V4 10 Traffic Impact Study Rev 2 1 27 2023

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