470 Eagle TIS 6 4 24

Traffic Impact Study Proposed Popeye’s & Fast Food Restaurant – West Orange Table 1 Traffic Count Comparison Eagle Rock Ave Peak Hour Traffic Volume Location Date As-Counted With Background Growth AM PM SAT AM PM SAT Eagle Rock Avenue and May 2021 N/A 948 914 N/A 1,006 970 Rosney Terrace/Mayfair June 2023 875 984 967 893 1,004 986 Farms Driveway April 2024 999 1,072 891 999 1,072 891 As seen above, the current (April 2024) traffic volumes were found to be higher than the historical volumes (May 2021 and June 2023 counts) grown to the current year during the weekday morning and weekday evening peak hour. However, the historical June 2023 counts grown to the current year were found to be higher than the current traffic volumes during the Saturday midday peak hour. Therefore, the April 2024 traffic volumes were utilized in the weekday morning and weekday evening peak hour analyses, while the June 2023 traffic volumes grown to the current year were utilized in the Saturday midday peak hour analysis. Review of the collected traffic data reveals that the weekday morning peak street hour (PSH) occurs between 8:00 – 9:00 AM, the weekday evening PSH occurs between 5:15 – 6:15 PM and the Saturday PSH occurs between 12:30 – 1:30 PM. Figure 2, located in Appendix A, shows the adjusted 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

” 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 2 describes the Level of Service ranges for unsignalized (stop controlled) intersections. Page 3