Traffic Report

ld 550 Build 683 Average Average Average Average Average Approach/ Level Level Level Level Level Control Control Control Control Control Movement of of of of of Delay Delay Delay Delay Delay Service Service Service Service Service (sec/veh) (sec/veh) (sec/veh) (sec/veh) (sec/veh) Kuzik Drive NB LT A 8.5 A 8.5 A 8.7 A 8.8 A 8.8 Kuzik Drive NB Approach - 5.7 - 5.7 - 2.2 - 1.8 - 1.8 Kuzik Drive SB LT A 7.2 A 7.2 A 7.2 A 7.3 A 7.3 Kuzik Drive SB Approach - 0.0 - 0.0 - 0.2 - 0.1 - 0.1 Lapis Circle EB Approach A 8.4 A 8.4 A 8.5 A 8.6 A 8.7 Luft Lane WB Approach A 8.7 A 8.7 A 9.0 A 9.3 A 9.5 24

Intersection of Kuzik Drive and Lapis Circle – Luft Lane PM Peak Hour Levels of Service Existing No-Build Build 350 Build 550 Build 683 Average Average Average Average Average Approach/ Level Level Level Level Level Control Control Control Control Control Movement of of of of of Delay Delay Delay Delay Delay Service Service Service Service Service (sec/veh) (sec/veh) (sec/veh) (sec/veh) (sec/veh) Kuzik Drive NB LT A 8.5 A 8.5 A 8.6 A 8.7 A 8.7 Kuzik Drive NB Approach - 2.2 - 1.9 - 0.9 - 0.6 - 0.6 Kuzik Drive SB LT A 7.2 A 7.2 A 7.3 A 7.4 A 7.4 Kuzik Drive SB Approach - 0.0 - 0.0 - 0.3 - 0.2 - 0.1 Lapis Circle EB Approach A 8.5 A 8.5 A 8.3 A 8.4 A 8.6 Luft Lane WB Approach A 8.7 A 8.7 A 9.1 A 9.5 A 9.7 Intersection of Sullivan Drive and Davey Drive AM Peak Hour Levels of Service Existing No-Build Build 350 Build 550 Build 683 Average

ls of Service Existing No-Build Build 350 Build 550 Build 683 Average Average Average Average Average Approach/ Level Level Level Level Level Control Control Control Control Control Movement of of of of of Delay Delay Delay Delay Delay Service Service Service Service Service (sec/veh) (sec/veh) (sec/veh) (sec/veh) (sec/veh) Sullivan Drive NB Approach A 7.6 A 7.7 A 7.8 A 7.8 A 7.8 Sullivan Drive SB Approach A 7.1 A 7.1 A 7.1 A 7.0 A 7.0 Davey Drive EB Approach A 6.9 A 6.9 A 7.0 A 7.1 A 7.1 Davey Drive WB Approach A 6.8 A 6.8 A 6.8 A 6.9 A 6.9 Overall For Int. A 7.3 A 7.3 A 7.4 A 7.4 A 7.4 25

Intersection of Sullivan Drive and Davey Drive PM Peak Hour Levels of Service Existing No-Build Build 350 Build 550 Build 683 Average Average Average Average Average Approach/ Level Level Level Level Level Control Control Control Control Control Movement of of of of of Delay Delay Delay Delay Delay Service Service Service Service Service (sec/veh) (sec/veh) (sec/veh) (sec/veh) (sec/veh) Sullivan Drive NB Approach A 7.7 A 7.8 A 7.9 A 7.9 A 7.9 Sullivan Drive SB Approach A 7.2 A 7.2 A 7.4 A 7.4 A 7.4 Davey Drive EB Approach A 6.9 A 6.8 A 7.0 A 7.1 A 7.2 Davey Drive WB Approach A 6.8 A 6.8 A 6.9 A 6.9 A 6.9 Overall For Int. A 7.3 A 7.3 A 7.4 A 7.4 A 7.4 Intersection of Davey Drive and Bongart Drive AM Peak Hour Levels of Service Existing No-Build Build 350 Build 550 Build 683 Average Average Average Average Average Approach/ Level Level Level Level

Average Average Average Average Approach/ Level Level Level Level Level Control Control Control Control Control Movement of of of of of Delay Delay Delay Delay Delay Service Service Service Service Service (sec/veh) (sec/veh) (sec/veh) (sec/veh) (sec/veh) Bongart Drive EB Approach A 8.7 A 8.7 A 8.7 A 8.7 A 8.7 Davey Drive NB LT A 7.2 A 7.2 A 7.3 A 7.3 A 7.3 Davey Drive NB Approach - 5.3 - 5.3 - 5.7 - 5.8 - 5.9 Intersection of Davey Drive and Bongart Drive PM Peak Hour Levels of Service Existing No-Build Build 350 Build 550 Build 683 Average Average Average Average Average Approach/ Level Level Level Level Level Control Control Control Control Control Movement of of of of of Delay Delay Delay Delay Delay Service Service Service Service Service (sec/veh)

ay Delay Service Service Service Service Service (sec/veh) (sec/veh) (sec/veh) (sec/veh) (sec/veh) Bongart Drive EB Approach A 8.6 A 8.6 A 8.6 A 8.6 A 8.6 Davey Drive NB LT A 7.4 A 7.4 A 7.4 A 7.4 A 7.4 Davey Drive NB Approach - 3.2 - 3.3 - 4.2 - 4.5 - 4.6 26

Level of Service Criteria Signalized Intersections Levels of service for a signalized intersection are determined by the computed or measured control delay and are defined for lane groups, intersection approaches and the intersections as a whole. The Highway Capacity Manual (HCM) published by the Transportation Research Board of the National Research Council, defines control delay as: “The component of delay that results when a control signal causes a lane group to reduce speed or to stop; it is measured by comparison with the uncontrolled condition.” Control delay is the portion of the total delay attributed to traffic signal operation for signalized intersections. Control delay includes initial deceleration delay, queue move-up time, stopped delay and final acceleration delay. Level of service criteria as defined by the Highway Capacity Manual is as follows. Level of Service Average Control Delay (sec./veh.) A 0-10 B >10-20 C >20-35 D >35-55 E >55-80 F >80 27

Level of Service Criteria Unsignalized Intersections Levels of service for an unsignalized intersection are determined by the computed or measured control delay and are defined for each minor movement. Level of service is not defined for the intersection as a whole. The Highway Capacity Manual published by the Transportation Research Board of the National Research Council defines control delay as: “The component of delay that results when a control signal (in this case a stop sign) causes a lane group to reduce speed or to stop; it is measured by comparison with the uncontrolled condition.” Level of service criteria as defined by the Highway Capacity Manual is as follows: Level of Service Average Control Delay (sec./veh.) A 0-10 B >10-15 C >15-25 D >25-35 E >35-50 F >50 Capacity analyses summary sheets are presented in the appendix of this report. 28

INTERSECTION SIGHT DISTANCE The intersections of Bongart Drive and Oval Road and Warner Road and Davey Drive have been identified as having questionably inadequate intersection sight distance from the minor stop controlled approaches. Specifically the sight distances from Bongart Drive to the north and south and the sight distances from Davey Drive to the east and west are in question. Both Bongart Drive and Davey Drive form the stems of their respective tee intersections. The standards for intersection sight distance are found in “A Policy on Geometric Design of Highways and Streets” published by The American Association of State Highway and Transportation Officials (AASHTO). This design manual is referred to as the “AASHTO Green Book or AASHTO Manual” and contains most of the standards for highway and roadway design. The Manual states that sight distance from an intersection approach is measured from a point 14.5 feet back from the edge of travel way of the intersecting street and 3’6” above the pavement to a point in the middle of the intersecting street’s approach lane, also 3’6” above the pavement. The driver’s eye is conservatively assumed to be 3’6” above the pavement which is lower than the driver’s eye in most vehicles. The required sight distance, measured along the major intersecting street, is a function of the speed of vehicles on the major street. The speed of vehicles on Warner Road in the vicinity of Davey Drive is conservatively assumed to be 25 miles per hour. It is probably lower due to speed bumps on Warner Road. The speed of vehicles on Oval Road in the vicinity of Bongart Drive is assumed to be 30 miles per hour. The AASHTO manual states that the required intersection sight distance for a stop controlled approach to a street with a travel speed of 25 miles per hour is 280 feet and to a street with a travel speed of 30 miles per hour is 335 feet. Therefore, the required sight distance from Davey Drive at its intersection with Warner Road is 280 feet; and the required distance from Bongart Drive at its intersection with Oval Road is 335 feet. 29

Figures 18 and 19 illustrate the intersection sight distance lines from Bongart Drive at Oval Road, and Figures 20 and 21 illustrate the intersection sight distance lines from Davey Drive at Warner Road. Figures 18-21 are presented at the end of this report. It appears that the sight line from Davey Drive to the east on Warner Road is obstructed by the trees in the south east quadrant of the intersection (see Figure 21 “Intersection Sight Distance, Davey Drive Approach at Warner Road to the East.”) Those trees should be relocated so as not to obstruct the sight line and to create a safer intersection. The sight line from Davey Drive to the west appears unobstructed as well as the sight lines from Bongart Drive to the north and south. RSIS SITE EVALUATION The proposed West Essex Highlands Residential Development, will consist of 683 mid – rise apartments in the ultimate build scenario. The main section of the development, consisting of eight three and four story buildings with 607 apartments, will be served by a loop-configured minor collector street connecting to Warner Road on one end and Kuzik Drive on the other end. An additional four story building, consisting of 76 apartments will be located on an extension of Bayowski Street. The Residential Site Improvement Standards (RSIS), New Jersey Administrative Code, Title 5, Chapter 21, which governs this type of development, states in Table 4.2, Residential Street Hierarchy Definitions, the following. Under Minor Collector: “Each half of a loop-configured minor collector may be classified as a single minor collector street, but the total traffic volume conveyed on the loop should not exceed 3500 ADT, nor should it exceed 1,750 ADT at any point of traffic concentration.” Under Multifamily Access Cul-de-sacs: 30