) NB TR D (39) D (39) D (48) D (49) L C (26) C (26) C (34) C (34) SB TR D (43) D (43) C (35) C (35) Overall D (40) D (40) D (40) D (41) L C (28) C (28) C (22) C (22) EB R C (28) C (28) B (20) B (20) L A (3) A (3) A (4) A (4) Pleasant Valley Way & Kessler Driveway NB TR A (3) A (3) B (11) B (11) SB TR A (4) A (4) A (7) A (7) Overall A (4) A (4) B (11) B (11) EB LR c (21) c (19) b (11) c (17) Pleasant Valley Way & North Site Driveway NB L b (10) b (10) a (9) a (9) LR d (30) - c (25) - EB L - d (32) - d (31) Pleasant Valley Way & South Site Driveway R - c (16) - c (12) NB L b (10) b (10) a (9) a (9) a (#) - Unsignalized Intersection Level of

- c (12) NB L b (10) b (10) a (9) a (9) a (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle) A (#) - Signalized Intersection Level of Service (seconds of delay per vehicle) Page 8

Traffic Impact Study Proposed Continuing Care Retirement Community – West Orange N.J. Route 10 and Pleasant Valley Way With the addition of the site traffic, the intersection is anticipated to continue operating at overall Level of Service “D” and the individual intersection movements are anticipated to continue operating at Levels of Service “D” or better during the analyzed peak periods. See Table VI for the individual movement levels of service and delays. It should be noted that our previously prepared TIS recommended minor signal timing adjustments in order to mitigate Level of Service “F” constraints at the northbound and southbound approaches of the intersection. However, these Level of Service issues were a function of the higher magnitude of existing traffic volumes due to the adjustments made to account for potential fluctuations with Covid- 19. As detailed previously, updated traffic counts were conducted in order to establish a more accurate representation of existing traffic volumes, which found that the volumes are lower and the Covid-19 adjustments were overly conservative. As shown in Table VI above, there are no longer any Level of Service “F” constraints with consideration of the most recent traffic count data and thus it eliminates the need for any signal timing adjustments. However, if the signal timing adjustments are still desired, they could still be pursued by the Township professionals independent of this application. Pleasant Valley Way and Kessler Driveway With the addition of the site traffic, the intersection is anticipated to continue operating at overall Level of Service “B” or better and the individual intersection movements are anticipated to continue operating at Levels of Service “C” or better during the analyzed peak periods. See Table VI for the individual movement levels of service and delays. Pleasant Valley Way and the North Site Driveway With the addition of the site traffic, the individual intersection movements are anticipated to continue operating at Levels of Service “C” or better during the analyzed peak periods. See Table VI for the individual movement Levels of Service and delays. Pleasant Valley Way and the South Site Driveway With the addition of the site traffic, the individual intersection movements are anticipated to continue operating at Levels of Service

ce and delays. Pleasant Valley Way and the South Site Driveway With the addition of the site traffic, the individual intersection movements are anticipated to continue operating at Levels of Service “D” or better during the analyzed peak periods. See Table VI for the individual movement Levels of Service and delays. Page 9