Traffic Impact Study 11102025 4927 7608 81845

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.