Traffic Report

DESCRIPTION OF EXISTING CONDITIONS This section describes the roads, intersections and traffic volumes in the area of the development located in the Township of West Orange, Essex County, New Jersey. Roads Eagle Rock Avenue (County Route (CR) 611) Eagle Rock Avenue (CR 611) is classified as an urban minor arterial and is under Essex County jurisdiction. The roadway has a general east-west orientation and generally provides two travel lanes each direction. The posted speed limit is 40mph. Laurel Avenue (CR 634) Laurel Avenue (CR 634) is classified as an urban minor arterial and is under Essex County jurisdiction. The roadway has a general north-south orientation and generally provides one travel lane each direction. The posted speed limit is 35mph. Oval Road Oval Road is classified a local road and is under municipal jurisdiction. The roadway has a general north-south orientation and provides one travel lane in each direction. There is no posted speed limit in the immediate study area. Intersections Eagle Rock Avenue (CR 611) and Laurel Avenue (CR 634) Laurel Avenue (CR 634) intersects Eagle Rock Avenue (CR 611) to form a T-shaped intersection under signal control. The eastbound Eagle Rock Avenue (CR 611) approach provides one exclusive through lane and one shared through/channelized right-turn lane. The westbound Eagle Rock Avenue (CR 611) approach provides one left-turn lane and two through lanes. The northbound Laurel Avenue (CR 634) approach provides one left-turn lane and one right-turn lane. Eagle Rock Avenue (CR 611) and Oval Road Oval Road intersects Eagle Rock Avenue (CR 611) to form a T-shaped intersection under stop- control. The eastbound Eagle Rock Avenue (CR 611) approach provides one shared left- turn/through lane and one exclusive through lane. The westbound Eagle Rock Avenue (CR 611) approach provides one exclusive through lane and one shared through/right-turn lane. The southbound Oval Road approach provides one shared left-turn/right-turn lane and is stop- controlled. 6

Eagle Rock Avenue (CR 611) and Crestmont Country Club Driveway The Crestmont Country Club driveway intersects Eagle Rock Avenue (CR 611) to form a T-shaped stop-controlled intersection. The eastbound and westbound Eagle Rock Avenue (CR 611) approaches provide two through lanes. The northbound Crestmont Country Club driveway approach provides on shared left-turn/right-turn lane and is stop-controlled. Laurel Avenue (CR 634) and Crestmont Country Club Driveway The Crestmont Country Club driveway intersects Laurel Avenue (CR 634) to form a T-shaped stop-controlled intersection. The westbound Crestmont Country Club driveway approach provides one shared left-turn/right-turn lane and is stop-controlled. The northbound Laurel Avenue (CR 634) approach provides one shared through/right-turn lane. The southbound Laurel Avenue (CR 634) approach provides one shared left-turn/through lane. Traffic Volumes We arranged for turning movement traffic counts to be conducted during the morning and evening peak periods on a typical weekday at the study intersections to examine traffic conditions near the development. Specifically, turning movement counts were conducted on Tuesday, 14 May 2024, from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM. Note that the intersection of the of Eagle Rock Road (CR 611) and Oval Road was counted on the same day from 7:00 AM to 7:00 PM. The traffic counts identify distinct times during the weekday morning and evening when traffic experienced its highest levels. We determined that the weekday morning peak hour occurred from 8:00 AM to 9:00 AM and the weekday evening peak hour occurred from 5:00 PM to 6:00 PM. Figure 2 illustrates the existing weekday morning and evening peak hour traffic volumes. Summaries of the traffic counts are contained in Appendix B. 7

ESTIMATE OF FUTURE CONDITIONS This section of the report covers background traffic growth, site-generated trips, trip comparison, trip distribution, and future traffic volumes. We project a design year of 2027. Accordingly, we projected traffic volumes to include the existing traffic and new traffic created by background growth to derive the 2027 No-Build traffic volumes. We then added the site-generated trips to the 2027 No-Build traffic volumes to derive the 2027 Build traffic volumes. All traffic volume worksheets are contained in Appendix A. Background Traffic Growth We increased the existing peak hour traffic volumes by a compounded annual growth rate of 1.75 percent, established by the New Jersey Department of Transportation (NJDOT) for Essex County for short-term growth projections, to derive the 2027 No-Build traffic volumes. Figure 3 illustrates the 2027 No-Build traffic volumes. Site-Generated Trips We prepared trip generation estimates the proposed development using data compiled for Land Use Code 221 (Multifamily Housing (Mid-Rise)) by the Institute of Transportation Engineers (ITE) as contained in the publication Trip Generation, 11th edition. Table 1 summarizes calculated rates and the future trip generation estimates. Table 1 – Future Trip Generation Estimates Weekday AM Peak Hour Weekday PM Peak Hour Use In Out Total In Out Total 496 Multifamily Residential Units 48 159 207 118 76 194 The site was previously evaluated for the construction of up to 683 multifamily residential units. We have prepared the following table to compare the trip generation estimates utilized in the November 2018 TIS by Lublanecki Engineering, Inc., to the trip generation estimates associated with the currently proposed development program. Table 2 summarizes the comparison. Table 2 – Trip Generation Comparison Weekday AM Peak Hour Weekday PM Peak Hour Use In Out Total In Out Total Original Development Program 683 Multifamily Residential Units 64 182 246

In Out Total In Out Total Original Development Program 683 Multifamily Residential Units 64 182 246 184 117 301 Proposed Development Program 496 Multifamily Residential Units 48 159 207 118 76 194 Comparison Difference - 16 - 23 - 39 - 66 - 41 - 107 8

Based on Table 2 above, the new development program will generate less traffic than the previously contemplated development program. Accordingly, the conclusions made in the November 2018 TIS remain valid. Trip Distribution We determined the directional distribution of the site-generated trips for the development based on an examination of existing and expected travel patterns in the study area and a review of the November 18 TIS by Lublanecki Engineering, Inc. The directional distribution of site traffic is summarized in Table 3. Table 3 – Trip Distribution Direction (To/From) Arrival & Departure Distributions Eagle Rock Avenue – CR 611 (East) 40% Eagle Rock Avenue – CR 611 (West) 32% Laurel Avenue – CR 634 (South) 28% Total 100% The arrival and departure distributions for the development are show on Figure 4. The site- generated trips were then applied to the adjacent roadway system as per the above distributions. Figure 5 shows the total site-generated trips assigned to the roadway network. Build Traffic Volumes As part of the proposed development, it is proposed to signalized the intersection of the Eagle Rock Avenue (CR 611) and Oval Road. Associated with the signalization it is proposed to relocate the existing exit-only Crestmont Country Club driveway along Eagle Rock Avenue (CR 611). The driveway will be realigned to intersect Eagle Rock Avenue (CR 611) directly across from Oval Road to the form the southern leg of the signalized intersection. The driveway will allow for both ingress and egress movements to/from the Crestmont Country Club under traffic signal control. Figure 6 shows the rerouted traffic volumes associated with the driveway closure and realignment. We derived the 2027 Build traffic volumes by adding the rerouted traffic volumes and the total site-generated trips to the 2027 No-Build traffic volumes. Figure 7 illustrates the 2027 Build weekday morning and evening peak hour traffic volumes. 9

ANALYSIS OF TRAFFIC OPERATIONS This section describes the capacity analysis we conducted to assess traffic operations for the No-Build and Build conditions. Capacity analysis provides an indication of the adequacy of road facilities to serve traffic demand. Level of Service Criteria Level of Service (LOS) is the term used to denote different operating conditions that occur on a given road segment under various traffic-volume demands. LOS is a qualitative measure that considers a number of factors including road geometry, speed, travel delay and freedom to maneuver. LOS designations range from A to F and provide an index of operational qualities of a road segment or an intersection. LOS A represents the best operating conditions; LOS F represents the worst. LOS designations are reported differently for signalized and unsignalized intersections. For signalized intersections, the analysis considers the operation of all traffic entering the intersection. For unsignalized intersections, the analysis considers the operation of all movements that conflict with other movements, such as main-line left turns and traffic exiting a side street. The evaluation criteria used to analyze the study area intersections are based on the Highway Capacity Manual, 6th edition, (HCM), published by the Transportation Research Board and the Synchro and HCS programs. The HCM defines LOS for signalized intersections as follows: LOS Control Delay per Vehicle A ≤10 sec B >10 and ≤20 sec C >20 and ≤35 sec D >35 and ≤55 sec E >55 and ≤80 sec F >80 sec The HCM defines LOS for unsignalized intersections as follows: LOS Delay Range (sec/veh) A ≤10 sec B >10 and ≤15 sec C >15 and ≤25 sec D >25 and ≤35 sec E

>10 and ≤15 sec C >15 and ≤25 sec D >25 and ≤35 sec E >35 and ≤50 sec F >50 sec 10

Capacity Analysis We conducted capacity analyses for the intersections in the study area and found that the proposed development will not significantly alter traffic operations in the study area. Table 4 summarizes the 2027 No-Build and 2027 Build levels of service (LOS) at each relevant study intersection during the weekday morning and evening peak hours. The following are discussions pertaining to each of the intersections analyzed for the development. Note that all capacity analyses worksheets are contained in Appendix D. Table 4 – Intersection Capacity Analysis Summary 2027 No-Build 2027 No-Build 2027 Build 2027 Build Lane AM PM AM PM Intersection Use LOS Delay LOS Delay LOS Delay LOS Delay Signalized Intersection Overall B 17.4 B 19.2 B 17.1 C 23.7 EB-TR A 9.1 B 19.6 B 16.9 C 21.7 Eagle Rock Avenue (CR 611) WB-L D 35.9 B 17.8 C 23.6 C 31.1 and WB-T A 8.0 B 11.1 A 6.0 B 16.9 Laurel Avenue (CR 634) NB-L C 31.7 D 36.4 C 33.7 D 43.1 NB-R A 5.8 A 4.5 A 5.5 A 5.2 Overall - - - - A 9.6 A 7.8 EB-L - - - - A 5.9 A 4.1 EB-TR - - - - A 6.4 A 5.0 Eagle Rock Avenue (CR 611) WB-L - - - - B 10.5 B 12.0 and WB-TR - - - - B 10.6 B 10.6

- - - - B 10.5 B 12.0 and WB-TR - - - - B 10.6 B 10.6 Oval Road / NB-L - - - - C 25.0 C 26.6 Crestmont Country Club Drwy NB-TR - - - - A 0.0 A 0.0 SB-L - - - - C 32.9 C 30.5 SB-TR - - - - A 1.1 A 0.6 Unsignalized Intersection Eagle Rock Avenue (CR 611) EB-L A 9.6 A 9.0 - - - - and Oval Road SB-LR C 23.6 C 22.3 - - - - Eagle Rock Avenue (CR 611) and NB-LR B 14.5 C 20.1 - - - - Crestmont Country Club Drwy Laurel Avenue (CR 634) and WB-LR B 12.1 C 15.5 B 12.3 C 16.0 Crestmont Country Club Drwy SB-LT A 8.7 A 9.7 A 8.7 A 9.8 Based on HCS (Highway Capacity Software): *Level of Service (Average vehicle delay [seconds per vehicle]) Eagle Rock Avenue (CR 611) and Laurel Avenue (CR 634) The signalized intersection is expected to operate at an overall LOS B during both the weekday morning and evening peak hours under the No-Build condition. Based on the results of the analyses the following off-site improvements are recommended to improve operations at the intersection. • Geometry and Timing Mitigations  Extend the westbound Eagle Rock Avenue (CR 634) left-turn lane to provide additonal storage. 11

 Coordinate the signal timings with the proposed signal at the intersection of Eagle Rock Avenue (CR 611) and Oval Road / Crestmont Country Club Driveway  Increase the maximum cycle length to 90 seconds during both the AM and PM peak hours. With the above recommendations implemented, the signalized intersection is expected to operate at an overall LOS B during the weekday morning peak hour and LOS C during the weekday evening peak hour. Eagle Rock Avenue (CR 611) and Oval Road / Crestmont Country Club Driveway The movements at this stop-controlled intersection are expected to operate at LOS C or better during both the weekday morning and evening peak hours under the No-Build condition. As part of the proposed development, the existing Crestmont Country Club Driveway will be realigned to intersect Eagle Rock Avenue (CR 611) directly across from Oval Road. The re-aligned driveway will permit entering and exiting traffic to the Country Club. In addition, it is proposed to signalize the intersection and coordinate it with the adjacent intersection of Eagle Rock Avenue (CR 611) and Laurel Avenue (CR 634). We performed a traffic signal warrant analysis fusing the 2023 Manual on Uniform Traffic Control Devices (MUTCD) standards. There are nine warrants described in the MUTCD. We only evaluated the traffic volume based warrants. The installation of a traffic signal should only be considered if one or more of the signal warrants are met. Appendix E contains the warrant summary reports and volume information. The traffic volume based warrant analysis results are as follows: • Warrant 1 (Eight-Hour Vehicular Volume) o Build Condition A or B - Met: 11 hours met (8 required) o Build Condition A and B– Met: 12 hours met (8 required) • Warrant 2 (Four-Hour Vehicular Volume) o Build – Met: 11 hours met (4 required) • Warrant 3 (Peak Hour) o Build – Met: 5 hour met (1 required) In addition, the following geometric changes would be constructed in association with the proposed signalization:  Widen the eastbound Eagle Rock Avenue (CR 611) approach to provide a left turn lane, a through lane and a through/ right turn lane. 12