Traffic Impact Study 11102025 4927 7608 81845

TRAFFIC IMPACT STUDY For 525 Northfield Ave.m, LLC Proposed Mixed-Use Development Property Located at: 525 Northfield Avenue (CR 508) Block 159.04 – Lot 1.01 Township of West Orange, Essex County, NJ Prepared by: 245 Main Street, Suite 110 Chester, NJ 07930 732-681-0760 Craig Peregoy, PE Connor Hughes, PE NJ PE License #45880 NJ PE License #57245 November 10, 2025 DT# 2918 25-03616 www.dynamictraffic.com Offices conveniently located throughout the United States: New Jersey | Delaware | Florida | Maryland | Pennsylvania | Texas CGH

Traffic Impact Study Proposed Mixed-Use Development – West Orange, NJ Page 1 INTRODUCTION It is proposed to construct a mixed-use development on a parcel of land currently developed with a banquet hall, located at the northeast quadrant of the intersection of Northfield Avenue and Sheridan Avenue in the Township of West Orange, Essex County, New Jersey (see Figure 1 in Appendix A). The site is designated as Block 159.04 – Lot 1.01 on the Township of West Orange Tax Maps. The subject property is currently developed with the 10,250 SF Essex House banquet hall, restaurant, and lounge. It is proposed to raze the existing site and construct a mixed-use development consisting of 105 residential units and 1,200 SF of commercial space (“The Project”). The site is located within the B-2 – General Business District. Access to the site is currently provided via one (1) full-movement driveway along Northfield Avenue and one (1) full- movement driveway along Sheridan Avenue. It is proposed to close the existing access point along Sheridan Avenue and provide access to the site via a one (1) full-movement driveway and one (1) right-in/right-out driveway along Northfield Avenue. Parking will be provided via one hundred eighty (180) on-site parking spaces. Dynamic Traffic LLC has been retained to prepare this study to assess the traffic impact associated with the construction of The Project on the adjacent roadway network. This study documents the methodology, analyses, findings and conclusions of our study and includes: • A detailed inspection was conducted to obtain an inventory of existing roadway geometry, traffic control, and location and geometry of existing driveways and intersections. • Existing traffic data was collected via turning movement counts (TMC) during the weekday morning and weekday afternoon peak periods at the intersection of: o Northfield Avenue (CR 508) & Sheridan Avenue • Projections of traffic to be generated by the proposed development were prepared utilizing trip generation data as published by the Institute of Transportation Engineers. Site traffic was then assigned to the adjacent street system based upon the anticipated directional distribution. • Capacity analyses were conducted for the Existing, No Build, and Build conditions for the study intersections. • The proposed points of ingress and egress were inspected for adequacy of

istribution. • Capacity analyses were conducted for the Existing, No Build, and Build conditions for the study intersections. • The proposed points of ingress and egress were inspected for adequacy of geometric design, spacing and/or alignment to streets and driveways on the opposite side of the street, relationship to other driveways adjacent to the development, and conformance with accepted design standards. • The site plan as designed was reviewed for sufficiency in accommodating large wheel base vehicles such as delivery trucks, refuse trucks, and emergency vehicles. • The parking layout and supply was assessed based on accepted design standards, local requirements, and demand experienced at similar developments.

Traffic Impact Study Proposed Mixed-Use Development – West Orange, NJ Page 2 EXISTING CONDITIONS A review of the existing roadway conditions near the proposed site was conducted to provide the basis for assessing the traffic impact of the development. This included field investigations of the surrounding roadways and intersections, collection of traffic volume data, and extensive analyses. Existing Roadway Conditions The following are descriptions of the roadways in the study area: Northfield Avenue (CR 508) is an Urban Principal Arterial roadway under County jurisdiction with a general east/west orientation. In the vicinity of the site the posted speed limit is 40 MPH and the roadway provides two (2) travel lanes in each direction. Curb and sidewalk are provided along both sides of the roadway. Northfield Avenue provides a straight horizontal alignment along the site frontage and a slight downhill vertical alignment in the westbound direction. The land uses along Northfield Avenue in the vicinity of The Project are primarily commercial. Sheridan Avenue is a local roadway under municipal jurisdiction with a general north/south orientation. In the vicinity of the site the posted speed limit is 25 MPH and the roadway provides one (1) travel lane in each direction. Curb and sidewalk are provided along both sides of the roadway. Sheridan Avenue provides a straight horizontal alignment along the site frontage and a relatively flat vertical alignment. The land uses along Sheridan Avenue in the vicinity of The Project are educational/residential, with the St. Cloud Elementary School just to the northwest. Existing Traffic Volumes Turning movement counts (TMC) were conducted on Thursday, September 25, 2025 from 7:00 AM to 9:00 AM and from 2:30 PM to 6:30 PM at the intersection of Northfield Avenue and Sheridan Avenue. Important to note is that these time periods account for the arrival and dismissal periods associated with the adjacent St. Cloud Elementary School. The results of the TMC data show that the weekday morning peak hour occurs from 8:00 AM to 9:00 AM and the weekday evening peak hour occurs from 4:45 PM to 5:45 PM. Figure 2, located in Appendix A, shows the existing peak street hour (PSH) traffic volumes at the study intersections. All traffic counts are contained in Appendix B. Existing Capacity Analysis The methodology utilized in the capacity analyses

existing peak street hour (PSH) traffic volumes at the study intersections. All traffic counts are contained in Appendix B. Existing Capacity Analysis The methodology utilized in the capacity analyses is described in the Highway Capacity Manual, 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. At signalized intersections, factors that affect the various approach capacities include width of approach, number of lanes, signal “green time”, turning percentages, truck volumes, etc. However, delays cannot be related to capacity in a simple one-to-one fashion. For example, it is possible to have delays in the Level of Service “F” range without exceeding roadway capacity. Substantial delays can exist without exceeding capacity if one or more of the following conditions exist: long signal cycle lengths; a particular traffic movement experiences a long red time; or progressive movement for a particular lane group is poor. Table 1 describes the level of service ranges for signalized intersections.

Traffic Impact Study Proposed Mixed-Use Development – West Orange, NJ Page 3 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 Level of Service Criteria for Signalized Intersections Table 2 Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay (seconds per vehicle) Level of Service Average Control Delay (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 Northfield Avenue and St. Cloud Avenue as well as Northfield Avenue and Walker Road. 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 Intersection Direction/ Movement AM PSH PM PSH Northfield Avenue & Sheridan Avenue EB L A (4) A (3) T A (3) A (3) WB TR A (4) A (3) SB LR C (29) C (24) Overall A (5) A (4) A (#) - Signalized Intersection Level of Service (seconds of delay per vehicle) The following are discussions pertaining to each of the existing intersections analyzed.

Traffic Impact Study Proposed Mixed-Use Development – West Orange, NJ Page 4 Northfield Avenue and Sheridan Avenue Sheridan Avenue intersects Northfield Avenue to form a T-intersection controlled by a traffic signal. The signal timing directive was obtained from Essex County which indicates that a two- phase 90-second background cycle is utilized (the traffic signal timing directive is included in Appendix B) The eastbound approach of Northfield Avenue provides one (1) exclusive left-turn lane and two (2) exclusive through lanes. The westbound approach of Northfield Avenue provides one (1) exclusive through lane and one (1) shared through/right-turn lane. The southbound approach of Sheridan Avenue provides one (1) shared left-turn/right-turn lane. A review of the existing analysis reveals that the intersection operates at overall level of service “A” and all movements operate at levels of service “C” or better during the analyzed peak periods. See Table 3 for the individual movement levels of service and delays.

Traffic Impact Study Proposed Mixed-Use Development – West Orange, NJ Page 5 FUTURE CONDITIONS Traffic volumes and operational analyses were developed for both the future No Build and Build conditions. The No Build conditions provide a baseline for assessing the impact of the site development traffic on the roadway system. The process of developing the No Build and Build traffic volumes and the subsequent analyses is outlined below. Regardless of whether the subject site is developed or not, traffic volumes on the surrounding roadways are expected to increase as a result of developments throughout the region. A growth rate for roadways within the study area was obtained from the NJDOT Annual Background Growth Rate Table, which indicates a growth rate of 2.0% per year. Future 2027 No Build traffic volumes were developed by applying the background growth rate of 2.0% for two (2) years to the study area roadways existing traffic volumes. Figure 3, in Appendix A, shows the 2027 No Build traffic volumes. Traffic Generation Trip generation projections for The Project were prepared utilizing the rates set forth within the Institute of Transportation Engineers’ (ITE) publication, Trip Generation Manual, 12th Edition. This publication sets forth trip generation rates based on empirical traffic count data conducted at numerous research sites. The ITE Land Use Code (LUC) which most closely resembles the proposed use is LUC 230 – Low-Rise Residential with Ground-Floor Commercial. Table 4 below details the traffic volumes associated with the subject project. Table 4 Trip Generation Land Use AM PSH PM PSH In Out Total In Out Total 105 Residential Units with Ground Floor Commercial 11 35 46 27 11 38 It is noted that the subject property was previously occupied by the Essex House banquet hall, which previously generated trips to the adjacent roadway network. However, in order to provide for a conservative analysis, no trip generation credit was applied to account for traffic previously generated by the Essex House. 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. Figures 4 and 5, located in Appendix A, illustrate

ffic to the surrounding roadways is based on the location of primary arterial roadways, major signalized intersections and existing traffic patterns. Figures 4 and 5, located in Appendix A, illustrate the Percent Distribution and Site Generated Volumes, respectively. The Site Generated Volumes assigned to the study area network were added to the No Build traffic volumes to generate the Build traffic volumes, which are shown in Figure 6. Future Capacity Analysis Operational conditions at the study intersections were analyzed under the No Build and Build conditions and are summarized in the table below.

Traffic Impact Study Proposed Mixed-Use Development – West Orange, NJ Page 6 Table 5 Future Levels of Service Intersection Direction/ Movement AM PSH PM PSH No Build Build No Build Build Northfield Avenue & Sheridan Avenue EB L A (4) A (4) A (3) A (3) T A (3) A (3) A (3) A (3) WB TR A (4) A (4) A (3) A (3) SB LR C (31) C (32) C (24) C (24) Overall A (5) A (5) A (4) A (4) Northfield Avenue & Easterly Site Driveway SB R - b (14) - b (11) Northfield Avenue & Westerly Site Driveway EB L - b (12) - a (10) SB LR - c (23) - b (15) a (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle) A (#) - Signalized Intersection Level of Service (seconds of delay per vehicle) Northfield Avenue and Sheridan Avenue With the addition of site generated traffic, the intersection is projected to continue operating at overall No Build level of service “A” during the analyzed peak hours and each movement is projected to continue operating at No Build levels of service “C” or better. See Table 5 for the individual movement levels of service and delays. Northfield Avenue and Easterly Site Driveway The eastern site driveway is proposed to intersect Northfield Avenue to form an unsignalized T- intersection with the southbound approach of the site driveway operating under stop control. The eastbound approach of Northfield Avenue is proposed to provide two (2) exclusive through lanes. The westbound approach of Northfield Avenue is proposed to provide an exclusive through lane and a shared through/right-turn lane. The southbound approach of the site driveway is proposed to provide an exclusive right-turn lane. As designed, the driveway is projected to operate at level of service “B” during the studied peak hours. See Table 5 for the individual movement levels of service and delays. Northfield Avenue and Westerly Site Driveway The western site driveway is proposed to intersect Northfield Avenue to form an unsignalized T- intersection with the southbound approach of the site driveway operating under stop control. The eastbound approach of Northfield Avenue is proposed to provide an exclusive left-turn lane and two (2) exclusive through lanes. The westbound approach of Northfield Avenue is proposed to provide an exclusive through lane and a shared through/right-turn lane. The southbound approach of the site driveway is proposed to provide a shared left-turn/right-turn