Traffic Study revised 062626 resubmission 4933 0058 5912 v1

TRAFFIC IMPACT STUDY For Mavis Tire Supply LLC Proposed Automotive Service and Retail Center Property Located at: 460 Prospect Avenue (CR 577) Block 105 – Lot 64.01 Township of West Orange, Essex County, NJ Prepared by: 826 Newtown Yardley Road, Suite 201 Newtown, PA 18940 445-202-5400 Patrick Downey, PE, PTOE Justin Taylor, PE, PTOE NJ PE License #55686 NJ PE License #45988 July 21, 2025 Last Revised: June 26, 2026 DT# 1956 24-04212 www.dynamictraffic.com Offices conveniently located throughout the United States: New Jersey | Delaware | Florida | Maryland | Pennsylvania | Texas MJB;djr;msa;jln

Traffic Impact Study Proposed Automotive Service and Retail Center – West Orange, NJ INTRODUCTION It is proposed to construct a Mavis automotive service and retail center on a parcel of land currently developed with an office building, located along the northbound side of Prospect Avenue (CR 577) in West Orange Township, Essex County, New Jersey (see Figure 1 in Appendix A). The site is designated as Block 105 – Lot 64.01 on the Township of West Orange Tax Maps. It is proposed to raze the existing site and construct a 6,205 SF Mavis Tire store (inclusive of 1,142 SF of retail space) with 7 service bays (“The Project”). It is noted that the proposed Mavis is being relocated from its prior location within the West Orange Plaza located at 235 Prospect Avenue. Access to the site is currently provided via a right in/right out driveway along Prospect Avenue and a shared driveway with the neighboring property to the south, known as Blueberry Bend which also provides access to Prospect Avenue. It is proposed to reconstruct the existing Prospect Avenue driveway and it is anticipated that Essex County will ultimately require signage and striping improvements at Blueberry Bend to further delineate it as a right-in/right-out access point. 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, weekday evening, and Saturday midday peak periods at the intersections of: o Prospect Avenue (CR 577) and Rooney Circle / Shopping Center Driveway o Prospect Avenue (CR 577) and Blueberry Bend Driveway o Prospect Avenue (CR 577) and Site Driveway  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

tions 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 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. Page 1

Traffic Impact Study Proposed Automotive Service and Retail Center – West Orange, NJ 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: Prospect Avenue (CR 577) is an Urban Principal Arterial roadway under Essex County jurisdiction with a general north/south orientation. In the vicinity of the site the posted speed limit is 35 MPH and the roadway provides two travel lanes in each direction separated by a concrete median between Rooney Circle and Guerino Drive with additional turning lanes at signalized intersections. Curb and sidewalk are generally provided along both sides of the roadway in the vicinity of the site. Prospect Avenue provides a straight horizontal alignment along the site frontage with a slight horizontal curve just south of Rooney Circle and an uphill grade from south to north. The land uses along Prospect Avenue in the vicinity of The Project are a mix of commercial and residential. Rooney Circle is a local roadway under the Township of West Orange Jurisdiction with a general east/west orientation. In the vicinity of the site the speed limit is not posted and the roadway provides one travel lane in each direction. On-street parking is not permitted along either side of the roadway. Curb is provided along both sides of the roadway, while sidewalk is not provided along either side of the roadway. Rooney Circle provides a curved horizontal alignment to the north and a downhill grade from east to west. The land uses along Rooney Circle in the vicinity of The Project are a mix of commercial and residential. Existing Traffic Volumes Turning movement counts (TMC) were conducted on Tuesday, June 17, 2025 from 7:00 AM to 9:00 AM and from 4:30 PM to 6:30 PM as well as Saturday, June 21, 2025 from 11:00 AM to 2:00 PM at the following intersections:  Prospect Avenue (CR 577) and Rooney Circle / Shopping Center Driveway (Saturday only)  Prospect Avenue (CR 577) and Blueberry Bend Driveway  Prospect Avenue (CR

wing intersections:  Prospect Avenue (CR 577) and Rooney Circle / Shopping Center Driveway (Saturday only)  Prospect Avenue (CR 577) and Blueberry Bend Driveway  Prospect Avenue (CR 577) and Site Driveway It should be noted that additional TMCs were subsequently conducted on Thursday May 28, 2026 from 7:00 AM to 9:00 AM and from 4:00 PM to 6:30 PM while schools were in session at the intersection of Prospect Avenue and Rooney Circle / Shopping Center Driveway. These were found to be higher in the morning peak hour and substantially similar in the evening peak hour compared to the 2025 counts. Thus, these newer counts were utilized and the through movement traffic volumes at the driveway intersections were factored accordingly in the morning peak hour to consistently utilize the conservative volumes. Note that the 2025 counts that are still utilized were increased to better represent existing 2026 traffic volumes by applying a growth rate of 2.0% per year obtained from the NJDOT Annual Background Growth Rate Table for a period of one (1) year. Figure 2, located in the Appendix, shows the existing peak hour traffic volumes at the study intersections. Page 2

Traffic Impact Study Proposed Automotive Service and Retail Center – West Orange, NJ 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. 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

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 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. Page 3

Traffic Impact Study Proposed Automotive Service and Retail Center – West Orange, NJ Table 3 Existing Levels of Service Direction/ Intersection AM PSH PM PSH Sat PSH Movement L D (36) C (34) C (33) EB TR A (0) A (1) A (1) WB LTR D (40) D (35) C (35) Prospect Avenue (CR 577) and Rooney L A (5) A (7) A (7) NB Circle / Shopping Center Driveway TR A (5) A (8) A (7) LT A (9) B (14) B (14) SB R A (3) A (4) A (4) Overall A (8) 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. Prospect Avenue (CR 577) and Rooney Circle / Shopping Center Driveway Rooney Circle and the Shopping Center Driveway intersect Prospect Avenue to form a four-leg intersection controlled by a traffic signal. The signal timing directive was obtained from Essex County which indicates that a four-phase 90-second background cycle is utilized (the

to form a four-leg intersection controlled by a traffic signal. The signal timing directive was obtained from Essex County which indicates that a four-phase 90-second background cycle is utilized (the traffic signal timing directive is included in Appendix B). The northbound approach of Prospect Avenue provides one left turn lane, one dedicated through lane, and one shared through/right turn lane, while the southbound approach provides one shared left turn/through lane, one dedicated through lane, and one right turn lane. The eastbound approach of Rooney Circle provides one left turn lane and one shared through/right turn lane. The westbound approach of the shopping center driveway provides one shared lane for all movements. Right turn on red is only allowed for the eastbound approach of Rooney Circle and the southbound approach of Prospect Avenue. A review of the existing analysis reveals that the intersection operates at overall levels of service “B” or better and all movements operate at levels of service “D” or better during the analyzed peak periods. See Table 3 for the individual movement levels of service and delays. Page 4

Traffic Impact Study Proposed Automotive Service and Retail Center – West Orange, NJ Prospect Avenue (CR 577) and Blueberry Bend Driveway The Blueberry Bend driveway intersects Prospect Avenue to form an unsignalized T-intersection with the westbound approach of the driveway operating under stop control. Based on traffic counts and observations conducted by our office, the driveway is operating as a full movement in the existing condition. However, based upon preliminary discussions with Essex County, it is intended to function as right-in/right-out only. The existing analysis herein reflects the existing full movement operation that has been taking place. The northbound approach of Prospect Avenue provides one dedicated through lane and one shared through/right turn lane, while the southbound approach provides one shared left turn/through lane and two dedicated through lanes. The westbound approach of the Blueberry Bend driveway provides one shared lane for all turning movements. A review of the existing analysis reveals that the individual intersection movements operate at levels of service “B” or better during the analyzed peak periods. See Table 3 for the individual movement levels of service and delays. Prospect Avenue (CR 577) and Site Driveway The site driveway intersects Prospect Avenue to form an unsignalized T-intersection with the westbound approach of the site driveway operating under stop control. The northbound approach provides one dedicated through lane and one shared through/right turn lane, while the southbound approach is separated by a concrete median. The westbound approach of the site driveway provides one right turn lane. A review of the existing analysis reveals that the individual intersection movements operate at levels of service “B” or better during the analyzed peak periods. See Table 3 for the individual movement levels of service and delays. Page 5