Township Council Meeting — Packet

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 4 of 14 II. DATA COLLECTION CRASH HISTORY DATA BVE obtained crash data from the Township and through NJDOT’s Safety Voyager. There were no crashes reported at the study intersection within a five-year period. TRAFFIC VOLUME DATA The traffic volume data was collected using Manual Turning Movement Counts (MTMC). Counts were conducted on Thursday, October 9, 2025, from 6:00AM to 7:00PM. Table 1, below, indicates the weekday morning, school dismissal and evening peak hour volumes. Table 1 – 2025 Existing Traffic Volumes – Dartmouth Road & Forest Hill Road Peak Hour of Operation 7:45AM-8:45AM 3:00PM-4:00PM 5:00PM-6:00PM Dartmouth Road (NB) L T R P B 11 23 14 14 0 15 17 10 28 0 7 6 8 1 0 Dartmouth Road (SB) L T R P B 5 4 0 3 0 4 4 0 1 0 1 0 0 1 0 Forest Hill Road (EB) L T R P B 1 36 23 69 0 0 22 14 56 0 1 18 4 9 1 Forest Hill Road (WB) L T R P B 7 26 5 23 0 10 16 6 12 0 9 27 2 4 1 *L – Left, T – Thru, R – Right, P – Pedestrians, B - Bikes *Evening Peak Hour occurs between (4PM to 7PM) 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 5 of 14 HCM Capacity Analysis The study intersection was evaluated during the weekday morning peak hour, and weekday evening peak hours. The results of these analyses provided the Level of Service and average seconds of delay for the intersection movements. Levels of Service (LOS) are briefly detailed for 2025 existing conditions in Table 2 and the 2025 conditions with an All-Way STOP control implemented in Table 3 below. Further details regarding the operating level of service and approach delays may be observed within the Synchro Reports found within Appendix A. Table 2 – 2025 Existing Conditions – LOS/Delay Roadway Dartmouth Road Forest Hill Road Intersection Approach NB SB EB WB Overall AM Peak Hour B/10.1 A/9.9 A/0.1 A/1.4 A/4.1 Dismissal Peak Hour A/9.9 A/9.6 A/0.0 A/2.3 A/4.8 PM Peak Hour A/9.0 A/9.1 A/0.3 A/1.7 A/3.3 Based on Table 2, under the existing conditions, the intersection operates at an overall Level of Service ‘A’ during each of the studied peak hours. Table 3 – 2025 Proposed Conditions – All-Way STOP Control - LOS/Delay Roadway Dartmouth Road Forest Hill Road Intersection Approach NB SB EB WB Overall AM Peak Hour A/7.4 A/7.5 A/7.3 A/7.4 A/7.4 Dismissal Peak Hour A/7.3 A/7.3 A/7.1 A/7.2 A/7.2 PM Peak Hour A/7.0 A/7.3 A/7.0 A/7.2 A/7.1 Based on Table 3, implementing an All-Way Stop results in all intersection movements operating at a Level of Service ‘A’ during all studied time periods. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 6 of 14 III. ALL-WAY STOP ANALYSIS Table 4 – All-Way Stop Analysis Results Warrant A – Crash Experience ..................................................................................... Not Satisfied Warrant B – Sight Distance .......................................................................................... Not Satisfied Warrant C – Transition to Signal/Yield Control at Circular Intersection ................. Not Applicable Warrant D – 8-Hour Volume ........................................................................................ Not Satisfied Warrant E – Other Factors .................................................................................................. Satisfied Based on Table 4, an All-Way Stop is justified for the intersection of Dartmouth Road & Forest Hill Road per the MUTCD, 11th Edition guidelines. We utilized the following criteria in evaluating the study location for the application of an AllWay Stop treatment. The information below is excerpted from the MUTCD, Section 2B.12-17, All-Way Stop Control: Section 2B.12 All-Way Stop Control Support: 01 The provisions in the following sections describe warrants for the recommended engineering study to determine all-way stop control. Warrants are not a substitute for engineering judgment. The fact that a warrant for a particular traffic control device is met is not conclusive justification to install or not install all-way stop control. Because each intersection will have unique characteristics that affect its operational performance or safety, it is the engineering study for a given intersection that is ultimately the basis for a decision to install or not install all-way stop control. 02 All-way stop controls at intersections with substantially differing approach volumes can reduce the effectiveness of these devices for all roadway users. Guidance: 03 The decision to establish all-way stop control at an unsignalized intersection should be based on an engineering study. The engineering study for all-way stop control should include an analysis of factors related to the existing operation and safety at the intersection, the potential to improve these conditions, and the applicable factors contained in the following all-way stop control warrants: A. All-Way Stop

o the existing operation and safety at the intersection, the potential to improve these conditions, and the applicable factors contained in the following all-way stop control warrants: A. All-Way Stop Control Warrant A: Crash Experience (see Section 2B.13) B. All-Way Stop Control Warrant B: Sight Distance (see Section 2B.14) C. All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection (see Section 2B.15) D. All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) (see Section 2B.16) E. All-Way Stop Control Warrant E: Other Factors (see Section 2B.17) Option: 04 The decision to install all-way stop control on site roadways open to public travel may be based on engineering judgment. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 7 of 14 Standard: 05 The satisfaction of an all-way stop control warrant or warrants shall not in itself require the installation of all-way stop control at an unsignalized intersection. Section 2B.13 All-Way Stop Control Warrant A: Crash Experience Option: 01 All-way stop control may be installed at an intersection where an engineering study indicates that: A. For a four-leg intersection, there are five or more reported crashes in a 12-month period or six or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control. B. For a three-leg intersection, there are four or more reported crashes in a 12-month period or five or more reported crashes in a 36-month period that were of a type susceptible to correction by the installation of all-way stop control. Based on the provided crash data, the intersection reports no correctable crashes that are susceptible to correction by installing an All-Way Stop control within a five-year period. The warrant was not satisfied. Section 2B.14 All-Way Stop Control Warrant B: Sight Distance Option: 01 All-way stop control may be installed at an intersection where an engineering study indicates that sight distance on the minor-road approaches controlled by a STOP sign is not adequate for a vehicle to turn onto or cross the major (uncontrolled) road. Support: 02 At such a location, a road user, after stopping, cannot see conflicting traffic and is not able to negotiate the intersection unless conflicting cross traffic is also required to stop. We conducted a sight distance analysis for the intersection of Dartmouth Road & Forest Hill Road. This analysis was performed as per the standards set forth within the 2018 AASHTO - A Policy on Geometric Design of Highways and Streets (The Green Book). Dartmouth Road & Forest Hill Road has a posted speed limit of 25 MPH. Based on Table 3-1 & 9-7 of the AASHTO standards, a design speed of 30 MPH (5 MPH over the posted speed limit) with a leveled roadway will require an intersection sight distance of 335 feet and a stopping sight distance of 200 feet. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland,

topping sight distance of 200 feet. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 8 of 14 Figure 2 – Sight Distance – Dartmouth Road & Forest Hill Road Based on the existing geometry of the intersection, we find that the intersection sight distance (335 feet) for a stopped vehicle on the minor road (Dartmouth Road) to be insufficient. We observed overgrown foliage are conflicting with the intersection sight triangle. We observed that if vehicles stop closer to the mainline on Dartmouth Road, then they would have clear visibility of the traffic conditions at the intersection and would be able to safely make a turn onto Forest Hill Road. We note that stopping sight distance on the major road (Forest Hill Road) to be sufficient. It is our opinion that clear sight lines should be maintained by properly maintaining trees and foliage and prohibiting parking at the corners and within the sight triangle of the study intersection. We recommend that the Township cooperate with its residents to trim overgrown foliage and clear obstruction from sight triangles, as reasonable. The warrant was not satisfied. Section 2B.15 All-Way Stop Control Warrant C: Transition to Signal Control or Transition to Yield Control at a Circular Intersection Option: 01 All-way stop control may be installed at locations where all-way stop control is an interim measure that can be installed to control traffic while arrangements are being made for the installation of a traffic control signal (see Chapter 4C) at the intersection or for the installation of yield control at a circular intersection. The study location is not a circular intersection nor is a traffic signal currently planned. This warrant is not applicable. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 9 of 14 Section 2B.16 All-Way Stop Control Warrant D: 8-Hour Volume (Vehicles, Pedestrians, Bicycles) Option: 01 All-way stop control may be installed at an intersection where an engineering study indicates: A. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the major street approaches is at least 300 units per hour for each of any 8 hours of a typical day; and B. The combined motor vehicle, bicycle, and pedestrian volume entering the intersection from the minor street approaches is at least 200 units per hour for each of any of the same 8 hours. 02 If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants may be reduced to 70 percent of the values given in Items A and B in Paragraph 1 of this Section. We identified Forest Hill Road as the Major Street, and Dartmouth Road is identified as the Minor Street. The approach speed of both the major street and minor street is 25 MPH which is less than the 40 MPH MUTCD guideline, thus the minimum vehicular warrants of at least 300 vehicles per hour for any 8 hours of an average day from the major street approach (total of both approaches) and at least 200 combined vehicles and pedestrian volume per hour for the same 8 hours from the minor street approach (total of both approaches) apply. The volumes used for an All-Way Stop analysis are detailed in Table 5 below: Table 5 – Traffic Volume Analysis for Dartmouth Road & Forest Hill Road 1 2 3 4 5 6 7 8 9 10 11 12 Approach Major Minor Major Time Forest Hill Road Dartmouth Road >300 MUTCD 16.1.A 37 190 47 24 25 36 29 41 132 70 69 57 23 74 32 13 8 18 14 27 76 33 28 21 NO NO NO NO NO NO NO NO NO NO NO NO 6:45AM-7:45AM 7:45AM-8:45AM 8:45AM-9:45AM 9:45AM-10:45AM 10:45AM-11:45AM 11:45AM-12:45PM 12:45PM-1:45PM 1:45PM-2:45PM 2:45PM-3:45PM 3:45PM-4:45PM 4:45PM-5:45PM 5:45PM-6:45PM Minor >200 MUTCD 16.1.B NO NO NO NO NO NO NO NO NO NO NO NO From this data we observe that Forest Hill Road (Major) approach hourly volumes does not meet the requirements (300 veh), and the Dartmouth Road (Minor) approach hourly volumes do not meet the hourly volume requirements (200 veh) for at least eight hours during a single day. The warrant is not satisfied. However, we note

and the Dartmouth Road (Minor) approach hourly volumes do not meet the hourly volume requirements (200 veh) for at least eight hours during a single day. The warrant is not satisfied. However, we note that there is an increase in vehicular volume on the minor road (Dartmouth Road) during the school morning and dismissal peak hours. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068

All-Way Stop Warrant Analysis Dartmouth Road & Forest Hill Road Project No.: 251404 November 7, 2025 Page 10 of 14 Section 2B.17 All-Way Stop Control Warrant E: Other Factors Option: 01 All-way stop control may be installed at an intersection where an engineering study indicates that all-way stop control is needed due to other factors not addressed in the other all-way stop control warrants. Such other factors may include, but are not limited to, the following: A. The need to control left-turn conflicts, B. An intersection of two residential neighborhood collector (through) streets of similar design and operating characteristics where all-way stop control would improve traffic operational characteristics of the intersection, or C. Where pedestrian and/or bicyclist movements support the installation of all-way stop control. We observed that the two through streets of Dartmouth Road & Forest Hill Road are of similar design and operating characteristics where an All-Way STOP control would improve traffic conditions in the area. We also observed that the intersection of Dartmouth Road & Forest Hill Road experienced high pedestrian activity with 109 pedestrians during the morning peak hour and 97 pedestrians during the school dismissal peak hour. We observed the majority of pedestrians are students walking to and from Roosevelt Middle School, which is located within 600 feet of the intersection. Implementing an All-Way Stop will improve pedestrian safety and the overall intersection operation for all roadway users. Based on Warrant E, conditions B & C, we find that this warrant is satisfied. 70 South Orange Avenue, Suite 109 Livingston, New Jersey 07039 C: (732) 236-7557 T: (973) 228-0999 F: (201) 753-3904 BrightViewEngineering.com PO Box 99 Roseland, NJ 07068