Agenda — Hesperia City Council, October 21, 2025 (part 2 of 3)

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surrounding development and contribute to the improvement of the area. Refer to the Citywide Objective Design Standards for specific multiple-family residential design standards.

A. Building Articulation and Detailing.

1. Individual units should be articulated to diminish the massing of large buildings and be compatible with the scale of surrounding development. Building design shall avoid large monotonous facades, long straight line building fronts, plain box shapes, and b arren exterior treatment.

2. Avoid designing buildings that are longer than one hundred twenty-five (125) feet. Facades of multi-family buildings should be divided into shorter modules a maximum of thirty (30) feet in width to give the appearance of an assemblage of smaller buildings , with each of the units individually recognizable. This can be accomplished through the use of porches, balconies and architectural projections; varied unit setbacks within the same building; staggered or jogged building planes; and a mix of different unit types within the same unit cluster. Units can be further articulated by the rhythm and pattern of windows and doors. The use of mansard roofs or segments of pitched roof applied at building's edge is not an acceptable method to provide articulation.

3. When located adjacent to lower-density residential zones, the bulk of multi-family developments can be imposing on adjacent residential uses. This necessitates that the scale of projects be considered within the context of their surroundings. Buildings of greater height may require additional setbacks so as not to dominate the character of the neighborhood. Buildings of greater mass should be separated into smaller, units that better resemble single -family homes.

4. For projects that front arterial streets, the street floor building level should be raised between two and four feet to protect the privacy of ground floor units.

5. Distinctive architectural elements, materials and colors should be used to denote primary building entries or individual unit entries.

6. Awnings, moldings, pilasters and comparable architectural embellishments are encouraged.

7. The incorporation of balconies, porches and patios within multi-family buildings is encouraged to break up large wall masses, provide offsets between floors on multi-level buildings, and add human scale to buildings.

8. Exterior stairways should be designed as an integral part of the architecture of a project and should incorporate solid wall portions, columns, and/or a decorative balustrade. They should be of the same materials, color and detail of the building. Thin-looking, open metal, prefabricated stairs shall not be used. Design of railings and steps should be varied from unit to unit if possible, but must maintain continuity.

B. Height and Roof Lines.

1. Roof lines should be segmented and varied within an overall horizontal context. Varying heights are encouraged. Combinations of one, one and a half, and two-story units create variation and visual interest, and are encouraged. Flat roof design should be avoided.

2. In some cases, it may be desirable to "step back" the upper stories of new multi -family buildings to "scale down" facades that face the street, common space, and adjacent residential buildings.

3. Hipped or gabled roofs covering the entire building are preferable to mansard roofs and segments of pitched roofs applied at the building's edge.

4. The roof pitch for a porch may be slightly lower than that of the main building.

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5. Carport roofs visible from buildings or streets should incorporate roof slope and materials to match adjacent buildings. Flat carport roofs are discouraged.

C. Doors and Windows.

1. The placement and relationship of doors and windows is important in creating a unified building composition. Wherever possible, window sizes should be coordinated vertically and horizontally and window design should be consistent in terms of style and gen eral arrangement on all building sides.

2. All doors and windows should be related with the chosen architectural style. Windows with widely varying styles are strongly discouraged. All doors and window frames should be composed of consistent material.

3. For new multi-family developments, double glazing should be used consistent with energy code requirements.

4. Knockers or door bells should be provided on doors. Entrance doors should provide viewers for safety and security.

5. Shutters, trim and moldings on windows are encouraged. Proposed window mullion widths, window trim or surrounds, material, and type should complement all existing windows. Mullion widths should be in scale with the windows and the building. Wider trim siz es, such as 1 × 4's and 1 × 6's, is preferred to narrower trim sizes, such as 1 × 2's.

6. Raw or clear anodized aluminum window frames are strongly discouraged.

7. Operable windows should have screens so they can be used for ventilation.

D. Materials and Finishes.

1. The building and its elements should be unified by textures, colors and materials. Materials should be consistently applied and should be chosen to work harmoniously with adjacent materials. Piecemeal embellishment and frequent changes in materials should be avoided.

2. Building should be treated as a whole and finished appropriately on all sides to provide continuity. Materials tend to appear substantial and integral to the building when material changes occur at changes in plane. Material changes not accompanied by cha nges in plane appear "tacked-on" and are strongly discouraged.

3. Exterior columns for trellises, porches or colonnades should utilize materials and colors that are compatible with the adjacent building.

4. Exposed gutters and downspouts should be colored to match fascia or wall materials, unless designed as an outstanding architectural feature of the overall theme.

5. Accessory and service buildings/structures, such as carports, detached garages, recreational buildings, laundry facilities, and storage buildings/structures, should be designed as an integral part of the project architecture and should be similar in material, color, and detail to the primary buildings.

6. Building materials should be high quality, durable, and require low maintenance.

7. Materials that are responsive to climate, i.e. those suitable to the High Desert environment, adjacent context and site orientation are encouraged. Natural materials are encouraged.

Materials such as brick, stone, copper, etc. should be left in their natu ral colors. Synthetic materials made to simulate natural wood and masonry are discouraged. Other suitable materials

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include textured concrete, trowel-finish concrete, metal cladding, and glass curtain or glass block walls.

8. Stucco and plaster finishes should be consistent with the architectural style of the building. A smooth trowel or fine sand float finish is desirable while the use of rough, "knock -down" stucco finishes is discouraged.

9. The use of sustainable building materials is strongly encouraged. This includes using quality materials with a long lifespan, selecting materials that are not energy -intensive to manufacture, using building products made from recycled materials, and repairing and maintaining well-built existing buildings/structures to the fullest extent possible.

E. Color and Texture.

1. For most architectural styles, the number of colors on the exterior should be limited to a maximum of three, with an additional contrasting color for accent. In general, the lighter colors should be used for the main body, with darker shades for trim and accent. The larger and simpler the building design, the more subtle the color should be to reduce the massiveness of large wall planes.

2. Earth tones are best suited and are appropriate for most of the architectural designs found in the city. The use of strong or bright, unnatural colors, including the bright "white -on-white" color schemes for exterior stucco, wood siding, trim doors and shutters, should be avoided. However, the use of strongly contrasting, natural colors can be appropriate for accent use, such as for shutters and doors.

3. Color and finishes on exterior of all elevations of a building should be coordinated to provide a total continuity of design. Unusual patterns and color schemes should be avoided. Garish, non - harmonious, or out-of-character colors should not be used.

4. The blending of compatible colors in a single facade or composition is a good way to add character and variety, while reducing, or breaking up the mass of a building. Lower wall wainscots and built-up or recessed reveals may be employed to add interest an d break up vertical monotony.

5. Details such as trim, shutters, posts, etc. should be articulated by the use of color, texture or both.

F. Roofing Materials.

1. Roofing materials should be compatible with the architectural style and design of the building.

Permanent roof materials, such as concrete and clay tile, are encouraged because of their low maintenance and consistent appearance over time. Asphalt shingle roof is not allowed.

2. Natural barrel clay tile roofs should be replaced with the same material. For repairs, remodels, and additions, care should be taken in the selection of material and installation to match as closely as possible the color of the "aged" tiles, so that the finished roof does not have a patched look.

3. The colors of natural roofing materials, such as barrel tile and slate should be left natural and not be altered by staining or painting. Colors of synthetic roofing materials should simulate natural materials and should be consistent with the architectural style of the project.

4. Roofing materials with glossy surfaces appear unnatural and are strongly discouraged.

G. Noise Impacts.

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1. Units within the project should be adequately insulated to protect residents from noise intrusion from adjoining units. In addition to insulation between common walls, vertical insulation on exterior walls and from floor-to-floor should be provided.

2. Loading docks, service entries, mechanical equipment and recreational play areas should be sited as far away from adjoining single-family properties as reasonably possible.

3. Projects adjacent to major arterials or railroad tracks should incorporate additional noise mitigation measures to protect residents. Mitigation measures include, but are not limited to, double-glazed windows, sound walls, and earth berms.

16.16.165 Site design standards and guidelines.

Multiple-family or multi-family developments are characterized by higher density residential buildings comprised of attached units and common facilities such as parking, open space and recreation areas. If not properly designed, multi-family development can result in projects surrounded by high walls, projects with monotonous blank facades, or projects dominated by large parking areas with minimal landscaping and open space areas. The primary goal of these guidelines is to help mitigate the effects of these situations and to provide a pleasant residential environment within multi-family developments. New projects should meet or exceed the standards of quality set by surrounding development and contribute to improvement of the area. Refer to the Citywide Objective Design standards for specific multi-family site design standards.

A. Setbacks.

1. While respecting the minimum front and side yard setbacks as established in Article V (Residential Development Standards) of this development code, the front and side yard setbacks of a new multi-family residential development should generally approximate that of adjacent development, with some variation in setbacks to provide visual interest and varying shadow patterns.

2. The setback area should be used for planting landscape screens to protect the privacy of the ground floor units.

B. Building Orientation, Siting and Entrances.

1. Multi-family developments should have a strong street presence with public entrances oriented towards the street. The majority of unit entrances must be accessed from the street or from the main open space. Where there is a common building entrance for all units, it should be accessed from the street or main open space.

2. Multi-family units in large projects should be clustered, or broken up into groups of buildings. The use of long access balconies and corridors should be avoided. Access points to individual units in large projects should be clustered in groups of four or less.

3. The use of distinctive architectural elements and materials to denote entrances is encouraged.

Weather protection, such as a porch covering or canopy, should be provided for individual entry doors.

4. New projects shall have transitional spaces in the form of stoops, overhangs and porches between public areas and entrances to the units. Front porches are encouraged on all street front units.

5. Multi-family developments should be distinguished by entry and edge design features such as ornamental landscaping, open space areas, natural features, architectural monumentation and enhanced paving.

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6. Multi-family residential uses should be buffered from incompatible development. Intensified landscaping, increased setbacks and appropriate building orientation should be utilized as a means of providing adequate separation between such land uses. In addi tion, where possible, residential projects should utilize parking areas, in addition to landscaping, as a buffer along edges common with commercial or industrial uses.

C. Buildings Fronting Arterial Streets.

1. Some multi-family developments within the city will be located on shallow lots along major arterial streets. These streets will need to be taken into account in the project design. The perceived front yard will be created by parkways and street trees, together with landscaped setbacks, and should be considered in providing appropriate buffer for the street facing units from traffic.

2. Raising the ground floor level by up to three feet can provide additional privacy and noise buffer for street-facing ground floor units. Another means is to provide transitional spaces in the form of raised stoops and entry porches.

3. Additional landscaping with taller shrubs and groundcover in the front setbacks will also contribute to the privacy and sound-buffering objective for these units.

D. Scale and Mass.

1. The scale and mass of a new multi-family residential development should be consistent with neighboring developments and not overwhelm them with disproportionate size or a design that is out of character.

2. Larger multi-family projects should avoid massive apartment-type buildings. Windows shall be provided facing the street for all units adjacent to the street to break up massing and to contribute to "eyes on the street" which helps neighborhood security.

3. Heights of individual buildings should be varied to reduce building mass by using a combination of single-level and two-story units, as well as varying the roof pitch within a project.

4. As the vertical height of a building increase, it should increasingly step back from the street (i.e. when possible, the second story of a building should be set back further than the first floor).

5. Buildings located on properties directly adjacent to a residential and agricultural designated properties shall be designed to provide a transition between the two designations; i.e. the units directly adjacent to the street should be of a single story design if the adjacent residential neighborhood is developed primarily with single-story homes.

E. Environmental Considerations.

1. To the extent possible, site grading should relate to the natural surroundings and be designed to minimize grading by following the natural ground contours and recognizing existing drainage patterns. Graded slopes should be rounded to blend with existing terrain.

2. Multi-family developments should be designed to be sensitive to their natural surroundings and should be sited to maximize views of the High Desert and surrounding mountains, particularly from common and private open space areas.

3. Significant existing trees, vegetation and any other natural site attributes should be preserved to the greatest extent possible in the project's design and development. Site design that requires altering land forms and removing trees is strongly discouraged.

4. A new multi-family development should be designed to make best use of available sun, light and shade. This can be accomplished in the following ways:

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a. Use windows for natural light as much as possible. Design windows for through airflow to promote natural cooling.
b. Use trees or roofs with large overhangs to shade the units, particularly over south facing windows.
c. Use patios and porches to buffer the units from heat gain. d. Locate private and common open space in a manner to maximize use of sun and shade patterns, natural drainage and existing trees and vegetation.

5. Maximize vegetative ground cover on the lot to absorb rainwater, provide drainage to large trees on the site, and reduce runoff. Extensive paving is strongly discouraged. Consideration should be given to the reduction of landscape maintenance and water co nsumption when selecting landscape materials.

F. Privacy Between Buildings.

1. Buildings should be oriented to promote privacy to the greatest extent possible.

2. Windows, balconies or similar openings above the first story should be oriented so as not to have a direct line-of-sight into adjacent units within the development. In addition, units above the first story should be designed so that they do not look directly onto private patios or backyards of adjoining residential property or units.

3. Landscaping should be used to aid in privacy screening.

4. Outdoor lighting should be positioned so that no direct light extends onto neighboring properties.

G. Vehicle Circulation and Access.

1. Site access and internal circulation in multi-family developments should promote safety, efficiency, and convenience. Vehicular traffic should be adequately separated from pedestrian circulation. Vehicular entrances should be clearly identified and easily accessible to minimize pedestrian/vehicle conflict.

2. Principal vehicular access into multi-family developments should be through an entry drive rather than a parking aisle.

3. The number of site access points or driveway aprons shall be minimized for aesthetic purposes, to achieve efficient and productive use of paved accessways, and to eliminate traffic hazards.

They should be located as far as possible from street intersections (a minimum distance of one hundred (100) feet is recommended) and should be coordinated with existing or planned median openings and driveways on the opposite side of the roadway. Common driveways that provide vehicular access to more than one site are encouraged.

4. When possible, and especially for properties containing more than one hundred fifty (150) feet of street frontage, landscaped islands shall be incorporated into the driveway entry area to separate driveway lanes for ingress and egress. Continuous driveways, uninterrupted by landscaping are not permitted.

5. Continuous circulation should be provided throughout the site to the greatest extent possible.

Dead-end driveways should be minimized. Adequate areas for maneuvering, stacking, and emergency vehicle access should be provided.

6. Project entries and driveway areas should contain design features, including landscaping and textured paving, to break up the expanse of paving in a project. Paving materials should complement the architectural design. The use of stamped concrete, stone, brick, pavers, exposed

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aggregate or color concrete is encouraged. Long, uninterrupted broom finished concrete should be avoided. The use of asphalt for driveways and walkways is prohibited.

7. Alley improvements should coincide with site planning to minimize alleyway deterioration and address problems such as debris, safety, and any nuisance odors or hazards.

H. Pedestrian Circulation.

1. Multiple-family developments shall include pedestrian walkways. Pedestrian circulation should be adequately separated from vehicular traffic. Pedestrian entrances and walkways should be clearly identified and easily accessible to minimize pedestrian/vehic le conflict.

2. Pedestrian walkways should link dwelling units with common open space and recreation areas, parking areas, and the street at the project entries. Where possible, multi -family developments should incorporate pedestrian connections to adjoining residential and commercial projects, and other compatible land use facilities.

3. Pedestrian walkways should be safe, visually attractive, and well defined by landscaping and lights. Use of varied surfaces and decorative pavement is encouraged. At a minimum, decorative paving should be used to delineate crossings at circulation drives and parking aisles.

4. Curvilinear and off-set paths provide a more inviting and interesting experience and are generally preferred over long, straight alignments. Paths that traverse open space areas are encouraged.

5. Pedestrian walkways should be a minimum of four feet in width. If combined with a bicycle path, as a part of a dedicated public path/paseo, the minimum total walkway width shall be fourteen (14) feet.

6. Pedestrian access to the first floor units should be via traditional residential front doors. Entry walks from the sidewalk to the front door should reflect the residential character of the project.

The width of entry walks should not exceed five feet.

7. Transit shelters should be provided near major concentrations of residents. As far as feasible, where a transit stop is planned adjacent to a project of at least five acres in size, the developer should coordinate with the transit district to determine a suitable location for a transit shelter onsite. Freestanding shelters should be integrated architecturally with the project with respect to color, materials and architectural style to the extent allowed by the transit provider.

I. Parking.

1. Parking for multi-family developments shall be provided on site in on-grade or underground structures, parking courts, carports, or attached garages. Adverse visual impacts from parking areas, carports, structures, and garage doors on the residential character of the street or project site should be minimized through proper siting and design.

2. Parking shall be located within close proximity to the building and located to the rear of the parcel wherever possible. Parking shall be designed to avoid awkward turning maneuvers and the backing of vehicles into public streets.

4. Curvilinear and off-set paths provide a more inviting and interesting experience and are generally preferred over long, straight alignments. Paths that traverse open space areas are encouraged.

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5. Parking should not occupy more than thirty (30) percent of any linear street frontage and parking in the front setback areas is discouraged.

6. Except for townhome projects with attached garages, all multi-family parking should be in efficient, multiple stall configurations. Large multi-family parking areas should be divided into a series of connected smaller parking courts. Long runs of parking spaces are discouraged.

7. Parking courts should be treated as important spaces whose character is clearly defined by landscaping, lighting, building massing, and pedestrian/vehicular circulation areas. Parking courts should be separated from buildings by a walkway (minimum four feet wide) and landscape strip (minimum seven feet wide).

8. Carport structures should be architecturally compatible with the design of the main building in the project. Pitched roofs for carports are strongly encouraged. Flat aluminum carport structures are prohibited, particularly in long interrupted runs. Carports shall meet setback and building separation requirements.

9. If tuck-under parking is provided, the first floor of the residential units shall not occur more than four feet above the finished street/sidewalk grade level. Parking may need to be below grade or occur behind the living spaces. These parking areas shall not be visible from the street.

10. The visual impact of parking courts, carports, and parking structures shall be mitigated with landscaping. Landscaping materials should have adequate room to grow and be protected from abuse by cars. Continuous six-inch concrete curbs shall be provided as wheel stops where parking adjoins landscaping.

11. Parking areas, driveways and pedestrian areas shall contain automatically controlled lighting.

12. Bicycle parking shall be provided for multi-family developments.

J. Open Space.

1. Residents of multi-family developments should have safe and efficient access to usable open space for recreation and social activities. The design and orientation of these areas should take advantage of available sunlight and should be sheltered from the n oise and traffic of adjacent streets or other incompatible uses.

2. Open space areas should be provided in large meaningful and usable areas, pursuant to the requirements of Article V of this development code.

3. Common open space areas should be convenient to the majority of dwellings and should be secure and visible from dwellings to ensure safe use. Common open space areas should contain amenities appropriate to the project's size; i.e. pools, spas, recreation b uildings are encouraged for large projects, while barbecue areas and gazebos, may be more appropriate for smaller projects. Children's play areas shall be sited to be visible from residential units.

4. Private open space should be contiguous to the unit they serve and should be screened from public view for privacy. All balconies and patios that front a public street should be substantially enclosed to screen items being stored on the balcony or patio.

K. Fences, Walls, Gates and Hedges.

1. Walls and fences should be planned and designed as an integral part of multi -family development, and should be consistent with the landscaping and building design.

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2. If street fencing is required for security reasons, decorative types of view fencing, such as wrought iron, are encouraged. Solid fencing, such as stucco or masonry, is strongly discouraged when they will block the view of the buildings or provide hiding places.

3. Perimeter walls or fencing that do not front a public street should be of decorative masonry (split-face block, plaster/stucco finish), decorative metal (wrought iron), wood, hedges, or a combination of materials. They should be designed in a style, material and color to complement the development. Both sides of walls should be architecturally treated.

4. Tiered planting should be provided adjacent to project perimeter walls along street frontages to soften their appearance.

5. Walls should be eliminated or sited to provide additional setback areas at project entries to accommodate landscaping, ornamental gateways, signage and street furniture.

6. Wall sections greater than fifty (50) feet in length fronting a street shall incorporate at least two of the following design features, in proportion to the length of the wall:
a. A minimum two-foot change in horizontal plane for at least ten feet. b. A minimum eighteen-inch change in height for at least ten feet. c. A minimum eighteen-inch high raised planter for at least half the length of the wall. d. Use of pilasters at twenty-five-foot maximum intervals and at changes in wall planes.

7. Gates or comparable design solutions should be provided in perimeter walls or fences to allow emergency access and facilitate convenient pedestrian access to activity areas and adjacent uses.

8. Walls should be curved or angled at corner locations along street frontages to allow sight line views around the corner.

9. Barbed wire and chain link fencing are prohibited.

L. Exterior Lighting.

1. Every multi-family project shall have adequate lighting to provide for security and visibility. Site lighting should not be pervasive or impact surrounding or neighboring properties. The type and location of site and building lighting should preclude direct glare onto adjoining property, public rights-of-way, or skyward. All lighting fixtures must be shielded to confine light spread on -site and to prevent nighttime light pollution.

2. The design of all exterior light fixtures shall be compatible with the building's architecture.

3. Pedestrian scale/decorative lighting along walkways and driveways is strongly encouraged. "High mast" poles are discouraged. The maximum height of walkway lighting shall be fifteen (15) feet.

4. Main entrances to parking areas or buildings should have strong architectural lighting, particularly for project name or addresses.

5. Open spaces should be adequately lighted with durable low maintenance fixtures.

6. The location of light fixtures should correspond to anticipated use. Lighting of pedestrian movement paths should illuminate changes in grade, path intersections, seating areas and any other uses along the movement path that, if left unlighted, would crea te an unsafe situation.

7. Night lighting of buildings is encouraged, but should be accomplished in a selective manner, avoiding overall building illumination that produces an undesirable look. Night lighting of buildings may be used to highlight special building features, emphasize repeated or decorative features, and use the juxtaposition of light and shadow to articulate the building facade.

M. Utility and Mechanical Equipment Screening.

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1. All exterior mechanical equipment, except solar collectors, whether on a roof, side of a building, or on the ground, shall be appropriately screened from public view. The method of screening shall be architecturally integrated with the primary building in terms of materials, color, shape and size. Where individual equipment is provided, a continuous screen is desirable.

2. Roof mounted equipment should be avoided or appropriately concealed. For rooftop equipment, the screening materials shall be at least as high as the equipment being screened. Equipment requiring screening includes, but is not limited to, heating, air cond itioning, refrigeration equipment, plumbing lines, ductwork, and transformers. Mechanical equipment shall not be permitted on any exposed portion of a pitched roof, except as may be approved through the site plan review process.

3. Equipment should be placed in locations that are not exposed to view from the street or they should be suitably screened. Ground-mounted utility equipment such as, but not limited to, transformers, backflow devices, cable television boxes, electric power transformers and distribution facilities, water pumps, and telecommunications facilities (not including pole - mounted equipment) shall be screened from view on all sides with solid masonry walls or similar permanent buildings. Such masonry wall or building shall be of a neutral color. Screening with wood, chain-link, or similar fencing materials shall not be permitted. Electric and other metering equipment and panels shall be painted to match adjacent building and wall surfaces.

4. All screening devices should be compatible with the architecture and color of the main building(s) and should not look like a "tacked on" addition.

5. All antennas should be placed in building attics or interiors. All new units should be prewired to accommodate cable reception. Satellite dishes shall be located away from public view and should be considered early in the design process in terms of location and screening from view from the street and from common recreation areas.

N. Refuse and Storage Areas.

1. Decorative treatment of trash and storage enclosures shall be used to minimize the adverse visual impact of these areas. Trash disposal areas, including dumpsters, shall be screened from view by a six-foot high enclosure with gates. Trash and storage enclosures shall be architecturally compatible with the project design, and landscaping shall be incorporated into their design to screen them and deter graffiti. Screening materials shall consist of fences, landscaping, and/or berming, and the use of natural terrain where possible. 2 Trash enclosures should be located for the convenience of the residents and should be easily accessible for trash and recyclables collection, but should not impede circulation during loading operations. They should be designed to avoid areas that are dark or hidden from view of residents or neighbors.

Article VIII. – MIXED- USE DESIGN GUIDELINES

16.16.170 – General Provisions and Administration

Vertical and horizontal mixed-use projects are permitted in the General Commercial C2 zone.

Mixed-use projects- A project featuring a combination of multi-family units and compatible commercial uses, either arranged vertically within the same building or horizontally in separate buildings on the same site. Mixed - use projects may also consist of separate buildings or structures on the same parcel, provided that there are clearly defined pedestrian connections that integrate and unify the overall development.

16.16.175- Design Guidelines for Mixed-Use Projects

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The City of Hesperia’s Multifamily and Mixed-Use Objective Design Standards is incorporated by reference into this chapter. The Multifamily and Mixed-Use Objective Design Standards shall be treated as if contained within the City’s Zoning Ordinance. All new mixed-use developments shall provide and maintain design standards and guidelines in compliance with the provisions of this article.

16.16.180- Development Standards for Mixed-Use Projects

Vertical mixed-use development (e.g. commercial and residential uses in a single structure) shall follow the development standards found in Section 16.16.350.

Horizontal mixed-use development (e.g. separate commercial and residential buildings on the same site) shall follow the commercial development standards found in Section 16.16.350 for commercial buildings, and the residential development standards in Section 16.16.120 for residential buildings, and consistent with R3 regulations.

In addition, the following development standards shall apply to vertical and horizontal mixed-use buildings in the General Commercial (C2) zone:

1. The minimum living area for residential units in a mixed-use project shall be 600 square feet for a studio unit, with 200 square feet for each additional bedroom.

2. A maximum of 30% of the residential units may be one bedroom or smaller.

3. The entrances to residential uses shall be separate and distinct from commercial uses. These entrances shall be secured.

4. Residential parking shall be secured and separated from public parking.

5. Residential units shall have adequate sound insulation to protect occupants.

6. Mixed-use developments shall be designed so that odors emanating from businesses on the ground floor do not impact the uses above.

7. Refuse facilities shall be located and screened to minimize impacts from related odor and noise.

8. Commercial loading facilities shall be located to minimize noise impacts and maintain access to residential areas.

Design standards and guidelines for vertically and horizontal mixed-use projects are provided in the The City of Hesperia’s Multifamily and Mixed-Use Objective Design Standards

16.16.310 - Commercial and industrial land use designations.

A. Purpose. This article lists the land uses that may be allowed within the commercial and industrial land use designations established by the general plan and determines the permit process required for each use. All commercial and industrial land use designation regulations in this article are intended to be used concurrently with the general plan and other chapters in this development code, including Articles X and XI, or XII in this chapter. The commercial and industrial land use designations are as follows :

1. Convenience Commercial (C1). The convenience commercial (C1) designation is intended to meet the needs of local neighborhood residents. Businesses within the C1 designation should be smaller in floor area than the other commercial designations and should b e less-intense in impacts such as traffic and noise due to the proximity of residentially designated properties. Uses within convenience commercial areas should include convenience-type goods and services intended to provide for the daily (short-term) needs of surrounding residential neighborhoods.

2. General Commercial (C2). The general commercial (C2) designation is intended for goods and services of a general nature as well as professional offices that will meet both the short and long -

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term needs of the city's population. Multi-family residential uses are also allowed in the C2 designation as either a standalone development or as part of a mixed -use project. Housing types may include townhouses, condominiums, duplexes, triplexes, and apartments.

3. Service Commercial (C3). The service commercial (C3) designation is intended for utilization as a buffer between residential or commercial uses and industrial uses. Service commercial uses include business-to-business retail and wholesale sales and services. All business operations shall be conducted within an enclosed building, and no outdoor storage shall be permitted.

4. Limited Industrial (I1). The limited industrial (I1) designation is intended to include lighter industrial uses and supportive service commercial uses. Wholesale or retail sale of industrial supplies, transportation equipment, building equipment and materials, indoor manufacturing uses, and similar uses may be permitted in this designation. In addition, supportive commercial uses such as restaurants or convenience markets that serve consumers within the industrial area may be allowed.

5. General Industrial (I2). The general industrial (I2) designation is intended to permit the establishment of manufacturing and related uses within the city in areas which are protected from encroachment by incompatible residential uses. This designation per mits the heaviest types of manufacturing and industrial uses with approval of a site plan or conditional use permit.

Manufacturing, warehousing, and fabrication uses are all appropriate for this designation.

16.16.320 Commercial and industrial uses.

Land Use Designations
Land Uses C1 C2 C3 I1 I2
A. Art studio/gallery (including photo) R R R R
B. Assemblies of people — Entertainment (e.g.,
theater — Live performance, auditorium, banquet
hall, nightclub, etc.)1

R R R R
C. Auction service, exchange or barter R R R
D. Automotive parking R R
E. Bank and financial institution/service R R
F. Bar, saloon, cocktail lounge and tavern CUP
G. Business support services and facilities (including
graphic reproduction, computer-service, uniform
store, etc.)

R R R R
H. Catering establishment R R R R
I. Cemetery R R R R R
J. Club or lodge (non-profit), fraternal or religious
association
CUP R
K. Composting plant NP NP NP NP CUP
L. Contractors and building trades R R R R R
M. Equipment sales and rental — Indoors R R R
N. Grocery store (not including off-sale alcohol7 ) R R R NP NP O. Health and fitness club R R R R R
P. Heavy equipment sales and rental R R
Q. Helicopter landing and take-off pad CUP CUP CUP R. Historical and monument site R R R R R
S. Home improvement sales and service, retail (e.g.,
hardware, lumber and building materials stores)

R R R
T. Hospital CUP CUP CUP CUP

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U. Hotel/motel R
V. Impound/towing2 NP NP NP CUP CUP
W. Industrial uses (includes outdoor
storage3 )

NP NP NP P P
X. Institutional uses R R R R R
Y. Kennel — Boarding of domestic animals CUP CUP R R Z. Laboratory — Research CUP R R
AA. Machine shop/repair R R
BB. Manufactured housing (sales) R R
CC. Manufacturing/warehouse (includes outdoor
storage3 )
R R
DD. Medical services (not including hospitals) R R NP NP EE. Microwave and radio communication towers and
facilities

R R R
FF. Self-storage facilities2 CUP CUP CUP CUP CUP
GG. Mortuary, not include crematory R
HH. Museum, library and reading room R R R
II. Off-sale alcohol establishment (ABC type 20 & 21
licenses)7

CUP CUP
JJ. Office/professional buildings R R R R5 R5
KK. Parking/storage of recreational vehicles R R R LL. Personal services (e.g., spas, salons, tattoo shops and massage facilities)8

R R R
MM. Planetarium, aquarium, botanical garden and
zoo
R
NN. Publishing and printing R R R
OO. Processing (recycling) facility4 NP NP NP CUP CUP PP. Recreational facility — Commercial R R R
QQ. Recycling center — Large collection facility4 NP NP NP CUP CUP RR. Repair shop — Small items R R R R R
SS. Restaurant (sit down and takeout), including
outdoor dining2

R R R
TT. Retail sales (not including off-sale alcohol7 or single price overstock/discount stores (SPODS)))
R R R R6 R6
UU. School — Trade, community college, university R R R R VV. School — Specialty non-degree (e.g., dance and
martial arts)

R R R R R
WW. Semi-truck repair and storage CUP CUP
XX. Shopping center (not including off-sale alcohol7 ) R R R YY. Single price overstock/discount stores (SPODS) CUP CUP CUP ZZ. Outdoor storage of shipping containers and semi-
truck trailers as a primary use2

NP NP NP CUP CUP
AAA. Trucking facilities including truck terminals, bus terminals, and truck storage yards2

CUP CUP
BBB. Theater NP NP NP NP NP
CCC. Upholstery and furniture repair/refinishing R R R R DDD. Vehicle fuel station2 CUP CUP CUP
EEE. Vehicle parts and accessories sales R R

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FFF. Vehicle repair facility — Major (not including
semi-truck repair)

CUP CUP R R
GGG. Vehicle repair facility — Minor CUP CUP R R
HHH. Vehicle sales/rentals and leasing — new and
used2
R
III. Vehicle wash facility2 CUP CUP CUP
JJJ. Veterinary services — Clinics and small animals
hospitals (short term boarding)

R R R
KKK. Warehousing and wholesale distribution center R R LLL. Wrecking yard2 NP NP NP NP CUP
MMM Pallet Yards Place Holder
NNN Multi-family residential uses, as permitted in the
R3 zone 9
R
OOO Horizontal and Vertical Mixed-use10 R
PPP Group Homes for six or fewer persons R

Notes:

1. Shall not include a motion picture theater. Establishments serving alcohol shall require a CUP.

2. Shall correspond with standards in Section 16.16.365 (Specific land use standards).

3. Shall be subject to Section 16.16.360(A)(4).

4. Shall be subject to Section 16.16.070 (Recycling facilities).

5. Shall be supportive to a manufacturing/industrial use.

6. May sell products manufactured or distributed on-site pursuant to Section 16.16.360(A)(3).

7. Applications for off-sale alcohol (type 20 and 21 ABC licenses) below 12,000 SF in floor area shall be forwarded to the city council for final action. Such establishments shall be located within five hundred (500) feet of the intersection of two arterial or major arterial streets identified on the City's adopted circulation plan.

8. Massage facilities shall correspond with standards in Chapter 5.20.

9. Permitted residential uses shall consist only of mixed- use development and multi-family development with a density of 20 to 30 units per acre. Single family residential units are not allowed.

10. Shall be subject to Article VIII MIXED- USE DESIGN GUIDELINES.

16.16.350 Commercial and industrial development standards.

A. New and existing developments in commercial and industrial land use designations shall be subject to the development standards in this article, unless otherwise specified.

B. The development standards in this table shall be required within each land use designation:

C1 C2 6 C3 I1 I2
A. Maximum floor area ratio (FAR) 0.5 1.0 0.5 1.0
B. Height 35′1 50′1
C. Minimum lot area (gross) 2½
acres2
5 acres2 2½
acres2
1 acre2 2½
acres2

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D. Minimum lot dimension — Width,
includes corner lots
300′ 150′ 300′
E. Minimum lot dimension — Depth,
includes corner lots
300′ 200′ 300′
F. Front yard setback 25′3
G. Side street yard setback — Corner lot 15′3 15′4
H. Side yard setback 0′
I. Side yard setback, when adjacent to
residential
20′4 50′4
J. Rear yard setback 0′
K. Rear yard setback, when adjacent to
residential
20′4 50′5
L. Landscaping Chapter 16.20, Article XII
M. Signs Section 16.16.095Chapter 16.36
N. Parking Sections 16.20.080 through 16.20.120

Notes:

1. Proposals for development exceeding this height shall be subject to Chapter 16.16, Article VI (Variances and Minor Exceptions) of this development code.

2. The minimum site size and dimensions for new lots in this designation are as listed here, except in the case when a site plan review, conditional use permit or planned development is submitted, in which case, no minimum is established. This exception is only applicable when the site is being developed as one integrated development and appropriate measures are taken to ensure reciprocal access, parking and maintenance.

3. Minimum landscaping of eight feet is required adjacent to the property lines, pursuant to Chapter

16.20, Article XII (landscaping regulations) of this development code.

4. Minimum landscaping of five feet is required adjacent to the property lines, pursuant to Chapter 16.20, Article XII (landscaping regulations) of this development code.

5. Minimum landscaping of ten feet is required adjacent to the property lines, pursuant to Chapter 16.20, Article XII (landscaping regulations) of this development code.

6. For Multi-family residential projects, R3 development standards shall be used, pursuant to Chapter

16.16 Article V (Residential Development Standards).

MAIN STREET AND FREEWAY CORRIDOR SPECIFIC PLAN:

The following are modifications to Chapters 7, 8, and 9 of the Main Street and Freeway Corridor Specific Plan (additions are in underlined red text and deletions are shown with red and strikethrough):

Chapter 7- Residential Zones of the Main Street and Freeway Corridor Specific Plan.

E. MEDIUM DENSITY RESIDENTIAL ZONE

4. Development Standards

All property in the Medium Density Residential zone shall be developed according to the following standards:

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The City of Hesperia’s Multifamily and Mixed-Use Objective Design Standards are incorporated by reference into this chapter. The Multifamily and Mixed-Use Objective Design Standards shall be treated as if contained within the City’s Zoning Ordinance.

All new multi-family developments and mixed-use developments shall provide and maintain design standards and guidelines in compliance with the provisions of this article. The Objective Design Standards apply to all new construction projects that meet the following criteria:
a. Multi-family residential projects consisting of three or more dwelling units, including detached and attached condominiums.
b. Mixed-use projects - A project featuring a combination of multi -family units and compatible commercial uses, either arranged vertically within the same building or horizontally in separate buildings on the same site. Mixed -use projects may also consist of separate buildings or structures on the same parcel, provided that there are cle arly defined pedestrian connections that integrate and unify the overall development.

Applicants may submit a written request to opt out of the City’s Multi -Family and Mixed -Use Objective Design Standards for standalone multi -family projects. If approved, the project will not be reviewed against the design standards and guidelines listed be low.

F. HIGH DENSITY RESIDENTIAL ZONE

4. Development Standards

All property in the High Density Residential zone shall be developed according to the following standards:

All new multi-family developments and mixed-use developments shall provide and maintain design standards and guidelines in compliance with the provisions of this article. The Objective Design Standards apply to all new construction projects that meet the following criteria:
a. Multi-family residential projects consisting of three or more dwelling units, including detached and attached condominiums.
b. Mixed-use projects - A project featuring a combination of multi -family units and compatible commercial uses, either arranged vertically within the same building or horizontally in separate buildings on the same site. Mixed -use projects may also consist of s eparate buildings or structures on the same parcel, provided that there are clearly defined pedestrian connections that integrate and unify the overall development.

G. MIXED-USE ZONE

4. Development Standards

All property in the Mixed-Use zone shall be developed according to the following standards:

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All new multi-family developments and mixed-use developments shall provide and maintain design standards and guidelines in compliance with the provisions of this article. The Objective Design Standards apply to all new construction projects that meet the following criteria:
a. Multi-family residential projects consisting of three or more dwelling units, including detached and attached condominiums.
b. Mixed-use projects - A project featuring a combination of multi -family units and compatible commercial uses, either arranged vertically within the same building or horizontally in separate buildings on the same site. Mixed -use projects may also consist of s eparate buildings or structures on the same parcel, provided that there are clearly defined pedestrian connections that integrate and unify the overall development.

Chapter 8- Residential Design Standards and Guidelines of the Main Street and Freeway Corridor Specific Plan.

A. INTRODUCTION

1. Purpose

This chapter provides standards and guidelines for designing new residential development and for exterior alterations and additions to existing homes and residential structures. The guidelines are intended to identify appropriate and attractive design solutions to improve the appearance and quality of the Specific Plan area’s residential neighborhoods and enhance property values. Property owners, developers, architects, building designers, and contractors seeking to construct new residential structures, o r alterations and additions to existing structures, should use these standards and guidelines in the early design stages of their projects.

These guidelines are not intended to limit creative site planning and architecture that are consistent with the stated goals and within the context of surrounding neighborhood patterns. Innovative design solutions are strongly encouraged. Refer to Chapter 7 (Residential Zones) of this Plan for specific development standards pertaining to residential uses.

2. Applicability

These standards and guidelines apply to all new single family and multi -family residential construction, and exterior alterations or additions to any existing dwelling or residential structure. These guidelines are in addition to the development standards set forth in Chapter 7 (Residential Zones) of this Plan.

For new construction of multi-family residential, the City of Hesperia’s Multi-family and Mixed-Use Objective Design Standards shall be utilized. The Objective Design Standards apply to all new construction projects that meet the following criteria:
1) Multi-family residential projects consisting of three or more dwelling units, including detached and attached condominiums.
2) Mixed-use projects - A project featuring a combination of multi-family residential and compatible commercial uses, either arranged vertically within the same building or horizontally in separate buildings on the same site. Mixed-use projects may also consist of separate buildings or structures on

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the same parcel, provided that there are clearly defined pedestrian connections that integrate and unify the overall development.

Detached single-family residential projects located on a single-ownership parcel are not subject to the Objective Design Standards, but must satisfy existing development standards set forth in the City’s Development Code, including but not limited to, the design standards and guidelines listed below.

If an applicant so chooses, they may request in writing to opt out of the City’s Multifamily and Mixed -Use Objective Design Standards in lieu of their project being reviewed against the design standards and guidelines contained in this Specific Plan.

I. DESIGN STANDARDS AND GUIDELINES FOR VERTICAL AND HORIZONTAL MIXED-USE

DEVELOPMENT

Vertical and horizontal mixed-use projects are permitted in the Regional Commercial zone as described in Chapter

9. when it falls within the Main Street/Interstate-15 District. This section provides standards and guidelines for designing new high quality, vertical mixed-use projects. It provides opportunities to weave residential and public uses into the commercial fabric to create an active street life and enhance the vitality of businesses.

Property owners, developers, and architects seeking to develop new mixed-use projects should use these guidelines in the early design stages of their projects. These guidelines are intended to limit creative site planning and architecture that is consistent with the stated goals and within the context of surrounding neighborhood patterns. Innovative project design is strongly encouraged.

All new multi-family developments and mixed-use developments shall provide and maintain design standards and guidelines in compliance with the provisions of this article. The Objective Design Standards apply to all new construction projects that meet the following criteria:
a. Multi-family residential projects consisting of three or more dwelling units, including detached and attached condominiums.
b. Mixed-use projects - A project featuring a combination of multi -family units and compatible commercial uses, either arranged vertically within the same building or horizontally in separate buildings on the same site. Mixed -use projects may also consist of s eparate buildings or structures on the same parcel, provided that there are clearly defined pedestrian connections that integrate and unify the overall development.

Please refer to the Section B (Regional Commercial Zone) in Chapter 9 (Non -Residential Zones) of this Plan for specific development standards pertaining to mixed-use projects. Detailed design guidelines for stand-alone residential uses are provided in Chapter 8 (Residential Design Standards and Guidelines) and for stand -alone commercial uses are provided in Chapter 10 (Commercial Design Standards and Guidelines) of this Plan.

The following design standards and guidelines apply to vertical mixed use projects.

Chapter 9- Non-Residential Zones of the Main Street and Freeway Corridor Specific Plan.

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B. REGIONAL COMMERCIAL ZONE
The Regional Commercial zone is intended for regional-serving commercial and service uses that are designed to serve the region as a whole. The regional commercial uses envisaged in this zone include large -scale “big box” regional shopping centers, hospitality and entertainment uses such as live performance theatres, a casino, hotels, convention spaces, as well as restaurants, specialty and supporting retail. The design and development standards for this zone are designed to provide a high-quality appearance from the Interstate-15 freeway corridor and compatibility with the adjacent commercial, residential and recreational uses.

The Regional Commercial zone falls in four of the land use districts along the Interstate -15 corridor, as described in Chapter 5 (Land Use Districts) of this Plan. These districts provide enhanced regional accessibility and visitor draw.

When this zone falls in the Interstate-15/Main Street Interchange District, Hhigh density multi-family residential uses, either standalone or as a part of a mixed-use development, are permitted to create an active, vibrant, mixed - use precinct for “live-work-shop-play” with 24-hour activity.

This section describes the permitted, conditionally permitted and prohibited uses, as well as development standards for the Regional Commercial zone.

1. Permitted Uses

The following uses are permitted in the Regional Commercial zone:

a) Artist studio (including photo).
b) Assemblies of people – live entertainment venues - (e.g., theatre - live performance, auditoriums, banquet halls, nightclubs, etc.).
c) Banks and financial institutions/services.
d) Business support services and facilities (including graphic reproduction, computer services, etc.). e) Catering establishments.
f) Grocery stores.
f)g) Group homes for six or fewer people.
g)h) Health and fitness clubs.
h)i) Home improvement sales and service, retail (e.g., hardware, lumber and building material stores). i)j) Hotel.
j)k) Medical services - clinic, medical/dental offices, laboratory, urgent/express care, and optometrist (not including hospital).
l) Motel.
k)m) Multi-family residential, either standalone or as a part of a mixed-use development (East of Interstate 15)
l)n) Offices (administrative, business, executive and professional, but not including medical or dental). m)o) Outdoor sales and display, incidental to the primary use. n)p) Personal services (e.g., barber shop, beauty salon, spa, tailor, dry cleaner, selfservice laundry, etc.). o)q) Repair shop – small items (computers, small appliances, watches, etc), with incidental sales. p)r) Restaurants (sit down and take out), including outdoor dining. q)s) Retail sales.
r)t) Schools - specialty non-degree (e.g., dance and martial arts). s)u) Shopping center – more than 10 acres in size.
t)v) Vehicle parts and accessories sales.
u)w) Accessory structures and uses customarily incidental to any permitted uses when located on the same site with the main building and use.
v)x) Veterinary services with no outdoor runs.
w)y) Drive thru lanes incidental to the primary use, pursuant to the HMC.

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z) Other similar uses, as interpreted by the Development Services Director or his/her designee.

2. Conditionally Permitted Uses

The following uses are conditionally permitted in the Regional Commercial zone:

a) Alcohol sales – on-site, incidental to the primary use. b) Alcohol sales – off-site.
c) Assisted living (residential care facilities).
d) Bars, saloons, cocktail lounges and taverns.
e) Bus terminals.
f) Day care facility – child or adult, pursuant to the Hesperia Municipal Code (HMC). g) Hospital.
h) Multi-family residential, either standalone or as a part of a mixed-use developmentMulti-family residential, as a part of a mixed use (West of the Interstate 15 and South of El Centro Road). development in the Interstate-15/Main Street Interchange District. i) Recreational facilities – commercial (e.g., billiard parlors and pool halls, bowling alleys, etc.). j) Schools – college, community college, university (public or private). k) Schools – vocational and technical.
l) Vehicle fuel stations (i.e., gasoline stations).
m) Vehicle sales and leasing – new and used.
n) Vehicle rental.
o) Vehicle repair facilities – minor.
p) Vehicle wash facilities.

3. Prohibited Uses

The following uses are prohibited in the Regional Commercial zone:
a) Agricultural uses.
b) General industrial uses.
c) Mini-storage.
c)d) Multi-family residential, either standalone or as a part of a mixed-use development (West of the Interstate 15 and North of El Centro Road)
d)e) Other uses not specifically authorized or determined by the Development Services Director or his/her designee to be detrimental to the public welfare.

4.Development Standards

All property in the Regional Commercial zone shall be developed according to the following standards:

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on the same parcel, provided that there are clearly defined pedestrian connections that integrate and unify the overall development.

4.16 Development Standards for Multi-Family Residential Development in the Regional Commercial Zone

Within the Main Street/Interstate-15 District only, mMulti-family residential development (either standalone or as a part of a mixed-use development) is allowed in the Regional Commercial zone.

Mixed-use development is defined as an integration of residential uses with compatible commercial uses, vertically or horizontally, within the same building or structure. A mixed-use project may also constitute separate buildings or structures on the same property of land, so long as there is a pedestrian connection between buildings that integrates and unifies the project. Development standards provided for the High Density Residential zone in Chapter 7 (Residential Zones) of this Plan apply with the following exceptions:

(1) The permitted gross residential density range is 15 – 25 30 units/acre. (2) The maximum building height for stand-alone residential buildings shall be 45 feet. (3) The exceptions as noted in Section 16.20.060 of the HMC also apply. (4) Refer to Sections F-H, Chapter 8 (Residential Design Standards and Guidelines) of this Plan for site and architectural design standards and guidelines, including landscape design standards and guidelines, for multi - family residential uses.

Development standards for vertically mixed use projects are provided in the following section 4.17.

4.17 Development Standards for Vertical Mixed Use Buildings

The following development standards shall apply to vertical and horizontal mixed-use buildings in the Regional Commercial zone when it falls in Main Street/Interstate-15 District:

(1) The minimum living area for residential units in a mixed use project shall be 600 square feet for a studio unit, with 200 square feet for each additional bedroom.
(2) A maximum of 30% of the residential units may be one-bedroom or smaller. (3) The entrances to the residential uses shall be separate and distinct from commercial uses. These entrances shall be secured.
(4) Residential parking shall be secured and separated from public parking. (5) Residential units shall have adequate sound insulation to protect occupants. (6) Mixed-use developments shall be designed so that odors emanating from businesses on the ground floor do not impact uses above.
(7) Refuse facilities shall be located and screened to minimize impacts from related odor and noise. (8) Commercial loading facilities shall be located to minimize noise impacts and maintain access to residential areas.

Design standards and guidelines for vertically mixed use projects are provided in the Section I in Chapter 8 (Residential Design Standards and Guidelines) of this Plan.

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City of Hesperia

STAFF REPORT

DATE: October 21, 2025
TO: Mayor and Council Members

FROM: Rachel Molina, City Manager
BY: Ryan Leonard, Principal Planner
Nathan Freeman, Director of Development Services

SUBJECT: 2025 General Plan Update - Circulation Element

RECOMMENDED ACTION

The Planning Commission recommends that the City Council adopt Resolution Nos. 2025-42 and 2025-43 to: 1) Certify the Addendum as complete in compliance with the California Environmental Quality Act (CEQA); and 2) Adopt the 2025 Circulation Element.

BACKGROUND

The City Council adopted an update to the City’s General Plan on September 7, 2010. Since that time, state law has continually evolved, and recent legislation requires the City to make specific revisions to the General Plan to remain in compliance with state law. In 2024, the City engaged PlaceWorks, Inc. to begin the process of updating the Land Use, Circulation, and Safety elements of the General Plan and to prepare an Addendum to the 2010 General Plan Environmental Impact Report (EIR). The updated Land Use and Health and Safety Elements were adopted by the City Council on July 15, 2025.

The City conducted several public meetings and workshops in preparation for the General Plan update. In 20 24, four public meetings and two study sessions were held by the Planning Commission and City Council . At each session, t he Commission and Council reviewed and discussed critical components of each element.

On June 12, 2025, the Planning Commission voted 4 -0 (with Commissioner Steeno absent) to forward this item to the City Council with a recommendation for approval.

ISSUES/ANALYSIS

The General Plan is the City’s “constitution” and guide for development, outlining the City’s vision for itself and how it will develop over time while maintaining quality of life. All decisions made by the City, from adopting the annual budget and implementing capital improvements to issuing building permits, must be consistent with the General Plan.

Since the last General Plan update in 2010, the City’s population has grown steadily from about 90,000 residents to just over 100,000, and employment has increased from 11,000 to 17,000.

Continued development interest has sustained the City’s economic growth and is anticipated to continue into the foreseeable future. The General Plan update must also address new laws, regulations, and circumstances that did not exis t when the original plan was adopted. For

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October 21, 2025

example, the State has enacted several laws addressing non-motorized mobility and roadway safety.

General Plan Goals

As a focused update, the objective for the project team was to incorporate new policies and programs that satisfy state law while maintaining the overall trajectory established by the 2010 General Plan. Throughout the process, feedback from community members, stakeholders, and City staff reaffirmed that the goals outlined in the previous document hold true even today. T he focused General Plan update supports the following goal:

 Establish a circulation system of arterial and connector streets to carry traffic efficiently within and across the City.

Circulation Element

The Circulation Element describes the City’s roadway network and identifies operational standards. The Transportation Plan maps the location and classification of streets within the City and illustrates the right-of-way and curb-to-curb widths, for each classification, including special street sections. Roadway performance is measured in terms of Level of Service (LOS), with the City’s acceptable thresholds remaining at LOS D for roadway segments and LOS C for intersections.

The Circulation Element also addresses other modes of transportation such as walking, biking, and transit. T he Non -Motorized Transportation Plan shows the location and classification of bicycle facilities throughout the City . Most streets include space for bike lanes to e ncourage bicyclists, supporting the goal of providing viable alternatives to the automobile.

The Circulation Element further addresses challenges faced by the City, including the need for additional freeway interchanges, more crossings at the railroad an d the Mojave River , and the reclassification of select roadways to better serve vehicular demand . Notable changes to the roadway network are as follows:

 Incorporated local truck routes previously identified by the City’s Engineering Division.  Relocated the future I-15 interchange from Muscatel Street to Cedar Street.  Removed the future Lemon Street Bridge over the Mojave River; reclassified Lemon Street from I Avenue to the Mojave River as a Rural Collector (formerly a Major Arterial).  Reclassified Sult ana Street from Seventh Avenue to I Avenue as a Secondary Arterial (formerly an Arterial).
 Reclassified Sultana Street from I Avenue to Main Street as a Secondary Arterial (formerly a Local Road).
 Modified the alignment of the Mauna Loa Street extension from Third Avenue to Hesperia Road / Lemon Street.
 Reclassified Seventh Avenue as a Special Street section from Bear Valley Road to Ranchero Road.

The goals are intended to guide the City as it continues to build out its roadway network address the following issues:

 Ensuring a safe and efficient roadway network.

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October 21, 2025

 Facilitating the transportation of goods without negatively impacting sensitive areas.  Providing opportunities for non-motorized alternatives to vehicular travel.  Supporting safe and convenient regional transit.

Addendum to the 2010 Environmental Impact Report

PlaceWorks prepared an Addendum to the 2010 Certified EIR for Hesperia’s General Plan. The Addendum evaluates whether the General Plan Update (proposed project) would modify the existing General Plan in such a way that it would create new environmental impacts or substantially increase the severity of previously identified significant effects, potentially requiring further environmental review. The Addendum, in conjunction with the Certified EIR, serves as the environmental review for the proposed modifications to the existing General P lan, ensuring compliance with CEQA. The proposed project updates the Circulation Element to address state laws and support projected growth over the next 25 years.

Addendum Process: Pursuant to CEQA Guidelines Section 15164, an addendum to a previously certified EIR may be prepared under specific circumstances. The addendum process allows for documentation of minor project changes or technical updates that do not result in new or substantially more severe environmental impacts. Specifically, Section 15164 of the CEQA Guidelines states:

a) The lead agency or responsible agency shall prepare an addendum to a previously certified EIR if some changes or additions are necessary but none of the conditions described in Section 15162 calling for preparation of a subsequent EIR have occurred. b) An addendum to an adopted negative declaration may be prepared if only minor technical changes or additions are necessary or none of the conditions described in Section 15162 calling for preparation of a subsequent EIR or negative declaration have occurred. c) An addendum need not be circulated for public review but may be included in or attached to the final EIR or adopted negative declaration.
d) The decision-making body shall consider the addendum with the final EIR or adopted negative declaration prior to making a decision on the project.
e) A brief explanation of the decision not to prepare a subsequent EIR pursuant to Section 15162 should be included in an addendum to an EIR, the lead agency's findings on the project, or elsewhere in the record. The explanation must be supported by substantial evidence.

The proposed project qualifies for an addendum under CEQA Guidelines Section 15164, as the proposed changes are consistent with the scope of the previously Certified EIR and do not meet any of the conditions outlined in Section s 15162(a) and 15163(a) of the CEQA Guidelines, that would require preparation of a Subsequent or Supplemental EIR. The environmental impacts remain within the range analyzed in the Certified EIR, and no new significant impacts or substantial increases in the severity of impacts have been identified. Therefore, preparation of a full Subsequent EIR is not warranted, and the addendum process is b oth appropriate and compliant with CEQA requirements.

Tribal Consultation: In compliance with Senate Bill 18 (Government Code Section 65352.3), the City of Hesperia initiated tribal consultation by contacting California Native American tribes identified by the Native American Heritage Commission. Notification letters were sent on May 21, 2024, to the Desert Cahuilla Indians, the Cabazon Band of Mission Indians, and the Yuhaaviatam of San Manuel. The Yuhaaviatam of the San Manuel tribe responded on May 24, 2024, and requested formal consultation with the City. The City indicated th at the proposed project would

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October 21, 2025

not allow for any ground-disturbing activities that would preclude a project from going through the standard CEQA requirements, and the Tribe concluded consultation on October 30, 2024. In addition, since the proposed project is being evaluated through a CEQA addendum and not a new EIR, consultation pursuant to Assembly Bill 52 (Public Resources Code Sections 21073 to 21084.3) does not apply in this instance.

Significant Impacts: CEQA requires that the EIR identify project impacts and propose mitigation measures to reduce those impacts. CEQA also requires disclosure of any impacts that cannot be mitigated to a less-than-significant level, even if all feasible mitigations are implemented . The Certified EIR determined that implementation of the existing General Plan would result in significant and unavoidable impacts related to air quality, noise, and transportation. The Addendum determined that these impacts would continue to be significant and unavoidable as part of the proposed project, as summarized below:

 Air Quality
o Results in construction emissions that would contribute substantially to an existing or projected air quality violation;
o Results in operational emissions that would contrib ute substantially to an existing or projected air quality violation;
o Results in a cumulatively considerable net increase of any criteria pollutant for which the project region is nonattainment under an applicable federal or state ambient air quality standard (including releasing emissions that exceed quantitative thresholds for ozone precursors).
 Noise
o Results in a substantial permanent increase in ambient noise levels in the project vicinity;  Transportation1
o Causes an increase in traffic that is substantial in relation to the existing traffic load and capacity of the street system.
o Exceeds, either individually or cumulatively, a Level of Service standard established by the county congestion management agency for designated roads or highways.

No new significant environmental impacts have been identified beyond those already assessed in the Certified EIR. While the proposed project may result in physical impacts due to future improvements, the analysis and mitigation measures from the Certified EIR will still apply. While the project involves physical impacts, it does not result in new significant environmental effects or substantially increases the severity of previously identified impacts. The analysis and mitigation measures from the previously Certified EIR remain applicable to the proposed project.

CITY GOAL SUPPORTED BY THIS ITEM

Future Development - Facilitate balanced growth to ensure cohesive community development and pursue economic development.

1 The 2010 Certified EIR found impacts to Level of Service (LOS) to be significant and unavoidable.

However, since CEQA no longer uses LOS as a threshold standard, and has replaced it with V ehicle Miles Traveled (VMT), the LOS significance is no longer applicable to CEQA.

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Staff Report to the Mayor and Council Members
2025 General Plan Update – Circulation Element
October 21, 2025

CONCLUSION

Adoption of the General Plan Update will bring the City’s primary policy document into compliance with new state laws and mandates and ensure continued compliance with CEQA . The update will also address the changes the City has experienc ed in the 15 years since the General Plan was last updated. The update will provide guidance to the City’s decision -makers and staff to carry out the overall vision for the City of Hesperia. The Addendum substantiates that the proposed changes do not induce new significant environmental impacts beyond those already addressed by the 2010 General Plan EIR.

ALTERNATIVE(S)

1. Provide alternative direction to staff.

ATTACHMENT(S)

1. Resolution No. 2025-42 (Certifying the Addendum in compliance with CEQA)

2. Resolution No. 2025-43 (Adopting the 2025 Circulation Element)

3. Addendum to the 2010 General Plan EIR

4. Transportation Study

5. Circulation Element

6. June 12, 2025 Planning Commission Packet

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RESOLUTION NO. 2025-42

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF

HESPERIA, CALIFORNIA, ADOPTING AN ADDENDUM TO THE
CITY’S 2010 GENERAL PLAN FINAL ENVIRONMENTAL

IMPACT REPORT (EIR) PURSUANT TO CALIFORNIA

ENVIRONMENTAL QUALITY ACT (CEQA) IN SUPPORT OF THE
2025 CIRCULATION ELEMENT.

WHEREAS, on September 7, 2010, the City Council of the City of Hesperia adopted Resolution No. 2010-057 certifying the Final EIR for the City’s 2010 General Plan, which also remains applicable to development within the City; and

WHEREAS, fifteen years have passed since the City of Hesperia adopted the 2010 General Plan and changes to the City’s size and population, as well as new laws, regulations, and circumstances that did not exist when the original General Plan was adopted, require an update to the General Plan described herein (hereinafter referred to as "2025 General Plan Update"); and

WHEREAS, the 2025 General Plan Update is a focused update to three mandatory elements required by the State of California, including Land Use, Circulation and Health and Safety Elements; and

WHEREAS, on July 15, 2025, the City Council adopted Resolution No. 2025 -28, certifying an Addendum to the 2010 General Plan Environmental Impact Report (EIR), and Resolution No. 2025- 29, adopting the updated Land Use and Health and Safety Elements; and

WHEREAS, the City Council now intends to approve the Circulation Element as part of the 2025 General Plan Update (the “Project”); and

WHEREAS, the Addendum has been prepared pursuant to CEQA Guidelines Section 15164 to evaluate whether the proposed 2025 Circulation Element would result in any new significant impacts, substantially more severe impacts, or trigger the need for a subsequent or supplemental EIR under Sections 15162 or 15163; and

WHEREAS, the 2010 General Plan EIR identified significant and unavoidable impacts to air quality, noise, and traffic ; however, the significant and unavoidable impacts pertaining to traffic would no longer apply, as Level of Service (LOS) was replaced with Vehicle Miles Traveled (VMT) per Senate Bill 743 (SB 743) and CEQA Guidelines Sect ion 15064.3 , and VMT has been determined to be the applicable metric for analyzing transportation impacts under CEQA, thereby rendering LOS-based impacts no longer applicable; and

WHEREAS, the Addendum to the 2010 General Plan EIR reflects this change in CEQA law and confirms that this transition from LOS to VMT does not result in new or more severe environmental effects; and

WHEREAS, the Addendum concludes that all impacts remain within the scope of analysis in the certified 2010 General Plan EIR, and that none of the criteria in CEQA Guidelines Section 15162 or Section 15163 are met; and

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Resolution No. 2025-42

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WHEREAS, on June 12, 2025, the Planning Commission of the City of Hesperia conducted a duly noticed public hearing pertaining to the Addendum to the 2010 General Plan EIR in connection with the 2025 General Plan Update and concluded said hearing on that date; and

WHEREAS, on July 15, 2025, the City Council of the City of Hesperia conducted a public hearing pertaining to the 2025 General Plan Update, adopted the updated Land Use and Health and Safety Elements, and concluded said hearing on that date; and

WHEREAS, on October 21, 2025, the City Council of the City of Hesperia conducted a public hearing pertaining to the 2025 Circulation Element and concluded said hearing on that date; and

WHEREAS, all legal prerequisites to the adoption of this Resolution have occurred.

NOW THEREFORE, BE IT RESOLVED BY THE CITY OF HESPERIA CITY COUNCIL AS FOLLOWS:

Section 1. The City Council hereby specifically finds that all of the facts set forth in this Resolution are true and correct.

Section 2. Based upon substantial evidence presented to this City Council during the above referenced October 21, 2025, hearing, including public testimony and written and oral staff reports, this City Council specifically finds as follows:

(a) An Addendum to the 2010 General Plan EIR has been prepared for the 2025 Circulation Element. The 2025 Circulation Element qualifies for an Addendum under CEQA Guidelines Section 15164, as the proposed project is consistent with the scope of the 2010 General Plan EIR and does not meet any of the conditions outlined in Section 15162(a) and Section 15163(a) of the CEQA Guidelines, that would require preparation of a Subsequent or Supplemental EIR. The environmental impacts remain within the range analyzed in the 2010 General Plan EIR, and no new significant impacts or substantial increases in the severity of impacts have been identified. Therefore, preparation of a full Subsequent EIR is not warran ted, and the Addendum process is both appropriate and compliant with CEQA requirements.

(b) The City Council has independently reviewed and analyzed the Addendum and finds that it reflects the independent judgement of the City Council, and that there is no s ubstantial evidence, in light of the whole record, that the project may result in new significant impacts or substantial increases in the severity of impacts that were previously identified.

Section 3. Based on the findings and conclusions set forth in this Resolution, the City Council hereby certifies the Addendum to the 2010 General Plan EIR as being complete pursuant to Resolution No. 2025-42.

Section 4. The City Clerk shall certify to the passage and adoption of this Resolution and enter it into the book of original resolutions.

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Resolution No. 2025-42

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ADOPTED AND APPROVED on this 21st day of October 2025

___________________________________
Allison Lee, Mayor
ATTEST:

___________________________________
Jessica Giber, Assistant City Clerk

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RESOLUTION NO. 2025-43

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF HESPERIA, CALIFORNIA, ADOPTING THE 2025 CIRCULATION ELEMENT.

WHEREAS, on September 7, 2010, the City Council of the City of Hesperia adopted the City’s General Plan, currently applicable regarding development within the City; and

WHEREAS, On September 2, 2008, the City Council of the City of Hesperia adopted Resolution No. 2008-12, thereby adopting the Main Street and Freeway Corridor Specific Plan; and

WHEREAS, almost fifteen years have passed since the City of Hesperia adopted its 2010 General Plan and changes to the City’s size and population as well as new laws, regulations, and circumstances that did not exist when the original plan was adopted, require an update to the General Plan described herein (hereinafter referred to as "General Plan Update" or “Project”); and

WHEREAS, on May 2, 2023 the City Council adopted the 2021-2029 Housing Element (6th Cycle Housing Element Update) which includes several program actions that require the City to amend the Development Code and update the General Plan to allow for up to 30 dwelling units per acre (du/ac) in the Multi-Family (R3) zone ; to allow for 100 percent residential development ranging from 20 to 30 du/ac in the General Commercial (C -2) zone; and to allow for up to 30 du/ac in the Regional Commercial (RC) zone within the Main Street and Freeway Corridor Specific Plan.

WHEREAS, the General Plan Update establishes the City’s overall policy and development framework to help realize the community’s vision to the year 2050 planning horizon; and

WHEREAS, the General Plan Update is a focused update to the Land Use, Safety, and Circulation Elements of the General Plan; and

WHEREAS, the City Council now intends to approve the Circulation Element as part of the 2025 General Plan Update; and

WHEREAS, the City of Hesperia, as the lead agency, prepared an Addendum to the 2010 General Plan Envi ronmental Impact Report (“EIR”) pursuant to Section 15164 of the California Environmental Quality Act (CEQA) Guidelines, and determined that no new significant environmental impacts would occur beyond those previously analyzed in the 2010 General Plan EIR, and that the existing analysis and mitigation measures remain applicable to the proposed project; and

WHEREAS, the Planning Commission held five workshops on April 11, 2024, May 23, 2024, July 11, 2024, August 8, 2024, and September 26, 2024, to review and discuss critical components of each element; and

WHEREAS, on November 18, 2024, the City Council held a workshop to review and discuss the 2025 General Plan Update; and

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Resolution No. 2025-43

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WHEREAS, on June 12, 2025, the Planning Commission of the City of Hesperia conducted a duly noticed public hearing pertaining to the proposed 2025 General Plan Update and concluded said hearing on that date; and

WHEREAS, on July 15, 2025, the City Council of the City of Hesperia conducted a public hearing pertaining to the 2025 General Plan Update, and adopted the updated Land Use and Health and Safety Elements and concluded said hearing on that date; and

WHEREAS, on October 21, 2025, the City Council of the City of Hesperia conducted a public hearing pertaining to the 2025 Circulation Element and concluded said hearing on that date; and

WHEREAS, all legal prerequisites to the adoption of this Resolution have occurred.

NOW THEREFORE, BE IT RESOLVED BY THE CITY OF HESPERIA CITY COUNCIL AS FOLLOWS:

Section 1. The City Council hereby specifically finds that all the facts set forth in this Resolution are true and correct.

Section 2. Based upon substantial evidence presented to this City Council during the above-referenced October 21, 2025, hearing, including public testimony and written and oral staff reports, this City Council specifically finds as follows:

(a) An Addendum to the 2010 General Plan EIR has been prepared for the 2025 Circulation Element. The 2025 Circulation Element qualifies for an Addendum under CEQA Guidelines Section 15164, as the proposed project is consistent with the scope of the 2010 General Plan EIR and does not meet any of the conditions outlined in Section 15162(a) and Section 15163(a) of the CEQA Guidelines, that require preparation of a Subsequent or Supplemental EIR. The environmental impacts remain within the range analyzed in the 2010 General Plan EIR, and no new significant impacts or substantial increases in the severity of impacts have been identified. Therefor e, preparation of a full Subsequent EIR is not warranted, and the Addendum process is both appropriate and compliant with CEQA requirements.

(b) The City Council has independently reviewed and analyzed the Addendum and finds that it reflects the independent j udgement of the City Council, and that there is no substantial evidence, considering the whole record, that the project may result in new significant impacts or substantial increases in the severity of impacts that were previously identified.

 Ensuring a safe and efficient roadway network.
 Facilitating goods movement without negatively impacting sensitive areas.  Providing opportunities for non-motorized alternatives to vehicular travel.  Supporting safe and convenient regional transit.

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Resolution No. 2025-43

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Section 3. Based on the findings and conclusions set forth in this Resolution, this City Council hereby adopts the 2025 Circulation Element and certifies the Addendum to the 2010 General Plan EIR.

Section 4. The City Clerk shall certify to the passage and adoption of this Resolution and enter it into the book of original resolutions.

ADOPTED AND APPROVED on this 21st day of October 2025.
_______________________________
Allison Lee, Mayor
ATTEST:
_________________________________________
Jessica Giber, Assistant City Clerk

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October 2025 | Addendum to the City of Hesperia General Plan EIR

ADDENDUM TO THE GENERAL PLAN EIR
SCH No. 2010011011

FOR THE
Circulation Element Update
City of Hesperia
Prepa red for:

City of Hesperia
Contact: Ryan Leonard, Principal Planner
9700 Seventh Avenue
Hesperia, California 92345
760.947.1224
Prepa
red by:

PlaceWorks
Contact: Mark Teague, AICP
3 MacArthur Place, Suite 1100
Santa Ana, CA 92707
[email protected]
www.placeworks.com
Attachment 3

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ADDENDUM TO THE CITY OF HESPERIA GENERAL PLAN EIR

CITY OF HESPERIA
Table of Contents
October 2025 Page i
Section Page

1. ADDENDUM TO THE ADOPTED GENERAL PLAN EIR FOR MINOR MODIFICATIONS TO THE CIRCULATION ELEMENT .............................................................................................................. 1

1.1 Background And Overview ............................................................................................................................... 1

1.2 Proposed Project ................................................................................................................................................. 1

1.3 Certified EIR ........................................................................................................................................................ 2

1.4 Purpose of an EIR Addendum ......................................................................................................................... 4

2. MODIFICATIONS TO CIRCULATION ELEMENT ........................................................................... 6

2.1 Truck Routes ........................................................................................................................................................ 6

2.2 Transportation Network ..................................................................................................................................... 9

3. CEQA ANALYSIS .......................................................................................................................... 15

3.1 Environmental Analysis .................................................................................................................................... 15

3.2 Findings ............................................................................................................................................................... 15

3.3 References ........................................................................................................................................................... 19

Table Page
Table 1 Circulation Element VMT Calculations ........................................................................................... 2

Figures Page
Figure 1 Truck Routes ........................................................................................................................ 7 Figure 2 Circulation Plan ................................................................................................................. 11 Figure 3 Existing Circulation Plan .................................................................................................. 13

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October 2025 Page 1

1. Addendum to the Adopted General Plan EIR for
Minor Modifications to the Circulation Element

1.1 BACKGROUND AND OVERVIEW
This document is an Addendum to the previously certified Environmental Impact Report (EIR) (State Clearinghouse [SCH] No. 2010011011) for the Hesperia General Plan, which was certified on September 8, 2010 (referred to as the “existing General Plan”). The purpose of this Addendum is to evaluate whether the proposed update to the Circulation Element (“Proposed Project”) would modify the existing General Plan in such a way as to result in new environmental impacts or a substantial increase in the severity of previously identified significant effects or would otherwise trigger a need for subsequent environmental review.

This document serves as the environmental documentation for the City’s Circulation Element Update. This addendum to the Certified EIR demonstrates that the analysis in that EIR adequately addresses the potential physical impacts associated with the implementation of the proposed project and that the proposed project would not trigger any of the conditions described in CEQA Guidelines Section 15162 that call for further environmental review.

1.2 PROPOSED PROJECT
The Circulation Element is a comprehensive document that is meant to guide the development of the City’s transportation system so that it can accommodate the needs of existing and planned land uses. The proposed project would make changes to the existing and proposed street network , which would also modify General Plan roadway classifications and roadway widths in certain areas within the City of Hesperia. The Circulation Element considers the flow of people and goods/services within the City, as well as to and from other communities in Southern California, including the broader Victorville Valley region.

The following summarizes the proposed changes to the Circulation Element:
 Incorporate the local truck routes previously identified by the City of Hesperia Engineering Department  Relocate a future I-15 interchange from Muscatel St. to Cedar St.  Reclassify Sultana from 7th Ave. to I Ave. as Second Arterial (formerly Arterial)  Reclassify Sultana from I Ave. to Main St. as Second Arterial (formerly local road)  Remove Mauna Loa extension from 3rd Ave. to Hesperia Rd. / Lemon St.  Remove the previously planned bridge over the Mojave River at Lemon St.

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The City’s updated General Plan roadway network is estimated to generate fewer vehicle miles travelled (VMT) in 2050 compared to the existing General Plan Buildout roadway network (see Table 1, Circulation Element VMT Calculations).

Table 1 Circulation Element VMT Calculations
Scenario Boundary VMT Service Population Boundary VMT/
Service Population
Circulation Element Update 9,009,637 211,334 42.6
Existing Circulation Element 8,592,343 193,083 44.5
Source: Fehr & Peers, 2025

 The following four goals replace the previously adopted goals and guide the expansion of the City’s transportation system:
o Goal 1: A roadway network that provides for the safe and efficient mobility needs of residents, businesses, visitors, and emergency services.
o Goal 2: A circulation system that facilitates the movement of goods and services while minimizing impacts to sensitive land uses, such as homes, schools, and hospitals, and vulnerable roadway users, such as pedestrians and cyclists.
o Goal 3: A comprehensive bicycle and pedestrian network that promotes physical activity and non- automotive travel within Hesperia for people of all ages and abilities. o Goal 4: A transit network that provides safe and convenient access to essential goods and services, job centers, and healthcare facilities.

Maintaining Level of Service D (LOS D) during non-peak hours remains a planning goal, but is no longer a mandate, giving the City flexibility in road design and application and complying with state law Public Resources Code 21099 (SB 743 (2013)) . Reducing VMT is added as a goal reflecting the state guidance . The proposed project would revise the circulation element to refine the street network to accommodate land use changes, minimize VMT, and enhance transportation infrastructure, all in compliance with state law and aligned with the adopted General Plan framework.

1.3 CERTIFIED EIR
The Certified EIR determined that implementation of the existing General Plan would result in significant and unavoidable impacts related to air quality and traffic and circulation. These impacts are summarized below.

Air Quality
 Consistency with the Air Quality Management Plan. The 2010 Certified EIR concluded that the existing General Plan would not conflict with the 2004 Ozone Attainment Plan (OAP), because the 2010 update included minor incremental increase in population and employment growth compared to the previous general plan, and implementation of the goals and policies established within the existing General Plan would ensure that impacts generated by substantial population growth would be avoided or minimized.

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October 2025 Page 3
 Regional Air Quality Emissions. The 2010 Certified EIR identified that construction and operation of individual projects under the existing General Plan may exceed the Mojave Desert Air Quality Management District (MDAQMD) thresholds and would cumulatively contribute to the Mojave Desert Air Basin’s (MDAB) nonattainment designations, including ozone (O3). Implementation of Mitigation Measures AQ-1 through AQ-3 and the general plan policies would reduce impacts; however, impacts were identified as significant and unavoidable.
 Localized Air Quality Emissions. The 2010 Certified EIR identified that buildout of the existing General Plan did not produce the volume of traffic required to generate carbon monoxide (CO) hotspots, even at the most congested and highest volume traffic intersections. However, toxic air contaminants (TACs) were identified as a potential significant impact in the 2010 Certified EIR.

Impacts were reduced to less than significant levels with Implementation of Mitigation Measures AQ- 4 and AQ-5.
1  Odors. The 2010 Certified EIR found that the development under the existing General Plan could generate odors associated with the operation of construction vehicles, application of architectural coatings, cooking from restaurant uses, and trash receptacles from residences, in addition to other typical odor-generating land uses. The 2010 Certified EIR identified that impacts would be reduced to less than significant levels with implementation of Mitigation Measure AQ-6.

Traffic and Circulation
The 2010 Certified EIR indicated that impacts to the roadway plan, goods movement, transit, non- motorized/alternative transportation, and regional transportation would be minimized with the implementation of the General Plan goals and policies. The 2010 Certified EIR determined that impacts on roadways as a result of an increase in LOS would be significant and unavoidable even with the implementation of Mitigation Measure TIA -1, which requires a traffic study for individual projects as deemed necessary by the Development Services Director.

The purpose of PRC 21099 (SB 743(2013)) is to promote the reduction of greenhouse gas emissions, the development of multimodal transportation networks, and a diversity of land uses. Under SB 743, a project’s effect on automobile delay shall not constitute a significant environmental impact under CEQA. Therefore, level of service (LOS) and similar vehicle delay or capacity metrics may no longer serve as transportation impact metrics for CEQA analysis. The California Office of Planning and Research updated the CEQA Guidelines and provided a final technical advisory (December 2018), which recommends VMT as the most appropriate measure of transportation impacts under CEQA. The California Natural Resources Agency certified and adopted the CEQA Guidelines, including the Guidelines section implementing SB 743. The changes were approved by the Office of the Administrative Law and are in effect.

1 The 2010 Certified EIR also identified air quality impacts from siting sensitive uses proximate to major sources of air pollution that generate toxic air contaminants (TACs) and indoor air pollution. However, CEQA does not require analysis this type of analysis (California Building Industry Association v. Bay Area Air Quality Management District (2015) 62 Cal.4th 369 (Case No. S213478)).

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1.4 PURPOSE OF AN EIR ADDENDUM
According to CEQA Guidelines Section 15164(a), an addendum shall be prepared if some changes or additions to a previously adopted EIR are necessary, but none of the conditions enumerated in CEQA Guidelines Sections 15162(a)(1)– (3) calling for the preparation of a subsequent EIR have occurred. As stated in CEQA Guidelines Section 15162 (Subsequent EIRs and Negative Declarations):

Section 15162
When an EIR has been certified or negative declaration adopted for a project, no subsequent EIR shall be prepared for that project unless the lead agency determines, on the basis of substantial evidence in the light of the whole record, one or more of the following:
(1) Substantial changes are proposed in the project which will require major revisions of the previous EIR or negative declaration due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; (2) Substantial changes occur with respect to the circumstances under which the project is undertaken which will require major revisions of the previous EIR or negative declaration due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; or (3) New information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the previous EIR was certified as complete or negative declaration was adopted, shows any of the following:
(a) The project will have one or more significant effects not discussed in the previous EIR or negative declaration;
(b) Significant effects previously examined will be substantially more severe than shown in the previous EIR;
(c) Mitigation Programs or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation Program or alternative; or (d) Mitigation Programs or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation Program or alternative.

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1.4.1 Rationale for Preparing an EIR Addendum
As stated in CEQA Guidelines Section 15164 (Addendum to an EIR):
(a) The lead agency or responsible agency shall prepare an addendum to a previously certified EIR if some changes or additions are necessary but none of the conditions described in Section 15162 calling for preparation of a subsequent EIR have occurred. (b) An addendum to an adopted negative declaration may be prepared if only minor technical changes or additions are necessary or none of the conditions described in Section 15162 calling for the preparation of a subsequent EIR or negative declaration have occurred. (c) An addendum need not be circulated for public review but can be included in or attached to the final EIR or adopted negative declaration.
(d) The decision-making body shall consider the addendum with the final EIR or adopted negative declaration prior to making a decision on the project.
(e) A brief explanation of the decision not to prepare a subsequent EIR pursuant to Section 15162 should be included in an addendum to an EIR, the lead agency’s findings on the project, or elsewhere in the record. The explanation must be supported by substantial evidence.

The proposed project would include the Circulation Element Update with minor modifications to the existing and proposed street network. The VMT calculation indicates a reduction in VMT per service population. Due to the minor nature of the changes, an Addendum is recommended, rather than an IS/MND or new EIR, by CEQA Guidelines Section 15164. The project evaluates existing and proposed roadways from the adopted General Plan and its Certified EIR. The update will not trigger new significant impacts. Using an Addendum builds on prior work adopted by the City for the General Plan . As this Addendum is supported by substantial evidence, it provides the same protection as the original General Plan EIR if challenged.

A copy of this addendum, and all supporting documentation, may be reviewed or obtained at the City of Hesperia, Planning Department, 9700 Seventh Ave., Hesperia, CA 92345 Monday, Tuesday, Thursday 7:30 AM – 5:30 PM, Wednesday 9:00 AM – 5:30 PM, Friday 7:30 AM – 4:30 PM. The documents will also be made available on the Planning Department’s website - https://www.hesperiaca.gov/409/Hesperia-General-Plan.

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2. Modifications to Circulation Element

2.1 TRUCK ROUTES
Figure 1, Truck Routes, would be added to the Circulation Element (Exhibit CI-22).

In addition, the Circulation Element includes revised language regarding truck routes on page CI -49.

Designated truck routes are as follows:

Bear Valley Road
 between Pacoima Road and the Mojave River

I Avenue
 between Bear Valley Road and Lemon Street

Eucalyptus Street
 between Santa Fe Avenue and I Avenue
Lemon Street
 between Santa Fe Avenue and I Avenue

Santa Fe Avenue
 between I Avenue and Lemon Street

Phelan Road
 between Bellflower Street and U.S. Highway 395
Joshua Street
 between Caliente Road and Mariposa Road

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Figure 1 Truck Routes

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2.2 TRANSPORTATION NETWORK
In addition, Figure 2, Circulation Plan, would replace the Circulation Element transportation network (Exhibit CI-1), as shown in Figure 3, Existing Circulation Plan. The proposed project would make the following changes to the transportation network map:
 Relocate future I-15 interchange from Muscatel St. to Cedar St.  Reclassify Sultana from 7th Ave. to I Ave. as Second Arterial (formerly Arterial)  Reclassify Sultana from I Ave. to Main St. as Second Arterial (formerly local road)  Remove Mauna Loa extension from 3rd Ave. to Hesperia Rd. / Lemon St.  Remove the previously planned bridge over the Mojave River at Lemon St.

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Figure 2 Circulation Plan

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Figure 3 Existing Circulation Plan

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3. CEQA Analysis

3.1 ENVIRONMENTAL ANALYSIS
As shown in Figure 1, Truck Routes, the local truck routes are located within the Main Street Freeway Corridor Specific Plan (MSFCSP). This area is primarily characterized by industrial, commercial, institutional, and office, uses, with low density residential east of I Avenue. These local truck routes would not impact the surrounding environment as truck routes are not an unusual activity within the area due to the existing businesses that rely on trucks.

In addition, the air quality mitigation measures in the Certified EIR would help reduce impacts with the proposed changes, including setbacks and buffer zones between sensitive receptors. The proposed project will also introduce new circulation policies that would benefit residents, such as Policy CI -2.1., which aims to facilitate the efficient transport of goods while minimizing negative impacts on local circulation and noise- sensitive land uses. Therefore, the proposed truck routes are not anticipated to result in significant environmental or community health impacts based on existing conditions and land use.

3.2 FINDINGS
For the reasons explained in this addendum, the project would not cause any new significant environmental impacts or substantially increase the severity of significant environmental impacts disclosed in the Certified EIR. Thus, the proposed project does not trigger any of the conditions in CEQA Guidelines Section 15162 , requiring the preparation of a subsequent EIR, and the appropriate environmental document as authorized by CEQA Guidelines Section 15164(b) is an addendum. The following identifies the standards set forth in Section 15162 of the CEQA Guidelines as they relate to the proposed project.

1. No substantial changes are proposed in the project which would require major revisions of the EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects.

The local truck routes within the MSFCSP area (Figure 1) are not expected to significantly increase impacts, as they follow established arterials and collectors already utilized by trucks and would result in similar activities .

Furthermore, the proposed project does not alter the existing land use pattern, as most future transportation improvements would occur on existing roads or through the construction of new road segments in undeveloped areas.

Additionally, no new significant environmental impacts have been identified beyond those already assessed in the General Plan EIR. As noted in Section 1.3, Certified EIR, significant and unavoidable impacts to air quality, land use, traffic, and circulation were previously determined. While the proposed project may result in physical impacts due to future transportation improvements, the analysis and mitigation measures from the General

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Plan EIR will still apply. For example, the air quality mitigation measures include setbacks and buffer zones between sensitive receptors (Mitigation Measure AQ -4). The proposed project will also introduce new circulation policies that would benefit residents, such as Policy CI -2.1, which aims to facilitate the efficient transport of goods while minimizing negative impacts on local circulation and noise-sensitive land uses. Despite these mitigation measures, the development of the General Plan will contribute to cumulative air quality impacts, both locally and regionally. The proposed project will not alter the air quality impact determinations made in the Certified EIR.

The Land use impacts would stay the same as the Certified EIR since the land use pattern is not changing under the proposed project. While the Certified EIR assessed transportation impacts based on Level of Service (LOS) metrics, state law now requires the analysis of transportation impacts based on Vehicle Miles Traveled (VMT) rather than LOS. As shown in Table 1, VMT under the proposed project is expected to be lower.

The City also evaluated impacts to roadway Level of Service (LOS) to ensure that the changes would not negatively impact circulation patterns. The analysis indicates that segment LOS under the proposed project remains consistent with segment LOS under the existing General Plan and does not create new, or exacerbate previously identified, deficiencies in the roadway network.

All other impacts and mitigation measures outlined in the Certified EIR will remain applicable. For instance, in the case of biological resources, the Certified EIR requires biological resource evaluations before development actions, including site- specific surveys for special -status species in identified habitat areas, particularly near linkage corridors and special survey areas (Mitigation Measure BR-1). As the revised circulation element will be part of the entire General Plan, all mitigation measures and policies in the remainder of the General Plan will apply.

Section 2, Modifications to Circulation Element, of this Addendum replaces existing figures and text in the Certified EIR to reflect the proposed project. These listed changes are not substantial changes that would necessitate major revisions of the Certified EIR. While the project involves physical impacts, it does not introduce new significant environmental effects or substantially increase the severity of previously identified impacts. The anal ysis and mitigation measures from the previously Certified EI R remain applicable to the proposed project.

2. No new information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the EIR was certified shows:
a. The project will have one or more significant effects not discussed in the previous EIR.

In regard to transportation, VMT was used as the metric for greenhouse gas emissions. Emissions were determined by multiplying total vehicle miles traveled per day by emission factors, which account for exhaust emissions from starting, running, idling, and factors like tire and brake wear. The Certified EIR did not evaluate VMT since it was not required at the time, so the project team modeled VMT using the previously existing general plan’s land plan buildout projections. As shown in Table 1, VMT under the proposed project is expected to be lower than the existing general plan.

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CITY OF HESPERIA

3. CEQA Analysis
October 2025 Page 17
The City also evaluated impacts to roadway Level of Service (LOS) to ensure that the changes would not negatively impact circulation patterns. The analysis indicates that segment LOS under the proposed project remains consistent with segment LOS under the existing General Plan and does not create new, or exacerbate previously identified, deficiencies in the roadway network. b. Significant effects previously examined will be substantially more severe than shown in the previous EIR.

The Certified EIR identifies significant and unavoidable impacts to air quality, traffic, and circulation. While the proposed project may result in physical impacts from future transportation improvements, the analysis and mitigation measures from the General Plan EIR will still apply. For example, air quality mitigation measures include setbacks and buffer zones between sensitive receptors (Mitigation Measure AQ -4). Despite these mitigation measures, the development of the existing General Plan will still contribute to cumulative air quality impacts at both local and regional levels. The proposed project will not change the air quality impact conclusions from the Certified EIR, and land use impacts will remain the same since the land use pattern is not bein g altered. Although the Certified EIR assessed transportation impacts based on LOS, Senate Bill 743 now requires the analysis to focus on VMT. As shown in Table 1, VMT under the proposed project is expected to be lower.

No significant effects previously examined will be substantially more severe than shown in the Certified EIR. c. Mitigation measures or alternatives previously found not to be feasible would in fact be feasible and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative.

The mitigation measures outlined in the Certified EIR would remain applicable. For example, air quality mitigation measures include setbacks and buffer zones between sensitive receptors (Mitigation Measure AQ- 4). In the case of biological resources, the Certified EIR requires biological resource evaluations before development actions, including site- specific surveys for special -status species in identified habitat areas, particularly near linkage corridors and special survey areas (Mitigation Measure BR-1 ). All other mitigation measures identified in the Certified EIR will continue to apply, ensuring that the proposed project addresses previously identified environmental impacts.
d. Mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure o r alternative.

There are no mitigation measures or alternatives significantly different from those analyzed in the General Plan EIR. Any potential mitigation or alternatives would not reduce the significant effects already identified in the Certified EIR. The proposed pr oject is expected to have similar significant impacts to those outlined in the Certified EIR, and all associated policies and mitigation measures identified in the Certified EIR to address physical environmental effects will apply to future development, maintaining their mitigating effect. As noted earlier, the project primarily proposes refinements to align with the latest legal requirements and updates policies and best practices for circulation, without altering the underlying land uses or increasing environmental impacts compared to the existing General Plan. Since no new significant impacts are anticipated from the adoption of

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the Circulation Element Update, no additional mitigation measures or alternatives are required for the proposed project.

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October 2025 Page 19

3.3 REFERENCES
Bay Area Air Quality Management District (BAAQMD). 2023, April. 2022 California Environmental Quality Act Guidelines Chapters. https://www.baaqmd.gov/plans-and-climate/california-environmental- quality-act-ceqa/updated-ceqa-guidelines.

Bureau of Land Management (BLM). 2004. West Mojave Plan. https://eplanning.blm.gov/public_projects/lup/72544/97517/117675/wemo_plan_vol-1_2004.pdf California Department of Transportation (Caltrans). 2024, August 7 (accessed). California State Scenic Highway System Map.
https://caltrans.maps.arcgis.com/apps/webappviewer/index.html?id=465dfd3d807c46cc8e8057116f 1aacaa.

California Department of Forestry and Fire Protection (CAL FIRE). 2024a. California Vegetation – WHR13 Types. https://gis.data.ca.gov/maps/CALFIRE-Forestry::california-vegetation-whr13-types/about ______.2024b. Fire Hazard Severity Zone Viewer.
https://experience.arcgis.com/experience/03beab8511814e79a0e4eabf0d3e7247/. ______. 2024c, August 7 (accessed). Defensible Space. https://www.fire.ca.gov/dspace.

California Public Utilities Commission (CPUC). 2024, August 7 (accessed). Tree Trimming and Vegetation Management Information. https://www.cpuc.ca.gov/regulatory -services/safety/electric-safety-and- reliability-branch/electric-and-cip-audits-introduction/tree-trimming-and-vegetation-management- information
CalRecycle. 2024a, September 16 (accessed). SWIS Facility/Site Activity Details. https://www2.calrecycle.ca.gov/SolidWaste/SiteActivity/Details/1870?siteID=2652. ______.2024b, September 16 (accessed). Estimated Solid Waste Generation Rates. https://www2.calrecycle.ca.gov/WasteCharacterization/General/Rates.

Department of Conservation (DOC). 1993. Mineral Land Classification of Concrete Aggregate Resources in the Barstow -Victorville Area.
https://maps.conservation.ca.gov/cgs/informationwarehouse/index.html?map=regulatorymaps ______. 2024, September 9 (accessed). California Important Farmland Finder. https://maps.conservation.ca.gov/DLRP/CIFF/.

Department of Finance (DOF). 2024, September 5 (accessed). Table E-5: Population and Housing Estimates for Cities, Counties, and the State, 2020 -2024.
https://dof.ca.gov/forecasting/demographics/estimates/e-5-population-and-housing-estimates-for- cities-counties-and-the-state-2020-2024/.

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CITY OF HESPERIA

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Department of Toxic Substances (DTSC). 2024, September 5 (accessed). Envirostor. https://www.envirostor.dtsc.ca.gov/public/search?CMD=search&city=Hesperia&zip=&county=&c ase_number=&business_name=&FEDERAL_SUPERFUND=True&STATE_RESPONSE=True& VOLUNTARY_CLEANUP=True&SCHOOL_CLEANUP=True&CORRECTIVE_ACTION=Tru e&tiered_permit=True&evaluation=True&operating=True&post_closure=True&non_operating=Tr ue&inspections=True&inspectionsother=True.

Department of Water Resources (DWR). 2024, August 7 (accessed). SGMA Portal. https://sgma.water.ca.gov/portal/gsp/status.

Fehr and Peers. 2024, October. Draft Transportation Study for Hesperia General Plan.

Hesperia Water District (HWD). 2021. Hesperia Water District 2020 Urban Water Management. https://www.cityofhesperia.us/DocumentCenter/View/17573/Draft-2020-Urban-Water- Management-Plan?bidId=.

Hesperia, City of. 2010. July 20. Hesperia Climate Action Plan. https://www.cityofhesperia.us/DocumentCenter/View/1587/Climate-Action-Plan-7210?bidId= ______. 2017. Hazard Mitigation Plan. https://www.cityofhesperia.us/DocumentCenter/View/14830/2017- Hazard-Mitigation-Plan?bidId=
Mojave Desert Air Quality Management District (MDAQMD). 2020, February. California Environmental Quality Act (CEQA) and Federal Conformity Guidelines.
https://www.mdaqmd.ca.gov/home/showpublisheddocument/8510/638126583450270000.

Southern California Association of Governments (SCAG). 2024 a, August 7 (accessed). A Plan for a Brighter Future. https://scag.ca.gov/connect-socal.
______. 2024b. Connect SoCal. https://scag.ca.gov/sites/main/files/file-attachments/23-2987-connect- socal-2024-final-complete-040424.pdf?1714175547.

Southwest Gas Corporation (SCG). 2024. Maps. https://www.swgas.com/1409184639136/MAPS---Eff-May- 23-2024.pdf
State Water Resources Control Board. 2024, September 5 (accessed). Geotracker. https://geotracker.waterboards.ca.gov/map/?CMD=runreport&myaddress=hesperia.

United States Geological Survey (USGS). 2024, September 5 (accessed). Land Subsidence in the Mojave River and Morongo Groundwater Basins, Southwestern Mojave Desert, California, 2014 –2019. https://ca.water.usgs.gov/mojave/mojave-subsidence-2014-2019.html.

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Draft Transportation Study for
Hesperia General Plan
Prepared for:

City of Hesperia
October 2025
OC24-1045
Attachment 4

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Table of Contents

1 Introduction ............................................................................................................................. 1

1.1 Project Description...................................................................................................................................................... 1

1.2 Study Area ...................................................................................................................................................................... 1

1.3 Analysis Scenarios ....................................................................................................................................................... 2 2 Analysis Methodology ............................................................................................................ 3

2.1 VMT Methodology ...................................................................................................................................................... 3

2.2 Traffic Forecasts ........................................................................................................................................................... 3

2.3 Intersection Analysis................................................................................................................................................... 4

1.3 Roadway Segment Analysis ..................................................................................................................................... 5

2.4 Regulatory Setting and Significance Criteria .................................................................................................... 5 3 Vehicle Miles Traveled ............................................................................................................ 6

3.1 Land Use ......................................................................................................................................................................... 6

3.2 Vehicle Miles Traveled ............................................................................................................................................... 7 4 Intersection Analysis ............................................................................................................. 10

4.1 Existing Year (2024) Conditions ...........................................................................................................................10

4.2 Cumulative Year (2050) Conditions ....................................................................................................................13 5 Roadway Segment Analysis ................................................................................................. 17

5.1 Existing Year (2024) Conditions ...........................................................................................................................17

5.2 Cumulative Year (2050) Conditions ....................................................................................................................17

5.3 Recommendations ....................................................................................................................................................20 6 Collision Analysis ................................................................................................................... 22

6.1 Collision Data Analysis ............................................................................................................................................22

6.2 Observations ...............................................................................................................................................................26

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List of Figures

Figure 1 Existing Year (2024) Conditions Peak Hour Traffic Volumes and Lane Configurations ................ 12 Figure 2 General Plan Buildout (2050) Conditions Peak Hour Traffic Volumes and Lane Configurations ......................................................................................................................................................................................... 15 Figure 3 Hesperia Collision Heat Map (2018-2022) ..................................................................................................... 24 Figure 4: PCF for All Injury and KSI Collisions .................................................................................................................. 25 Figure 5: Collision Type for All Injury and KSI Collisions ............................................................................................. 26

List of Tables

Table 1: VMT Thresholds .................................................................................................................................................................. 3 Table 2: Intersection Level of Service Criteria .......................................................................................................................... 4 Table 3: Roadway Segments LOS Threshold Based on ADT .............................................................................................. 5 Table 4: Transportation Significance Criteria ........................................................................................................................... 5 Table 5: Land Use Inputs for Hesperia General Plan ............................................................................................................. 6 Table 6: VMT by Vehicle Class (Half-Accounting OD VMT/RTAC Methodology) ...................................................... 8 Table 7: Project-Level VMT Assessment (Full Accounting OD VMT) .............................................................................. 9 Table 8: Cumulative-Level VMT Assessment ............................................................................................................................ 9 Table 9: Existing (2024) Intersection Level of Service ......................................................................................................... 10 Table 10: Cumulative Year (2050) Plus Project Intersection Level of Service ............................................................ 13 Table 11: Existing Year (2024) Conditions – Roadway Segment LOS .......................................................................... 18 Table 12: Cumulative Year (2050) Conditions – Roadway Segment LOS ................................................................... 19 Table 13: Cumulative Year (2050) Conditions With Improvements – Roadway Segment LOS ......................... 21 Table 14: Collision Counts by Type (2018-2022) .................................................................................................................. 22

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City of Hesperia General Plan Update 1
1 Introduction
Fehr & Peers has completed the transportation study for the proposed Hesperia General Plan Update in the City of Hesperia, California. This report summarizes the methodology, findings, and conclusions of the study, including identification of recommended mitigation measures necessary to maintain consistency with the goals and policies of the proposed General Plan.

This chapter outlines the geographic scope of the transportation impact analysis, including the study area.

1.1 Project Description
The proposed City of Hesperia General Plan Update consists of an approximate 26-year absorption of land use and associated planned infrastructure within the City and Sphere of Influence (SOI). The General Plan Update Buildout assumes a growth of 29,844 households and 24,333 jobs.

1.2 Study Area
The study area of this analysis includes intersections and roadway segments in the City of Hesperia that are anticipated to be affected by the proposed General Plan.

Intersections:

1. Cataba Road & Main Street

2. Key Pointe Avenue & Main Street

3. I-15 Southbound Ramps & Main Street

4. I-15 Northbound Ramps & Main Street

5. Mariposa Street & Main Street

6. US-395 & Joshua Street

7. I-15 Northbound Ramps & Bear Valley Road

8. Mariposa Road & Bear Valley Road
Roadway Segments:

1. Bear Valley Road between 2nd Avenue and Hesperia Road

2. Bear Valley Road east of Mojave Fish Hatchery Road

3. Escondido Avenue south of Main Street

4. Eucalyptus Street between Mariposa Road and Maple Avenue

5. Mesquite Street between Fuente Avenue and Bandicoot Trail

6. Maple Avenue between Willow Street and Main Street

7. Ranchero Road between Lyons Avenue and Oxford Avenue

8. Lemon Street between Santa Fe Avenue and E Avenue

9. Lemon Street east of Choiceana Avenue

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City of Hesperia General Plan Update
October 2025
2 10. Cottonwood Avenue between Sequoia Street and Bear Valley Road

11. Cottonwood Avenue between Willow Street and Main Street

12. Muscatel Street between Malibu Avenue and Escondido Avenue

1.3 Analysis Scenarios
To identify potential significant project impacts, Fehr & Peers analyzed the effects of traffic under the following three scenarios:
• Existing Year (2024) Conditions – Intersection and roadway traffic counts were collected in May of 2024 on a Tuesday while schools were in session. The traffic counts represent the average daily and peak hour traffic volumes on typical weekdays (Tuesday through Thursday). • Cumulative Year (2050) No Project Conditions – Consists of forecasted volumes based on growth and travel forecasts contained in the Future Year San Bernardino Transportation Analysis Model Plus (SBTAM+). No Project Conditions is consistent with the City’s current General Plan. • Cumulative Year (2050) Plus Project Conditions – Consists of forecasted volumes based on growth and travel forecasts contained in the Future Year SBTAM+ outside the City of Hesperia and SOI, and projected land use and planned infrastructure within the City of Hesperia as proposed in the General Plan Update.

Intersection and roadway segment Level of Service (LOS) is required by the City for planning purposes, but it is not used to identify significant project impacts pursuant to the California Environmental Quality Act (CEQA). The City of Hesperia adopted California Environmental Quality Act (CEQA) thresholds consistent with Senate Bill 743, which identified that Vehicle Miles Traveled (VMT) would be used to evaluate significant transportation impacts under CEQA.

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City of Hesperia General Plan Update 3
2 Analysis Methodology
The transportation study methodology includes a combination of quantitative and qualitative evaluations of the roadway, bicycle, pedestrian, and transit components of the transportation system.

2.1 VMT Methodology
The City of Hesperia Traffic Impact Analysis (TIA) Guidelines (July 2020) (City’s TIA Guidelines) adopted project VMT Impacts are based on the origin-destination (OD) method using VMT per service population.

Given this Project is a citywide General Plan update, the Project will have impact on VMT if there is a net increase in VMT per service population under the plus project condition compared to the no project condition. The City’s TIA Guidelines also adopted cumulative VMT threshold based on link-level boundary VMT method. The proposed General Plan will have a cumulative impact on VMT if the boundary VMT per service population within County of San Bernardino increases under the plus project condition compared to the no project condition. Table 1 summarizes VMT thresholds.

Table 1: VMT Thresholds
Impact Categories Significance Thresholds
Project VMT
Threshold
 The cumulative year OD VMT per service population within the City and SOI increases under the plus project condition compared to the no project condition.

Cumulative VMT
Threshold
 The cumulative year link-level boundary VMT per service population within the County of San Bernardino increases under the plus project condition compared to the no project condition.

Note(s):

1. Service population is defined as population plus employment.

Source: City of Hesperia, 2020 and Fehr & Peers, 2025.

2.2 Traffic Forecasts
SBTAM+ was used to forecast intersection and roadway segment volumes, estimate existing and future VMT, and to perform an evacuation assessment. SBTAM+ is consistent with the 2024 Southern California Association of Governments Regional Transportation Plan/Sustainable Communities Strategies (SCAG RTP/SCS); it has a base year of 2019 and a forecast year of 2050.

Roadway network and land use inputs developed in collaboration with the City were used to update the base year model to Existing Year 2024 Conditions and the future year models to represent the Cumulative Year 2050 Conditions.

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City of Hesperia General Plan Update
October 2025
4 The Base Year and Future Year models can produce link and intersection volume forecasts. National Cooperative Highway Research Program (NCHRP) Report 255 prescribes a variety of methods for developing intersection turning movement volume forecasts from travel demand model outputs. For typical applications, the Base Year and Future Year model outputs are compared to one another and are used in conjunction with existing traffic counts to develop future traffic forecasts. In this study, the absolute difference between the Existing Year (2024) and Future Year (2050) model outputs were utilized to develop the 2050 volume forecasts. This method is known as the difference method and is a state-of- the-practice approach consistent with NCHRP Report 255.

2.3 Intersection Analysis
Intersection operations were evaluated using methodologies consistent with the Highway Capacity Manual (HCM) 7th Edition (Transportation Research Board (TRB), 2022). The HCM 7 Edition methodology for signalized intersections estimates the average control delay for vehicles at the intersection. After the quantitative delay estimates are complete, the methodology assigns a qualitative letter grade that represents the operations of the intersection. These grades range from level of service (LOS) A (minimal delay) to LOS F (congested conditions). LOS E represents at-capacity operations. Descriptions of the LOS letter grades for both signalized and unsignalized intersections are provided in Table 2.

Consistent with the City’s General Plan policies, intersections should operate at LOS D or better. Caltrans no longer defines acceptable LOS standards with their latest adoption of the Vehicle Miles Traveled - Focused Transportation Impact Study Guide (TISG), May 2020. This study assumes City of Hesperia LOS “D” minimum acceptable standard at Caltrans locations.

Table 2: Intersection Level of Service Criteria
Level of
Service Description
Signalized
Delay (seconds/vehicle)
A Operations with very low delay occurring with favorable progression and/or short cycle length. ≤ 10.0
B Operations with low delay occurring with good progression and/or short cycle lengths. > 10.0 to 20.0
C
Operations with average delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures begin to appear.
> 20.0 to 35.0
D
Operations with longer delays due to a combination of
unfavorable progression, long cycle lengths, or high V/C ratios.

Many vehicles stop and individual cycle failures are noticeable. > 35.0 to 55.0
E
Operations with high delay values indicating poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent occurrences.
> 55.0 to 80.0

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City of Hesperia General Plan Update 5
F
Operation with delays unacceptable to most drivers occurring due to over saturation, poor progression, or very long cycle lengths.
> 80.0
3 Source: Highway Capacity Manual, 7th Edition. (Transportation Research Board, 2022)

1.3 Roadway Segment Analysis
LOS was evaluated for roadway segments in the City of Hesperia to ensure consistency with adopted General Plan policies. The Average Daily Traffic (ADT) is reported for each roadway. General daily service volume thresholds from the HCM 7 Edition (TRB, 2022) were used to assign LOS letter grades based on the ADT. Consistent with intersection analysis, roadway segment LOS letter grades range from LOS A (minimal delay) to LOS F (excessive congestion). LOS E represents at-capacity operations, as presented in Table 3. The City strives to maintain a citywide LOS standard not exceeding D for roadway segments.

Table 3: Roadway Segments LOS Threshold Based on ADT
Number of Lanes LOS B LOS C LOS D LOS E LOS F
Arterial
2 1 lane in each direction - < 7,000 7,000 – 14,300 14,300 – 16,500 > 16,500 4 2 lanes in the other direction - < 14,900 14,900 – 30,200 30,200 – 33,100 > 33,100 6 3 lanes in each direction - < 23,000 23,000 – 46,500 46,500 – 49,700 > 49,700 Source: Highway Capacity Manual, 7th Edition (TRB, 2022) Exhibits 12-39 and 16-16, Fehr & Peers, 2025.

2.4 Regulatory Setting and Significance Criteria
The criteria used to evaluate the project impacts to transportation are described in the 2023 California Environmental Quality Act Statute & Guidelines (Association of Environmental Professionals, 2023). Specific criteria to be used for identifying potential transportation impacts are presented in Table 4.

Table 4: Transportation Significance Criteria
Impact Categories CEQA Significance Criteria
Plan Conflict The project would conflict with a program, plan, ordinance or policy addressing the circulation system, including transit, roadways, bicycle and pedestrian facilities.

VMT Impacts The project would result in a VMT-related impact as described in Table 1.

Hazard Impact
The project would substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment).

Emergency Access Impact The project would result in inadequate emergency access.

Source: 2023 California Environmental Quality Act Statute & Guidelines (Association of Environmental Professionals, 2023).

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City of Hesperia General Plan Update
October 2025
6 3 Vehicle Miles Traveled
This chapter evaluates potential VMT impacts of the City of Hesperia General Plan Update.

3.1 Land Use
Land use inputs in SBTAM+ City of Hesperia and SOI were updated through coordination with City of Hesperia staff to develop Existing Year (2024) Conditions, Cumulative Year (2050) No Project Conditions, and Cumulative Year (2050) Plus Project Conditions. The land use assumptions for each scenario are summarized in Table 5.

Table 5: Land Use Inputs for Hesperia General Plan
Land Use Existing Year
(2024)
Cumulative Year
(2050) No Project
Cumulative Year
(2050) Plus Project
Households 31,727 54,430 61,570
Population 110,369 144,538 162,832
Total Employment 24,169 48,545 48,502
Agriculture Employment 49 97 90
Construction Employment 1,483 2,361 2,367
Manufacturing Employment 650 1,632 1,472
Wholesale Employment 589 2,173 1,753
Retail Employment 4,966 7,736 7,925
Transportation, Warehousing
and Utility Employment 3,432 10,863 10,778
Information Employment 105 306 166
Financial Employment 637 1,047 1,007
Professional Employment 1,579 3,242 3,333
Educational Employment 6,286 12,560 11,225
Hospitality Employment 2,085 2,614 4,045
Service Employment 1,223 2,775 3,145
Public Administration
Employment 1,084 1,121 1,195
Source: Fehr & Peers, 2025.

The proposed General Plan assumes a growth of 29,844 households and 24,333 jobs - an increase of 7,140 households and a decrease of 25 jobs compared to the current General Plan.

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City of Hesperia General Plan Update 7

3.2 Vehicle Miles Traveled
The City of Hesperia adopted VMT thresholds in July 2020. VMT Impacts are based on the OD method using VMT per service population within the County of San Bernardino jurisdictional boundary.

Project VMT Threshold
Project VMT was estimated using the Half Accounting and Full Accounting Origin/Destination (OD) Methods. There are three types of trips that were considered for this analysis; trips that simply pass - through the City are not included in the Project VMT analysis. • I-I: Trips that start within the City of Hesperia SOI and end within the City of Hesperia SOI. • I-X: Trips that start within the City of Hesperia SOI and end outside the City of Hesperia SOI. • X-I: Trips that start outside the City of Hesperia SOI and end within the City of Hesperia SOI.

Half Accounting Method
The Half Accounting Method is referred to as the Regional Targets Advisory Committee (RTAC) method.

Using this methodology, 100 percent of the trip length with two trip ends within a jurisdiction is attributed to that agency, and 50 percent of the trip length with only one trip end within a jurisdiction is allocated to the jurisdiction (the other 50 percent is allocated to the jurisdiction where the other trip end is located).

The Half Accounting Method is used to evaluate Greenhouse Gas (GHG) Emissions for General Plan documents (especially when looking at GHG as it relates to Climate Action Plans) and is provided in Table 6 for informational purposes only.

Full Accounting Method
The Full Accounting Method evaluates 100 percent of the trip length with one or both trip ends within a jurisdiction. The Full Accounting Method was used to determine the Project VMT Threshold. A Project VMT Impact would occur if the proposed City of Hesperia General Plan Update (i.e., Cumulative Year (2050) Plus Project) OD VMT per Service Population (SP) exceeds the current City of Hesperia General Plan Buildout (i.e., Cumulative Year (2050) No Project) OD VMT/SP.

As shown in Table 7, the OD VMT/SP under the Cumulative Year (2050) Plus Project Conditions does not exceed the OD VMT/SP under Cumulative Year (2050) No Project Conditions. The OD VMT/SP is projected to decrease under the proposed General Plan (42.6 miles of travel per person) as compared to the current General Plan (44.5 miles of travel per person), indicating that the population is expected to travel in a more efficient manner.

The improvement in travel efficiency is the result of people making fewer trips and /or traveling shorter distances due to increased availability of active modes of transportation and/or better accessibility to destinations by all modes of transportation. Projects such as the proposed Hesperia Commerce Center II provide local jobs and reduce the distance residents travel to similar employment opportunities. The proposed Brightline high-speed rail station also increases opportunities for commuters to shift to transit.

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Ci
ty of Hesperia General Plan Update
October 2025
8 Table 6: VMT by Vehicle Class (Half-Accounting OD VMT/RTAC Methodology) Year
Auto1 LHDT2 MHDT3 HHDT4 Total VMT RTAC
VMT

I X I X I X I X I X
100% ii
+50% ix
& xi
City of Hesperia and Sphere of Influence
Existing (2024) I 517,818 1,603,416 3,117 19,382 2,565 15,506 1,427 108,428 524,927 1,746,731 2,300,665 X 1,662,010 - 19,324 - 15,454 - 107,958 - 1,804,746 - Cumulative Year
No Project
(2050)
I 948,327 2,887,069 9,194 40,908 8,549 35,534 7,010 276,445 973,080 3,239,956 4,296,171
X 3,053,260 - 40,955 - 35,584 - 276,428 - 3,406,227 - Proposed
General Plan
(2050)
I 1,079,367 2,982,179 8,916 39,431 7,936 33,443 6,660 266,525 1,102,879 3,321,578 4,504,819
X 3,144,089 39,371 33,387 265,454 3, 482,300 - Note:

1. Auto = Passenger Cars.

2. LHDT = Light heavy-duty trucks.

3. MHDT = Might heavy-duty trucks.

4. HHDT = Heavy heavy-duty trucks.

Source: SBTAM+ & Fehr & Peers, 2025.

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City of Hesperia General Plan Update 9
Table 7: Project-Level VMT Assessment (Full Accounting OD VMT) Metric Existing Year
(2023)
Cumulative Year
(2050) No
Project
Cumulative Year
(2050) Plus
Project
City of Hesperia SOI OD VMT (Daily total) 4,601,330 8,592,343 9,009,637 City of Hesperia SOI Service population 134,538 193,083 211,334 OD VMT per Service Population (OD VMT/SP) 34.2 44.5 42.6 Note(s):

1. Service population is defined as population plus employment.

Source: SBTAM & Fehr & Peers, 2025.

Cumulative VMT Threshold
A Cumulative VMT Impact was identified if the cumulative year link-level boundary VMT/SP within the County of San Bernardino boundary increases under proposed City of Hesperia General Plan Update (i.e., Cumulative Year (2050) Plus Project) as compared to the current City of Hesperia General Plan Buildout (i.e., Cumulative Year (2050) No Project).

The boundary VMT was completed by selecting all roadway segments in the SBTAM+ model within the San Bernardino County boundary and multiplying the number of trips on each roadway segment by the length of that roadway segment. As presented in Table 8, the County of San Bernardino VMT/SP under the Cumulative Year (2050) Plus Project Conditions does not exceed the County of San Bernardino VMT/SP under the Cumulative Year (2050) No Project Conditions.

Table 8: Cumulative-Level VMT Assessment
Metric Adopted General Plan
(2045)
Proposed General Plan
(2045)
County of San Bernardino VMT (Daily total) 92,225,013 89,432,182 County of San Bernardino Service Population 3,761,191 3,779,442 VMT per Service Population (VMT/SP) 24.5 23.7
Note(s):

1. Service population is defined as population plus employment.

Source: Fehr & Peers, 2025.

VMT Impact Conclusion
The results of the VMT assessment indicate that, with implementation of the land use and circulation element in the proposed General Plan, VMT/SP would be reduced by approximately four (4) percent at the Project-Level and three (3) percent at the Cumulative-Level (i.e., improves) compared to the current General Plan.

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City of Hesperia General Plan Update
October 2025
10 4 Intersection Analysis

4.1 Existing Year (2024) Conditions
Traffic Counts
Traffic counts were collected in May of 2024 during morning peak period (7AM – 9AM) and evening peak period (4 PM - 6 PM) at the eight existing study intersections listed in Chapter One. Counts were collected during fair weather, while school was in session, and during a typical (non-holiday) Tuesday. The turning movement counts are provided in Appendix A. Existing (2024) traffic volumes are provided in Figure 1 along with existing lane configurations and traffic control.

Existing Year (2024) Intersection Operations
Existing lane configurations and traffic volumes were used to evaluate operations at the study intersections under peak hour conditions. Signal timing was obtained for signalized intersections from the City of Hesperia, Caltrans, and through field investigations, as needed. The LOS results are summarized in Table 9 and detailed LOS worksheets are provided in Appendix B. As shown in Table 9, all studied intersections operate better than acceptable standards in the AM and PM peak hours.

Table 9: Existing (2024) Intersection Level of Service
Intersection Name Control Jurisdiction LOS
Threshold
Peak
Hour
Existing (2024)
LOS / Average Delay
1 - Cataba Road & Main
Street Signal Hesperia D AM B / 16.4
PM B / 17.7
2 - Key Pointe
Driveway/Key Pointe
Avenue & Main Street
Signal Hesperia D
AM B / 16.2
PM C / 19.9
3 - I-15 Southbound
Ramps & Main Street Signal Caltrans/Hesperia D AM A / 8.7 PM B / 10.5
4 - I-15 Northbound
Ramps & Main St Signal Caltrans/Hesperia D AM A / 8.3
PM B / 11.7
5 - Mariposa Road &
Main Street Signal Hesperia D
AM B / 16.3
PM C / 21.5
6 - US-395 & Joshua
Street Signal Hesperia D AM B / 15.6
PM C / 24.5
7 - I-15 Northbound
Ramps and Bear Valley
Road
Signal Caltrans/Hesperia D
AM D / 37.9
PM D / 52.5
8 - M ariposa R oad &
Bear Valley Road Signal Hesperia D AM C / 32.1
PM C / 34.7

Page 231 ends

City of Hesperia General Plan Update 11
Notes:

1. Whole intersection weighted average stopped delay expressed in seconds per vehicle for signalized intersections.

2. Delay operations were calculated using HCM 7th methodologies.

3. Bold symbolizes below acceptable operations.

Source: Fehr & Peers, 2025.

Page 232 ends

Figure 1
Peak Hour Traffic Volumes and Lane Configurations
Existing (2024)
44 (135)
11 (42)
70 (144)
69 (84)
791 (809)
69 (142)
60 (124)
9 (35)
40 (37)
23 (33)
556 (779)
88 (135)

1. Cataba Rd/Main St
6 (30)
11 (58)
47 (189)
27 (36)
876 (982)
8 (13)
12 (14)
23 (81)
116 (202)
108 (186)
651 (906)
125 (241)

2. Key Pointe Ave/Key Pointe Driveway/Main St
171 (299)
225 (456)

3. I-15 SB Ramps/Main St
52 (163)
1 (2)
323 (715)
457 (384)
1,128 (1,243)

4. I-15 NB Ramps/Main St
56 (84)
34 (85)
44 (81)
109 (285)
1,082 (1,737)
39 (136)
132 (170)
48 (80)
54 (111)
40 (88)
1,402 (1,413)
77 (73)

5. Mariposa Rd/Main St
5 (14)
495 (1,255)
41 (294)
18 (216)
16 (76)
9 (4) 30 (11)
722 (531)
86 (77)
62 (158)
27 (18)
70 (70)

6. US-395/Joshua St
128 (269)
3 (3)
509 (626)
214 (222)
993 (1,401)
258 (176)
1,094 (1,328)

7. I-15 NB Ramps/Bear Valley Rd
239 (226)
195 (202)
151 (114)
101 (177)
1,183 (1,488)
218 (362)
81 (149)
108 (193)
44 (82)
52 (58)
1,032 (1,145)
105 (109)

8. Mariposa Rd/Bear Valley Rd
Main St
Cataba Rd
Main St
I-15 SB Ramps
Main St
I-15 NB Ramps
Main St
Mariposa Rd
Joshua St
US-395
Bear Valley Rd
I-15 NB Ramps
Bear Valley Rd
Mariposa Rd
Main St
Key Pointe AveKey Pointe Driveway
abf
acccf
acf
aacce
acf
acccf
ae
acce aaf
aef cccf
ae
accce
ae
accce
accf
ae
accf
acf
bf
accc
cce
abcf
acce
acf
acce
LEGEND
Existing Intersections
Lane Configuration
acf
Peak Hour Traffic VolumeAM (PM)
Signalized
City Boundary
907 (1,443)
271 (248)
cce
491 (318)
689 (1,088)cce
953 (1,249)
86 (124)
cce

Page 233 ends

City of Hesperia General Plan Update 13

4.2 Cumulative Year (2050) Conditions
Traffic Forecasts
The traffic volumes for this scenario consist of existing counts plus the growth derived from the SBTAM+ model. The Cumulative Year (2050) Plus Project traffic forecasts are shown on Figure 2.

Cumulative Year (2050) Plus Project Intersection Operations Cumulative Year (2050) Plus Project peak hour traffic volumes, existing lane configurations, and optimized signal timings were used to evaluate operations at the study intersections under AM and PM peak hour conditions. Traffic signal timing adjustments are considered standard maintenance for local and state agencies, and it is assumed that the owner/operators of the study intersections would regularly reoptimize the traffic signals depending on the traffic volumes in the study area.

Fehr & Peers optimized signal timings at all study intersections, except for intersections that are part of a coordinated system whereby, the existing coordinated cycle length was maintained. The LOS results are summarized in Table 10 and detailed LOS worksheets are provided in Appendix B. As shown in Table 10, no intersections are forecast to operate below acceptable standards in the AM peak hour. During the PM peak hour, four of the eight study intersections are forecast to operate at LOS E or F.

Table 10: Cumulative Year (2050) Plus Project Intersection Level of Service Intersection Name Control Jurisdiction LOS
Threshold
Peak
Hour
Cumulative Year (2050)
Plus Project
LOS / Average Delay
1 - Cataba Road & Main
Street Signal Hesperia D AM B / 19.4
PM D / 47.7
2 - Key Pointe
Driveway/Key Pointe
Avenue & Main Street
Signal Hesperia D
AM C / 21.3
PM E / 75.5
3 - I-15 Southbound
Ramps & Main Street Signal Caltrans/Hesperia D AM B / 13.2 PM B / 17.7
4 - I-15 Northbound
Ramps & Main St Signal Caltrans/Hesperia D AM A / 10.0
PM C / 25.4
5 - Mariposa Road &
Main Street Signal Hesperia D AM D / 41.7
PM F / 82.7
6 - US-395 & Joshua
Street Signal Hesperia D
AM C / 33.4
PM F / >120
7 - I-15 Northbound
Ramps and Bear Valley
Road
Signal Caltrans/Hesperia D
AM D / 51.9
PM E / 76.9
8 - M ariposa R oad &
Bear Valley Road Signal Hesperia D AM D / 39.2
PM D / 52.5
Notes:

1. Whole intersection weighted average stopped delay expressed in seconds per vehicle for signalized intersections.

Page 234 ends

City of Hesperia General Plan Update
October 2025
14 2. Delay operations were calculated using HCM 7th methodologies.

3. Bold symbolizes below acceptable operations.

Source: Fehr & Peers, 2025.

Page 235 ends

Figure 2
Peak Hour Traffic Volumes and Lane Configurations
General Plan Buildout (2050)
60 (180)
30 (60)
90 (190)
90 (310)
900 (1,540)
90 (190)
90 (180)
10 (50)
50 (50)
40 (50)
1,260 (1,030)
110 (180)

1. Cataba Rd/Main St
10 (40)
30 (80)
60 (240)
60 (50)
950 (1,610)
10 (30)
150 (130)
40 (110)
220 (570)
500 (570)
1,230 (1,150)
160 (320)

2. Key Pointe Ave/Key Pointe Driveway/Main St
420 (380)
300 (660)

3. I-15 SB Ramps/Main St
210 (270)
10 (10)
420 (850)
570 (420)
1,880 (1,830)

4. I-15 NB Ramps/Main St
110 (170)
60 (190)
120 (160)
170 (630)
1,270 (2,590)
70 (240)
340 (300)
120 (130)
60 (160)
60 (110)
2,010 (1,830)
250 (100)

5. Mariposa Rd/Main St
10 (30)
700 (1,590)
50 (320)
140 (350)
70 (220)
20 (10)
100 (120)
920 (840)
150 (680)
570 (350)
140 (100)
90 (90)

6. US-395/Joshua St
170 (340)
10 (10)
550 (680)
280 (240)
1,330 (1,900)
390 (320)
1,420 (1,670)

7. I-15 NB Ramps/Bear Valley Rd
380 (390)
220 (240)
180 (150)
130 (350)
1,440 (1,760)
310 (470)
100 (190)
140 (240)
60 (110)
80 (80)
1,330 (1,410)
130 (120)

8. Mariposa Rd/Bear Valley Rd
Main St
Cataba Rd
Main St
I-15 SB Ramps
Main St
I-15 NB Ramps
Main St
Mariposa Rd
Joshua St
US-395
Bear Valley Rd
I-15 NB Ramps
Bear Valley Rd
Mariposa Rd
1,090 (2,610)
350 (310)
630 (380)
1,460 (1,720)
1,120 (2,260)
110 (160)
Main St
Key Pointe AveKey Pointe Driveway
abf
acccf
acf
aacce
acf
acccf
ae
acce aaf
aef cccf
ae
accce
ae
accce
accf
ae
accf
acf
bf
accc
cce
abcf
acce
acf
acce
cce
cce
cce
LEGEND
Existing Intersections
Lane Configuration
acf
Peak Hour Traffic VolumeAM (PM)
Signalized
City Boundary

Page 236 ends

City of Hesperia General Plan Update
October 2025
16 Improvements Discussion
The following findings and improvements are observed and discussed based on the LOS results :

Intersection 2 – Key Pointe Driveway/Key Pointe Avenue & Main Street • Under Cumulative Year (2050) Plus Project conditions, this intersection is forecast to operate at LOS E during PM peak hour.
• This intersection is projected to carry more than 500 southbound left-turn vehicles during the PM peak hour which need a second southbound left-turn pocket to achieve LOS D. However, the existing right-of-way (ROW) lacks sufficient width to accommodate a new lane.

Intersection 5 – Mariposa Avenue & Main Street
• Under Cumulative Year (2050) Plus Project conditions, this intersection is forecast to operate at LOS F during PM peak hour.
• This intersection is projected to carry more than 600 eastbound left-turn vehicles during the PM peak hour which need a second eastbound left-turn pocket to achieve LOS D. However, the existing right-of-way (ROW) lacks sufficient width to accommodate a new lane.

Intersection 6- US-395 and Joshua Street
• Under Cumulative Year (2050) Plus Project conditions, this intersection is forecast to operate at LOS F during the PM peak hour.
• This intersection is projected to carry 680 southbound left-turn and 1,590 northbound through movements during the PM peak hour which need a second southbound left-turn pocket and a third northbound through lane to achieve LOS D. The existing ROW is sufficient to accommodate these improvements.

Intersection 7 – I-15 Northbound Ramps & Bear Valley Ramps • Under Cumulative Year (2050) Plus Project conditions, this intersection is forecast to operate at LOS E during PM peak hour.
• This intersection is projected to carry 680 northbound right-turn vehicle movements and needs a second northbound right-turn lane to achieve LOS D. The existing ROW is sufficient to accommodate these improvements.

Page 237 ends

City of Hesperia General Plan Update 17
5 Roadway Segment Analysis
This chapter covers the evaluation of roadway operations and vehicle delay measured through an analysis of level of service (LOS). Roadway segment LOS analysis is used for planning purposes, and to document consistency with General Plan policies. The LOS analysis assists the City with planning decisions, such as where to increase or decrease land use densities or improve intersections to accommodate growth without generating high levels of roadway congestion.

Some roadways or intersections may be projected to perform at unacceptable levels of service. Residents, businesses, and visitors view congestion and extended travel times as an impact to their quality of life and economic viability, and for this reason, the General Plan contains strategies pertaining to acceptable levels of service; however, CEQA no longer considers congestion to be an environmental impact.

5.1 Existing Year (2024) Conditions
Roadway traffic counts and vehicle classification information were collected in May of 2024. The traffic counts represent the Average Daily Traffic (ADT) volume on a typical weekday (Tuesday through Thursday) while schools are in session.

Roadway segment LOS under Existing Year (2024) Conditions is presented in Table 11. Only one segment, Bear Valley Road between 2nd Avenue and Hesperia Road, is operating below the City’s adopted LOS standard.

5.2 Cumulative Year (2050) Conditions
SBTAM+ was used to develop the cumulative year volume forecasts. To develop Cumulative scenarios forecasts, the Cumulative No Project and Plus Project Models were compared to the Existing Year Model outputs using the difference method. The difference method was conducted using standard techniques consistent with National Cooperative Highway Research Program (NCHRP) Report 765.

The arithmetic difference between the future year and base year model outputs was used to forecast traffic volume growth on roadway links. The forecasted traffic volume growth was then added to the existing roadway volumes. Negative growth was not allowed in the General Plan scenarios. If the model predicted negative growth over existing conditions, the existing conditions volumes were retained .

Roadway segment LOS under Cumulative Year conditions is presented in Table 12.

Under the Cumulative Year No Project conditions, Bear Valley Road between 2nd Avenue and Hesperia Road is projected to operate at LOS F which is inconsistent with the City’s adopted LOS D or better standard.

Under the Cumulative Year With Project conditions, both Bear Valley Road segments are projected to operate at E or F, which is inconsistent with the City’s adopted LOS D or better standard.

Page 238 ends

City of Hesperia General Plan Update
October 2025
18 Table 2: Existing Year (2024) Conditions – Roadway Segment LOS Roadway Between ADT Lanes Classification LOS
1 Bear Valley Road 2nd Avenue Hesperia Road 44,203 6 Arterial D 2 Bear Valley Road East of Mojave Fish
Hatchery Road 53,251 6 Arterial F
3 Escondido
Avenue South of Main Street 22,057 4 Arterial D
4 Eucalyptus Street Mariposa Road Maple Avenue 2,019 2 Arterial C 5 Mesquite Street Fuente Avenue Bandicoot Trail 4,790 2 Arterial C 6 Maple Avenue Willow Street Main Street 6,197 4 Arterial C 7 Ranchero Road Lyons Avenue Oxford Avenue 7,368 2 Arterial D 8 Lemon Street Santa Fe Avenue E Avenue 2,965 2 Arterial C 9 Lemon Street East of Choiceana
Avenue 63 2 Arterial C
10 Cottonwood
Avenue Sequoia Street Bear Valley Road 8,774 2 Arterial D 11 Cottonwood
Avenue Willow Street Main Street 7,653 2 Arterial D
12 Muscatel Street Malibu Avenue Escondido
Avenue 5,316 4 Arterial C
Notes:

1. Bold symbolizes below acceptable operations.

Source: Fehr & Peers, 2025.

Page 239 ends

City of Hesperia General Plan Update 19
Table 3: Cumulative Year (2050) Conditions – Roadway Segment LOS Roadway Between
Current General Plan (No Project) Proposed General Plan (Plus Project) ADT Lanes Classification LOS ADT Lanes Classification LOS 1 Bear Valley Road 2nd Avenue Hesperia Road 45,200 6 Arterial D 47,600 6 Arterial E 2 Bear Valley Road East of Mojave Fish
Hatchery Road 60,200 6 Arterial F 61,400 6 Arterial F 3 Escondido
Avenue South of Main Street 28,900 4 Arterial D 28,700 4 Arterial D 4 Eucalyptus Street Mariposa Road Maple Avenue 3,200 2 Arterial C 3,700 2 Arterial C 5 Mesquite Street Fuente Avenue Bandicoot Trail 6,000 2 Arterial C 8,200 2 Arterial D 6 Maple Avenue Willow Street Main Street 8,400 4 Arterial C 9,600 4 Arterial C 7 Ranchero Road Lyons Avenue Oxford Avenue 11,900 2 Arterial D 13,100 2 Arterial D 8 Lemon Street Santa Fe Avenue E Avenue 4,600 2 Arterial C 4,600 2 Arterial C 9 Lemon Street East of Choiceana
Avenue 100 2 Arterial C 100 2 Arterial C
10 Cottonwood
Avenue Sequoia Street Bear Valley Road 12,300 2 Arterial D 12,300 2 Arterial D 11 Cottonwood
Avenue Willow Street Main Street 9,500 2 Arterial D 10,200 2 Arterial D 12 Muscatel Street Malibu Avenue Escondido Avenue 5,500 4 Arterial C 5,500 4 Arterial C Notes:

1. Bold symbolizes below acceptable operations.

Source: Fehr & Peers, 2025.

Page 240 ends

5.3 Recommendations
Based on the findings of the roadway segment analysis, the following policies and implementation actions are recommended for inclusion in the City’s Circulation Element. • To release the traffic pressure on Bear Valley Road:
o Build a new I-15 and Eucalyptus Street interchange;
o Build a new I-15 and Mojave Street interchange.
• To close the gaps on east-west corridors:
o Connect Muscatel Street with a grade separation over California Aqueduct; o Connect Lemon Street from Hesperia Road to Santa Fe Avenue with a grade separation over the railroad; connect Lemon Street from Riverview Avenue to Lakeshore Drive; With the above recommendations, the roadway segment LOS under Cumulative Year conditions is presented in Table 13. Although Bear Valley Road east of Mojave Fish Hatchery Road is still projected to operate at LOS F, all other segments are expected to maintain the same level of service as under the Cumulative Year No Project conditions.

Page 241 ends

Table 13: Cumulative Year (2050) Conditions With Improvements – Roadway Segment LOS Roadway Between
Current General Plan (No Project) Proposed General Plan (Plus Project) With Improvements
ADT Lanes Classification LOS ADT Lanes Classification LOS 1 Bear Valley Road 2nd Avenue Hesperia Road 45,200 6 Arterial D 45,600 6 Arterial D 2 Bear Valley Road East of Mojave Fish
Hatchery Road 60,200 6 Arterial F 64,300 6 Arterial F 3 Escondido
Avenue South of Main Street 28,900 4 Arterial D 25,200 4 Arterial D 4 Eucalyptus Street Mariposa Road Maple Avenue 3,200 2 Arterial C 13,200 2 Arterial C 5 Mesquite Street Fuente Avenue Bandicoot Trail 6,000 2 Arterial C 6,200 2 Arterial D 6 Maple Avenue Willow Street Main Street 8,400 4 Arterial C 11,500 4 Arterial C 7 Ranchero Road Lyons Avenue Oxford Avenue 11,900 2 Arterial D 11,700 2 Arterial D 8 Lemon Street Santa Fe Avenue E Avenue 4,600 2 Arterial C 15,200 2 Arterial C 9 Lemon Street East of Choiceana
Avenue 100 2 Arterial C 100 2 Arterial C
10 Cottonwood
Avenue Sequoia Street Bear Valley Road 12,300 2 Arterial D 10,500 2 Arterial D 11 Cottonwood
Avenue Willow Street Main Street 9,500 2 Arterial D 10,900 2 Arterial D 12 Muscatel Street Malibu Avenue Escondido Avenue 5,500 4 Arterial C 5,400 4 Arterial C Notes:

1. Bold symbolizes below acceptable operations.

Source: Fehr & Peers, 2025.

Page 242 ends

6 Collision Analysis
This section reviews the historical collision trends in the Project area to help develop strategies to enhance local travel safety with the Project.

6.1 Collision Data Analysis
This analysis considers collisions from 2018 through 2022 acquired from the Transportation Injury Mapping System (TIMS), which is a collision database that includes details, such as collision location, type, severity, parties involved, and contributing factors. The full collision dataset includes collisions of all severity levels but does not include Property Damage-Only (PDO) collisions. For this analysis, all collisions occurring on State routes were not included.

Severe injuries resulting from a traffic collision can result in several catastrophic impacts, including permanent disability, lost productivity and wages, and ongoing healthcare costs. The acronym KSI is used throughout the report to denote a killed or severely injured collision record.

From 2018 to 2022, a total of 1848 collisions occurred within the City (Figure 3), which excluded collisions occurring on the State Highway System. Collisions in Hesperia are clustered along major arterial streets including Main Street and Bear Valley Road as well as near the I- 15 interchange. Main Street is a major corridor providing the main retail centers for the City and stretches for roughly eight miles, connecting east/west direction. It has 2 lanes in each direction and is a major artery providing central I -15 interchange access and is the closest arterial street to the local Juniper Elementary School. Between 2018 and 2022, Main Street experienced the greatest number of collisions and dense cluster compared to other corridors in the City.

Bear Valley Road has the second highest concentration of collisions. It has 3 lanes in each direction and stretches for roughly five miles within city limits, connecting east/west direction. In particular, the intersection on Bear Valley Road and Hesperia Road had a high cluster of collisions. This intersection is the closest to the Victor Valley Town Center, a large retail shopping center and provides Hesperia residents and visitors with direct access north to Downtown Victorville.

A total of 174 KSI collisions occurred, 63 of which were fatal collisions. Table 14 summarizes all collisions, KSI collisions, pedestrian and bicycle collisions. Vehicle only collisions account for approximately 93% of the total collisions. Almost 71% of vehicle only collisions occurred at an intersection.

Table 14: Collision Counts by Type (2018-2022)
Area All Collisions KSI Collisions Vehicle Only
Collisions
Bicycle and
Pedestrian
Collisions
City of Hesperia 1,848 170 1,724 124
Source: TIMS, 2018-2022; Fehr & Peers, 2025

Page 243 ends

The primary cause of a collision, or Primary Collision Factor (PCF), is identified by the patrol officer on duty at the scene of the crash. Figure 4 below shows the different categories of PCFs for all injury collisions and KSI collisions.

For all injury collisions, the PCF with the largest share of collisions was vehicle right -of-way violation and unsafe speed, representing nearly a third of all injury collisions and approximately 13% of KSI collisions.

Looking at KSI collisions, pedestrian violation is the top PCF and constitutes 62% of pedestrian involved collisions. None of the collisions happened under drug or alcohol influence.

Page 244 ends

Baldy Mesa
395
15 Spring Valley
Lake
173
138
U
S
High
way 395
Hesperia Golf &
Country Club
Mojave River
Forks Regional
Park
Juniper
Elementary
School
Lugo
Summit
Terrace
Oak Hills
Hesperia
Silverwood Lake
State
Recreation Area
Hesperia Collision Heatmap (2018 - 2022)
Less Collisions
More Collisions
City of Hesperia Boundary
Figure 3

Page 245 ends

Figure 4: PCF for All Injury and KSI Collisions

Source: TIMS, 2018-2022; Fehr & Peers, 2025
For types of collisions, as shown in Figure 5, broadside collisions, also known as “T-bone” collisions, represent the largest share of collision types for both all collisions and KSI collisions (46% and 3 4%, respectively). Broadside collisions happened mostly at intersections without protected left- turn phase in the Project area. Rear end type collisions represent the second largest share of all injury collisions at 18%.

For KSI collisions, collisions involving pedestrians represent the second largest share, with approximately one fifth of collision types.

0% 5% 10% 15% 20% 25% 30%
Driving or Bicycling Under the Influence of Alcohol or Drug Unsafe Speed
Following Too Closely
Wrong Side of Road
Improper Passing
Unsafe Lane Change
Improper Turning
Vehicle Right of Way Violation
Pedestrian Right of Way Violation
Pedestrian Violation
Traffic Signals and Signs
Hazardous Parking
Other Equipment
Other Hazardous Violation
Other Than Driver (or Pedestrian)
Unsafe Starting or Backing
Other Improper Driving
Unknown
Not Stated
% KSI Collisions % All Collisions

Page 246 ends

Figure 5: Collision Type for All Injury and KSI Collisions

Source: TIMS, 2018-2022; Fehr & Peers, 2025

6.2 Observations
Based on the historical collision trends, key issues and potential strategies for the Project area are discussed below:
• Right-of-way violation and speeding are the top PCFs for collisions and have a higher possibility of causing KSI collisions than other PCFs.
o Speeding for conditions often contributes to right-of-way violations. o Potential strategies to reduce speeding include signal timing coordination to limit through travel and implementing speed monitors to remind drivers of the unsafe speed. • Pedestrian account for approximately one fifth of total KSI collisions. o Potential strategies to improve pedestrian travel safety include high-visibility or raised crosswalks and sidewalks.
o Leading pedestrian intervals and extended pedestrian interval is another option to minimize vehicle-pedestrian conflicts and can result in safer operation. Upon detection of a pedestrian in the crosswalk, the pedestrian has the opportunity to enter the crosswalk at an intersection during an extended interval before vehicles are given a green indication to allow more time for the pedestrian or bicyclist to cross. • Broadside collision is the top collision type.
o To reduce broadside collisions, an effective option is to add protected turn phases at intersections with high broadside collisions.
0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%
Head-On
Sideswipe
Rear End
Broadside
Hit Object
Overturned
Vehicle/Pedestrian
Other
Not Stated
% KSI Collisions % All Collisions

Page 247 ends

44 Appendix A – Existing (2024) Turning Movement Counts

Page 248 ends

A31224
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS1 Bear Valley Rd between 2nd Ave and Hesperia Rd AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 94 3 2 6 0 0 105 12:00 648 22 5 16 0 1 692
0:15 86 1 0 7 0 0 94 12:15 682 21 2 21 0 1 727
0:30 71 1 1 9 0 0 82 12:30 732 26 7 12 0 3 780
0:45 58 1 0 6 0 0 65 12:45 651 24 7 15 0 7 704
1:00 61 2 0 8 0 0 71 13:00 709 23 8 11 0 1 752
1:15 50 1 0 7 0 0 58 13:15 687 22 7 22 0 2 740
1:30 41 1 0 1 0 0 43 13:30 698 19 2 17 1 1 738
1:45 52 1 2 5 0 0 60 13:45 686 33 2 19 0 4 744
2:00 48 3 0 10 0 0 61 14:00 737 31 3 20 0 4 795
2:15 39 0 0 6 0 0 45 14:15 696 22 7 14 0 2 741
2:30 41 4 0 4 0 0 49 14:30 683 19 4 10 0 6 722
2:45 70 2 2 10 0 0 84 14:45 713 32 10 15 1 7 778
3:00 77 7 0 4 0 0 88 15:00 685 29 3 17 0 9 743
3:15 104 2 4 11 0 0 121 15:15 736 29 4 11 0 5 785
3:30 99 6 0 13 0 0 118 15:30 768 24 6 11 0 10 819
3:45 133 6 0 6 0 0 145 15:45 718 28 3 9 0 8 766
4:00 138 15 4 6 0 0 163 16:00 694 25 3 16 0 2 740
4:15 139 8 1 16 0 0 164 16:15 781 24 4 17 0 2 828
4:30 164 8 1 19 0 0 192 16:30 702 30 4 11 0 2 749
4:45 168 11 3 13 0 0 195 16:45 719 18 5 13 0 1 756
5:00 162 10 2 6 0 0 180 17:00 799 25 3 14 1 1 843
5:15 178 15 6 11 0 0 210 17:15 727 24 4 22 1 2 780
5:30 218 11 3 12 0 3 247 17:30 690 16 1 11 0 0 718
5:45 275 15 4 9 0 1 304 17:45 646 17 0 5 0 4 672
6:00 240 22 6 15 0 9 292 18:00 642 18 2 7 0 3 672
6:15 287 27 6 22 0 8 350 18:15 585 11 1 12 0 0 609
6:30 326 23 3 15 0 11 378 18:30 536 11 1 5 0 2 555
6:45 402 34 8 20 0 7 471 18:45 553 27 3 8 0 3 594
7:00 399 41 4 24 0 4 472 19:00 610 12 4 7 0 0 633
7:15 495 24 2 16 0 1 538 19:15 497 14 1 8 0 4 524
7:30 563 50 6 17 0 8 644 19:30 494 18 2 10 0 0 524
7:45 673 43 11 21 0 6 754 19:45 470 14 3 4 0 2 493
8:00 593 32 5 21 0 8 659 20:00 415 5 1 2 0 0 423
8:15 578 34 12 15 0 8 647 20:15 426 8 1 6 0 0 441
8:30 625 44 4 15 2 8 698 20:30 370 5 2 12 0 0 389
8:45 638 38 7 18 0 9 710 20:45 395 5 2 8 1 1 412
9:00 563 25 7 19 1 3 618 21:00 294 7 2 8 0 1 312
9:15 604 38 9 17 0 2 670 21:15 297 3 1 5 0 0 306
9:30 644 29 11 15 1 1 701 21:30 222 2 0 5 0 0 229
9:45 670 33 8 18 0 1 730 21:45 221 1 0 3 0 0 225
10:00 537 28 8 20 0 1 594 22:00 199 4 2 5 0 0 210
10:15 552 30 9 16 1 0 608 22:15 161 2 0 4 0 0 167
10:30 567 28 6 20 0 2 623 22:30 178 4 0 2 0 0 184
10:45 640 33 4 14 0 1 692 22:45 117 1 1 4 0 0 123
11:00 631 42 4 21 1 4 703 23:00 124 4 1 7 0 0 136
11:15 674 43 11 13 1 0 742 23:15 88 0 0 11 0 0 99
11:30 595 47 6 16 1 2 667 23:30 93 1 2 8 0 0 104
11:45 661 28 7 22 0 3 721 23:45 94 1 1 5 0 0 101
TOTAL 15,723 950 199 635 8 111 17,626 TOTAL 25,068 761 137 505 5 101 26,577 AM PEAK HOUR 11:00 AM AM PEAK HOUR 4:15 PM
AM PEAK VOLUME 2,833 AM PEAK VOLUME 3,176
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 40,791 1,711 336 1,140 13 212 44,203 CLASS 2 2-AXLE TRUCKS % OF TOTAL 92.3% 3.9% 0.8% 2.6% 0.0% 0.5% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 249 ends

A31224
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS2 Bear Valley Rd east of Mojave Fish Hatchery Rd AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 103 1 2 5 0 0 111 12:00 856 33 6 10 0 4 909
0:15 85 0 0 7 0 0 92 12:15 911 32 5 18 0 5 971
0:30 74 1 0 6 0 0 81 12:30 898 35 5 16 0 3 957
0:45 56 1 0 4 0 0 61 12:45 894 30 10 12 1 3 950
1:00 59 1 0 4 0 0 64 13:00 875 39 12 15 0 5 946
1:15 61 0 0 4 0 0 65 13:15 887 28 6 20 1 3 945
1:30 42 0 0 2 0 0 44 13:30 886 26 6 21 1 5 945
1:45 58 0 0 6 0 0 64 13:45 922 41 7 18 0 5 993
2:00 50 1 0 3 0 0 54 14:00 870 38 1 22 0 0 931
2:15 42 0 0 8 0 0 50 14:15 860 37 3 19 0 4 923
2:30 59 1 0 6 0 0 66 14:30 905 35 9 10 0 6 965
2:45 44 1 2 4 0 0 51 14:45 914 32 6 15 1 5 973
3:00 70 5 0 5 0 0 80 15:00 883 38 5 18 1 2 947
3:15 84 5 2 6 0 0 97 15:15 899 41 3 16 0 4 963
3:30 94 6 0 7 0 0 107 15:30 961 29 4 9 1 4 1,008
3:45 126 6 1 5 0 0 138 15:45 919 31 4 14 0 3 971
4:00 136 4 2 8 0 0 150 16:00 965 41 6 25 0 3 1,040
4:15 119 4 2 6 0 0 131 16:15 935 40 6 10 0 3 994
4:30 177 10 2 16 0 0 205 16:30 914 26 5 17 0 1 963
4:45 184 8 3 11 0 1 207 16:45 801 26 6 5 0 2 840
5:00 153 11 1 4 0 0 169 17:00 919 17 3 12 1 0 952
5:15 169 13 5 14 0 0 201 17:15 985 21 1 16 0 3 1,026
5:30 205 16 2 10 0 3 236 17:30 917 26 2 11 0 2 958
5:45 285 14 3 11 0 2 315 17:45 774 21 2 5 1 2 805
6:00 296 26 2 17 0 1 342 18:00 716 17 2 6 1 0 742
6:15 297 20 2 21 0 4 344 18:15 777 19 3 11 0 2 812
6:30 414 25 3 21 0 2 465 18:30 706 22 0 7 0 3 738
6:45 465 27 1 24 0 1 518 18:45 746 28 2 2 0 0 778
7:00 425 30 4 21 0 1 481 19:00 646 18 3 5 0 0 672
7:15 522 24 4 14 0 7 571 19:15 684 17 4 6 0 2 713
7:30 662 33 4 23 0 2 724 19:30 602 18 1 13 0 6 640
7:45 741 59 3 24 0 2 829 19:45 587 16 1 6 0 0 610
8:00 655 37 9 17 0 3 721 20:00 539 9 1 5 0 2 556
8:15 596 38 7 9 0 8 658 20:15 532 12 0 8 0 2 554
8:30 665 39 6 15 0 3 728 20:30 505 3 1 7 0 1 517
8:45 755 31 7 13 0 3 809 20:45 444 4 1 7 0 0 456
9:00 662 48 7 18 0 4 739 21:00 400 9 0 7 0 4 420
9:15 690 33 5 19 1 3 751 21:15 342 2 0 4 0 3 351
9:30 759 55 8 23 0 4 849 21:30 306 5 0 5 0 0 316
9:45 717 36 5 24 0 3 785 21:45 292 5 1 4 0 1 303
10:00 730 28 6 12 0 1 777 22:00 275 1 1 3 0 0 280
10:15 711 27 5 15 0 4 762 22:15 225 3 0 5 0 0 233
10:30 782 43 5 15 0 2 847 22:30 211 3 1 4 0 0 219
10:45 803 38 5 19 0 4 869 22:45 145 1 0 3 0 0 149
11:00 762 53 8 18 1 2 844 23:00 154 2 0 7 0 0 163
11:15 771 34 8 18 0 5 836 23:15 129 1 1 6 0 0 137
11:30 769 47 6 17 0 6 845 23:30 103 3 0 10 0 0 116
11:45 804 31 4 21 1 1 862 23:45 103 2 0 1 0 0 106
TOTAL 17,988 971 151 600 3 82 19,795 TOTAL 31,719 983 146 496 9 103 33,456 AM PEAK HOUR 10:30 AM AM PEAK HOUR 3:30 PM
AM PEAK VOLUME 3,396 AM PEAK VOLUME 4,013
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 49,707 1,954 297 1,096 12 185 53,251 CLASS 2 2-AXLE TRUCKS % OF TOTAL 93.3% 3.7% 0.6% 2.1% 0.0% 0.3% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 250 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS3 Escondido Ave south of Main St.

AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 29 4 0 0 0 0 33 12:00 258 35 1 0 0 0 294
0:15 27 0 0 0 0 0 27 12:15 302 37 3 1 0 0 343
0:30 41 0 0 0 0 0 41 12:30 289 34 3 0 0 0 326
0:45 22 3 0 0 0 1 26 12:45 331 27 1 1 0 1 361
1:00 18 1 0 0 0 0 19 13:00 400 36 5 2 0 1 444
1:15 17 2 0 0 0 0 19 13:15 368 43 3 4 0 2 420
1:30 17 1 0 0 0 0 18 13:30 331 30 6 2 0 1 370
1:45 17 2 0 0 0 0 19 13:45 351 45 1 4 0 5 406
2:00 15 2 0 0 0 0 17 14:00 335 41 0 2 0 0 378
2:15 18 1 0 0 0 0 19 14:15 345 32 1 0 0 1 379
2:30 19 0 0 0 0 0 19 14:30 365 37 1 1 0 0 404
2:45 16 2 0 0 0 0 18 14:45 325 30 2 3 0 1 361
3:00 26 3 0 0 0 0 29 15:00 323 36 2 1 0 3 365
3:15 23 5 0 0 0 0 28 15:15 374 37 3 1 0 1 416
3:30 38 6 0 0 0 0 44 15:30 335 33 5 3 0 1 377
3:45 42 7 0 0 0 1 50 15:45 364 34 2 2 0 0 402
4:00 56 8 0 0 0 0 64 16:00 357 27 1 4 0 2 391
4:15 53 11 0 2 0 0 66 16:15 336 23 4 0 0 0 363
4:30 62 11 0 0 0 0 73 16:30 352 33 2 1 0 1 389
4:45 67 14 0 0 0 0 81 16:45 376 36 4 2 0 0 418
5:00 49 11 0 0 0 1 61 17:00 353 34 7 1 0 0 395
5:15 62 17 1 0 0 0 80 17:15 381 42 1 1 0 0 425
5:30 74 12 1 0 0 0 87 17:30 407 25 2 1 0 0 435
5:45 80 12 0 1 0 0 93 17:45 344 33 4 0 0 0 381
6:00 118 18 0 0 0 0 136 18:00 322 34 1 1 0 1 359
6:15 114 16 1 1 0 0 132 18:15 317 38 2 0 0 0 357
6:30 162 24 0 1 0 0 187 18:30 316 43 1 1 0 0 361
6:45 254 36 1 0 0 3 294 18:45 295 28 1 1 0 1 326
7:00 300 54 5 0 0 4 363 19:00 280 21 2 1 0 0 304
7:15 406 56 1 2 0 7 472 19:15 271 22 1 1 0 0 295
7:30 410 34 5 1 0 2 452 19:30 280 24 0 1 0 0 305
7:45 342 32 5 1 0 0 380 19:45 275 18 3 0 0 0 296
8:00 269 32 4 3 0 1 309 20:00 292 14 3 1 0 0 310
8:15 293 34 5 2 0 3 337 20:15 264 23 3 0 0 0 290
8:30 254 30 1 0 0 2 287 20:30 198 18 0 0 0 0 216
8:45 213 42 0 1 0 3 259 20:45 202 13 3 3 0 0 221
9:00 202 38 0 1 0 0 241 21:00 165 16 0 0 0 0 181
9:15 228 23 2 0 0 0 253 21:15 171 8 0 0 0 0 179
9:30 248 29 4 1 0 0 282 21:30 139 11 1 0 0 0 151
9:45 236 33 0 1 0 0 270 21:45 136 5 0 1 0 0 142
10:00 240 34 1 1 0 0 276 22:00 104 5 0 0 0 0 109
10:15 215 32 1 0 0 0 248 22:15 98 8 0 0 0 0 106
10:30 241 26 2 1 0 1 271 22:30 72 8 0 0 0 0 80
10:45 258 27 1 3 0 0 289 22:45 70 1 1 0 0 0 72
11:00 242 29 1 3 0 0 275 23:00 70 4 0 1 0 0 75
11:15 255 31 4 1 0 0 291 23:15 64 0 0 0 0 0 64
11:30 249 37 1 1 0 0 288 23:30 54 7 0 1 0 0 62
11:45 235 34 6 0 0 0 275 23:45 53 2 0 0 0 0 55
TOTAL 6,872 916 53 28 0 29 7,898 TOTAL 12,810 1,191 86 50 0 22 14,159 AM PEAK HOUR 7:00 AM AM PEAK HOUR 4:45 PM
AM PEAK VOLUME 1,667 AM PEAK VOLUME 1,673
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 19,682 2,107 139 78 0 51 22,057 CLASS 2 2-AXLE TRUCKS % OF TOTAL 89.2% 9.6% 0.6% 0.4% 0.0% 0.2% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 251 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS4 Eucalyptus St between Mariposa Rd and Maple Ave AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 1 1 0 0 0 0 2 12:00 19 7 0 0 0 0 26
0:15 2 1 0 0 0 0 3 12:15 18 4 0 0 0 0 22
0:30 5 0 0 0 0 0 5 12:30 26 3 0 0 0 0 29
0:45 2 2 0 1 0 0 5 12:45 15 1 0 0 0 0 16
1:00 7 2 0 0 0 0 9 13:00 23 6 0 0 0 0 29
1:15 7 3 0 0 0 0 10 13:15 26 7 0 0 0 1 34
1:30 4 1 0 0 0 0 5 13:30 23 7 0 0 0 1 31
1:45 4 0 0 0 0 0 4 13:45 28 3 0 0 0 0 31
2:00 5 2 0 0 0 0 7 14:00 30 7 0 0 0 0 37
2:15 1 1 0 0 0 0 2 14:15 29 7 0 1 0 1 38
2:30 1 0 0 0 0 0 1 14:30 25 9 0 2 0 0 36
2:45 4 1 0 0 0 0 5 14:45 29 4 0 0 0 0 33
3:00 6 1 0 0 0 0 7 15:00 23 8 0 0 0 1 32
3:15 7 1 0 0 0 0 8 15:15 29 5 0 0 0 1 35
3:30 10 0 0 0 0 0 10 15:30 24 5 0 1 0 0 30
3:45 14 2 0 0 0 0 16 15:45 27 11 0 1 0 0 39
4:00 12 13 0 0 0 0 25 16:00 37 10 0 0 0 0 47
4:15 8 3 0 0 0 0 11 16:15 24 5 0 1 0 1 31
4:30 15 5 0 0 0 0 20 16:30 25 11 0 0 0 0 36
4:45 15 6 0 0 0 0 21 16:45 22 13 0 0 0 0 35
5:00 13 5 0 0 0 0 18 17:00 40 7 0 0 0 0 47
5:15 13 2 0 0 0 0 15 17:15 21 14 0 0 0 0 35
5:30 19 1 0 0 0 0 20 17:30 29 11 0 0 0 0 40
5:45 18 5 0 0 0 0 23 17:45 27 5 0 0 0 0 32
6:00 11 4 0 0 0 0 15 18:00 30 9 0 0 0 0 39
6:15 12 1 0 0 0 1 14 18:15 22 7 0 0 0 0 29
6:30 16 8 0 0 0 0 24 18:30 29 5 0 0 0 0 34
6:45 17 8 0 0 0 0 25 18:45 27 8 0 0 0 0 35
7:00 20 7 0 0 0 0 27 19:00 23 7 0 0 0 0 30
7:15 23 7 0 0 0 1 31 19:15 16 6 0 0 0 0 22
7:30 23 3 0 0 0 0 26 19:30 20 3 0 0 0 0 23
7:45 18 8 0 1 0 3 30 19:45 14 5 0 1 0 0 20
8:00 13 9 0 0 0 0 22 20:00 21 3 0 0 0 1 25
8:15 21 8 0 1 0 0 30 20:15 11 5 0 0 0 0 16
8:30 19 5 0 0 0 1 25 20:30 17 8 0 0 0 0 25
8:45 19 5 0 0 0 0 24 20:45 11 7 0 0 0 0 18
9:00 18 1 0 0 0 0 19 21:00 12 1 0 0 0 0 13
9:15 18 5 0 0 0 0 23 21:15 15 9 0 0 0 0 24
9:30 15 3 0 0 0 0 18 21:30 3 2 0 0 0 0 5
9:45 15 0 0 1 0 0 16 21:45 8 1 0 1 0 0 10
10:00 16 2 0 0 0 0 18 22:00 8 3 0 0 0 0 11
10:15 16 4 0 0 0 0 20 22:15 5 0 0 0 0 0 5
10:30 13 3 0 0 0 0 16 22:30 9 2 0 0 0 0 11
10:45 13 3 0 1 0 0 17 22:45 6 1 0 0 0 0 7
11:00 12 4 0 0 0 1 17 23:00 1 6 0 0 0 0 7
11:15 17 4 0 0 0 0 21 23:15 1 3 0 0 0 0 4
11:30 21 7 0 2 0 0 30 23:30 2 3 0 0 0 0 5
11:45 20 7 1 0 0 0 28 23:45 8 4 0 0 0 0 12
TOTAL 599 174 1 7 0 7 788 TOTAL 938 278 0 8 0 7 1,231
AM PEAK HOUR 7:00 AM AM PEAK HOUR 4:45 PM
AM PEAK VOLUME 114 AM PEAK VOLUME 157
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 1,537 452 1 15 0 14 2,019 CLASS 2 2-AXLE TRUCKS % OF TOTAL 76.1% 22.4% 0.0% 0.7% 0.0% 0.7% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 252 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS5 Mesquite St between Fuente Ave and Bandicoot Trail.

AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 3 0 0 0 0 0 3 12:00 35 13 0 0 0 0 48
0:15 3 0 0 0 0 0 3 12:15 55 10 0 0 0 1 66
0:30 0 0 0 0 0 1 1 12:30 67 13 0 0 0 0 80
0:45 0 1 0 0 0 0 1 12:45 77 17 0 0 0 0 94
1:00 0 0 0 0 0 0 0 13:00 93 22 1 0 0 2 118
1:15 0 0 0 0 0 0 0 13:15 58 25 0 0 0 1 84
1:30 3 0 0 0 0 0 3 13:30 84 23 0 0 0 1 108
1:45 2 0 0 0 0 0 2 13:45 67 22 0 0 0 2 91
2:00 0 0 0 0 0 0 0 14:00 79 34 0 1 0 3 117
2:15 0 0 0 0 0 0 0 14:15 92 34 0 0 0 4 130
2:30 1 0 0 0 0 0 1 14:30 94 34 0 0 0 5 133
2:45 2 1 0 0 0 0 3 14:45 65 33 0 0 0 2 100
3:00 3 4 0 0 0 0 7 15:00 57 20 0 0 0 0 77
3:15 4 1 0 0 0 0 5 15:15 58 17 0 0 0 0 75
3:30 0 1 0 0 0 0 1 15:30 65 28 0 1 0 0 94
3:45 8 1 0 0 0 0 9 15:45 60 19 0 0 0 0 79
4:00 13 2 0 1 0 1 17 16:00 54 27 0 0 0 1 82
4:15 3 8 0 0 0 0 11 16:15 60 27 0 1 0 0 88
4:30 11 4 0 0 0 0 15 16:30 64 25 0 0 0 0 89
4:45 12 4 0 0 0 0 16 16:45 54 26 0 0 0 1 81
5:00 10 6 0 0 0 0 16 17:00 49 25 0 1 0 0 75
5:15 8 7 0 0 0 0 15 17:15 48 36 0 1 0 0 85
5:30 8 6 0 0 0 0 14 17:30 69 41 0 0 0 0 110
5:45 6 11 0 0 0 1 18 17:45 51 25 0 0 0 0 76
6:00 15 10 1 0 0 0 26 18:00 44 16 0 0 0 0 60
6:15 17 10 0 0 0 0 27 18:15 54 19 0 0 0 0 73
6:30 31 7 0 0 0 0 38 18:30 59 16 0 0 0 1 76
6:45 55 37 0 0 0 3 95 18:45 33 15 0 0 0 0 48
7:00 127 52 1 0 0 2 182 19:00 38 11 0 0 0 0 49
7:15 147 59 2 0 0 0 208 19:15 35 14 0 0 0 0 49
7:30 95 31 0 0 0 1 127 19:30 37 16 0 0 0 0 53
7:45 56 23 1 1 0 3 84 19:45 29 13 0 0 0 0 42
8:00 77 30 0 0 0 5 112 20:00 31 16 0 0 0 0 47
8:15 96 40 0 0 0 0 136 20:15 26 9 0 1 0 0 36
8:30 35 24 0 0 0 0 59 20:30 24 5 0 0 0 0 29
8:45 23 20 0 0 0 0 43 20:45 27 5 0 0 0 0 32
9:00 29 15 0 0 0 1 45 21:00 13 13 0 0 0 0 26
9:15 34 17 0 0 0 0 51 21:15 14 4 0 0 0 0 18
9:30 30 15 0 0 0 0 45 21:30 8 2 0 0 0 0 10
9:45 32 14 0 0 0 0 46 21:45 12 3 0 0 0 0 15
10:00 37 27 0 0 0 0 64 22:00 13 2 0 0 0 0 15
10:15 33 11 0 0 0 0 44 22:15 6 0 0 0 0 0 6
10:30 24 13 0 0 0 0 37 22:30 7 2 0 0 0 0 9
10:45 43 19 1 0 0 0 63 22:45 3 3 0 0 0 0 6
11:00 24 15 0 0 0 0 39 23:00 1 2 0 0 0 0 3
11:15 37 17 0 0 0 0 54 23:15 1 1 0 0 0 0 2
11:30 28 27 0 0 0 0 55 23:30 5 0 0 0 0 0 5
11:45 31 22 0 0 0 0 53 23:45 6 0 0 1 0 0 7
TOTAL 1,256 612 6 2 0 18 1,894 TOTAL 2,081 783 1 7 0 24 2,896 AM PEAK HOUR 6:45 AM AM PEAK HOUR 2:00 PM
AM PEAK VOLUME 612 AM PEAK VOLUME 480
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 3,337 1,395 7 9 0 42 4,790 CLASS 2 2-AXLE TRUCKS % OF TOTAL 69.7% 29.1% 0.1% 0.2% 0.0% 0.9% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 253 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS6 Maple Ave between Willow St to Main St AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 7 0 1 0 0 0 8 12:00 66 16 0 0 0 0 82
0:15 9 0 0 0 0 0 9 12:15 50 11 1 0 0 0 62
0:30 3 0 0 0 0 0 3 12:30 51 21 2 0 0 0 74
0:45 4 1 0 0 0 0 5 12:45 98 22 0 0 0 3 123
1:00 5 0 0 0 0 0 5 13:00 105 24 1 0 0 0 130
1:15 5 2 0 0 0 0 7 13:15 92 27 1 1 0 2 123
1:30 3 0 0 0 0 0 3 13:30 87 16 1 1 0 3 108
1:45 1 2 0 0 0 0 3 13:45 79 15 3 3 0 1 101
2:00 3 1 0 0 0 0 4 14:00 85 15 1 0 0 0 101
2:15 1 1 0 0 0 0 2 14:15 111 24 3 1 0 1 140
2:30 6 0 0 0 0 0 6 14:30 75 17 0 0 0 0 92
2:45 6 1 0 0 0 0 7 14:45 67 17 0 1 0 0 85
3:00 8 1 0 0 0 1 10 15:00 77 19 0 0 0 2 98
3:15 5 3 0 0 0 0 8 15:15 89 22 0 0 0 0 111
3:30 3 0 0 0 0 0 3 15:30 88 24 1 1 0 0 114
3:45 4 4 0 1 0 0 9 15:45 79 15 0 0 0 0 94
4:00 11 3 0 0 0 0 14 16:00 81 13 0 1 0 0 95
4:15 14 1 0 0 0 0 15 16:15 76 18 0 1 0 0 95
4:30 6 3 0 0 0 0 9 16:30 88 22 0 0 0 0 110
4:45 6 6 0 0 0 0 12 16:45 90 12 0 0 0 0 102
5:00 12 6 0 0 0 0 18 17:00 102 25 1 0 0 0 128
5:15 8 5 0 0 0 0 13 17:15 74 20 0 0 0 0 94
5:30 8 5 0 0 0 0 13 17:30 144 24 0 2 0 0 170
5:45 21 5 0 0 0 0 26 17:45 153 39 0 0 0 0 192
6:00 14 6 0 0 0 0 20 18:00 130 36 0 1 0 0 167
6:15 16 12 1 1 0 0 30 18:15 124 31 0 1 0 0 156
6:30 40 11 0 0 0 1 52 18:30 103 23 0 0 0 0 126
6:45 87 17 1 0 0 1 106 18:45 88 17 0 0 0 0 105
7:00 128 17 0 0 0 0 145 19:00 76 26 0 0 0 0 102
7:15 68 7 0 0 0 0 75 19:15 87 14 0 0 0 0 101
7:30 71 23 0 2 0 1 97 19:30 83 21 0 0 0 0 104
7:45 72 25 0 0 0 0 97 19:45 86 8 0 0 0 0 94
8:00 82 23 0 0 0 3 108 20:00 76 17 0 0 0 0 93
8:15 90 19 1 0 0 3 113 20:15 63 18 0 1 0 0 82
8:30 53 11 0 0 0 0 64 20:30 69 16 0 1 0 0 86
8:45 43 17 0 1 0 0 61 20:45 56 8 0 0 0 0 64
9:00 44 13 1 1 0 0 59 21:00 47 7 0 0 0 0 54
9:15 76 18 1 2 0 1 98 21:15 39 4 0 0 0 0 43
9:30 46 16 1 0 0 1 64 21:30 33 5 0 0 0 0 38
9:45 31 9 1 0 0 0 41 21:45 22 3 0 0 0 0 25
10:00 48 9 1 0 0 1 59 22:00 27 5 0 0 0 0 32
10:15 37 14 2 1 0 0 54 22:15 20 9 0 0 0 0 29
10:30 43 14 0 0 0 0 57 22:30 24 1 0 0 0 0 25
10:45 43 11 2 0 0 0 56 22:45 14 2 0 0 0 0 16
11:00 59 12 1 0 0 0 72 23:00 17 2 0 0 0 0 19
11:15 59 17 1 1 0 0 78 23:15 9 3 0 0 0 1 13
11:30 69 16 1 0 0 0 86 23:30 9 1 0 0 0 0 10
11:45 64 9 1 3 0 0 77 23:45 8 0 0 0 0 0 8
TOTAL 1,542 396 17 13 0 13 1,981 TOTAL 3,417 755 15 16 0 13 4,216 AM PEAK HOUR 6:45 AM AM PEAK HOUR 5:30 PM
AM PEAK VOLUME 423 AM PEAK VOLUME 685
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 4,959 1,151 32 29 0 26 6,197 CLASS 2 2-AXLE TRUCKS % OF TOTAL 80.0% 18.6% 0.5% 0.5% 0.0% 0.4% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 254 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS7 Ranchero Rd between Lyons Ave and Oxford Ave AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 5 9 0 0 0 0 14 12:00 60 20 1 2 0 0 83
0:15 9 2 0 0 0 0 11 12:15 57 21 1 0 0 0 79
0:30 7 4 0 0 0 0 11 12:30 60 28 1 4 0 0 93
0:45 10 6 0 0 0 0 16 12:45 53 17 1 3 0 0 74
1:00 11 6 0 0 0 0 17 13:00 56 34 0 4 0 0 94
1:15 6 3 0 0 0 0 9 13:15 68 37 0 4 0 0 109
1:30 7 3 0 0 0 0 10 13:30 69 25 0 4 0 0 98
1:45 7 3 0 1 0 0 11 13:45 73 25 0 2 0 1 101
2:00 7 3 0 0 0 0 10 14:00 94 51 0 1 0 2 148
2:15 12 2 0 0 0 0 14 14:15 120 53 2 4 0 7 186
2:30 9 2 0 0 0 0 11 14:30 139 52 2 2 0 4 199
2:45 8 7 0 0 0 0 15 14:45 120 37 0 0 0 2 159
3:00 20 2 0 0 0 0 22 15:00 83 40 0 1 0 0 124
3:15 19 3 0 0 0 0 22 15:15 79 23 0 2 0 1 105
3:30 27 6 0 0 0 0 33 15:30 86 36 0 0 0 0 122
3:45 26 10 0 0 0 0 36 15:45 84 43 0 0 0 1 128
4:00 39 15 0 0 0 0 54 16:00 81 43 0 1 0 0 125
4:15 48 18 0 0 0 0 66 16:15 72 48 1 0 0 0 121
4:30 40 22 0 0 0 1 63 16:30 104 32 1 1 0 0 138
4:45 51 17 0 0 0 0 68 16:45 83 52 0 1 0 0 136
5:00 50 22 0 0 0 0 72 17:00 81 41 0 1 0 1 124
5:15 57 21 0 0 0 0 78 17:15 91 54 0 0 0 0 145
5:30 54 22 0 0 0 0 76 17:30 87 46 0 1 0 1 135
5:45 49 16 0 0 0 0 65 17:45 76 23 1 0 0 0 100
6:00 55 22 0 1 0 0 78 18:00 64 41 0 2 0 0 107
6:15 58 25 0 0 0 0 83 18:15 72 43 0 1 0 1 117
6:30 87 30 0 0 0 1 118 18:30 64 46 1 3 0 0 114
6:45 52 25 1 2 0 0 80 18:45 72 41 0 1 0 1 115
7:00 49 25 0 0 0 0 74 19:00 52 31 0 1 0 0 84
7:15 69 31 0 4 0 1 105 19:15 42 24 1 0 0 0 67
7:30 68 27 0 3 0 1 99 19:30 54 26 0 0 0 0 80
7:45 77 33 0 0 0 1 111 19:45 40 15 0 0 0 0 55
8:00 105 48 5 4 0 4 166 20:00 35 16 0 0 0 0 51
8:15 110 35 2 1 0 7 155 20:15 39 26 0 0 0 1 66
8:30 113 39 2 5 0 2 161 20:30 36 19 0 0 0 0 55
8:45 130 46 1 1 0 0 178 20:45 45 20 0 1 0 0 66
9:00 88 45 1 2 0 0 136 21:00 37 15 0 0 0 0 52
9:15 50 28 0 1 0 1 80 21:15 39 17 1 0 0 0 57
9:30 45 16 1 3 0 0 65 21:30 25 10 0 0 0 0 35
9:45 56 21 1 3 0 0 81 21:45 20 10 0 0 0 0 30
10:00 46 21 1 1 0 1 70 22:00 24 14 0 0 0 0 38
10:15 39 22 0 3 0 0 64 22:15 25 8 0 1 0 0 34
10:30 44 12 0 2 0 0 58 22:30 16 9 0 0 0 0 25
10:45 37 25 0 1 0 0 63 22:45 13 1 0 0 0 0 14
11:00 54 24 1 4 0 1 84 23:00 23 6 0 0 0 0 29
11:15 41 18 2 0 0 0 61 23:15 9 5 0 0 0 0 14
11:30 40 13 1 1 0 0 55 23:30 10 2 0 0 0 0 12
11:45 53 25 2 4 0 0 84 23:45 7 5 0 0 0 0 12
TOTAL 2,144 880 21 47 0 21 3,113 TOTAL 2,839 1,331 14 48 0 23 4,255 AM PEAK HOUR 8:00 AM AM PEAK HOUR 2:00 PM
AM PEAK VOLUME 660 AM PEAK VOLUME 692
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 4,983 2,211 35 95 0 44 7,368 CLASS 2 2-AXLE TRUCKS % OF TOTAL 67.6% 30.0% 0.5% 1.3% 0.0% 0.6% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

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Page 255 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS8 Lemon St between Santa Fe Ave and E Ave AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 0 0 0 1 0 0 1 12:00 24 13 0 0 0 16 53
0:15 2 1 0 0 0 0 3 12:15 31 17 0 1 0 6 55
0:30 0 0 0 1 0 0 1 12:30 29 17 0 1 0 7 54
0:45 0 1 0 0 0 0 1 12:45 20 21 1 0 0 6 48
1:00 0 0 0 0 0 1 1 13:00 27 18 0 1 0 11 57
1:15 1 1 0 0 0 0 2 13:15 25 16 0 1 0 9 51
1:30 0 1 0 0 0 0 1 13:30 18 20 1 2 0 0 41
1:45 3 0 0 0 0 0 3 13:45 21 19 0 2 0 1 43
2:00 1 0 0 0 0 0 1 14:00 17 15 0 1 0 1 34
2:15 1 1 0 0 0 0 2 14:15 18 23 0 4 0 2 47
2:30 1 1 0 0 0 0 2 14:30 31 36 0 1 0 3 71
2:45 2 0 0 0 0 0 2 14:45 32 32 0 1 0 2 67
3:00 1 0 0 0 0 0 1 15:00 45 25 1 1 0 8 80
3:15 1 0 0 0 0 0 1 15:15 61 29 0 0 0 13 103
3:30 3 1 0 0 0 0 4 15:30 135 35 0 0 0 8 178
3:45 5 0 0 1 0 0 6 15:45 52 20 0 0 0 7 79
4:00 2 2 0 0 0 0 4 16:00 48 15 0 1 0 4 68
4:15 2 1 0 0 0 0 3 16:15 32 18 0 2 0 1 53
4:30 3 2 0 0 0 0 5 16:30 32 10 0 0 0 1 43
4:45 10 4 0 0 0 0 14 16:45 23 3 0 0 0 1 27
5:00 5 7 0 0 0 1 13 17:00 22 11 0 0 0 0 33
5:15 6 6 0 0 0 0 12 17:15 20 9 0 0 0 1 30
5:30 18 6 0 0 0 4 28 17:30 23 7 0 0 0 1 31
5:45 18 16 0 0 0 5 39 17:45 14 9 0 0 0 1 24
6:00 16 20 0 0 0 5 41 18:00 14 9 0 0 0 1 24
6:15 14 15 0 0 0 13 42 18:15 10 1 0 1 0 0 12
6:30 11 11 0 0 0 13 35 18:30 6 5 0 0 0 0 11
6:45 15 10 1 0 0 3 29 18:45 10 8 0 0 0 0 18
7:00 10 9 0 0 0 0 19 19:00 7 1 0 0 0 0 8
7:15 12 24 0 0 0 4 40 19:15 6 4 0 0 0 0 10
7:30 34 15 0 1 0 0 50 19:30 4 1 0 0 0 2 7
7:45 52 16 1 1 0 3 73 19:45 3 2 0 0 0 1 6
8:00 84 30 0 1 0 0 115 20:00 3 4 0 0 0 0 7
8:15 90 28 0 0 0 7 125 20:15 3 3 0 0 0 0 6
8:30 37 23 1 2 0 16 79 20:30 1 4 0 0 0 0 5
8:45 37 32 0 0 0 1 70 20:45 4 0 0 0 0 0 4
9:00 25 13 0 0 0 10 48 21:00 2 0 0 0 0 0 2
9:15 23 20 0 1 0 8 52 21:15 0 2 0 0 0 0 2
9:30 19 21 0 1 0 10 51 21:30 1 2 0 0 0 0 3
9:45 35 19 1 2 0 0 57 21:45 2 1 0 0 0 0 3
10:00 20 12 0 0 0 4 36 22:00 1 0 0 0 0 0 1
10:15 25 21 0 0 0 4 50 22:15 0 0 0 0 0 0 0
10:30 22 17 0 0 0 1 40 22:30 1 3 0 0 0 0 4
10:45 22 21 1 0 0 0 44 22:45 2 0 0 0 0 0 2
11:00 15 20 0 2 0 1 38 23:00 0 0 0 0 0 0 0
11:15 28 20 0 2 0 1 51 23:15 2 0 0 0 0 0 2
11:30 39 18 0 0 0 1 58 23:30 1 0 0 0 0 0 1
11:45 36 19 0 1 0 5 61 23:45 2 1 0 0 0 0 3
TOTAL 806 505 5 17 0 121 1,454 TOTAL 885 489 3 20 0 114 1,511 AM PEAK HOUR 7:45 AM AM PEAK HOUR 3:00 PM
AM PEAK VOLUME 392 AM PEAK VOLUME 440
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 1,691 994 8 37 0 235 2,965 CLASS 2 2-AXLE TRUCKS % OF TOTAL 57.0% 33.5% 0.3% 1.2% 0.0% 7.9% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
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Wednesday, April 24, 2024

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Page 256 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS9 Lemon St east of Choiceana Ave AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 0 0 0 0 0 0 0 12:00 0 0 0 0 0 0 0
0:15 0 0 0 0 0 0 0 12:15 1 0 0 0 0 0 1
0:30 0 0 0 0 0 0 0 12:30 0 0 0 0 0 0 0
0:45 0 0 0 0 0 0 0 12:45 0 0 0 0 0 0 0
1:00 0 0 0 0 0 0 0 13:00 1 0 0 0 0 0 1
1:15 0 0 0 0 0 0 0 13:15 0 1 0 0 0 0 1
1:30 0 0 0 0 0 0 0 13:30 0 0 0 0 0 0 0
1:45 0 0 0 0 0 0 0 13:45 0 0 0 0 0 0 0
2:00 0 0 0 0 0 0 0 14:00 0 0 0 0 0 0 0
2:15 0 0 0 0 0 0 0 14:15 1 0 0 0 0 0 1
2:30 0 0 0 0 0 0 0 14:30 2 0 0 0 0 0 2
2:45 0 0 0 0 0 0 0 14:45 1 0 0 0 0 0 1
3:00 0 0 0 0 0 0 0 15:00 0 2 0 0 0 0 2
3:15 0 0 0 0 0 0 0 15:15 2 0 0 0 0 0 2
3:30 0 0 0 0 0 0 0 15:30 1 0 0 0 0 0 1
3:45 0 0 0 0 0 0 0 15:45 1 0 0 0 0 0 1
4:00 0 0 0 0 0 0 0 16:00 2 1 0 0 0 0 3
4:15 0 0 0 0 0 0 0 16:15 0 1 0 0 0 0 1
4:30 0 0 0 0 0 0 0 16:30 0 0 0 0 0 0 0
4:45 0 0 0 0 0 0 0 16:45 0 0 0 0 0 0 0
5:00 0 0 0 0 0 0 0 17:00 1 2 0 0 0 0 3
5:15 0 0 0 0 0 0 0 17:15 1 0 0 0 0 0 1
5:30 0 0 0 0 0 0 0 17:30 0 0 0 0 0 0 0
5:45 0 0 0 0 0 0 0 17:45 2 1 0 0 0 0 3
6:00 0 0 0 0 0 0 0 18:00 1 0 0 0 0 0 1
6:15 0 0 0 0 0 0 0 18:15 1 1 0 0 0 0 2
6:30 0 0 0 0 0 0 0 18:30 0 0 0 0 0 0 0
6:45 3 0 0 0 0 0 3 18:45 1 0 0 0 0 0 1
7:00 0 1 0 0 0 0 1 19:00 0 1 0 0 0 0 1
7:15 1 2 0 0 0 0 3 19:15 0 1 0 0 0 0 1
7:30 2 2 0 0 0 0 4 19:30 1 0 0 0 0 0 1
7:45 4 0 0 0 0 0 4 19:45 1 1 0 0 0 0 2
8:00 0 0 0 0 0 0 0 20:00 1 0 0 0 0 0 1
8:15 2 0 0 0 0 0 2 20:15 0 0 0 0 0 0 0
8:30 0 1 0 0 0 1 2 20:30 0 0 0 0 0 0 0
8:45 0 0 0 0 0 0 0 20:45 0 0 0 0 0 0 0
9:00 0 0 0 0 0 0 0 21:00 0 0 0 0 0 0 0
9:15 0 1 0 0 0 0 1 21:15 0 0 0 0 0 0 0
9:30 0 1 0 0 0 0 1 21:30 0 0 0 0 0 0 0
9:45 1 0 0 0 0 0 1 21:45 0 0 0 0 0 0 0
10:00 1 0 0 0 0 0 1 22:00 0 0 0 0 0 0 0
10:15 0 1 0 0 0 0 1 22:15 0 0 0 0 0 0 0
10:30 0 0 0 0 0 0 0 22:30 0 0 0 0 0 0 0
10:45 0 0 0 0 0 0 0 22:45 0 0 0 0 0 0 0
11:00 0 0 0 0 0 0 0 23:00 0 0 0 0 0 0 0
11:15 1 0 0 0 0 0 1 23:15 0 0 0 0 0 0 0
11:30 3 0 0 1 0 0 4 23:30 0 0 0 0 0 0 0
11:45 0 0 0 0 0 0 0 23:45 0 0 0 0 0 0 0
TOTAL 18 9 0 1 0 1 29 TOTAL 22 12 0 0 0 0 34
AM PEAK HOUR 7:00 AM AM PEAK HOUR 5:00 PM
AM PEAK VOLUME 12 AM PEAK VOLUME 7
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 40 21 0 1 0 1 63 CLASS 2 2-AXLE TRUCKS % OF TOTAL 63.5% 33.3% 0.0% 1.6% 0.0% 1.6% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 257 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS10 Cottonwood Ave between Sequoia St and Bear Valley Rd.

AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 9 2 0 0 0 0 11 12:00 102 29 1 0 0 1 133
0:15 12 1 0 0 0 0 13 12:15 103 20 1 0 0 0 124
0:30 8 4 1 0 0 0 13 12:30 122 30 1 1 0 0 154
0:45 8 0 0 0 0 0 8 12:45 96 30 0 1 0 1 128
1:00 4 0 0 0 0 0 4 13:00 115 31 1 1 0 1 149
1:15 5 1 0 0 0 0 6 13:15 142 34 2 2 0 1 181
1:30 8 1 0 0 0 0 9 13:30 121 27 1 0 0 0 149
1:45 1 1 0 0 0 0 2 13:45 122 21 3 2 0 1 149
2:00 5 3 0 0 0 0 8 14:00 142 22 4 0 0 1 169
2:15 8 1 0 0 0 0 9 14:15 134 27 0 1 0 1 163
2:30 8 2 0 0 0 0 10 14:30 146 32 2 1 0 0 181
2:45 6 2 0 0 0 0 8 14:45 142 29 3 0 0 2 176
3:00 5 1 0 0 0 0 6 15:00 132 25 0 0 0 2 159
3:15 10 1 0 0 0 0 11 15:15 136 28 1 0 0 2 167
3:30 11 2 0 0 0 0 13 15:30 135 26 4 0 0 0 165
3:45 10 5 0 1 0 0 16 15:45 130 28 2 1 0 0 161
4:00 13 3 0 0 0 0 16 16:00 122 28 1 1 0 2 154
4:15 14 2 0 0 0 0 16 16:15 139 26 2 0 0 0 167
4:30 14 6 0 0 0 0 20 16:30 138 28 1 0 0 0 167
4:45 20 5 0 0 0 0 25 16:45 124 29 4 0 0 1 158
5:00 18 3 0 1 0 0 22 17:00 163 29 3 1 0 1 197
5:15 21 6 0 0 0 0 27 17:15 150 25 2 2 0 0 179
5:30 33 7 0 0 0 0 40 17:30 126 26 0 0 0 0 152
5:45 33 13 0 1 0 0 47 17:45 107 35 0 1 0 0 143
6:00 32 13 0 0 0 0 45 18:00 118 24 1 0 0 2 145
6:15 40 12 0 0 0 2 54 18:15 124 25 3 1 0 0 153
6:30 54 23 0 0 0 1 78 18:30 107 23 0 0 0 1 131
6:45 78 22 0 1 0 3 104 18:45 114 20 0 0 0 0 134
7:00 70 20 0 1 0 2 93 19:00 115 20 0 0 0 1 136
7:15 86 23 0 0 0 0 109 19:15 84 16 0 0 0 0 100
7:30 88 28 0 0 0 3 119 19:30 83 15 1 0 0 0 99
7:45 122 26 1 0 0 2 151 19:45 84 15 1 0 0 1 101
8:00 112 20 1 0 0 2 135 20:00 74 14 0 0 0 1 89
8:15 97 30 0 0 0 0 127 20:15 91 10 1 0 0 0 102
8:30 111 21 0 2 0 1 135 20:30 61 15 0 1 0 0 77
8:45 101 19 0 1 0 2 123 20:45 73 9 0 0 0 0 82
9:00 91 13 0 1 0 2 107 21:00 52 9 2 0 0 1 64
9:15 89 27 0 3 0 0 119 21:15 65 9 1 0 0 1 76
9:30 107 27 2 0 0 1 137 21:30 52 6 0 0 0 0 58
9:45 93 27 1 0 0 1 122 21:45 43 5 0 0 0 0 48
10:00 82 15 0 1 0 0 98 22:00 43 6 0 0 0 0 49
10:15 85 16 3 1 0 0 105 22:15 26 2 0 1 0 0 29
10:30 114 20 1 2 0 0 137 22:30 36 3 0 0 0 0 39
10:45 105 16 0 0 0 0 121 22:45 28 3 0 0 0 0 31
11:00 106 18 3 1 0 1 129 23:00 21 7 0 0 0 0 28
11:15 106 17 1 0 0 1 125 23:15 16 2 0 0 0 0 18
11:30 106 25 1 0 0 1 133 23:30 10 4 0 0 0 0 14
11:45 132 27 2 0 0 0 161 23:45 17 2 0 0 0 0 19
TOTAL 2,491 577 17 17 0 25 3,127 TOTAL 4,626 929 49 18 0 25 5,647 AM PEAK HOUR 11:00 AM AM PEAK HOUR 4:30 PM
AM PEAK VOLUME 548 AM PEAK VOLUME 701
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 7,117 1,506 66 35 0 50 8,774 CLASS 2 2-AXLE TRUCKS % OF TOTAL 81.1% 17.2% 0.8% 0.4% 0.0% 0.6% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 258 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS11 Cottonwood Ave between Willow St and Main St.

AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 6 1 0 0 0 0 7 12:00 83 19 0 0 0 1 103
0:15 8 3 0 0 0 0 11 12:15 91 18 0 0 0 0 109
0:30 7 0 0 0 0 0 7 12:30 110 19 0 0 0 1 130
0:45 12 0 0 0 0 0 12 12:45 88 19 1 4 0 1 113
1:00 4 0 0 0 0 0 4 13:00 99 18 0 0 0 0 117
1:15 6 1 0 0 0 0 7 13:15 113 20 0 0 0 0 133
1:30 6 1 0 0 0 0 7 13:30 115 16 0 1 0 3 135
1:45 5 0 0 0 0 0 5 13:45 146 19 0 0 0 0 165
2:00 4 1 0 0 0 0 5 14:00 149 17 0 1 0 2 169
2:15 7 2 0 0 0 0 9 14:15 115 14 0 1 0 1 131
2:30 6 1 0 0 0 0 7 14:30 131 19 0 0 0 3 153
2:45 11 2 0 0 0 0 13 14:45 100 15 0 0 0 0 115
3:00 10 1 0 0 0 0 11 15:00 115 18 0 0 0 2 135
3:15 9 2 0 0 0 0 11 15:15 121 15 0 0 0 2 138
3:30 20 3 0 0 0 0 23 15:30 111 17 0 2 0 0 130
3:45 16 5 0 0 0 0 21 15:45 107 15 0 0 0 0 122
4:00 16 3 0 0 0 0 19 16:00 114 14 0 0 0 1 129
4:15 21 2 0 0 0 0 23 16:15 123 19 0 0 0 0 142
4:30 17 3 1 0 0 0 21 16:30 112 23 0 1 0 0 136
4:45 27 2 0 0 0 0 29 16:45 100 14 0 0 0 0 114
5:00 24 5 1 1 0 0 31 17:00 119 17 0 1 0 1 138
5:15 21 5 0 0 0 0 26 17:15 114 19 1 2 0 0 136
5:30 32 5 0 0 0 0 37 17:30 91 18 0 0 0 1 110
5:45 39 9 0 1 0 0 49 17:45 110 22 0 0 0 0 132
6:00 37 7 0 0 0 0 44 18:00 100 16 1 0 0 1 118
6:15 42 9 0 0 0 0 51 18:15 116 19 0 0 0 0 135
6:30 60 11 1 0 0 2 74 18:30 96 17 0 0 0 1 114
6:45 94 14 1 0 0 3 112 18:45 102 14 0 0 0 0 116
7:00 85 17 0 0 0 5 107 19:00 97 16 1 0 0 1 115
7:15 149 17 1 0 0 2 169 19:15 76 17 0 0 0 0 93
7:30 111 14 0 0 0 2 127 19:30 73 12 0 0 0 2 87
7:45 123 19 0 1 0 0 143 19:45 83 10 0 0 0 0 93
8:00 109 18 0 0 0 1 128 20:00 67 7 0 0 0 1 75
8:15 125 11 0 0 0 3 139 20:15 64 8 0 0 0 0 72
8:30 96 12 0 1 0 1 110 20:30 72 11 0 2 0 0 85
8:45 91 11 0 0 0 0 102 20:45 57 9 0 0 0 1 67
9:00 79 11 0 2 0 1 93 21:00 57 8 0 0 0 0 65
9:15 95 18 0 1 0 0 114 21:15 54 8 0 0 0 1 63
9:30 76 14 0 0 0 0 90 21:30 33 7 0 0 0 0 40
9:45 80 13 0 2 0 1 96 21:45 44 6 0 0 0 0 50
10:00 84 12 0 1 0 3 100 22:00 37 4 0 0 0 0 41
10:15 63 11 1 0 0 2 77 22:15 22 2 0 1 0 0 25
10:30 86 17 1 0 0 0 104 22:30 34 4 0 0 0 0 38
10:45 87 10 0 0 0 0 97 22:45 25 2 0 0 0 0 27
11:00 90 13 0 0 0 1 104 23:00 23 2 0 1 0 0 26
11:15 100 12 1 1 0 2 116 23:15 12 1 0 0 0 0 13
11:30 101 15 0 0 0 0 116 23:30 11 5 0 1 0 0 17
11:45 101 17 0 0 0 0 118 23:45 14 3 0 0 0 0 17
TOTAL 2,498 380 8 11 0 29 2,926 TOTAL 4,046 632 4 18 0 27 4,727 AM PEAK HOUR 7:15 AM AM PEAK HOUR 1:45 PM
AM PEAK VOLUME 567 AM PEAK VOLUME 618
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 6,544 1,012 12 29 0 56 7,653 CLASS 2 2-AXLE TRUCKS % OF TOTAL 85.5% 13.2% 0.2% 0.4% 0.0% 0.7% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 259 ends

31124
DATE: CITY: Hesperia
JOB #: SC4583 LOCATION: CLASS12 Muscatel St between Malibu Ave and Escondido Ave.

AM PM
TIME 1 2 3 4 5 6 TOTAL Time 1 2 3 4 5 6 TOTAL
0:00 5 4 0 0 0 0 9 12:00 54 7 0 0 0 0 61
0:15 10 0 0 0 0 0 10 12:15 67 18 2 0 0 0 87
0:30 9 1 0 0 0 0 10 12:30 82 15 1 0 0 6 104
0:45 6 0 0 0 0 0 6 12:45 156 19 1 0 0 2 178
1:00 1 0 0 0 0 0 1 13:00 134 18 1 0 0 4 157
1:15 2 0 0 0 0 0 2 13:15 102 24 0 0 0 2 128
1:30 3 1 0 0 0 0 4 13:30 67 17 1 0 0 1 86
1:45 4 0 0 0 0 0 4 13:45 89 11 1 0 0 2 103
2:00 1 0 0 0 0 0 1 14:00 71 18 0 1 0 1 91
2:15 4 0 0 0 0 0 4 14:15 67 22 1 1 0 1 92
2:30 6 0 0 0 0 0 6 14:30 64 21 1 0 0 0 86
2:45 4 0 0 0 0 0 4 14:45 89 16 1 1 0 0 107
3:00 5 1 0 0 0 0 6 15:00 112 31 1 0 0 6 150
3:15 6 0 0 0 0 0 6 15:15 101 21 0 0 0 0 122
3:30 5 1 0 0 0 1 7 15:30 66 12 1 1 0 1 81
3:45 7 4 0 0 0 0 11 15:45 54 16 0 0 0 0 70
4:00 10 3 0 0 0 0 13 16:00 55 15 0 0 0 0 70
4:15 8 6 0 0 0 0 14 16:15 60 12 2 0 0 0 74
4:30 6 2 0 0 0 0 8 16:30 57 17 1 0 0 0 75
4:45 18 1 0 0 0 0 19 16:45 71 12 0 0 0 0 83
5:00 14 0 0 0 0 0 14 17:00 57 8 1 0 0 0 66
5:15 13 3 0 0 0 0 16 17:15 56 11 1 1 0 0 69
5:30 15 5 0 0 0 0 20 17:30 60 20 1 0 0 0 81
5:45 18 3 0 0 0 0 21 17:45 53 21 0 1 0 0 75
6:00 27 2 0 0 0 0 29 18:00 45 14 0 1 0 0 60
6:15 20 7 0 0 0 1 28 18:15 47 15 0 0 0 1 63
6:30 36 8 0 0 0 0 44 18:30 62 22 0 0 0 0 84
6:45 73 18 0 0 0 0 91 18:45 52 8 0 1 0 0 61
7:00 106 29 1 1 0 4 141 19:00 40 7 0 1 0 0 48
7:15 219 35 3 4 0 3 264 19:15 45 18 0 0 0 0 63
7:30 176 24 1 1 0 2 204 19:30 48 11 0 0 0 0 59
7:45 105 20 1 0 0 0 126 19:45 45 10 0 0 0 0 55
8:00 67 14 1 1 0 1 84 20:00 34 10 1 0 0 0 45
8:15 69 12 0 0 0 2 83 20:15 31 10 2 0 0 0 43
8:30 56 5 0 0 0 3 64 20:30 25 7 0 0 0 0 32
8:45 47 15 0 0 0 1 63 20:45 26 4 0 0 0 0 30
9:00 32 8 0 0 0 0 40 21:00 26 8 0 0 0 0 34
9:15 44 12 0 0 0 1 57 21:15 31 7 0 0 0 0 38
9:30 43 12 0 0 0 0 55 21:30 24 7 0 0 0 0 31
9:45 46 14 0 0 0 0 60 21:45 16 6 0 0 0 0 22
10:00 33 11 0 0 0 0 44 22:00 7 3 0 0 0 0 10
10:15 33 11 0 0 0 0 44 22:15 14 3 0 0 0 0 17
10:30 55 9 0 1 0 1 66 22:30 10 2 0 0 0 0 12
10:45 52 10 0 0 0 1 63 22:45 8 2 0 0 0 0 10
11:00 56 26 0 1 0 0 83 23:00 16 1 2 0 0 0 19
11:15 67 18 0 0 0 0 85 23:15 9 2 0 0 0 0 11
11:30 51 7 1 0 0 1 60 23:30 9 2 0 0 0 0 11
11:45 48 9 1 0 0 1 59 23:45 8 0 0 1 0 0 9
TOTAL 1,741 371 9 9 0 23 2,153 TOTAL 2,522 581 23 10 0 27 3,163 AM PEAK HOUR 7:00 AM AM PEAK HOUR 12:30 PM
AM PEAK VOLUME 735 AM PEAK VOLUME 567
CLASS 1 PASSENGER VEHICLES TOTAL: AM+PM 4,263 952 32 19 0 50 5,316 CLASS 2 2-AXLE TRUCKS % OF TOTAL 80.2% 17.9% 0.6% 0.4% 0.0% 0.9% 100.0% CLASS 3 3-AXLE TRUCKS
CLASS 4 4 OR MORE AXLE TRUCKS
CLASS 5 RV
CLASS 6 Buses

24-HOUR ROADWAY SEGMENT COUNTS (WITH CLASSIFICATION)
Prepared by AimTD LLC tel. 714 253 7888 [email protected]
Wednesday, April 24, 2024

COMBINED COMBINED

Page 260 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1.5 0.5 1 1 1 1 1 3 1 2 3 0 0 0 0 0
7:00 AM 5 6 9 9 1 8 12 206 10 11 98 1 376 0 0 0 0 0 7:15 AM 6 1 15 15 2 8 12 202 7 14 144 3 429 0 0 0 2 2 7:30 AM 8 2 16 7 1 12 14 203 15 27 159 9 473 0 0 0 0 0 7:45 AM 11 3 26 11 1 16 22 206 15 20 125 5 461 0 0 0 0 0 8:00 AM 11 4 12 10 1 11 21 206 20 25 136 3 460 0 0 0 0 0 8:15 AM 14 2 16 12 6 21 12 176 19 16 136 6 436 0 0 0 0 0 8:30 AM 10 3 15 7 5 14 19 184 22 29 144 6 458 0 0 0 1 1 8:45 AM 13 7 14 6 4 17 24 195 26 25 99 1 431 0 0 0 1 1 VOLUMES 78 28 123 77 21 107 136 1,578 134 167 1,041 34 3,528 0 0 0 4 4 APPROACH % 34% 12% 54% 38% 10% 52% 7% 85% 7% 13% 84% 3% APP/DEPART 229 / 198 205 / 322 1,848 / 1,782 1,246 / 1,226 0 88

BEGIN PEAK HR
VOLUMES 44 11 70 40 9 60 69 791 69 88 556 23 1,830 0 0 0 0 APPROACH % 35% 9% 56% 37% 8% 55% 7% 85% 7% 13% 83% 3%
PEAK HR FACTOR 0.781 0.699 0.940 0.855 0.967
APP/DEPART 125 / 103 109 / 166 929 / 901 667 / 660 0 4:00 PM 30 9 39 9 8 23 25 220 33 42 198 8 644 0 0 0 2 2 4:15 PM 35 13 42 12 7 31 29 205 35 36 206 15 666 0 0 0 1 1 4:30 PM 35 9 30 7 12 35 17 193 37 21 155 5 556 0 0 0 0 0 4:45 PM 35 11 33 9 8 35 13 191 37 36 220 5 633 0 0 0 2 2 5:00 PM 41 15 37 8 7 19 13 186 25 36 197 1 585 0 0 0 1 1 5:15 PM 32 8 22 5 13 28 24 217 33 34 213 5 634 0 0 0 2 2 5:30 PM 41 10 51 8 6 14 19 180 32 40 191 5 597 0 0 0 3 3 5:45 PM 45 7 40 6 6 30 16 145 31 45 201 3 575 0 0 0 2 2 VOLUMES 294 82 294 64 67 215 156 1,537 263 290 1,581 47 4,903 0 0 0 13 13 APPROACH % 44% 12% 44% 18% 19% 62% 8% 79% 13% 15% 82% 2% APP/DEPART 670 / 285 346 / 620 1,956 / 1,908 1,931 / 2,090 0 BEGIN PEAK HR 135
VOLUMES 135 42 144 37 35 124 84 809 142 135 779 33 2,504 0 0 0 5 APPROACH % 42% 13% 45% 19% 18% 63% 8% 78% 14% 14% 82% 3% PEAK HR FACTOR 0.892 0.907 0.931 0.905 0.939
APP/DEPART 321 / 159 196 / 312 1,035 / 995 952 / 1,038 0 Cataba Rd

NORTH LEG
Main St WEST LEG EAST LEG Main St

SOUTH LEG
Cataba Rd

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 7:30 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 1 0 0 0 1 0 0 0 0 0 1 0 0 0 1 8:45 AM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 TOTAL 2 2 0 0 4 1 2 0 0 3 1 0 0 0 1 4:00 PM 0 0 1 1 2 0 0 1 1 2 0 0 0 0 0 4:15 PM 0 1 6 0 7 0 1 6 0 7 0 0 0 0 0 4:30 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 4:45 PM 0 0 2 0 2 0 0 2 0 2 0 0 0 0 0 5:00 PM 0 1 1 0 2 0 1 1 0 2 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 2 0 2 0 0 2 0 2 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 3 12 1 16 0 3 12 1 16 0 0 0 0 0

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:30 AM
PM
4:00 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
Cataba Rd
Main St

U-TURNS
Cataba Rd Cataba Rd Main St Main St

Page 261 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 1 1 1 0.5 0.5 1 3 1 1 3 0 0 0 0 0
7:00 AM 0 2 5 20 7 0 2 224 1 15 119 15 410 0 0 0 0 0 7:15 AM 1 0 7 30 1 1 6 233 1 20 161 23 484 0 0 0 0 0 7:30 AM 2 2 8 29 3 1 4 216 0 26 196 29 516 0 0 1 1 2 7:45 AM 0 4 14 29 8 4 3 241 5 29 157 17 511 0 0 0 1 1 8:00 AM 3 3 10 30 6 3 9 214 2 32 136 37 485 0 0 0 1 1 8:15 AM 1 2 15 28 6 4 11 205 1 38 162 25 498 0 0 1 2 3 8:30 AM 0 4 18 25 12 1 5 190 2 50 176 24 507 0 0 0 0 0 8:45 AM 2 8 16 34 10 4 7 215 4 40 124 32 496 0 0 0 0 0 VOLUMES 9 25 93 225 53 18 47 1,738 16 250 1,231 202 3,914 0 0 2 5 7 APPROACH % 7% 20% 73% 76% 18% 6% 3% 96% 1% 15% 73% 12%
APP/DEPART 127 / 274 296 / 319 1,803 / 2,061 1,688 / 1,260 0

BEGIN PEAK HR
VOLUMES 6 11 47 116 23 12 27 876 8 125 651 108 2,017 0 0 2 5 APPROACH % 9% 17% 73% 77% 15% 8% 3% 96% 1% 14% 73% 12%
PEAK HR FACTOR 0.889 0.921 0.917 0.882 0.973
APP/DEPART 64 / 146 151 / 156 913 / 1,044 889 / 671 0 4:00 PM 9 8 47 45 17 4 15 233 2 59 248 54 741 0 0 4 3 7 4:15 PM 6 16 53 55 23 3 7 298 1 56 233 57 808 0 0 3 4 7 4:30 PM 7 13 46 49 16 5 5 243 5 67 197 41 694 0 0 0 0 0 4:45 PM 8 21 43 53 25 2 9 208 5 59 228 34 695 0 0 1 1 2 5:00 PM 5 12 42 48 18 4 7 235 2 74 239 42 728 0 0 0 1 1 5:15 PM 6 6 54 59 20 4 6 245 5 58 254 56 773 0 0 1 1 2 5:30 PM 7 13 46 41 21 7 8 253 3 67 238 41 745 0 0 0 0 0 5:45 PM 8 19 50 42 16 3 14 192 0 75 232 50 701 0 0 2 1 3 VOLUMES 56 108 381 392 156 32 71 1,907 23 515 1,869 375 5,907 0 0 11 11 22 APPROACH % 10% 20% 70% 68% 27% 6% 4% 95% 1% 19% 67% 14% APP/DEPART 545 / 554 580 / 694 2,012 / 2,691 2,770 / 1,968 0

BEGIN PEAK HR
VOLUMES 30 58 189 202 81 14 36 982 13 241 906 186 2,954 0 0 8 8 APPROACH % 11% 21% 68% 68% 27% 5% 3% 95% 1% 18% 68% 14% PEAK HR FACTOR 0.923 0.917 0.841 0.921 0.906
APP/DEPART 277 / 280 297 / 335 1,039 / 1,381 1,341 / 958 0 Key Pointe Ave

NORTH LEG
Main St WEST LEG EAST LEG Main St

SOUTH LEG
Key Pointe Ave

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 1 0 0 1 2 1 0 0 1 2 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 2 2 0 0 0 2 2 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 1 0 0 4 5 1 0 0 4 5 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 2 0 0 2 4 2 0 0 2 4 0 0 0 0 0 4:30 PM 0 0 2 0 2 0 0 2 0 2 0 0 0 0 0 4:45 PM 0 1 1 0 2 0 1 1 0 2 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 TOTAL 3 2 3 2 10 3 2 3 2 10 0 0 0 0 0

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:30 AM
PM
4:00 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
Key Pointe Ave
Main St

U-TURNS
Key Pointe Ave Key Pointe Ave Main St Main St

Page 262 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X X X 2 X 1 X 3 1 X 3 1 0 0 0 0
7:00 AM 0 0 0 85 0 26 0 248 16 0 127 129 631 0 0 0 0 0 7:15 AM 0 0 0 61 0 31 0 250 23 0 173 129 667 0 0 0 0 0 7:30 AM 0 0 0 47 0 42 0 219 18 0 204 140 670 0 0 0 0 0 7:45 AM 0 0 0 74 0 40 0 284 22 0 170 102 692 0 0 0 0 0 8:00 AM 0 0 0 34 0 46 0 236 17 0 175 112 620 0 0 0 0 0 8:15 AM 0 0 0 70 0 43 0 224 29 0 187 137 690 0 0 0 0 0 8:30 AM 0 0 0 65 0 50 0 222 15 0 190 103 645 0 0 0 0 0 8:45 AM 0 0 0 57 0 48 0 228 18 0 152 116 619 0 0 0 0 0 VOLUMES 0 0 0 493 0 326 0 1,911 158 0 1,378 968 5,234 0 0 0 0 0 APPROACH % 0% 0% 0% 60% 0% 40% 0% 92% 8% 0% 59% 41%
APP/DEPART 0 / 968 819 / 158 2,069 / 2,404 2,346 / 1,704 0

BEGIN PEAK HR
VOLUMES 0 0 0 225 0 171 0 963 86 0 736 491 2,672 0 0 0 0 APPROACH % 0% 0% 0% 57% 0% 43% 0% 92% 8% 0% 60% 40%
PEAK HR FACTOR 0.000 0.868 0.857 0.892 0.965
APP/DEPART 0 / 491 396 / 86 1,049 / 1,188 1,227 / 907 0 4:00 PM 0 0 0 95 0 75 0 317 33 0 279 93 892 0 0 0 0 0 4:15 PM 0 0 0 87 0 81 0 358 33 0 284 89 932 0 0 0 0 0 4:30 PM 0 0 0 95 0 74 0 307 20 0 241 78 815 0 0 0 0 0 4:45 PM 0 0 0 116 0 71 0 290 35 0 263 78 853 0 0 0 0 0 5:00 PM 0 0 0 114 0 73 0 301 32 0 269 91 880 0 0 0 0 0 5:15 PM 0 0 0 125 0 80 0 316 37 0 281 83 922 0 0 0 0 0 5:30 PM 0 0 0 101 0 75 0 328 20 0 292 66 882 0 0 0 0 0 5:45 PM 0 0 0 96 0 72 0 237 22 0 281 62 770 0 0 0 0 0 VOLUMES 0 0 0 829 0 601 0 2,454 232 0 2,190 640 6,946 0 0 0 0 0 APPROACH % 0% 0% 0% 58% 0% 42% 0% 91% 9% 0% 77% 23%
APP/DEPART 0 / 640 1,430 / 232 2,686 / 3,283 2,830 / 2,791 0

BEGIN PEAK HR
VOLUMES 0 0 0 456 0 299 0 1,235 124 0 1,105 318 3,537 0 0 0 0 APPROACH % 0% 0% 0% 60% 0% 40% 0% 91% 9% 0% 78% 22%
PEAK HR FACTOR 0.000 0.921 0.962 0.977 0.959
APP/DEPART 0 / 318 755 / 124 1,359 / 1,691 1,423 / 1,404 0 I-15 SB Ramps

NORTH LEG
Main St WEST LEG EAST LEG Main St

SOUTH LEG
I-15 SB Ramps

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 1 0 1 2 0 0 0 0 0 0 1 0 1 2 TOTAL 0 1 0 2 3 0 0 0 1 1 0 1 0 1 2 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 2 0 0 0 2 2 0 0 0 2 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 3 0 0 0 3 3 0 0 0 3 0 0 0 0 0

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:30 AM
PM
4:45 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
I-15 SB Ramps
Main St

U-TURNS
I-15 SB Ramps I-15 SB Ramps Main St Main St

Page 263 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 0.5 1.5 X X X 0 3 1 X 3 1 0 0 0 0
7:00 AM 10 1 88 0 0 0 0 274 64 0 238 81 756 0 0 0 0 0 7:15 AM 10 0 77 0 0 0 0 249 64 0 300 115 815 0 0 0 0 0 7:30 AM 16 0 78 0 0 0 0 202 64 0 335 140 835 0 0 0 0 0 7:45 AM 16 0 80 0 0 0 0 279 79 0 255 121 830 0 0 0 0 0 8:00 AM 19 0 69 0 0 0 0 209 61 0 266 97 721 0 0 0 0 0 8:15 AM 17 0 60 0 0 0 1 224 68 0 305 102 777 0 0 0 0 0 8:30 AM 14 0 55 0 0 0 0 238 49 0 284 82 722 0 0 0 0 0 8:45 AM 19 0 51 0 0 0 0 220 63 0 244 88 685 0 0 0 0 0 VOLUMES 121 1 558 0 0 0 1 1,895 512 0 2,227 826 6,141 0 0 0 0 0 APPROACH % 18% 0% 82% 0% 0% 0% 0% 79% 21% 0% 73% 27%
APP/DEPART 680 / 828 0 / 512 2,408 / 2,453 3,053 / 2,348 0

BEGIN PEAK HR
VOLUMES 52 1 323 0 0 0 0 1,004 271 0 1,128 457 3,236 0 0 0 0 APPROACH % 14% 0% 86% 0% 0% 0% 0% 79% 21% 0% 71% 29%
PEAK HR FACTOR 0.949 0.000 0.890 0.834 0.969
APP/DEPART 376 / 458 0 / 271 1,275 / 1,327 1,585 / 1,180 0 4:00 PM 51 0 178 0 0 0 0 346 65 0 338 94 1,072 0 0 0 0 0 4:15 PM 36 1 181 0 0 0 0 386 73 0 337 97 1,111 0 0 0 0 0 4:30 PM 36 1 201 0 0 0 0 330 61 0 268 94 991 0 0 0 0 0 4:45 PM 40 0 155 0 0 0 0 355 49 0 300 99 998 0 0 0 0 0 5:00 PM 30 1 182 0 0 0 0 352 63 0 329 95 1,052 0 0 0 0 0 5:15 PM 32 1 163 0 0 0 0 397 44 0 333 92 1,062 0 0 0 0 0 5:30 PM 26 1 169 0 0 0 0 366 63 0 333 98 1,056 0 0 0 0 0 5:45 PM 32 0 171 0 0 0 0 279 49 0 312 100 943 0 0 0 0 0 VOLUMES 283 5 1,400 0 0 0 0 2,811 467 0 2,550 769 8,285 0 0 0 0 0 APPROACH % 17% 0% 83% 0% 0% 0% 0% 86% 14% 0% 77% 23%
APP/DEPART 1,688 / 774 0 / 467 3,278 / 4,211 3,319 / 2,833 0

BEGIN PEAK HR
VOLUMES 163 2 715 0 0 0 0 1,417 248 0 1,243 384 4,172 0 0 0 0 APPROACH % 19% 0% 81% 0% 0% 0% 0% 85% 15% 0% 76% 24%
PEAK HR FACTOR 0.924 0.000 0.907 0.937 0.939
APP/DEPART 880 / 386 0 / 248 1,665 / 2,132 1,627 / 1,406 0 I-15 NB Ramps

NORTH LEG
Main St WEST LEG EAST LEG Main St

SOUTH LEG
I-15 NB Ramps

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 8:45 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 TOTAL 0 4 0 0 4 0 3 0 0 3 0 1 0 0 1 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 2 0 0 0 2 2 0 0 0 2 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 5:15 PM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 TOTAL 3 2 0 0 5 3 2 0 0 5 0 0 0 0 0

U-TURNS
I-15 NB Ramps I-15 NB Ramps Main St Main St

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
I-15 NB Ramps
Main St

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:00 AM
PM
4:00 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

Page 264 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 0.5 0.5 1 1 0 1 4 0 1 4 0 0 0 0 0
7:00 AM 12 8 9 13 9 28 27 308 15 12 283 8 732 0 0 0 0 0 7:15 AM 15 10 11 14 13 38 18 296 6 26 368 11 826 0 0 0 0 0 7:30 AM 18 7 10 12 15 33 25 263 8 22 415 13 841 0 0 0 0 0 7:45 AM 11 9 14 15 11 33 39 309 10 17 336 8 812 0 0 1 0 1 8:00 AM 19 11 18 20 12 29 33 238 7 16 321 6 730 0 0 0 0 0 8:15 AM 13 16 11 16 18 25 31 243 11 20 361 10 775 0 0 1 0 1 8:30 AM 16 12 9 17 15 22 29 251 9 15 337 7 739 0 0 0 0 0 8:45 AM 17 15 6 21 19 20 25 235 13 19 297 5 692 0 0 0 0 0 VOLUMES 121 88 88 128 112 228 227 2,143 79 147 2,718 68 6,149 0 0 2 0 2 APPROACH % 41% 30% 30% 27% 24% 49% 9% 87% 3% 5% 93% 2%
APP/DEPART 297 / 383 468 / 338 2,451 / 2,359 2,933 / 3,069 0

BEGIN PEAK HR
VOLUMES 56 34 44 54 48 132 109 1,176 39 77 1,402 40 3,212 0 0 1 0 APPROACH % 42% 25% 33% 23% 21% 56% 8% 89% 3% 5% 92% 3%
PEAK HR FACTOR 0.931 0.900 0.923 0.844 0.955
APP/DEPART 134 / 183 234 / 164 1,325 / 1,274 1,519 / 1,591 0 4:00 PM 17 13 18 35 22 45 66 438 17 18 368 19 1,076 0 0 4 1 5 4:15 PM 20 18 16 29 17 38 71 459 22 14 374 20 1,098 0 0 3 0 3 4:30 PM 23 27 18 33 20 43 78 426 28 16 314 26 1,052 0 0 4 2 6 4:45 PM 19 22 23 25 22 40 68 409 30 22 336 23 1,039 0 0 3 1 4 5:00 PM 22 19 17 32 18 47 72 427 33 17 353 21 1,078 0 0 2 0 2 5:15 PM 18 21 20 28 23 42 76 441 39 15 363 25 1,111 0 0 5 0 5 5:30 PM 25 23 21 26 17 41 69 422 34 19 361 19 1,077 0 0 4 0 4 5:45 PM 28 26 19 31 15 46 71 355 28 23 345 14 1,001 0 0 3 0 3 VOLUMES 172 169 152 239 154 342 571 3,377 231 144 2,814 167 8,564 0 0 28 4 32 APPROACH % 35% 34% 31% 33% 21% 47% 14% 80% 5% 5% 90% 5% APP/DEPART 493 / 907 735 / 529 4,207 / 3,772 3,129 / 3,356 0

BEGIN PEAK HR
VOLUMES 84 85 81 111 80 170 285 1,699 136 73 1,413 88 4,320 0 0 14 1 APPROACH % 34% 34% 32% 31% 22% 47% 13% 80% 6% 5% 90% 6% PEAK HR FACTOR 0.906 0.930 0.951 0.977 0.968
APP/DEPART 250 / 458 361 / 289 2,134 / 1,892 1,575 / 1,681 0 Mariposa St

NORTH LEG
Main St WEST LEG EAST LEG Main St

SOUTH LEG
Mariposa St

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 1 1 0 0 0 1 1 0 0 0 0 0 8:45 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 TOTAL 0 2 0 2 4 0 1 0 2 3 0 1 0 0 1 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 2 0 0 0 2 2 0 0 0 2 0 0 0 0 0 4:45 PM 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 5:00 PM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 5:15 PM 1 0 2 0 3 1 0 2 0 3 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 1 0 0 1 2 1 0 0 1 2 0 0 0 0 0 TOTAL 5 0 3 1 9 5 0 3 1 9 0 0 0 0 0

U-TURNS
Mariposa St Mariposa St Main St Main St

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
Mariposa St
Main St

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:00 AM
PM
4:45 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

Page 265 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 0 1 0,5 0.5 1 1 1 0 0 0 0
7:00 AM 1 108 13 25 169 12 3 4 3 18 12 14 382 0 0 0 0 0 7:15 AM 1 121 11 19 188 4 5 8 2 19 4 19 401 0 0 0 0 0 7:30 AM 3 138 7 23 184 7 6 1 3 13 8 18 411 0 0 0 0 0 7:45 AM 0 128 10 19 181 7 4 3 1 20 3 11 387 0 0 0 0 0 8:00 AM 2 101 8 16 203 3 1 5 0 15 4 19 377 0 0 0 0 0 8:15 AM 1 105 8 12 160 1 1 1 1 10 1 16 317 0 0 0 0 0 8:30 AM 1 117 14 11 172 2 3 5 0 12 3 18 358 0 0 0 0 0 8:45 AM 0 100 12 19 183 3 2 0 0 15 5 15 354 0 0 0 0 0 VOLUMES 9 918 83 144 1,440 39 25 27 10 122 40 130 2,987 0 0 0 0 0 APPROACH % 1% 91% 8% 9% 89% 2% 40% 44% 16% 42% 14% 45%
APP/DEPART 1,010 / 1,073 1,623 / 1,572 62 / 254 292 / 88 0

BEGIN PEAK HR
VOLUMES 5 495 41 86 722 30 18 16 9 70 27 62 1,581 0 0 0 0 APPROACH % 1% 91% 8% 10% 86% 4% 42% 37% 21% 44% 17% 39% PEAK HR FACTOR 0.914 0.979 0.717 0.903 0.962
APP/DEPART 541 / 575 838 / 801 43 / 143 159 / 62 0 4:00 PM 7 211 10 24 159 8 9 20 3 22 1 21 495 0 0 0 0 0 4:15 PM 6 242 22 12 168 10 17 18 3 20 4 33 555 0 0 0 0 0 4:30 PM 4 268 43 23 123 11 22 24 1 13 5 27 564 0 0 0 0 0 4:45 PM 2 297 71 26 142 2 14 12 1 16 6 26 615 0 0 0 0 0 5:00 PM 3 347 76 18 132 5 35 20 1 25 4 30 696 0 0 0 0 0 5:15 PM 6 315 84 15 139 1 69 18 0 17 5 55 724 0 0 0 0 0 5:30 PM 3 296 63 18 118 3 98 26 2 12 3 47 689 0 0 0 0 0 5:45 PM 2 265 33 13 124 2 44 12 1 18 2 29 545 0 0 0 0 0 VOLUMES 33 2,241 402 149 1,105 42 308 150 12 143 30 268 4,883 0 0 0 0 0 APPROACH % 1% 84% 15% 11% 85% 3% 66% 32% 3% 32% 7% 61%
APP/DEPART 2,676 / 2,817 1,296 / 1,260 470 / 701 441 / 105 0

BEGIN PEAK HR
VOLUMES 14 1,255 294 77 531 11 216 76 4 70 18 158 2,724 0 0 0 0 APPROACH % 1% 80% 19% 12% 86% 2% 73% 26% 1% 28% 7% 64%
PEAK HR FACTOR 0.917 0.910 0.587 0.799 0.941
APP/DEPART 1,563 / 1,629 619 / 605 296 / 447 246 / 43 0 US-395

NORTH LEG
Joshua St WEST LEG EAST LEG Joshua St

SOUTH LEG
US-395

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:00 AM
PM
4:45 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
US-395
Joshua St

U-TURNS
US-395 US-395 Joshua St Joshua St

Page 266 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0.5 0.5 1 X X X 1 3 X X 3 0 0 0 0 0
7:00 AM 24 0 86 0 0 0 38 222 0 0 226 50 646 0 0 0 0 0 7:15 AM 23 0 107 0 0 0 44 257 0 0 243 69 743 0 0 0 0 0 7:30 AM 43 1 142 0 0 0 53 238 0 0 254 70 801 0 0 0 0 0 7:45 AM 25 0 145 0 0 0 58 278 0 0 278 61 845 0 0 0 0 0 8:00 AM 35 0 112 0 0 0 46 245 0 0 284 61 783 0 0 0 0 0 8:15 AM 25 2 110 0 0 0 57 232 0 0 279 66 771 0 0 0 0 0 8:30 AM 31 0 100 0 0 0 37 237 0 0 273 63 741 0 0 0 0 0 8:45 AM 35 0 120 0 0 0 33 256 0 0 291 52 787 0 0 0 0 0 VOLUMES 241 3 922 0 0 0 366 1,965 0 0 2,128 492 6,117 0 0 0 0 0 APPROACH % 21% 0% 79% 0% 0% 0% 16% 84% 0% 0% 81% 19%
APP/DEPART 1,166 / 861 0 / 0 2,331 / 2,887 2,620 / 2,369 0

BEGIN PEAK HR
VOLUMES 128 3 509 0 0 0 214 993 0 0 1,095 258 3,200 0 0 0 0 APPROACH % 20% 0% 80% 0% 0% 0% 18% 82% 0% 0% 81% 19%
PEAK HR FACTOR 0.860 0.000 0.898 0.980 0.947
APP/DEPART 640 / 475 0 / 0 1,207 / 1,502 1,353 / 1,223 0 4:00 PM 58 2 154 0 0 0 54 312 0 0 339 40 959 0 0 0 0 0 4:15 PM 64 1 139 0 0 0 69 329 0 0 343 57 1,002 0 0 0 0 0 4:30 PM 67 1 153 0 0 0 57 321 0 0 337 45 981 0 0 0 0 0 4:45 PM 63 0 153 0 0 0 60 381 0 0 298 46 1,001 0 0 0 0 0 5:00 PM 68 2 163 0 0 0 60 346 0 0 350 44 1,033 0 0 0 0 0 5:15 PM 71 0 157 0 0 0 45 353 0 0 343 41 1,010 0 0 0 0 0 5:30 PM 65 0 146 0 0 0 49 286 0 0 364 37 947 0 0 0 0 0 5:45 PM 70 0 151 0 0 0 50 293 0 0 291 45 900 0 0 0 0 0 VOLUMES 526 6 1,216 0 0 0 444 2,621 0 0 2,665 355 7,833 0 0 0 0 0 APPROACH % 30% 0% 70% 0% 0% 0% 14% 86% 0% 0% 88% 12%
APP/DEPART 1,748 / 805 0 / 0 3,065 / 3,837 3,020 / 3,191 0

BEGIN PEAK HR
VOLUMES 269 3 626 0 0 0 222 1,401 0 0 1,328 176 4,025 0 0 0 0 APPROACH % 30% 0% 70% 0% 0% 0% 14% 86% 0% 0% 88% 12%
PEAK HR FACTOR 0.964 0.000 0.920 0.954 0.974
APP/DEPART 898 / 401 0 / 0 1,623 / 2,027 1,504 / 1,597 0 I-15 NB Ramps

NORTH LEG
Bear Valley Rd WEST LEG EAST LEG Bear Valley Rd

SOUTH LEG
I-15 NB Ramps

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 1 1 0 0 2 1 1 0 0 2 0 0 0 0 0 7:15 AM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 7:30 AM 1 1 0 0 2 1 0 0 0 1 0 1 0 0 1 7:45 AM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 8:00 AM 2 0 0 0 2 2 0 0 0 2 0 0 0 0 0 8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:30 AM 2 1 0 0 3 1 1 0 0 2 1 0 0 0 1 8:45 AM 1 2 0 0 3 1 2 0 0 3 0 0 0 0 0 TOTAL 8 6 0 0 14 7 5 0 0 12 1 1 0 0 2 4:00 PM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 4:15 PM 0 1 0 0 1 0 1 0 0 1 0 0 0 0 0 4:30 PM 1 4 0 0 5 0 3 0 0 3 1 1 0 0 2 4:45 PM 1 3 0 0 4 0 3 0 0 3 1 0 0 0 1 5:00 PM 3 2 0 0 5 3 2 0 0 5 0 0 0 0 0 5:15 PM 2 0 0 0 2 2 0 0 0 2 0 0 0 0 0 5:30 PM 4 2 0 0 6 1 1 0 0 2 3 1 0 0 4 5:45 PM 0 2 0 0 2 0 1 0 0 1 0 1 0 0 1 TOTAL 12 14 0 0 26 7 11 0 0 18 5 3 0 0 8

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:30 AM
PM
4:30 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
I-15 NB Ramps
Bear Valley Rd

U-TURNS
I-15 NB Ramps I-15 NB Ramps Bear Valley Rd Bear Valley Rd

Page 267 ends

T020624
DATE: LOCATION: PROJECT #: SC4583
Wed, Apr 24, 24 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1.5 1.5 1 1 1 1 1 3 0 1 3 0 0 0 0 0
7:00 AM 45 27 28 1 35 10 10 189 104 35 207 5 696 0 0 0 0 0 7:15 AM 74 35 29 11 25 16 17 262 90 40 233 10 842 0 0 0 0 0 7:30 AM 63 64 35 9 25 17 18 318 43 27 238 6 863 0 0 0 0 0 7:45 AM 57 36 43 12 27 16 28 320 75 23 269 11 917 0 0 0 0 0 8:00 AM 48 45 30 10 30 24 24 270 63 22 274 15 855 0 0 0 0 0 8:15 AM 71 50 43 13 26 24 31 274 37 33 251 20 873 0 0 0 0 0 8:30 AM 41 33 36 12 26 21 23 258 42 33 270 14 809 0 0 0 0 0 8:45 AM 59 34 23 12 31 20 37 296 55 19 262 22 870 0 0 0 0 0 VOLUMES 458 324 267 80 225 148 188 2,187 509 232 2,004 103 6,725 0 0 0 0 0 APPROACH % 44% 31% 25% 18% 50% 33% 7% 76% 18% 10% 86% 4% APP/DEPART 1,049 / 615 453 / 966 2,884 / 2,534 2,339 / 2,610 0

BEGIN PEAK HR
VOLUMES 239 195 151 44 108 81 101 1,182 218 105 1,032 52 3,508 0 0 0 0 APPROACH % 41% 33% 26% 19% 46% 35% 7% 79% 15% 9% 87% 4% PEAK HR FACTOR 0.892 0.910 0.887 0.956 0.956
APP/DEPART 585 / 348 233 / 431 1,501 / 1,377 1,189 / 1,352 0 4:00 PM 59 52 35 24 41 39 46 361 56 30 285 17 1,045 0 0 0 0 0 4:15 PM 70 34 29 22 38 31 41 337 94 31 292 17 1,036 0 0 0 0 0 4:30 PM 48 42 32 15 48 34 35 342 96 24 300 9 1,025 0 0 0 0 0 4:45 PM 44 42 33 14 40 33 33 404 97 25 262 11 1,038 0 0 0 1 1 5:00 PM 62 52 31 27 46 35 55 360 94 29 295 16 1,102 0 0 0 0 0 5:15 PM 58 51 26 26 51 37 53 366 89 25 285 14 1,081 0 0 1 0 1 5:30 PM 62 57 24 15 56 44 36 307 82 30 303 17 1,033 0 0 0 0 0 5:45 PM 51 45 19 16 42 38 44 323 82 36 246 10 952 0 0 0 0 0 VOLUMES 454 375 229 159 362 291 343 2,800 690 230 2,268 111 8,314 0 0 1 1 2 APPROACH % 43% 35% 22% 20% 45% 36% 9% 73% 18% 9% 87% 4% APP/DEPART 1,058 / 829 812 / 1,282 3,834 / 3,189 2,610 / 3,014 0

BEGIN PEAK HR
VOLUMES 226 202 114 82 193 149 177 1,437 362 109 1,145 58 4,256 0 0 1 1 APPROACH % 42% 37% 21% 19% 46% 35% 9% 73% 18% 8% 87% 4% PEAK HR FACTOR 0.934 0.922 0.926 0.938 0.966
APP/DEPART 542 / 437 424 / 664 1,977 / 1,634 1,313 / 1,521 0 Mariposa Rd

NORTH LEG
Bear Valley Rd WEST LEG EAST LEG Bear Valley Rd

SOUTH LEG
Mariposa Rd

N LEG S LEG E LEG W LEG TOTAL N LEG S LEG E LEG W LEG TOTAL NL SL EL WL TOTAL 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 2 2 1 0 5 2 1 1 0 4 0 1 0 0 1 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 1 0 0 0 1 1 0 0 0 1 0 0 0 0 0 8:15 AM 0 0 1 0 1 0 0 1 0 1 0 0 0 0 0 8:30 AM 0 1 1 0 2 0 1 1 0 2 0 0 0 0 0 8:45 AM 0 4 4 0 8 0 3 3 0 6 0 1 1 0 2 TOTAL 3 7 7 0 17 3 5 6 0 14 0 2 1 0 3 4:00 PM 1 0 1 0 2 1 0 1 0 2 0 0 0 0 0 4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 2 3 4 0 9 1 3 4 0 8 1 0 0 0 1 4:45 PM 2 2 1 0 5 1 1 1 0 3 1 1 0 0 2 5:00 PM 2 1 3 0 6 2 1 3 0 6 0 0 0 0 0 5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5:30 PM 3 1 0 0 4 0 0 0 0 0 3 1 0 0 4 5:45 PM 0 2 1 0 3 0 1 0 0 1 0 1 1 0 2 TOTAL 10 9 10 0 29 5 6 9 0 20 5 3 1 0 9

U-TURNS
Mariposa Rd Mariposa Rd Bear Valley Rd Bear Valley Rd

INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected] Hesperia
Mariposa Rd
Bear Valley Rd

BICYCLE & SCOOTER CROSSINGS

AMPM AM
7:30 AM
PM
4:45 PM
ALL PED + BIKE & SCOOTER PEDESTRIAN CROSSINGS

Page 268 ends

44 Appendix B – LOS Report

Page 269 ends

HCM 7th Signalized Intersection Summary
1: Cataba Rd & Main St 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 69 791 69 88 556 23 44 11 70 40 9 60 Future Volume (veh/h) 69 791 69 88 556 23 44 11 70 40 9 60 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 71 815 71 91 573 24 28 35 72 41 9 62 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 113 1457 452 251 1482 62 154 162 137 120 126 107 Arrive On Green 0.06 0.29 0.29 0.07 0.30 0.30 0.09 0.09 0.09 0.07 0.07 0.07 Sat Flow, veh/h 1767 5066 1571 3428 4987 208 1767 1856 1572 1767 1856 1572 Grp Volume(v), veh/h 71 815 71 91 387 210 28 35 72 41 9 62 Grp Sat Flow(s),veh/h/ln 1767 1689 1571 1714 1689 1818 1767 1856 1572 1767 1856 1572 Q Serve(g_s), s 1.9 6.5 1.6 1.2 4.4 4.4 0.7 0.8 2.1 1.1 0.2 1.8 Cycle Q Clear(g_c), s 1.9 6.5 1.6 1.2 4.4 4.4 0.7 0.8 2.1 1.1 0.2 1.8 Prop In Lane 1.00 1.00 1.00 0.11 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 113 1457 452 251 1003 540 154 162 137 120 126 107 V/C Ratio(X) 0.63 0.56 0.16 0.36 0.39 0.39 0.18 0.22 0.53 0.34 0.07 0.58 Avail Cap(c_a), veh/h 310 3172 984 558 2072 1116 1549 1627 1378 1549 1627 1378 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 21.9 14.5 12.7 21.1 13.4 13.4 20.3 20.4 20.9 21.3 20.9 21.7 Incr Delay (d2), s/veh 5.7 0.3 0.2 0.9 0.2 0.5 0.6 0.7 3.1 1.7 0.2 4.9 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 1.8 0.4 0.4 1.2 1.4 0.3 0.4 0.8 0.5 0.1 0.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 27.6 14.8 12.9 22.0 13.6 13.8 20.9 21.0 24.0 23.0 21.2 26.6 LnGrp LOS C B B C B B C C C C C C
Approach Vol, veh/h 957 688 135 112
Approach Delay, s/veh 15.6 14.8 22.6 24.8
Approach LOS B B C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.1 21.4 8.8 8.5 21.0 9.7
Change Period (Y+Rc), s 5.0 7.2 5.5 5.0 7.2 5.5
Max Green Setting (Gmax), s 8.4 29.4 42.0 7.8 30.0 42.0 Max Q Clear Time (g_c+I1), s 3.9 6.4 3.8 3.2 8.5 4.1
Green Ext Time (p_c), s 0.0 3.3 0.4 0.1 5.1 0.5
Intersection Summary
HCM 7th Control Delay, s/veh 16.4
HCM 7th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

Page 270 ends

HCM 7th Signalized Intersection Summary
2: Key Pointe Driveway/Key Pointe Ave & Main St 09/20/2024 EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 27 876 8 125 651 108 6 11 47 116 23 12 Future Volume (veh/h) 27 876 8 125 651 108 6 11 47 116 23 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 28 903 2 129 671 82 6 11 21 120 24 5 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 322 1405 436 322 1242 150 357 312 264 369 250 52 Arrive On Green 0.18 0.28 0.28 0.18 0.27 0.27 0.17 0.17 0.17 0.17 0.17 0.17 Sat Flow, veh/h 1767 5066 1572 1767 4579 554 1370 1856 1572 1366 1489 310 Grp Volume(v), veh/h 28 903 2 129 493 260 6 11 21 120 0 29 Grp Sat Flow(s),veh/h/ln 1767 1689 1572 1767 1689 1756 1370 1856 1572 1366 0 1800 Q Serve(g_s), s 0.7 7.7 0.0 3.2 6.2 6.3 0.2 0.2 0.6 4.0 0.0 0.7 Cycle Q Clear(g_c), s 0.7 7.7 0.0 3.2 6.2 6.3 0.9 0.2 0.6 4.2 0.0 0.7 Prop In Lane 1.00 1.00 1.00 0.32 1.00 1.00 1.00 0.17
Lane Grp Cap(c), veh/h 322 1405 436 322 916 476 357 312 264 369 0 303 V/C Ratio(X) 0.09 0.64 0.00 0.40 0.54 0.55 0.02 0.04 0.08 0.33 0.00 0.10 Avail Cap(c_a), veh/h 536 6151 1909 536 4100 2132 1236 1502 1273 1245 0 1457 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 16.8 15.7 12.9 17.8 15.4 15.4 17.7 17.2 17.3 19.0 0.0 17.4 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.3 0.2 0.4 0.0 0.0 0.0 0.2 0.0 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 2.3 0.0 1.1 1.8 1.9 0.1 0.1 0.2 1.1 0.0 0.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 16.8 15.9 12.9 18.1 15.5 15.8 17.7 17.2 17.4 19.2 0.0 17.4 LnGrp LOS B B B B B B B B B B B
Approach Vol, veh/h 933 882 38 149
Approach Delay, s/veh 15.9 16.0 17.4 18.8
Approach LOS B B B B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 13.7 20.9 14.8 14.0 20.6 14.8
Change Period (Y+Rc), s 4.7 7.2 * 6.5 5.0 7.2 6.5
Max Green Setting (Gmax), s 15.0 60.0 * 40 15.0 60.0 40.0 Max Q Clear Time (g_c+I1), s 5.2 9.7 2.9 2.7 8.3 6.2
Green Ext Time (p_c), s 0.1 4.0 0.1 0.0 2.8 0.3
Intersection Summary
HCM 7th Control Delay, s/veh 16.2
HCM 7th LOS B
Notes
User approved pedestrian interval to be less than phase max green. * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

Page 271 ends

HCM 7th Signalized Intersection Summary
3: Main St & I-15 SB Ramps 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 0 953 689 0 225 171
Future Volume (veh/h) 0 953 689 0 225 171
Initial Q (Qb), veh 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 0 1856 1856 0 1856 1856
Adj Flow Rate, veh/h 0 982 710 0 232 176
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 3 3 0 3 3
Cap, veh/h 0 2003 2003 0 934 428
Arrive On Green 0.00 0.40 0.40 0.00 0.27 0.27
Sat Flow, veh/h 0 5400 5400 0 3428 1572
Grp Volume(v), veh/h 0 982 710 0 232 176
Grp Sat Flow(s),veh/h/ln 0 1689 1689 0 1714 1572
Q Serve(g_s), s 0.0 5.3 3.6 0.0 1.9 3.3
Cycle Q Clear(g_c), s 0.0 5.3 3.6 0.0 1.9 3.3
Prop In Lane 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 2003 2003 0 934 428
V/C Ratio(X) 0.00 0.49 0.35 0.00 0.25 0.41
Avail Cap(c_a), veh/h 0 5611 5611 0 2848 1306
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 8.2 7.7 0.0 10.3 10.8
Incr Delay (d2), s/veh 0.0 0.2 0.1 0.0 0.1 0.6
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 1.0 0.6 0.0 0.6 1.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 8.4 7.8 0.0 10.4 11.4
LnGrp LOS A A B B
Approach Vol, veh/h 982 710 408
Approach Delay, s/veh 8.4 7.8 10.8
Approach LOS A A B
Timer - Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 20.3 15.8 20.3
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 40.0 30.0 40.0
Max Q Clear Time (g_c+I1), s 7.3 5.3 5.6
Green Ext Time (p_c), s 7.0 1.4 4.8
Intersection Summary
HCM 7th Control Delay, s/veh 8.7
HCM 7th LOS A

Page 272 ends

HCM 7th Signalized Intersection Summary
4: I-15 NB Ramps & Main St 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 907 0 0 1128 457 52 1 323 0 0 0 Future Volume (veh/h) 0 907 0 0 1128 457 52 1 323 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 0 1856 0 0 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 0 935 0 0 1163 471 54 0 334
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 3 0 0 3 3 3 3 3
Cap, veh/h 0 2553 0 0 2553 793 396 0 706
Arrive On Green 0.00 0.50 0.00 0.00 0.50 0.50 0.22 0.00 0.22 Sat Flow, veh/h 0 5400 0 0 5233 1572 1767 0 3145
Grp Volume(v), veh/h 0 935 0 0 1163 471 54 0 334
Grp Sat Flow(s),veh/h/ln 0 1689 0 0 1689 1572 1767 0 1572 Q Serve(g_s), s 0.0 5.0 0.0 0.0 6.5 9.4 1.1 0.0 4.1
Cycle Q Clear(g_c), s 0.0 5.0 0.0 0.0 6.5 9.4 1.1 0.0 4.1 Prop In Lane 0.00 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 2553 0 0 2553 793 396 0 706
V/C Ratio(X) 0.00 0.37 0.00 0.00 0.46 0.59 0.14 0.00 0.47 Avail Cap(c_a), veh/h 0 4585 0 0 4585 1423 1000 0 1779
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 6.7 0.0 0.0 7.1 7.8 13.7 0.0 14.9 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.0 0.1 0.7 0.2 0.0 0.5 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.9 0.0 0.0 1.2 1.7 0.4 0.0 1.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 6.8 0.0 0.0 7.2 8.5 13.9 0.0 15.4 LnGrp LOS A A A B B
Approach Vol, veh/h 935 1634 388
Approach Delay, s/veh 6.8 7.6 15.2
Approach LOS A A B
Timer - Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 28.3 28.3 15.9
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 40.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 7.0 11.4 6.1
Green Ext Time (p_c), s 6.6 10.9 1.4
Intersection Summary
HCM 7th Control Delay, s/veh 8.3
HCM 7th LOS A
Notes
User approved volume balancing among the lanes for turning movement.

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HCM 7th Signalized Intersection Summary
5: Mariposa Rd & Main St 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 109 1082 39 77 1402 40 56 34 44 54 48 132 Future Volume (veh/h) 109 1082 39 77 1402 40 56 34 44 54 48 132 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 115 1139 41 81 1476 42 59 36 46 57 51 139 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 232 2385 86 201 2268 64 230 144 184 325 86 233 Arrive On Green 0.13 0.37 0.37 0.11 0.35 0.35 0.19 0.19 0.19 0.19 0.19 0.19 Sat Flow, veh/h 1767 6373 229 1767 6427 183 1184 740 945 1306 440 1200 Grp Volume(v), veh/h 115 855 325 81 1099 419 59 0 82 57 0 190 Grp Sat Flow(s),veh/h/ln 1767 1596 1814 1767 1596 1823 1184 0 1685 1306 0 1640 Q Serve(g_s), s 3.5 7.8 7.9 2.5 11.1 11.1 2.8 0.0 2.4 2.2 0.0 6.1 Cycle Q Clear(g_c), s 3.5 7.8 7.9 2.5 11.1 11.1 8.8 0.0 2.4 4.6 0.0 6.1 Prop In Lane 1.00 0.13 1.00 0.10 1.00 0.56 1.00 0.73
Lane Grp Cap(c), veh/h 232 1792 679 201 1689 643 230 0 328 325 0 319 V/C Ratio(X) 0.50 0.48 0.48 0.40 0.65 0.65 0.26 0.00 0.25 0.18 0.00 0.60 Avail Cap(c_a), veh/h 921 4996 1893 460 4988 1899 822 0 1171 978 0 1139 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 23.2 13.7 13.7 23.7 15.7 15.7 25.2 0.0 19.6 21.6 0.0 21.1 Incr Delay (d2), s/veh 0.6 0.1 0.2 0.5 0.2 0.4 0.2 0.0 0.1 0.1 0.0 0.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.3 2.2 2.5 0.9 3.1 3.6 0.7 0.0 0.9 0.6 0.0 2.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 23.8 13.8 13.9 24.2 15.8 16.1 25.4 0.0 19.8 21.7 0.0 21.8 LnGrp LOS C B B C B B C B C C
Approach Vol, veh/h 1295 1599 141 247
Approach Delay, s/veh 14.7 16.3 22.1 21.8
Approach LOS B B C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 10.7 28.8 18.1 12.0 27.5 18.1
Change Period (Y+Rc), s 4.2 7.2 * 6.9 4.4 * 7.2 6.9
Max Green Setting (Gmax), s 15.0 60.1 * 40 30.0 * 60 40.0 Max Q Clear Time (g_c+I1), s 4.5 9.9 10.8 5.5 13.1 8.1
Green Ext Time (p_c), s 0.1 5.1 0.4 0.1 7.2 0.7
Intersection Summary
HCM 7th Control Delay, s/veh 16.3
HCM 7th LOS B
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

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HCM 7th Signalized Intersection Summary
6: US-395 & Joshua St 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 18 16 9 70 27 62 5 495 41 86 722 30 Future Volume (veh/h) 18 16 9 70 27 62 5 495 41 86 722 30 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 19 17 1 73 28 6 5 516 17 90 752 15 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 340 285 17 349 305 258 24 982 438 243 1419 633 Arrive On Green 0.16 0.16 0.16 0.16 0.16 0.16 0.01 0.28 0.28 0.14 0.40 0.40 Sat Flow, veh/h 1364 1735 102 1384 1856 1572 1767 3526 1572 1767 3526 1572 Grp Volume(v), veh/h 19 0 18 73 28 6 5 516 17 90 752 15 Grp Sat Flow(s),veh/h/ln 1364 0 1837 1384 1856 1572 1767 1763 1572 1767 1763 1572 Q Serve(g_s), s 0.6 0.0 0.4 2.5 0.7 0.2 0.2 6.7 0.4 2.5 8.7 0.3 Cycle Q Clear(g_c), s 1.3 0.0 0.4 3.0 0.7 0.2 0.2 6.7 0.4 2.5 8.7 0.3 Prop In Lane 1.00 0.06 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 340 0 302 349 305 258 24 982 438 243 1419 633 V/C Ratio(X) 0.06 0.00 0.06 0.21 0.09 0.02 0.21 0.53 0.04 0.37 0.53 0.02 Avail Cap(c_a), veh/h 1003 0 1194 1022 1206 1022 657 2620 1168 657 2620 1168 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 19.7 0.0 19.0 20.2 19.1 18.9 26.3 16.4 14.2 21.1 12.2 9.7 Incr Delay (d2), s/veh 0.1 0.0 0.1 0.3 0.1 0.0 4.4 0.9 0.1 0.9 0.7 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 0.0 0.2 0.8 0.3 0.1 0.1 2.2 0.1 0.9 2.5 0.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 19.7 0.0 19.1 20.5 19.2 18.9 30.6 17.3 14.2 22.0 12.9 9.7 LnGrp LOS B B C B B C B B C B A
Approach Vol, veh/h 37 107 538 857
Approach Delay, s/veh 19.4 20.1 17.4 13.8
Approach LOS B C B B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 14.1 23.5 16.2 7.4 30.2 16.2
Change Period (Y+Rc), s 6.7 8.5 7.4 6.7 8.5 7.4
Max Green Setting (Gmax), s 20.0 40.0 35.0 20.0 40.0 35.0 Max Q Clear Time (g_c+I1), s 4.5 8.7 3.3 2.2 10.7 5.0
Green Ext Time (p_c), s 0.2 6.3 0.1 0.0 9.6 0.3
Intersection Summary
HCM 7th Control Delay, s/veh 15.6
HCM 7th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

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HCM 7th Signalized Intersection Summary
7: Bear Valley Rd & I-15 NB Ramps 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 214 993 0 0 1094 258 128 3 509 0 0 0 Future Volume (veh/h) 214 993 0 0 1094 258 128 3 509 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1856 1856 0 0 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 225 1045 0 0 1152 221 135 3 442
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 0 0 3 3 3 3 3
Cap, veh/h 257 2989 0 0 1697 325 433 10 393
Arrive On Green 0.15 0.59 0.00 0.00 0.40 0.40 0.25 0.25 0.25 Sat Flow, veh/h 1767 5233 0 0 4433 818 1731 38 1572
Grp Volume(v), veh/h 225 1045 0 0 912 461 138 0 442
Grp Sat Flow(s),veh/h/ln 1767 1689 0 0 1689 1708 1769 0 1572 Q Serve(g_s), s 12.5 10.7 0.0 0.0 22.3 22.3 6.3 0.0 25.0 Cycle Q Clear(g_c), s 12.5 10.7 0.0 0.0 22.3 22.3 6.3 0.0 25.0 Prop In Lane 1.00 0.00 0.00 0.48 0.98 1.00
Lane Grp Cap(c), veh/h 257 2989 0 0 1343 679 442 0 393
V/C Ratio(X) 0.88 0.35 0.00 0.00 0.68 0.68 0.31 0.00 1.12 Avail Cap(c_a), veh/h 283 2989 0 0 1343 679 442 0 393
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 0.86 0.86 1.00 0.00 1.00 Uniform Delay (d), s/veh 41.9 10.6 0.0 0.0 24.8 24.8 30.5 0.0 37.5 Incr Delay (d2), s/veh 22.2 0.3 0.0 0.0 2.4 4.7 1.8 0.0 83.6 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.8 3.6 0.0 0.0 8.8 9.3 2.9 0.0 18.5 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 64.1 10.9 0.0 0.0 27.2 29.5 32.3 0.0 121.1 LnGrp LOS E B C C C F
Approach Vol, veh/h 1270 1373 580
Approach Delay, s/veh 20.3 28.0 100.0
Approach LOS C C F
Timer - Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 69.0 19.2 49.8 31.0
Change Period (Y+Rc), s 10.0 4.7 10.0 6.0
Max Green Setting (Gmax), s 41.0 16.0 38.0 25.0
Max Q Clear Time (g_c+I1), s 12.7 14.5 24.3 27.0
Green Ext Time (p_c), s 5.1 0.1 5.3 0.0
Intersection Summary
HCM 7th Control Delay, s/veh 37.9
HCM 7th LOS D

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HCM 7th Signalized Intersection Summary
8: Mariposa Rd & Bear Valley Rd 09/20/2024
EX_AM Existing AM 4:10 pm 05/24/2024 Baseline Synchro 12 Report Fehr & Peers Page 8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 101 1183 218 105 1032 52 239 195 151 44 108 81 Future Volume (veh/h) 101 1183 218 105 1032 52 239 195 151 44 108 81 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 105 1232 227 109 1075 54 251 200 157 46 112 84 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 131 2033 375 135 2344 118 450 236 200 237 249 211 Arrive On Green 0.07 0.47 0.47 0.08 0.47 0.47 0.13 0.13 0.13 0.13 0.13 0.13 Sat Flow, veh/h 1767 4298 792 1767 4939 248 3534 1856 1569 1767 1856 1572 Grp Volume(v), veh/h 105 968 491 109 735 394 251 200 157 46 112 84 Grp Sat Flow(s),veh/h/ln 1767 1689 1712 1767 1689 1810 1767 1856 1569 1767 1856 1572 Q Serve(g_s), s 6.3 22.9 22.9 6.6 15.8 15.8 7.2 11.4 10.5 2.5 6.0 5.3 Cycle Q Clear(g_c), s 6.3 22.9 22.9 6.6 15.8 15.8 7.2 11.4 10.5 2.5 6.0 5.3 Prop In Lane 1.00 0.46 1.00 0.14 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 131 1598 810 135 1603 859 450 236 200 237 249 211 V/C Ratio(X) 0.80 0.61 0.61 0.81 0.46 0.46 0.56 0.85 0.79 0.19 0.45 0.40 Avail Cap(c_a), veh/h 154 1598 810 155 1603 859 478 251 212 237 249 211 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.76 0.76 0.76 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.2 21.0 21.0 49.1 19.0 19.1 44.3 46.1 45.7 41.6 43.1 42.8 Incr Delay (d2), s/veh 17.9 1.3 2.6 23.4 0.9 1.8 1.3 21.8 16.7 1.8 5.8 5.5 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.4 8.7 9.2 3.7 6.0 6.7 3.1 6.5 4.9 1.2 3.1 2.3 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 67.2 22.3 23.6 72.5 20.0 20.8 45.5 67.8 62.4 43.4 48.8 48.3 LnGrp LOS E C C E B C D E E D D D
Approach Vol, veh/h 1564 1238 608 242
Approach Delay, s/veh 25.7 24.9 57.2 47.6
Approach LOS C C E D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 12.8 56.1 19.2 12.6 56.3 20.0
Change Period (Y+Rc), s 4.5 5.0 5.4 4.6 5.0 5.5
Max Green Setting (Gmax), s 9.5 49.0 14.6 9.4 49.0 14.5 Max Q Clear Time (g_c+I1), s 8.6 24.9 13.4 8.3 17.8 8.0 Green Ext Time (p_c), s 0.0 10.8 0.4 0.0 8.4 0.5
Intersection Summary
HCM 7th Control Delay, s/veh 32.1
HCM 7th LOS C
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

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HCM 7th Signalized Intersection Summary
1: Cataba Rd & Main St 09/20/2024
EX_PM Existing PM 4:01 pm 08/26/2024 Baseline Synchro 12 Report Fehr & Peers Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 84 809 142 135 779 33 135 42 144 37 35 124 Future Volume (veh/h) 84 809 142 135 779 33 135 42 144 37 35 124 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 87 834 40 139 803 32 91 110 26 38 36 20 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 123 1431 444 291 1488 59 205 215 182 100 105 88 Arrive On Green 0.07 0.28 0.28 0.09 0.30 0.30 0.12 0.12 0.12 0.06 0.06 0.06 Sat Flow, veh/h 1767 5066 1572 3428 4998 199 1767 1856 1568 1767 1856 1566 Grp Volume(v), veh/h 87 834 40 139 542 293 91 110 26 38 36 20 Grp Sat Flow(s),veh/h/ln 1767 1689 1572 1714 1689 1820 1767 1856 1568 1767 1856 1566 Q Serve(g_s), s 2.4 7.1 0.9 1.9 6.8 6.8 2.4 2.8 0.8 1.0 0.9 0.6 Cycle Q Clear(g_c), s 2.4 7.1 0.9 1.9 6.8 6.8 2.4 2.8 0.8 1.0 0.9 0.6 Prop In Lane 1.00 1.00 1.00 0.11 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 123 1431 444 291 1005 542 205 215 182 100 105 88 V/C Ratio(X) 0.70 0.58 0.09 0.48 0.54 0.54 0.44 0.51 0.14 0.38 0.34 0.23 Avail Cap(c_a), veh/h 294 3014 936 530 1969 1061 1472 1546 1306 1472 1546 1304 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 22.9 15.5 13.3 22.0 14.8 14.8 20.8 20.9 20.0 22.9 22.9 22.7 Incr Delay (d2), s/veh 7.1 0.4 0.1 1.2 0.5 0.8 1.5 1.9 0.4 2.4 1.9 1.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.1 2.1 0.3 0.7 2.0 2.2 1.0 1.2 0.3 0.5 0.4 0.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 30.1 15.9 13.4 23.2 15.3 15.7 22.3 22.8 20.4 25.3 24.8 24.0 LnGrp LOS C B B C B B C C C C C C
Approach Vol, veh/h 961 974 227 94
Approach Delay, s/veh 17.1 16.5 22.3 24.9
Approach LOS B B C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 8.5 22.2 8.3 9.3 21.4 11.3
Change Period (Y+Rc), s 5.0 7.2 5.5 5.0 7.2 5.5
Max Green Setting (Gmax), s 8.4 29.4 42.0 7.8 30.0 42.0 Max Q Clear Time (g_c+I1), s 4.4 8.8 3.0 3.9 9.1 4.8
Green Ext Time (p_c), s 0.1 4.7 0.4 0.1 5.1 1.0
Intersection Summary
HCM 7th Control Delay, s/veh 17.7
HCM 7th LOS B
Notes
User approved pedestrian interval to be less than phase max green.

User approved volume balancing among the lanes for turning movement.

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HCM 7th Signalized Intersection Summary
2: Key Pointe Driveway/Key Pointe Ave & Main St 09/20/2024 EX_PM Existing PM 4:01 pm 08/26/2024 Baseline Synchro 12 Report Fehr & Peers Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 36 982 13 241 906 186 30 58 189 202 81 14 Future Volume (veh/h) 36 982 13 241 906 186 30 58 189 202 81 14 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 37 1012 5 248 934 165 31 60 49 208 84 10 Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 269 1467 456 303 1317 232 361 421 357 378 369 44 Arrive On Green 0.15 0.29 0.29 0.17 0.30 0.30 0.23 0.23 0.23 0.23 0.23 0.23 Sat Flow, veh/h 1767 5066 1572 1767 4333 763 1292 1856 1572 1274 1627 194 Grp Volume(v), veh/h 37 1012 5 248 727 372 31 60 49 208 0 94 Grp Sat Flow(s),veh/h/ln 1767 1689 1572 1767 1689 1718 1292 1856 1572 1274 0 1821 Q Serve(g_s), s 1.1 10.5 0.1 8.0 11.3 11.3 1.2 1.5 1.5 9.2 0.0 2.5 Cycle Q Clear(g_c), s 1.1 10.5 0.1 8.0 11.3 11.3 3.7 1.5 1.5 10.7 0.0 2.5 Prop In Lane 1.00 1.00 1.00 0.44 1.00 1.00 1.00 0.11
Lane Grp Cap(c), veh/h 269 1467 456 303 1026 522 361 421 357 378 0 413 V/C Ratio(X) 0.14 0.69 0.01 0.82 0.71 0.71 0.09 0.14 0.14 0.55 0.00 0.23 Avail Cap(c_a), veh/h 449 5148 1598 449 3432 1746 943 1257 1065 952 0 1234 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 21.7 18.6 14.9 23.6 18.2 18.3 20.1 18.2 18.2 22.5 0.0 18.6 Incr Delay (d2), s/veh 0.1 0.2 0.0 4.4 0.3 0.7 0.0 0.1 0.1 0.5 0.0 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 3.3 0.0 3.2 3.6 3.7 0.3 0.6 0.5 2.6 0.0 1.0 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 21.7 18.8 14.9 28.0 18.6 18.9 20.1 18.3 18.3 23.0 0.0 18.7 LnGrp LOS C B B C B B C B B C B
Approach Vol, veh/h 1054 1347 140 302
Approach Delay, s/veh 18.9 20.4 18.7 21.7
Approach LOS B C B C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 14.8 24.3 19.9 14.0 25.1 19.9
Change Period (Y+Rc), s 4.7 7.2 * 6.5 5.0 7.2 6.5
Max Green Setting (Gmax), s 15.0 60.0 * 40 15.0 60.0 40.0 Max Q Clear Time (g_c+I1), s 10.0 12.5 5.7 3.1 13.3 12.7 Green Ext Time (p_c), s 0.2 4.6 0.3 0.0 4.6 0.7
Intersection Summary
HCM 7th Control Delay, s/veh 19.9
HCM 7th LOS B
Notes
User approved pedestrian interval to be less than phase max green. * HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

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HCM 7th Signalized Intersection Summary
3: Main St & I-15 SB Ramps 09/20/2024
EX_PM Existing PM 4:01 pm 08/26/2024 Baseline Synchro 12 Report Fehr & Peers Page 3
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 0 1235 1088 0 456 299
Future Volume (veh/h) 0 1235 1088 0 456 299
Initial Q (Qb), veh 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 0 1856 1856 0 1856 1856
Adj Flow Rate, veh/h 0 1273 1122 0 470 308
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 0 3 3 0 3 3
Cap, veh/h 0 2264 2264 0 971 445
Arrive On Green 0.00 0.45 0.45 0.00 0.28 0.28
Sat Flow, veh/h 0 5400 5400 0 3428 1572
Grp Volume(v), veh/h 0 1273 1122 0 470 308
Grp Sat Flow(s),veh/h/ln 0 1689 1689 0 1714 1572
Q Serve(g_s), s 0.0 8.3 7.0 0.0 5.1 7.8
Cycle Q Clear(g_c), s 0.0 8.3 7.0 0.0 5.1 7.8
Prop In Lane 0.00 0.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 2264 2264 0 971 445
V/C Ratio(X) 0.00 0.56 0.50 0.00 0.48 0.69
Avail Cap(c_a), veh/h 0 4557 4557 0 2313 1061
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 0.0 9.1 8.7 0.0 13.2 14.2
Incr Delay (d2), s/veh 0.0 0.2 0.2 0.0 0.4 1.9
Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.0 1.8 1.5 0.0 1.7 2.5
Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 9.3 8.9 0.0 13.6 16.1
LnGrp LOS A A B B
Approach Vol, veh/h 1273 1122 778
Approach Delay, s/veh 9.3 8.9 14.6
Approach LOS A A B
Timer - Assigned Phs 2 4 6
Phs Duration (G+Y+Rc), s 25.9 18.6 25.9
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 40.0 30.0 40.0
Max Q Clear Time (g_c+I1), s 10.3 9.8 9.0
Green Ext Time (p_c), s 9.6 2.8 8.2
Intersection Summary
HCM 7th Control Delay, s/veh 10.5
HCM 7th LOS B

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HCM 7th Signalized Intersection Summary
4: I-15 NB Ramps & Main St 09/20/2024
EX_PM Existing PM 4:01 pm 08/26/2024 Baseline Synchro 12 Report Fehr & Peers Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 1443 0 0 1243 384 163 2 715 0 0 0 Future Volume (veh/h) 0 1443 0 0 1243 384 163 2 715 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 0 1856 0 0 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 0 1488 0 0 1281 199 168 0 694
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 Percent Heavy Veh, % 0 3 0 0 3 3 3 3 3
Cap, veh/h 0 2403 0 0 2403 746 522 0 929
Arrive On Green 0.00 0.47 0.00 0.00 0.47 0.47 0.30 0.00 0.30 Sat Flow, veh/h 0 5400 0 0 5233 1572 1767 0 3145
Grp Volume(v), veh/h 0 1488 0 0 1281 199 168 0 694
Grp Sat Flow(s),veh/h/ln 0 1689 0 0 1689 1572 1767 0 1572 Q Serve(g_s), s 0.0 11.4 0.0 0.0 9.3 4.0 3.9 0.0 10.4
Cycle Q Clear(g_c), s 0.0 11.4 0.0 0.0 9.3 4.0 3.9 0.0 10.4 Prop In Lane 0.00 0.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 0 2403 0 0 2403 746 522 0 929
V/C Ratio(X) 0.00 0.62 0.00 0.00 0.53 0.27 0.32 0.00 0.75 Avail Cap(c_a), veh/h 0 3888 0 0 3888 1207 848 0 1509
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 10.2 0.0 0.0 9.6 8.2 14.3 0.0 16.6 Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.2 0.2 0.4 0.0 1.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 2.7 0.0 0.0 2.2 0.9 1.4 0.0 3.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 0.0 10.5 0.0 0.0 9.8 8.4 14.6 0.0 17.8 LnGrp LOS B A A B B
Approach Vol, veh/h 1488 1480 862
Approach Delay, s/veh 10.5 9.6 17.2
Approach LOS B A B
Timer - Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 30.7 30.7 21.4
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 40.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 13.4 11.3 12.4
Green Ext Time (p_c), s 11.3 10.5 3.0
Intersection Summary
HCM 7th Control Delay, s/veh 11.7
HCM 7th LOS B
Notes
User approved volume balancing among the lanes for turning movement.

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HCM 7th Signalized Intersection Summary
5: Mariposa Rd & Main St 09/20/2024
EX_PM Existing PM 4:01 pm 08/26/2024 Baseline Synchro 12 Report Fehr & Peers Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 285 1737 136 73 1413 88 84 85 81 111 80 170 Future Volume (veh/h) 285 1737 136 73 1413 88 84 85 81 111 80 170 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 300 1828 136 77 1487 88 88 89 60 117 84 122 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 345 2681 199 169 2090 124 228 230 155 279 152 221 Arrive On Green 0.20 0.44 0.44 0.10 0.34 0.34 0.22 0.22 0.22 0.22 0.22 0.22 Sat Flow, veh/h 1767 6107 454 1767 6210 367 1166 1033 696 1228 683 992 Grp Volume(v), veh/h 300 1433 531 77 1146 429 88 0 149 117 0 206 Grp Sat Flow(s),veh/h/ln 1767 1596 1774 1767 1596 1789 1166 0 1729 1228 0 1675 Q Serve(g_s), s 12.4 18.1 18.1 3.1 15.8 15.8 5.5 0.0 5.5 6.8 0.0 8.2 Cycle Q Clear(g_c), s 12.4 18.1 18.1 3.1 15.8 15.8 13.7 0.0 5.5 12.3 0.0 8.2 Prop In Lane 1.00 0.26 1.00 0.21 1.00 0.40 1.00 0.59
Lane Grp Cap(c), veh/h 345 2102 779 169 1612 602 228 0 385 279 0 373 V/C Ratio(X) 0.87 0.68 0.68 0.46 0.71 0.71 0.39 0.00 0.39 0.42 0.00 0.55 Avail Cap(c_a), veh/h 703 3813 1413 351 3806 1423 586 0 917 656 0 888 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 29.4 16.9 16.9 32.3 21.8 21.8 32.0 0.0 24.9 30.2 0.0 26.0 Incr Delay (d2), s/veh 2.7 0.1 0.4 0.7 0.2 0.6 0.4 0.0 0.2 0.4 0.0 0.5 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.0 5.5 6.1 1.3 5.1 5.8 1.5 0.0 2.2 1.8 0.0 2.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 32.1 17.1 17.3 33.0 22.1 22.4 32.4 0.0 25.2 30.5 0.0 26.5 LnGrp LOS C B B C C C C C C C
Approach Vol, veh/h 2264 1652 237 323
Approach Delay, s/veh 19.1 22.7 27.9 27.9
Approach LOS B C C C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 11.4 40.3 23.7 19.1 32.6 23.7
Change Period (Y+Rc), s 4.2 7.2 * 6.9 4.4 * 7.2 6.9
Max Green Setting (Gmax), s 15.0 60.1 * 40 30.0 * 60 40.0 Max Q Clear Time (g_c+I1), s 5.1 20.1 15.7 14.4 17.8 14.3 Green Ext Time (p_c), s 0.0 10.8 0.7 0.3 7.6 0.8
Intersection Summary
HCM 7th Control Delay, s/veh 21.5
HCM 7th LOS C
Notes
* HCM 7th computational engine requires equal clearance times for the phases crossing the barrier.

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HCM 7th Signalized Intersection Summary
6: US-395 & Joshua St 09/20/2024
EX_PM Existing PM 4:01 pm 08/26/2024 Baseline Synchro 12 Report Fehr & Peers Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 216 76 4 70 18 158 14 1255 294 77 531 11 Future Volume (veh/h) 216 76 4 70 18 158 14 1255 294 77 531 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Lane Width Adj. 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 225 79 3 73 19 35 15 1307 185 80 553 7 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 346 364 14 301 380 322 62 1548 690 173 1770 789 Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.03 0.44 0.44 0.10 0.50 0.50 Sat Flow, veh/h 1339 1776 67 1306 1856 1572 1767 3526 1572 1767 3526 1572 Grp Volume(v), veh/h 225 0 82 73 19 35 15 1307 185 80 553 7 Grp Sat Flow(s),veh/h/ln 1339 0 1843 1306 1856 1572 1767 1763 1572 1767 1763 1572 Q Serve(g_s), s 14.2 0.0 3.2 4.3 0.7 1.6 0.7 28.9 6.5 3.7 8.1 0.2 Cycle Q Clear(g_c), s 14.9 0.0 3.2 7.6 0.7 1.6 0.7 28.9 6.5 3.7 8.1 0.2 Prop In Lane 1.00 0.04 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 346 0 378 301 380 322 62 1548 690 173 1770 789 V/C Ratio(X) 0.65 0.00 0.22 0.24 0.05 0.11 0.24 0.84 0.27 0.46 0.31 0.01 Avail Cap(c_a), veh/h 607 0 737 556 742 629 404 1611 719 404 1770 789 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.9 0.0 29.0 32.1 28.0 28.3 41.1 21.9 15.6 37.3 12.9 10.9 Incr Delay (d2), s/veh 2.1 0.0 0.3 0.4 0.1 0.1 2.0 4.7 0.4 1.9 0.2 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.6 0.0 1.4 1.4 0.3 0.6 0.3 11.0 2.1 1.6 2.7 0.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d), s/veh 36.0 0.0 29.2 32.5 28.0 28.4 43.1 26.6 16.1 39.2 13.1 10.9 LnGrp LOS D C C C C D C B D B B
Approach Vol, veh/h 307 127 1507 640
Approach Delay, s/veh 34.2 30.7 25.5 16.3
Approach LOS C C C B
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 15.3 46.9 25.3 9.8 52.4 25.3
Change Period (Y+Rc), s 6.7 8.5 7.4 6.7 8.5 7.4
Max Green Setting (Gmax), s 20.0 40.0 35.0 20.0 40.0 35.0 Max Q Clear Time (g_c+I1), s 5.7 30.9 16.9 2.7 10.1 9.6 Green Ext Time (p_c), s 0.1 7.5 1.0 0.0 6.7 0.4
Intersection Summary
HCM 7th Control Delay, s/veh 24.5
HCM 7th LOS C
Notes
User approved pedestrian interval to be less than phase max green.

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Hesperia City CouncilOctober 21, 2025

Hesperia City Council
October 21, 2025