470 Eagle TIS 6 4 24

-Through Window for the proposed Popeye’s. This publication sets forth trip generation rates based on empirical traffic count data conducted at numerous research sites. According to studies conducted by ITE, traffic associated with LUCs 932 and 934 is not 100% newly generated. Rather, a portion of the traffic is diverted from the existing traffic stream on the adjacent roadway network. This is because the Popeye’s and IHOP restaurants are not destination land uses, instead patrons stop on their way to/from other locations such as home or work. For LUC 932, ITE identifies a 43% passby traffic percentage during the PM peak hours, which is also accepted by NJDOT. It should be noted that a portion of traffic during the AM and Saturday midday peak hours is also anticipated to be passby traffic; however, this effect has not been accounted for to remain conservative. For LUC 934, ITE identifies 50%, 55% and 37% passby traffic percentages during the respective AM, PM and Saturday peak hours, which are also accepted by NJDOT. Table 4 below details the traffic volumes associated with the subject project taking into account the passby credits. Page 5

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange Table 4 Trip Generation Considering Passby Traffic AM PSH PM PSH SAT PSH Land Use Trip Type In Out Total In Out Total In Out Total 2,391 SF Popeye’s Total 55 52 107 41 38 79 67 65 132 Fast Food Restaurant Passby 28 26 54 23 20 43 25 24 49 with Drive-Thru New (Primary) 27 26 53 18 18 36 42 41 83 3,797 SF IHOP Total 20 16 36 21 13 34 21 21 42 High-Turnover Sit Passby - - - 9 6 15 - - - Down Restaurant New (Primary) 20 16 36 12 7 19 21 21 42 Total 75 68 143 62 51 113 88 86 174 Total Passby 28 26 54 32 26 58 25 24 49 New (Primary) 47 42 89 30 25 55 63 62 125 As mentioned previously, the site is currently developed with a vacated restaurant which has trip generation potential if re-occupied. Therefore, ITE data for LUC 932 was utilized to project the trip generation associated with the potential re-occupation of the existing use. The following Table 5 compares the trips associated with the proposed use to the trip generation potential of the site. Table 5 Trip Generation Comparison AM PSH PM PSH SAT PSH Land Use Trip Type In Out Total In Out Total In Out Total

PM PSH SAT PSH Land Use Trip Type In Out Total In Out Total In Out Total Total 32 27 59 34 22 56 35 34 69 Existing 6,190 SF Passby - - - 15 9 24 - - - Restaurant New (Primary) 32 27 59 19 13 32 35 34 69 Proposed Popeye’s Total 75 68 143 62 51 113 88 86 174 and IHOP Passby 28 26 54 32 26 58 25 24 49 Restaurants New (Primary) 47 42 89 30 25 55 63 62 125 Total +43 +41 +84 +28 +29 +57 +53 +52 +105 Difference Passby +28 +26 +54 +17 +17 +34 +25 +24 +49 New (Primary) +15 +15 +30 +11 +12 +23 +28 +28 +56 As shown in Table 4 above, it is anticipated that 30 additional trips during the weekday morning peak hour, 23 additional trips during the weekday evening peak hour and 56 additional trips during the Saturday midday peak hour are anticipated to access the site that are considered “new” to the adjacent roadway network with the proposed redevelopment compared to the potential reoccupation of the site. However, no credit was taken for the potential use of the site and all trip generation was considered an increase over vacant land. This accounts for a “worst case scenario” from a traffic impact perspective. Page 6

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange Once the magnitude of traffic to be generated by the site is known, it is necessary to assign that traffic to the adjacent street system. The distribution of new traffic to the surrounding roadways is based on the location of primary arterial roadways, major signalized intersections and existing traffic patterns. Located in Appendix A, Figure 5 illustrates the percent distribution of primary site generated trips, Figure 6 illustrates the primary site generate volumes, Figure 7 illustrates the distribution of passby site generated trips, Figure 8 illustrates the passby site generated volumes, and Figure 9 illustrates the total site generated volumes assigned to the study area network. The site generated volumes were added to the No Build traffic volumes to generate the Build traffic volumes, shown in Figure 10. Future Capacity Analysis Operational conditions at the study intersections were analyzed under the No Build and Build conditions and are summarized in Table 6 below. Table 6 Future Levels of Service AM PSH PM PSH SAT PSH Direction/ Intersection No No No Movement Build Build Build Build Build Build EB LT A (8) A (8) A (8) A (8) A (8) A (8) Eagle Rock Avenue and WB LT A (9) A (9) A (9) A (9) A (9) A (9) Rosney Terrace/Mayfair NB LTR B (14) B (13) C (19) C (17) B (14) B (11) Farms Driveway SB LTR C (20) C (21) C (21) C (22) C (19) C (21) Eagle Rock Avenue and WB LT - A (9) - A (9) - A (9) East Site Driveway

C (21) C (22) C (19) C (21) Eagle Rock Avenue and WB LT - A (9) - A (9) - A (9) East Site Driveway NB LR - C (17) - C (18) - C (17) Eagle Rock Avenue and WB LT - A (9) - A (9) - A (9) West Site Driveway NB R - B (10) - B (11) - B (10) A (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle) Eagle Rock Avenue and Rosney Terrace/Mayfair Farms Driveway With the addition of the site traffic, the individual intersection movements are anticipated to operate at No Build Levels of Service “C” or better during the analyzed peak periods. See Table 6 for the individual movement Levels of Service and delays. Eagle Rock Avenue and the East Site Driveway The east site driveway is proposed to intersect Eagle Rock Avenue to form an unsignalized T- intersection with the site driveway under stop control. The eastbound approach of Eagle Rock Avenue is proposed to provide a dedicated through lane and a shared through/right turn lane. The westbound approach of Eagle Rock Avenue is proposed to provide a shared left turn/through lane and a dedicated through lane. The northbound approach of the site driveway is proposed to provide a single lane for left and right turn movements. As designed, the individual intersection movements are anticipated to operate at Levels of Service “C” or better during the analyzed peak periods. See Table 6 for the individual movement Levels of Service and delays. Page 7

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange Eagle Rock Avenue and the West Site Driveway The west site driveway is proposed to intersect Eagle Rock Avenue to form an unsignalized T- intersection with the site driveway under stop control. The eastbound approach of Eagle Rock Avenue is proposed to provide a dedicated through lane and a shared through/right turn lane. The westbound approach of Eagle Rock Avenue is proposed to provide a shared left turn/through lane and a dedicated through lane. The northbound approach of the site driveway is proposed to provide a single lane for right turn movements only. As designed, the individual intersection movements are anticipated to operate at Levels of Service “B” or better during the analyzed peak periods. See Table 6 for the individual movement Levels of Service and delays. Page 8

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange SITE PLAN Site Access and Circulation The site plan was reviewed with respect to the site access and on-site circulation design. As noted previously, access to The Project will be provided via one (1) full movement driveway and one (1) full movement ingress/right turn egress driveway along Eagle Rock Avenue. The parking lot will be serviced by parking aisles with a minimum width of 24 feet for two-way circulation with 90-degree parking, which meets the Ordinance requirements. These dimensions are also consistent with accepted engineering design standards and as such will adequately accommodate the anticipated site traffic. The drive-thru lanes will operate in a counter clockwise direction with the ability to stack eight (8) cars in the drive-thru lane for the proposed Popeye’s restaurant, which exceeds the Ordinance requirement of six (6) total vehicles for fast food restaurant uses. The drive-thru lane is proposed to be 10 feet wide at the order point and 12 feet wide at the pickup window, which exceeds the Ordinance requirement of 9 feet. Therefore, the proposed drive-thru design will provide more than enough stacking for the maximum anticipated demand and will adequately accommodate the anticipated site traffic. A 12- foot-wide bypass lane will also be provided to ensure adequate and efficient circulation and to ensure that drive-thru queues do not impact on site circulation for patrons who park and walk in to the restaurant. Parking The Township of West Orange Ordinance sets forth a parking requirement of 1 space per 3 seats or 1 space per 45 SF of floor area available to patrons, whichever is greater. Based on square footage, this equates to a parking requirement of 49 spaces for the proposed 2,170 SF of total restaurant area available to patrons. Based on number of seats, this equates to a parking requirement of 36 spaces for the proposed 106 total seats. As such, the requirement of 49 spaces based on square footage was utilized. The site as proposed provides 50 parking spaces, which exceeds the Ordinance minimum requirements. It is proposed to provide parking stalls with dimensions of 9’x18’ for 90-degree parking which meets the minimum Ordinance requirements. It should also

ich exceeds the Ordinance minimum requirements. It is proposed to provide parking stalls with dimensions of 9’x18’ for 90-degree parking which meets the minimum Ordinance requirements. It should also be noted that industry standards recommend stall widths of between 8’9” and 9’ and a length of 18’ for high-turnover land uses such as The Project, which is met as designed. Page 9

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange FINDINGS & CONCLUSIONS Findings Based upon the detailed analyses as documented herein, the following findings are noted: • The proposed 2,391 SF Popeye’s and 3,797 SF IHOP restaurants are projected to generate 47 entering trips and 42 exiting trips during the weekday evening peak hour, 30 entering trips and 25 exiting trips during the weekday evening peak hour and 63 entering trips and 62 exiting trips during the Saturday midday peak hour that are “new” to the adjacent roadway network. • Access to the site will be provided via one (1) full movement driveway and one (1) full movement ingress/right turn egress driveway along Eagle Rock Avenue. • With the addition of the site generated traffic, the individual intersection movements of Eagle Rock Avenue and Rosney Terrace/the Mayfair Farms Driveway are anticipated to operate at No Build Levels of Service “C” or better during the studied peak hours. • As designed, the individual intersection movements of Eagle Rock Avenue and the east site driveway are anticipated to operate at Levels of Service “C” or better during the studied peak hours. • As designed, the individual intersection movements of Eagle Rock Avenue and the west site driveway are anticipated to operate at Levels of Service “B” or better during the studied peak hours. • As proposed, The Project’s site driveways and internal circulation have been designed to provide for safe and efficient movement of automobiles. • The proposed parking supply and design is sufficient to support the projected demand and satisfies the Ordinance requirement. Conclusions Based upon our Traffic Impact Study as detailed in the body of this report, it is the professional opinion of Dynamic Traffic, LLC that the adjacent street system of the Township of West Orange and Essex County will not experience any significant degradation in operating conditions with the construction of The Project. The site driveways are located to provide safe and efficient access to the adjacent roadway system. The site plan as proposed provides for good circulation throughout the site and provides adequate parking to accommodate The Project’s needs.

access to the adjacent roadway system. The site plan as proposed provides for good circulation throughout the site and provides adequate parking to accommodate The Project’s needs. Page 10