ZB 22 13 2023 04 05 Traffic Impact Study Rev 1

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange Upon comparing the traffic volumes, an adjustment factor of 1.39 was then calculated and applied to the weekday evening count to develop traffic volumes that best represent “existing” conditions at the study intersection. As mentioned above, MTM counts were also conducted during the Saturday midday peak hour which also need to be adjusted due to the potentially lower traffic volumes associated with the COVID-19 pandemic. In order to account for this effect, the PM peak hour adjustment factor of 1.39 was also applied to the Saturday count data. Additionally, the adjusted 2021 counts were increased to better represent existing 2023 traffic volumes by applying a growth rate of 2% per year obtained from the NJDOT Annual Background Growth Rate Table for a period of two (2) years. Figure 2, located in the Appendix, shows the existing peak hour traffic volumes at the study intersections. Review of the collected traffic data reveals that the weekday evening peak street hour (PSH) occurs between 4:30 – 5:30 PM and the Saturday PSH occurs between 12:00 – 1:00 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 based on the Highway Capacity Manual 2010, 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. 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 I describes the Level of Service ranges for unsignalized (stop controlled) intersections. Table I

movements. Table I describes the Level of Service ranges for unsignalized (stop controlled) intersections. Table I Level of Service Criteria for Unsignalized Intersections Level of Average Control Delay Service (seconds per vehicle) A 0.0 to 10.0 B 10.1 to 15.0 C 15.1 to 25.0 D 25.1 to 35.0 E 35.1 to 50.0 F greater than 50.0 It should be noted that the analyses within the 2010 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 the Highway Capacity Software (HCS 7). Table II summarizes the existing Levels of Service (LOS) and delays. All capacity analysis calculation worksheets are contained in Appendix C. Page 3