V4 10 Traffic Impact Study Rev 2 1 27 2023

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