Traffic Impact Study 07 21 2025 submission

Traffic Impact Study Proposed Automotive Service and Retail Center – West Orange, NJ An unsignalized (STOP sign controlled) driveway or side street along a through route is seldom critical from an overall capacity standpoint, however, it may be of great significance to the capacity of the minor cross-route, and it may influence the quality of traffic flow on both. 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. Table 1 Table 2 Level of Service Criteria Level of Service Criteria for Signalized Intersections for Unsignalized Intersections Level of Average Control Delay Level of Average Control Delay Service (seconds per vehicle) Service (seconds per vehicle) A 0.0 to 10.0 a 0.0 to 10.0 B 10.1 to 20.0 b 10.1 to 15.0 C 20.1 to 35.0 c 15.1 to 25.0 D 35.1 to 55.0 d 25.1 to 35.0 E 55.1 to 80.0 e 35.1 to 50.0 F greater than 80.0 f greater than 50.0 Analyses within the 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, such as the signalized intersection of Prospect Avenue (CR 577) and Rooney Circle / Shopping Center Driveway. All capacity analyses were performed utilizing Synchro 12 software. It should be noted that

uch as the signalized intersection of Prospect Avenue (CR 577) and Rooney Circle / Shopping Center Driveway. All capacity analyses were performed utilizing Synchro 12 software. It should be noted that the existing percentage of trucks and peak hour factors were used in the existing analysis. Table 3 summarizes the existing levels of service (LOS) and delays. All capacity analysis calculation worksheets are contained in Appendix C. Table 3 Existing Levels of Service Direction/ Intersection AM PSH PM PSH Sat PSH Movement L D (40) C (34) C (33) EB TR A (1) A (2) A (1) WB LTR D (41) D (35) C (35) Prospect Avenue (CR 577) and Rooney L A (5) A (8) A (7) NB Circle / Shopping Center Driveway TR A (6) A (7) A (7) LT A (10) B (14) B (14) SB R A (3) A (4) A (4) Overall B (10) B (11) B (11) Prospect Avenue (CR 577) and Blueberry WB LR a (10) b (12) a (10) Bend Driveway SB L a (8) a (10) a (8) Prospect Avenue (CR 577) and Site Driveway WB R a (10) b (11) a (10) a (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle) A (#) - Signalized Intersection Level of Service (seconds of delay per vehicle) The following are discussions pertaining to each of the existing intersections analyzed.

#) - Signalized Intersection Level of Service (seconds of delay per vehicle) The following are discussions pertaining to each of the existing intersections analyzed. Page 3