Att 6 - Transportation Impact Analysis — San Mateo City Council, June 15, 2026

220 W. 20th Avenue Residential
Development
Draft Transportation Analysis
Prepared for:

SummerHill Apartment Communities
February 18, 2026
Hexagon Transportation Consultants, Inc.

Hexagon Office: 100 Century Center Court, Suite 501
San Jose, CA 95112
Phone: 408.971.6100
Hexagon Job Number: 25OZ09
Client Name: SummerHill Apartment Communities
220 W. 20th Avenue Residential Development TIA February 18, 2026

Table of Contents
Executive Summary ................................ ................................ ................................ ............................... iii

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

2. Existing Transportation Conditions ................................ ................................ .............................. 10

3. Opening Year Conditions ................................ ................................ ................................ ............ 18

4. Cumulative Conditions ................................ ................................ ................................ ................ 25

5. Other Transportation Issues ................................ ................................ ................................ ........ 30

6. C/CAG Checklist ................................ ................................ ................................ ......................... 43 Appendices
Appendix A Traffic Counts
Appendix B Intersection Level of Service Calculations Appendix C Volume Sheets
Appendix D Signal Warrant Analysis
Appendix E Garage Turning Templates
Appendix F San Mateo County C/CAG Checklist Worksheet List of Tables
Table ES 1 Intersection Level of Service Summary................................ ................................ .............. v Table 1 Signalized Intersection Level of Service Definitions Based on Average Control Delay ....... 7 Table 2 Unsignalized Intersection Level of Service Definitions Based on Average Delay ............... 7 Table 3 Existing Transit Services ................................ ................................ ................................ . 11 Table 4 Existing Intersection Levels of Service................................ ................................ ............. 15 Table 5 Project Trip Generation Estimates ................................ ................................ ................... 21 Table 6 Opening Year Plus Project Intersection Levels of Service ................................ ............... 24 Table 7 Cumulative Intersection Levels of Service ................................ ................................ ....... 28 Table 8 Intersection Queuing Analysis ................................ ................................ ......................... 31 Table 9 Bicycle Parking Requirements ................................ ................................ ......................... 41 Table 10 C/CAG TDM Checklist ................................ ................................ ................................ ..... 44 List of Figures
Figure 1 Site Location and Study Intersections ................................ ................................ ................ 2 Figure 2 Proposed Site Plan ................................ ................................ ................................ ............ 3 Figure 3 Existing Transit Services ................................ ................................ ................................ . 12 Figure 4 Existing Bicycle Facilities ................................ ................................ ................................ . 14 Figure 5 Existing Traffic Volumes and Lane Configurations ................................ ........................... 17 Figure 6 Opening Year Traffic Volumes ................................ ................................ ......................... 19 Figure 7 Project Trip Distribution and Trip Assignment ................................ ................................ .. 22 Figure 8 Opening Year Plus Project Traffic Volumes ................................ ................................ ..... 23 Figure 9 Cumulative No Project Traffic Volumes ................................ ................................ ........... 26 Figure 10 Cumulative Plus Project Traffic Volumes ................................ ................................ ......... 27 Figure 11A Parking Garage Plans ................................ ................................ ................................ ..... 34 Figure 11B Parking Garage Plans ................................ ................................ ................................ ..... 35 Figure 12 Emergency Vehicle Access ................................ ................................ ............................. 39 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | iii
Executive Summary
This report presents the results of the transportation impact analysis (TIA) conducted for the residential development proposed at 220 W. 20th Avenue in San Mateo, California. The 1.54-acre site is located on the northwest corner of W. 20th Avenue and Elkhorn Court intersection. There is an existing residential development, The Lark, to the north of the site. The project would share an existing 23-foot- wide common area with The Lark on the west side of the project site which contains a 20-foot-wide Emergency Vehicle Access Easement for emergency access to both properties.

The project proposes demolishing the existing office building on site and construct a 5-7 story apartment building with a total of 232 dwelling units. Of the 232 dwelling units, 31 units would be affordable units for very low-income housing. The project would provide a total of 279 parking spaces:
270 vehicular parking spaces in a secure gated garage for residents and 9 guest parking spaces. The project would provide 254 long-term bicycle parking spaces in two secure bicycle rooms and 16 short- term bicycle parking spaces around the building. Vehicular access to the site is provided by a two-way driveway on Elkhorn Court.

This purpose of this study is to identify the potential transportation impacts related to the proposed development and to satisfy the requirements of the California Environmental Quality Act (CEQA), the City of San Mateo and the City/County Association of Governments of San Mateo County (C/CAG).

C/CAG administers the County’s Congestion Management Program (CMP). This study includes a vehicle miles traveled (VMT) evaluation per CEQA and local transportation analysis (LTA).

VMT Analysis
CEQA requires that all new development projects be analyzed for vehicle miles traveled (VMT). The VMT for the project is analyzed according to the City of San Mateo adopted VMT guidelines using the C/CAG VMT Estimation Tool. The City’s guidelines provide VMT thresholds, baselines, and criteria to evaluate VMT impacts for new development projects. The guidelines also provide screening criteria to determine whether a project would have a less than significant effect on VMT and would be exempt from CEQA analysis.

The City’s VMT guidelines state that if a project is located in a High Quality Transit Area (HQTA), it is not expected to create a significant VMT impact and is screened out of detailed VMT analysis. To meet this criteria, the project must be within 0.5 miles of a high-quality transit stop or rail station, have a floor area ratio greater than 0.75, not replace affordable residential, not provide more parking than required (if the jurisdiction requires the project to supply parking), and be consistent with the applicable Metropolitan Transportation Commission’s (MTC) Sustainable Communities Strategy.

The project is located within 0.5 miles of the Hayward Park Caltrain station. The project has a floor area ratio of approximately 5.3, demolishes an existing office building and does not replace affordable 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | iv
residential units, is not required to provide parking, and is consistent with the Sustainable Communities Strategy. Therefore, the project meets the City’s VMT screening criteria and does not require detailed VMT analysis.

Project Trip Estimates
The Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 12th Edition, was used to estimate the vehicle trips that would be generated by the project. After applying the appropriate ITE trip generation rates and applicable trip credits from the existing land use, the proposed project is estimated to generate 995 net new daily trips, with 60 trips (20 inbound and 40 outbound) during the AM peak hour and 48 trips (34 inbound and 14 outbound) during the PM peak hour.

Intersection Level of Service Analysis
The results of the intersection level of service analysis show that all study intersections would operate at an acceptable level of service with and without the addition of project trips under existing and opening year conditions (see Table ES-1). Under cumulative conditions, the Alameda de las Pulgas/W. 20th Avenue and El Camino Real/W. 20th Avenue intersections would operate with unacceptable delays and level of service during at least one peak hour. However, the project would not increase the average delay by 4 seconds or more and therefore would not create an adverse effect.

In addition, the Elkhorn Court/Pioneer Court and W. 20th Avenue intersection is expected to degrade from an acceptable level of service from E to unacceptable level of service F under cumulative plus project conditions during the AM peak hour. However, the intersection would not meet the signal warrant analysis, and therefore, the project would not have an adverse effect on the intersection.

Other Transportation Issues
The proposed site plan shows generally adequate site access and on-site circulation. The project should consider the following recommendation resulting from the site plan review:

Recommendations
• The project should coordinate with the City of San Mateo to get approval of the 24-foot-wide driveway where 20 foot is the maximum permitted based on the City’s Zoning Code Section

27.64.025.
• The project should assign parking spaces to ensure that residents do not drive down the aisle without knowing that a parking space is available to provide adequate circulation within the parking garage.
• The project should provide mirrors at the circular ramps to warn opposing vehicles approaching the ramp.
• The applicant should coordinate with the City on a waiver to allow for narrower end stalls than required by City Parking Standard Drawing 3.1.191.
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | v
Table ES 1
Intersection Level of Service Summary

# Intersection Pk Hr Control
Avg.

Delay LOS
Avg.

Delay LOS
Incr. in
Avg.

Delay
Signal
Warrant
Met?
Avg.

Delay LOS
Avg.

Delay LOS
Incr. in
Avg.

Delay
Signal
Warrant
Met?
AM 26.7 C 26.8 C 27.0 C 0.2 -- 49.3 D 50.0 D 0.7 --
PM 28.7 C 28.8 C 29.1 C 0.3 -- 36.1 D 36.5 D 0.4 --
AM 26.1 D 26.7 D 35.2 E >4.0 No 41.9 E 67.9 F >4.0 No
PM 25.4 D 26.1 D 30.2 D >4.0 No 36.1 E 44.4 E >4.0 No
AM 30.6 C 31.0 C 32.2 C 1.2 -- 51.6 D 53.0 D 1.4 --
PM 36.6 D 37.0 D 37.5 D 0.5 -- 73.6 E 76.2 E 2.6 --
AM 8.6 A 8.6 A 8.8 A 0.2 -- 8.6 A 8.8 A 0.2 --
PM 8.6 A 8.6 A 8.7 A 0.1 -- 8.6 A 8.7 A 0.1 --
Bold indicates a substandard level of service.

Cumulative + ProjectOpening Year + ProjectExisting Opening Year Cumulative 1 Alameda de las Pulgas
& W 20th Avenue
Signal
2 Elkhorn Court/Pioneer
Court & W 20th Avenue
TWSC
Notes
For TWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS. 3 El Camino Real & W
20th Avenue
Signal
4 Elkhorn Court & Project
Driveway
TWSC
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 1

1. Introduction
This report presents the results of the transportation impact analysis (TIA) conducted for the residential development proposed at 220 W. 20th Avenue in San Mateo, California (see Figure 1). The 1.54-acre site is located on the northwest corner of W. 20th Avenue and Elkhorn Court intersection. There is an existing residential development, The Lark, to the north of the site. The project would share an existing 23-foot-wide common area with The Lark on the west side of the project site which contains a 20-foot- wide Emergency Vehicle Access Easement for emergency access to both properties.

Scope of Study
This purpose of this study is to identify the potential transportation impacts related to the proposed development and to satisfy the requirements of the California Environmental Quality Act (CEQA), the City of San Mateo and the City/County Association of Governments of San Mateo County (C/CAG).

The C/CAG administers the San Mateo County Congestion Management Program (CMP), which requires non-residential and multi-family residential projects generating more than 100 daily trips to complete the C/CAG checklist. This study includes a vehicle miles traveled (VMT) evaluation per CEQA and local transportation analysis (LTA) per the City’s Transportation Impact Analysis Guidelines.

Vehicle Miles Traveled Analysis
The City of San Mateo’s Vehicle Miles Travelled (VMT) Policy establishes procedures for determining project impacts on VMT based on project description, characteristics, and/or location. The City’s VMT methodology also includes screening criteria that are used to identify types, characteristics, and/or locations of projects that would not exceed the CEQA thresholds of significance. If a project or a component of a mixed-use project meets the screening criteria, it is then presumed that the project or the component would result in a less-than-significant VMT impact and a VMT analysis is not required.

For a project that does not meet the screening criteria, a project’s VMT impact is determined by comparing the project VMT to the appropriate thresholds of significance based on the type of development.

San
Mateo
Peninsula Golf
and Country Club
82 92
1 2
4 3
Elkhorn
Ct
Pioneer Ct
E 25th Ave
17th A
ve
Bovet R
d
Conca
rD r
Map
le St
Edinburgh St
Borel Ave
Barneson Ave
22nd Ave
W 20th Ave
Alamed
ade Las Pul
gas
S Delaware St
El
Cami
no R
eal
El Cami
no
Rea
l
Palm Ave
220 W. 20th Avenue Residential Development
Figure 1
Site Location and Study Intersections
Hayward Park
Caltrain
Station
X = Study Intersection
= Site Location
LEGEND
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
220 W. 20th Avenue Residential Development
Figure 2
Proposed Site Plan

220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 4
The San Mateo VMT Policy contains the following screening criteria for developments that are expected to cause a less-than-significant transportation impact under CEQA and are not required to prepare further VMT analysis:

1. Small Projects: Any development that would generate fewer than 110 daily vehicle trips.

2. Affordable Housing: Projects comprised of 100 percent affordable housing units.

3. Local-Serving Retail and Public Facilities: Retail commercial projects comprised of stores of up to 50,000 gross square feet and local-serving public facilities like police, fire stations, public utilities, and neighborhood parks.

4. Affordable Housing: Projects comprised of 100 percent affordable housing units.

5. High Quality Transit Area (HQTA): Projects that are located in a high‐quality transit area (HQTA) would not require a detailed VMT analysis. Currently, only Caltrain stations in the City are qualified as high‐quality transit. The presumption to exempt a project from a detailed VMT analysis does not apply if the project:
• has a floor area ratio (FAR) of less than 0.75;
• includes more parking for use by residents, customers, or employees of the project than required by the jurisdiction (if the jurisdiction requires the project to supply parking); • is inconsistent with the applicable Metropolitan Transportation Commission’s (MTC) Sustainable Communities Strategy (SCS), as determined by the City; or • replaces affordable residential units with a smaller number of moderate‐ or high‐income residential units.

6. Project Located in Low VMT Area: Residential and employment projects that are proposed in areas that generate VMT below adopted City thresholds.

7. Consistency with RTP/ SCS: Projects inconsistent with the MTC Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) do not qualify for screening out of a detailed VMT analysis.

The project is located within a half mile of the Hayward Park Caltrain station. As shown in Figure 1, this is within the City’s HQTA. Furthermore, the project proposes a floor area ratio greater than 0.75, does not replace affordable residential units, is not applicable to the City’s parking requirements, and is consistent with the Sustainable Communities Strategy. Therefore, the project meets the City’s VMT screening criteria and does not require detailed VMT analysis.

Local Transportation Analysis (LTA)
In addition to a VMT analysis, the City requires all projects to measure intersection operations to provide improvements or address project related operational deficiencies through a Local Transportation Analysis (LTA). The LTA also includes an evaluation of the project’s effect on transit, bicycle, and pedestrian access and a review of site access and circulation, and a parking analysis.

This study analyzes the traffic effects of the project on the key intersections in the vicinity of the site during the weekday AM and PM peak hours of traffic. The weekday AM peak hour is generally between 7:00 and 9:00 AM and the weekday PM peak hour is generally between 4:00 and 6:00 PM. On a typical weekday (Tuesday through Thursday) these periods are when the most congested traffic generally occurs.

This study includes an analysis of the weekday peak-hour traffic conditions of three intersections, as listed below, in accordance with the City’s TA guidelines. 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 5
Study Intersections

1. Alameda de las Pulgas and W. 20th Avenue

2. Elkhorn Court and W. 20th Avenue

3. El Camino Real and W. 20th Avenue

4. Elkhorn Court and Project Driveway
Intersection traffic conditions were evaluated for the following scenarios:

Existing Conditions. Existing AM and PM peak-hour traffic volumes were obtained from new turning-movement counts conducted on September 11, 2025. Traffic counts are included in Appendix A.

Opening Year Conditions. Opening year conditions represent existing volumes plus projected volumes from approved developments that have not yet been constructed and occupied.

Approved project information was obtained from the City of San Mateo website.

Opening Year Plus Project Conditions. Opening year plus project conditions were estimated by adding to the opening year traffic volumes the new traffic estimated to be generated by the project. Intersection effects associated with the development will be evaluated relative to opening conditions.

Cumulative No Project Conditions. Cumulative traffic volumes represent traffic volumes and roadway conditions projected at the City’s General Plan Buildout. The City’s recently adopted General Plan did not produce intersection volume forecasts. Therefore, cumulative traffic volumes were developed using the latest citywide travel demand model.

Cumulative Plus Project Conditions. Cumulative plus project traffic volumes were estimated by adding to the cumulative traffic volumes the new traffic generated by the project. Intersection effects associated with the development will be evaluated relative to cumulative conditions.

Other Transportation Issues
The study includes an evaluation of potential operational deficiencies related to transit services and a review of site access, on-site circulation, effects on pedestrian, bicycle, and transit facilities, and parking.

Intersection Operations Analysis Methodology
This section presents the methods used to determine traffic conditions at the study intersections. It includes descriptions of the data requirements, the analysis methodologies, and the applicable level of service standards.

Data Requirements
The data required for the analysis was obtained from traffic counts conducted on September 11, 2025, the City of San Mateo, and field observations. The following data was collected:
• Existing traffic volumes
• Lane geometries
• Signal timing and phasing
• List of approved developments
• Cumulative Volume Forecasts from Travel Demand Model
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 6
Intersection Level of Service Analysis Methodologies and Standards Traffic conditions at the study intersections were evaluated using level of service (LOS). Level of service is a qualitative description of operating conditions ranging from LOS A, or free-flow conditions with little or no delay, to LOS F, or jammed conditions with excessive delays. This study utilizes Synchro software to determine intersection levels of service based on the latest HCM methodology.

Signalized Intersections
For signalized intersections, the level of service method evaluates intersection operations on the basis of average control delay time for all vehicles at the intersection based on the methodology typically described in the most recent edition of the Highway Capacity Manual (HCM), which would be the 7th Edition. However, Synchro’s HCM 7th Edition is not able to properly evaluate intersection lane geometries that are present at the study intersections. This report is thus evaluated using the HCM 2000 to report the average delay and level of service. Table 1 presents the level of service definitions for signalized intersections.

The City of San Mateo’s level of service standard for signalized intersections is LOS mid-D (average delay of 45 seconds).

Unsignalized Intersections
Level of service analysis at unsignalized intersections is generally used to determine the need for modifications in the type of intersection control (i.e., all-way stop or signalization). As part of the evaluation, traffic volumes, delays and traffic signal warrants are evaluated to determine if the existing intersection control is appropriate.

For unsignalized intersections, level of service depends on the average delay experienced by vehicles on the stop-controlled approaches. For side street stop-controlled intersections (two-way or T- intersections), operations are defined by the average control delay experienced by vehicles entering the intersection from the stop-controlled approaches on minor streets or from left-turn approaches on major streets. The level of service is reported based on the average delay for the worst approach. The level of service definitions for unsignalized intersections is shown in Table 2.

The City of San Mateo’s level of service standard for unsignalized intersections is LOS E. 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 7
Table 1
Signalized Intersection Level of Service Definitions Based on Average Control Delay

Table 2
Unsignalized Intersection Level of Service Definitions Based on Average Delay

Level of
Service Description
Average Control
Delay per Vehicle
(sec.)
A
Signal progression is extremely favorable and most vehicles arrive during the green phase.

Many vehicles do not stop at all. Short cycle lengths may tend to contribute to low delay values.

10.0 or less
B Operations characterized by good progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of delay. 10.1 to 20.0 C
Higher delays may result from fair progression and/or longer cycle length. Individual cycle failures may begin to appear at this level. Cycle failure occurs when a given green phase does not serve queued vehicles, and overflows occur. The number of vehicles stopping is significant at this level, though many still pass through the intersection without stopping.

20.1 to 35.0
D
The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, and high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.

35.1 to 55.0
E
This is considered to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c ratios. Individual cycle failures are frequent.

55.1 to 80.0
F
This level of delay is considered unacceptable to most drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of lane groups. It may also occur at high v/c ratios with many individual cycle failures. Poor progression and long cycle lengths may also contribute significantly to high delay levels. greater than 80.0
Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000), p.10-16 A Little or no traffic delay 10.0 or less
B Short traffic delays 10.1 to 15.0
C Average traffic delays 15.1 to 25.0
D Long traffic delays 25.1 to 35.0
E Very long traffic delays 35.1 to 50.0
F Extreme traffic delays greater than 50.0
Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p17-2.

Level of Service Description Average Delay Per Vehicle (Sec.) 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 8
Intersection Vehicle Queuing Analysis
The analysis of intersection operations was supplemented with a vehicle queuing analysis at intersections where the project would add a substantial number of trips to the left-turn movements or stop-controlled approaches. The vehicle queuing analysis is used to determine the appropriate storage lengths for the high demand turn lanes where the project would add a substantial number of trips.

An evaluation of vehicle queuing was conducted using the Synchro software. The basis of the analysis is as follows: (1) the Synchro software is used to estimate the 95th percentile maximum number of queued vehicles; (2) the estimated maximum number of vehicles in the queue is translated into a queue length, assuming 25 feet per vehicle; and (3) the estimated maximum queue length is compared to the available storage capacity.

For signalized intersections, the 95th percentile queue length value indicates that during the peak hour, a queue of this length or less would occur on 95 percent of the signal cycles, or a queue length larger than the 95th percentile queue would only occur on 5 percent of the signal cycles (about 3 cycles during the peak hour for a signal with a 60-second cycle length). Thus, turn pocket storage designs based on the 95th percentile queue length would ensure that storage space would be exceeded only 5 percent of the time for a signalized movement.

Definition of Adverse Intersection Operational Effects
Although measures of congestion such as delay and level of service are no longer used to identify significant impacts under CEQA, a local transportation analysis was conducted to evaluate the project’s consistency with the level of service standards set forth in the City’s guidelines and to identify feasible improvements to remedy deficiencies. Adverse operational effects at study intersections are based on the City of San Mateo standards.

Signalized Intersections
An adverse traffic operations issue is identified by the City for signalized intersections if the addition of traffic generated by the proposed projects results in one of the following for either peak hour:

1. The level of service at the intersection drops below its respective level of service standard (LOS mid-D or better) when project traffic is added, or

2. An intersection that operates below its level of service standard under no-project conditions experiences an increase in average delay of four (4) or more seconds when project traffic is added.

Unsignalized Intersections
An adverse traffic operations issue is identified by the City for unsignalized intersections if the addition of traffic generated by the proposed project results in one of the following for either peak hour:

1. The addition of project traffic causes the average intersection delay for all-way stop-controlled or the worst approach for side-street stop-controlled intersections to degrade to LOS F, or

2. An intersection that operates below its level of service standard under no-project conditions experiences an increase in average delay of four (4) or more seconds when project traffic is added.

If the operations of an unsignalized intersection become deficient based on LOS then an adverse effect would occur when: (1) an unsignalized intersection with project traffic is forecast to operate at unacceptable LOS, and (2) if it meets the peak hour signal warrants for existing intersections, and the daily warrants for planned intersections under the California Manual on Uniform Traffic Control Devices 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 9
(CA MUTCD). If a project is near a school or downtown area with substantial pedestrian activity then City may require additional warrants to be evaluated such as pedestrian, accident history, etc.

Report Organization
This report has a total of six chapters. Chapter 2 describes the existing roadway network, transit service, bicycle and pedestrian facilities, and intersection levels of service. Chapter 3 presents the intersection levels of service under opening year conditions (existing conditions with the addition of traffic from approved developments), the method used to estimate project traffic, and the resulting intersection levels of service under opening year plus project conditions. Chapter 4 presents the intersection levels of service under cumulative conditions and the method used to estimate cumulative volumes, and the resulting levels of service under cumulative plus project conditions. Chapter 5 presents the analysis of other transportation-related issues, including intersection queuing, site access and circulation, parking, and effects to pedestrian, bicycle, and transit facilities. Chapter 6 presents the C/CAG TDM checklist.
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 10

2. Existing Transportation Conditions
This chapter describes the existing conditions for transportation facilities in the vicinity of the site, including the roadway network, transit services, pedestrian and bicycle facilities, and traffic operations at the study intersections.

Existing Roadway Network
Regional access to the project site is provided via State Route 92 (SR 92) and El Camino Real (also known as SR 82). Local access to the site is provided via Alameda de las Pulgas, W. 20th Avenue, and Elkhorn Court/Pioneer Court. These facilities are described below.

SR 92 is an east-west highway with four lanes in the vicinity of the site. It is designated as a freeway per the City of San Mateo General Plan 2040. SR 92 extends from Half Moon Bay to Hayward where it transitions to SR 238. Access to and from the site is provided via interchanges at Alameda de las Pulgas and El Camino Real.

El Camino Real (SR 82) is a north-south highway with four to six lanes in the vicinity of the site. It is designated as a principal arterial per the City of San Mateo General Plan 2040. SR 82 extends from San Francisco to San Jose. El Camino Real has a posted speed limit of 35 miles per hour (mph). On street parking is permitted south of 21st Avenue on the west side and south of 22nd Avenue on the east side. Sidewalks are present on both sides of the street.

Alameda de las Pulgas is a north-south minor arterial per the City’s General Plan. Alameda de las Pulgas is a four-lane street with a posted speed limit of 30 mph. Street parking is prohibited north of The Carey School. Continuous sidewalks are present on both sides of the street. The street is designated as a Class III bike route marked with sharrow pavement markings for most of the street on both sides. Between Madera Drive and 24th Avenue, a bike lane exists on the west side of the street.

W. 20th Avenue is an east-west minor arterial per the City’s General Plan. W. 20th Avenue is a two- lane street with a posted 25 mph speed limit. Street parking is permitted on both sides of the street west of Elkhorn Court/Pioneer Court and on the south side of the street east of Elkhorn Court/Pioneer Court. Continuous sidewalks are present on both sides of the street. W. 20th Avenue provides access to and from the project via Elkhorn Court.

Elkhorn Court is a north-south local street per the City’s General Plan. Elkhorn Court/Pioneer Court is a two-lane street with no posted speed limit that ends in a cul-de-sac at both ends of the street. Street parking is permitted on both sides of the street. Continuous sidewalks are present on both sides of the street. Elkhorn Court provides direct access to the project site. 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 11
Existing Transit Services
Existing public transit services in the study area are provided by SamTrans and Caltrain. SamTrans operates bus routes in San Mateo County and Caltrain provides commuter transit across the Bay Area from San Francisco to Gilroy. Public transit options in the vicinity of the site are shown in Figure 3 and Table 3.

SamTrans Bus Service
Route ECR provides daily service between the Daly City BART station and the Palo Alto Transit Center. The weekday headway during peak periods is 15 minutes. The closest bus stop to the project site is located on El Camino Real at W. 20th Avenue, approximately 965 feet from the project site.

Route 294 provides daily service between Hillsdale and Half Moon Bay. The weekday headway during peak periods is 60 minutes. The closest bus stop to the project site is located on Alameda de las Pulgas at W. 20th Avenue, approximately 2,340 feet from the project site.

Late-Night Routes
Route 397 (OWL) is a daily late-night route that provides service between San Francisco and the Palo Alto Transit Center. In the project vicinity, it travels primarily along El Camino Real. The route only runs during the early AM hours, from 1:00 AM to 6:50 AM. The closest bus stop to the project site is located on El Camino Real at W. 20th Avenue, approximately 965 feet from the project site.

Caltrain Commuter Rail
Caltrain provides regional rail service between San Francisco and San Jose, with limited peak-direction service to Gilroy during commute hours. The Hayward Park Station is located at Leslie Street and Gum Street, approximately ½ mile from the project site. The Hayward Caltrain Station is served by local-stop trains. On weekdays northbound service operates from San Mateo Station starting at 5:30 AM and running until 12:17 AM, with southbound service operating from 5:25 AM to 12:35 AM. Local trains arrive and depart every 30 minutes all day in both directions on weekdays and weekends.

Table 3
Existing Transit Services

Headways1
Route Route Description (minutes)
Bus Routes
Route ECR Daly City BART - Palo Alto
Transit Center
4:00 AM - 2:00 AM
(next day) 15 El Camino Real at W. 20th
Avenue 845
Route 294 Hillsdale - Half Moon Bay 5:30 AM - 10:01 PM 60 Alameda de las Pulgas at W. 20th Avenue 2,475
Late-Night Route
Route 397 OWL San Francisco - Palo Alto
Transit Center
El Camino Real at W. 20th
Avenue 845
Train Services
Caltrain Gilroy - San Francisco 5:25 AM - 12:35 AM
(next day) 15 Hayward Park Caltrain
Station 2,045
Notes:
1:00 AM - 6:50 AM
(does not operate during peak
hours)
Weekday Hours
of Operation Nearby Bus Stops
Walking Distance
from Nearest Stop to
Project Site (feet)

1. Headways during weekday peak periods as of August 2025.

ECR
397
ECR
397
294
294
294
San
Mateo
Peninsula Golf
and Country Club
82 92
Elkhorn
Ct
Pioneer Ct
E 25th Ave
17th A
ve
Bovet R
d
Conca
rD r
Map
le St
Edinburgh St
Borel Ave
Barn
eson
Ave
22nd Ave
W 20th Ave
Alameda
de Las
Pu
lgas
S Delaware St
El
Cami
no R
eal
El Camino Real
Palm Ave
220 W. 20th Avenue Residential Development
Figure 3
Existing Transit Services
Hayward Park
Caltrain
Station
= Site Location
LEGEND
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
ECR,
397
294
294
ECR,
397
= SamTrans Routes serving South County
= SamTrans School-oriented Routes
= SamTrans Routes Connecting to
BART and Caltrain Stations
= Nearby Bus Stop
XX
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 13
Existing Pedestrian Facilities
Pedestrian facilities consist of sidewalks and crosswalks. Sidewalks are present on all streets in the nearby project area. Crosswalks with pedestrian signal heads and push buttons are provided at all signalized intersections surrounding the site. Crosswalks exist along all legs of the El Camino Real/W. 20th Avenue and Alameda de las Pulgas/W. 20th Avenue signalized intersections. Crosswalks also exist at the following intersections along W. 20th Avenue:
• West and south legs at La Salle Drive,
• West, south, and east legs at Chukker Street, and
• West and south legs at Isabelle Avenue
Within a typical walking distance, one-half mile or 10 minutes, continuous pedestrian facilities are present between the project and points of interest like the San Mateo City Hall, Junipero Serra High School, the Carey School, retail and restaurants along El Camino Real, and the Hayward Park Caltrain station.

Existing Bicycle Facilities
The bicycle facilities that exist within a half mile of the project site (see Figure 4) include striped bike lanes (Class II bikeway) and shared bike routes (Class III bikeway). Bike lanes are lanes on roadways designated for use by bicycles with special lane markings, pavement legends, and signage. Bike routes are streets with signage and/or pavement markings where bicyclists share a travel lane with motorists.

Bike facilities in the project area are described below:

Bike Lane (Class II)
• Alameda de las Pulgas from Madera Drive to 24th Avenue on the west side • Palm Avenue from 9th Avenue to 17th Avenue
Bike Route (Class III)
• Alameda de las Pulgas from Crystal Springs Road to La Casa Avenue • Palm Avenue from 17th Avenue/Bovet Road to 25th Avenue • Bovet Road/17th Avenue from Borel Avenue to Palm Avenue • Borel Avenue from Edin burgh Street to Bovet Road/Maple Street San
Mateo
Peninsula Golf
and Country Club
82 92
Elkhorn
Ct
Pioneer Ct
E25th Ave
17th Av
e
Bovet R
d
Conca
rD r
Map
le St
Edinburgh St
Borel Ave
Barneson Ave
22nd Ave
W 20th Ave
Alamed
ade Las Pul
gas
S Delaware St
El
Cami
no R
eal
El Cami
no
Rea
l
Palm Ave
220 W. 20th Avenue Residential Development
Figure 4
Existing Bicycle Facilities
Hayward Park
Caltrain
Station
= Site Location
LEGEND
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
= Existing Bike Lanes (Class II Bikeway)
= Existing Bike Routes (Class III Bikeway)
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 15
Existing Lane Configurations and Traffic Volumes
The existing lane configurations at the study intersections were obtained from observations in the field.

Existing peak-hour intersection volumes were obtained from turning movement counts collected on September 11, 2025, when nearby schools were in session, during typical peak traffic hours between 7:00 and 9:00 AM and between 4:00 and 6:00 PM. Existing lane configurations and existing peak hour volumes are shown in Figure 5. Traffic counts are present in Appendix A.

Existing Intersection Levels of Service
The results of the intersection level of service analysis show that all of the study intersections are currently operating at acceptable levels of service (see Table 4). The intersection levels of service calculation sheets are included in Appendix C.

The LOS analysis is based on the peak one-hour of traffic volumes. To account for general hourly fluctuation in traffic volumes, Synchro’s default peak hour factor (PHF) of 0.92 is used. Since all the study intersections are located in close proximity to schools, using the actual PHF reported from the turning movement counts in the analysis would represent studying the peak 15-minutes of school traffic conditions instead of an hourly condition.

Table 4
Existing Intersection Levels of Service

Observed Existing Traffic Conditions
Traffic conditions were observed in September 2025 to identify any existing operational deficiencies and to confirm the accuracy of calculated levels of service. The purpose of this effort was (1) to identify any existing traffic problems that may not be directly related to intersection level of service, and (2) to identify any locations where the level of service analysis does not accurately reflect existing traffic conditions.
# Intersection Pk Hr Control
Avg.

Delay LOS
AM 26.7 C
PM 28.7 C
AM 26.1 D
PM 25.4 D
AM 30.6 C
PM 36.6 D
AM 8.6 A
PM 8.6 A
Existing
1 Alameda de las Pulgas & W 20th Avenue Signal
2 Elkhorn Court/Pioneer Court & W 20th Avenue TWSC
Notes
For TWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS.
3 El Camino Real & W 20th Avenue Signal
4 Elkhorn Court & Project Driveway TWSC
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 16
Alameda de las Pulgas and W. 20th Avenue
During the AM peak hour, the northbound traffic was occasionally heavy, requiring two cycles for vehicles to clear in the rightmost lane. Occasionally, the northbound queue from the SR 92 intersection reached the study intersection. However, it often cleared before the northbound and eastbound movements turned green.

During the PM peak hour, the northbound queue from SR 92 intersection occasionally reached the intersection. This would cause traffic for the northbound, eastbound left-turn, and westbound right-turn lanes to slow down. However, the queue would clear and allow all vehicles through during the next cycle. The southbound left-turn queue occasionally exceeded the pocket but the queue was typically able to clear within one cycle.

El Camino Real and W. 20th Avenue
During the AM peak hour, the northbound left-turn queue often exceeded the storage lane. However, typically all vehicles were able to clear within one cycle and did not affect the northbound through vehicles. The southbound rightmost lane often had more vehicles than the other lanes, with most vehicles making a right turn at 20th Avenue. This occasionally required two cycles to clear.

During the PM peak hour, the eastbound queue often reached the downstream intersection. However, the queue was often able to clear the intersection within one cycle. Occasionally, some vehicles at the end of the queue would require another cycle to clear the intersection.

San
Mateo
82 92
1 2
4 3
Elkhorn
Ct
Pion
eer Ct
17th A
ve
Bovet R
d
Con
car
Dr
Maple St
Edinburgh St
Borel Ave
22nd Ave
W 20th Ave
Alamedade La
sPulgas
SD e l a
ware
St
El
Camino Rea
l
El Cami
no
Rea
l
Palm Ave
220 W. 20th Avenue Residential Development
Figure 5
Existing Traffic Volumes and Lane Configurations
Hayward Park
Caltrain
Station
X
= Signalized Intersection
= Stop Controlled Intersection
= Study Intersection
= Site Location
LEGEND
STOP
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
= AM(PM) Peak-Hour
Traffic Volumes
XX(XX)
W 20th
Ave
W 20th
Ave
Dwy
Alameda
W 20th
Ave
de las
Pulgas
Elkhorn
Ct
Camino
Real
El
Ct
Pioneer
Project
Dwy
Elkhorn
Ct
21 3 4
STOP
STOP
STOP
W 20th
Ave
Elkhorn
Ct
Ct
Pioneer
W 20th
Ave
Camino
Real
El
Dwy
Alameda
W 20th
Ave
de las
Pulgas
Project
Dwy
Elkhorn
Ct
3 2
1 4
32(11)
677(470)
57(103)
357(355)
385(529)
97(10)
42(46)
18(3)
190(178)
21(131)
39(35)
5(12)
2(23)
12(65)
57(49)
0(1)
10(9)
45(38)
411(230)
53(38)
9(13)
327(429)
11(14)
151(119)
1165(1428)
18(21)
72(101)
856(968)
308(189)
36(39)
37(45)
98(154)
321(419)
21(41)
85(140)
9(9)
53(42)
63(53)
4(6)
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 18

3. Opening Year Conditions
This chapter presents opening year traffic conditions, which are defined as conditions just prior to completion of the project. Traffic volumes for opening year conditions comprise volumes from existing traffic counts plus traffic generated by approved but not yet constructed developments in the vicinity of the site. This chapter describes the method for determining generated trips, the procedure used to determine opening year traffic volumes, and the resulting traffic conditions.

Roadway Network Under Opening Year Conditions
The transportation network under opening year conditions (without and with project) is assumed to be the same as the roadway network under existing conditions.

Opening Year Traffic Volumes
Opening Year AM and PM peak-hour traffic volumes (see Figure 6) were estimated by adding to existing traffic volumes the trips generated by nearby approved but not yet completed or occupied projects. The added traffic from approved but not yet constructed developments was based on the list of approved projects obtained from the City of San Mateo website. Hexagon considered both the location and size of the approved developments in order to eliminate those that were too far away or too small to affect traffic conditions at the selected study intersections. The following projects were included:
• 1919 O’Farrell Street
• Bay Meadows Phase II Extension (Buildings 2 and 3)
The 1919 O’Farrell Street project is proposed to have 87 multi-family dwelling units within 7 floors. The trips were estimated using the ITE Trip Generation Manual, 12th Edition, Multifamily Housing (Mid- Rise) (Land Use Code 221) trip generation rates. There are estimated to be 16 AM trips and 14 PM peak hour trips. The trip distribution for the nearby streets was assumed to be similar to the project’s trip distribution, as described in the next section.

The Bay Meadows Phase II Extension project is part of the larger Bay Meadows Development mixed- use project. Most of the Bay Meadows buildings have been built, except for Buildings 2 and 3. Building 2 will consist of 15,500 square feet (s.f.) of office use, 14,800 s.f. of retail, and 88 dwelling units.

Building 3 will consist of 12,900 s.f. of office use, 12,400 s.f. of retail, and 76 dwelling units. Thus, Buildings 2 and 3 are estimated to have 126 AM and 192 PM peak hour trips, based on the project’s traffic study. The traffic in the project area was assumed using the estimated trips for Buildings 2 and 3 and the same distribution as the Bay Meadows Phase II project. Peak-hour traffic volumes for all intersections and study scenarios are tabulated in Appendix B.

Trip Generation
Through empirical research, data have been collected that show trip generation rates for many types of land uses. The research is compiled in the ITE Trip Generation Manual, 12th Edition. The magnitude of traffic added to the roadway system by a particular development is estimated by multiplying the applicable trip generation rates by the size of the development.

The ITE rates for Multifamily Housing (Mid-Rise) (Close to Rail Transit) (Land Use Code 221) were used. This category refers to apartments and condominiums located within the same building that have between four to ten stories and are within 0.5 mile of a transit station.

Based on this trip rate, the project is estimated to generate a gross of 1,102 daily trips with 74 trips (29 inbound and 45 outbound) during the AM peak hour and 67 trips (44 inbound and 23 outbound) during the PM peak hour.

Existing Trip Credit
The existing building on site would be demolished. AM and PM peak hour-trip credits were based on driveway counts at the existing driveways on Elkhorn Court and W. 20th Avenue conducted on September 11, 2025. Daily trips were estimated using a ratio of daily trips to peak hour trips between the existing average office AM and PM peak hour trips and ITE rates for General Office (Land Use Code 710). The counts showed that the existing development on site generated 14 trips (9 inbound and 5 outbound) during the AM peak hour and 19 trips (10 inbound and 9 outbound) during the PM peak hour.

Net Project Trips
After subtracting the existing trips that would be removed, the project is estimated to generate 995 net new daily trips, with 60 trips (20 inbound and 40 outbound) during the AM peak hour and 48 trips (34 inbound and 14 outbound) during the PM peak hour (see Table 5).

Trip Distribution and Assignment
The trip distribution pattern for the proposed residential development was estimated based on traffic patterns on the surrounding roadway system and on the locations of complementary land uses. The peak-hour trips associated with the project site were added to the roadway network in accordance with the distribution pattern discussed above, the roadway network connections, freeway access points, and the location of the project driveway.

Figure 7 shows the project trip distribution and trip assignment at the study intersections. A tabular summary of project traffic at each study intersection is contained in Appendix B.

220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 21
Table 5
Project Trip Generation Estimates

Opening Year Plus Project Traffic Volumes
Project trips, as represented in the above project trip assignment, were added to opening year traffic volumes to obtain opening year plus project traffic volumes (see Figure 8).

Land Use Size Variable Avg.Daily
Rate
Daily
Trips
Avg.

Rate In Out Total Avg.

Rate In Out Total
Proposed Land Use
Multifamily Housing1 232 d.u. 4.75 1,102 0.32 29 45 74 0.29 44 23 67 Existing Land Use
Existing Office Building2 107 9 5 14 10 9 19
Net Project Trips 995 20 40 60 34 14 48
SOURCE: ITE Trip Generation Manual, 12th Edition 2025
d.u. = dwelling units
1 2 Existing AM and PM peak hour trips were collected from traffic counts conducted on September 11, 2025. Daily trips were estimated using a ratio of ITE daily trips to ITE peak-hour trips for General Office (Land Use 710).

AM Peak Hour PM Peak Hour
Trips Trips
ITE rates for Multifamily Housing (Mid-Rise) (Close to Rail Transit) (Land Use 221) are used. Mid-rise multifamily housing includes apartments and condominiums located in a building that has between four and ten foors of living space.

Hayward Park
Caltrain
Station
X
= Trip Distribution
= Study Intersection
= Site Location
LEGEND
XX%
= AM(PM) Peak-Hour TripsXX(XX)
= Gross AM(PM) Peak-Hour TripsXX(XX)
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
San
Mateo
Peninsula Golf
and Country Club
82 92
1 2
4 3
Elkhorn CtElkhorn CtElkhorn Ct
Borel Ave
Borel AveBorel Ave
Pion
eer Ct
17th A
ve
Bovet R
d
Conca
rD r
22nd Ave
W 20th Ave
Alamedade La
sPulgas
SD e l a
ware
St
El
Camino Rea
l
El Cami
no
Rea
l
Palm Ave
15%
15%
5%
5%
25%
35%
29(44)29(44)
45(23)45(23) 29(44)45(23)
220 W. 20th Avenue Residential Development
Figure 7
Project Trip Distribution and Trip Assignment
W 20th
Ave
W 20th
Ave
Dwy
Alameda
W 20th
Ave
de las
Pulgas
Elkhorn
Ct
Camino
Real
El
Ct
Pioneer
Project
Dwy
Elkhorn
Ct
21 3 4
1(2)
2(4)
2(1)
5(1)
3(5)
14(24)
27(10)
6(2)
33(13)
9(4) 17(29)
5(8)
See Gross Project
Driveway Trips
Hayward Park
Caltrain
Station
X = Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
San
Mateo
Peninsula Golf
and Country Club
82 92
1 2
4 3
Elkhorn
Ct
Pion
eer Ct
17th A
ve
Bovet R
d
Conca
rD r
Maple
St
Edinburgh St
Borel Ave
22nd Ave
W 20th Ave
Alamedade La
sPulgas
SD e l a
ware
St
El
Camino Rea
l
El Cami
no
Rea
l
Palm Ave
Ba
rneso
nAve
220 W. 20th Avenue Residential Development
Figure 8
Opening Year Plus Project Traffic Volumes
W 20th
Ave
W 20th
Ave
Dwy
Alameda
W 20th
Ave
de las
Pulgas
Elkhorn
Ct
Camino
Real
El
Ct
Pioneer
Project
Dwy
Elkhorn
Ct
21 3 4
32(11)
677(470)
58(105)
361(362)
385(529)
97(10)
44(47)
18(3)
198(181)
21(131)
39(35)
5(12)
2(23)
12(65)
90(62)
0(1)
19(13)
45(38)
416(238)
70(67)
14(21)
335(434)
11(14)
156(127)
1170(1436)
18(21)
72(101)
859(974)
325(218)
36(39)
37(45)
98(154)
353(432)
21(41)
94(145)
29(44)
53(42)
63(53)
45(23)
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 24
Intersection Levels of Service
The results of the intersection level of service analysis (see Table 6) show that all study intersections would operate at acceptable levels during both the AM and PM peak hours of traffic under opening year and opening year plus project conditions. The intersection level of service calculation sheets for the project are included in Appendix C.

Table 6
Opening Year Plus Project Intersection Levels of Service

# Intersection Pk Hr Control
Avg.

Delay LOS
Avg.

Delay LOS
Incr. in
Avg.

Delay
Signal
Warrant
Met?
AM 26.8 C 27.0 C 0.2 --
PM 28.8 C 29.1 C 0.3 --
AM 26.7 D 35.2 E >4.0 No
PM 26.1 D 30.2 D >4.0 No
AM 31.0 C 32.2 C 1.2 --
PM 37.0 D 37.5 D 0.5 --
AM 8.6 A 8.8 A 0.2 --
PM 8.6 A 8.7 A 0.1 --
1 Alameda de las Pulgas
& W 20th Avenue
Signal
2 Elkhorn Court/Pioneer
Court & W 20th Avenue
TWSC
Opening Year Opening Year + Project
Notes
For TWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS. 3 El Camino Real & W
20th Avenue
Signal
4 Elkhorn Court & Project
Driveway
TWSC
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 25

4. Cumulative Conditions
This chapter describes the roadway traffic operations under cumulative no project conditions and cumulative plus project conditions. Cumulative traffic volumes reflect traffic volumes assuming buildout of the City’s General Plan. The chapter includes the procedures used to determine cumulative traffic volumes and a description of the resulting traffic conditions and any adverse effects caused by the project.

Roadway Network under Cumulative Conditions
The roadway network under cumulative conditions was assumed to be the same as existing and opening year conditions.

Cumulative Traffic Volumes
Cumulative traffic volumes were developed using the latest citywide travel demand model, in consultation with City’s modelling on-call consultation Kittelson & Associates. As a conservative measure, cumulative condition volumes were assumed to not include the traffic associated with the addition of the project. Cumulative no project traffic volumes are shown in Figure 9.

For cumulative plus project traffic volumes, the trips generated by the project (see Chapter 3) were then added to the cumulative no project traffic volumes to yield cumulative plus project traffic volumes (see Figure 10). A tabular summary of pending trips and cumulative traffic volumes at each study intersection is contained in Appendix B.

Hayward Park
Caltrain
Station
X = Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
San
Mateo
Peninsula Golf
and Country Club
82 92
1 2
4 3
Elkhorn
Ct
Pion
eer Ct
17th A
ve
Bovet R
d
Conca
rD r
Maple
St
Edinburgh St
Borel Ave
22nd Ave
W 20th Ave
Alamedade La
sPulgas
SD e l a
ware
St
El
Camino Rea
l
El Cami
no
Rea
l
Palm Ave
Ba
rneso
nAve
220 W. 20th Avenue Residential Development
Figure 9
Cumulative No Project Traffic Volumes
W 20th
Ave
W 20th
Ave
Dwy
Alameda
W 20th
Ave
de las
Pulgas
Elkhorn
Ct
Camino
Real
El
Ct
Pioneer
Project
Dwy
Elkhorn
Ct
21 3 4
47(17)
838(537)57(157)
530(414)437(730)97(10)
84(99)
38(10)
193(180)
21(131)
39(50)
10(40) 2(23) 12(65)
57(49)0(1)10(9)
45(38)
444(304)
53(38)
9(13)
512(521)
11(14)
186(161)
1908(1832)
107(21)
72(155)1304(1519)311(233)
36(50)
39(72)
167(166)
380(422)
200(73)
88(233) 9(9)
53(42)
63(53)
4(6)
Hayward Park
Caltrain
Station
X = Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
Junipero Serra
High School
Borel
Middle
School
San Mateo
City Hall
San
Mateo
Peninsula Golf
and Country Club
82 92
1 2
4 3
Elkhorn
Ct
Pion
eer Ct
17th A
ve
Bovet R
d
Conca
rD r
Maple
St
Edinburgh St
Borel Ave
22nd Ave
W 20th Ave
Alamedade La
sPulgas
SD e l a
ware
St
El
Camino Rea
l
El Cami
no
Rea
l
Palm Ave
Ba
rneso
nAve
220 W. 20th Avenue Residential Development
Figure 10
Cumulative Plus Project Traffic Volumes
W 20th
Ave
W 20th
Ave
Dwy
Alameda
W 20th
Ave
de las
Pulgas
Elkhorn
Ct
Camino
Real
El
Ct
Pioneer
Project
Dwy
Elkhorn
Ct
21 3 4
47(17)
838(537)58(159)
532(418)437(730)97(10)
86(100)
38(10)
198(181)
21(131)
39(50)
10(40) 2(23) 12(65)
90(62)0(1)19(13)
45(38)
444(304)
70(67)
14(21)
512(521)
11(14)
189(166)
1908(1832)
107(21)
72(155)1304(1519)325(257)
36(50)
39(72)
167(166)
407(432)
200(73)
94(235)
29(44
)
53(42
)
63(53
)
45(23)
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 28
Cumulative Intersection Levels of Service
The results of the intersection level of service analysis show that all intersections except for the Elkhorn Court/Project Driveway intersection would operate under an unacceptable level of service during one of the peak hours under cumulative and cumulative plus project conditions (see Table 7). The level of service calculation sheets are included in Appendix C.

Because the City’s level of service standard is a mid-level D with an average delay of 45 seconds, the Alameda de las Pulgas/W. 20th Avenue and the El Camino Real/W. 20th Avenue intersections are considered to operate at an unacceptable level of service D during the AM peak hour under cumulative and cumulative plus project conditions. The El Camino Real/W. 20th Avenue intersection would also operate at an unacceptable level of service E during the PM peak hour under cumulative and cumulative plus project conditions. However, the project is not expected to create an adverse effect on either intersection during either peak hour as the increase in average delay is less than 4 seconds.

The Elkhorn Court/Pioneer Court and W. 20th Avenue intersection is expected to degrade from an acceptable level of service from E to unacceptable level of service F under cumulative plus project conditions during the AM peak hour. However, as described further below, the intersection would not meet the signal warrant analysis, and therefore, the project would not have an adverse effect on the intersection.

Table 7
Cumulative Intersection Levels of Service

Signal Warrant Analysis
The need for signalization of an unsignalized intersection is assessed based on the Peak Hour Volume Warrant (Warrant 3) described in the California Manual on Uniform Traffic Control Devices for Streets and Highways (CA MUTCD), Part 4, Highway Traffic Signals, 2014. This method makes no evaluation of intersection level of service, but simply provides an indication of whether vehicular peak hour traffic volumes are, or would be, sufficient to justify the installation of a traffic signal. Intersections that meet the peak hour warrant are subject to further analysis before determining that a traffic signal is # Intersection Pk Hr Control
Avg.

Delay LOS
Signal
Warrant
Met?
Avg.

Delay LOS
Incr. in
Avg.

Delay
Signal
Warrant
Met?
AM 49.3 D -- 50.0 D 0.7 --
PM 36.1 D -- 36.5 D 0.4 --
AM 41.9 E No 67.9 F >4.0 No
PM 36.1 E No 44.4 E >4.0 No
AM 51.6 D -- 53.0 D 1.4 --
PM 73.6 E -- 76.2 E 2.6 --
AM 8.6 A -- 8.8 A 0.2 --
PM 8.6 A -- 8.7 A 0.1 --
Bold indicates a substandard level of service.

Notes
For TWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS. 3 El Camino Real & W
20th Avenue
Signal
4 Elkhorn Court & Project
Driveway
TWSC
1 Alameda de las Pulgas
& W 20th Avenue
Signal
2 Elkhorn Court/Pioneer
Court & W 20th Avenue
TWSC
Cumulative + ProjectCumulative
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 29
necessary. Peak-hour traffic signal warrant checks were conducted for the Elkhorn Court/Pioneer Court and W. 20th Avenue intersection.

The results indicate that the projected traffic volumes at the Elkhorn Court/Pioneer Court and W. 20th Avenue intersection would not meet the thresholds that warrant signalization during both the AM and PM peak hours under all scenarios. The traffic signal warrant calculations are included in Appendix D.

220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 30

5. Other Transportation Issues
This chapter presents other transportation issues associated with the project, including:
• Vehicle queuing analysis
• Site access and circulation
• Effects on pedestrians, bicycles, and transit facilities • Parking
The analyses in this chapter are based on the City’s Transportation Study Guidelines and professional judgment in accordance with the standards and methods employed by the traffic engineering community. Although operational issues are not considered CEQA impacts, they do describe traffic conditions that are relevant to describing the project environment.

Vehicle Queuing Analysis
The analysis of intersection levels of service was supplemented with a vehicle queuing analysis for left- turn lanes at intersections where the project would add a substantial number of left turns. This analysis provides a basis for estimating future storage requirements at the intersections under existing, opening year, cumulative, and project conditions. Vehicle queues were estimated using Synchro, as described in Chapter 1. Synchro reports the queue length (feet per lane); however, it is assumed that one vehicle queued is approximately 25 feet. Therefore, to be conservative, the queue lengths were increased to a factor of 25 to account for each vehicle. The following left-turn movements were evaluated, and the results of the queueing analysis are summarized in Table 8:
• Eastbound lane at W. 20th Avenue to Elkhorn Court
• Southbound lane from Elkhorn Court to W. 20th Avenue
• Eastbound lanes at El Camino Real and W. 20th Avenue
The queuing analysis indicates that the project would not cause queuing deficiencies for any of the studied movements.
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 31
Table 8
Intersection Queuing Analysis

Elkhorn Court and W. 20th Avenue
Along eastbound W. 20th Avenue at Elkhorn Court, there is approximately 75 feet between the intersection and the first driveway approaching the intersection. Under existing and future conditions,

AM PM AM PM AM PM AM PM
Existing
95th %. Queue1 (veh/ln) 2 2 1 1 12 16 11 14
95th %. Queue (ft/ln) 50 50 25 25 300 400 275 350
Storage (ft/ln) 200 200 75 75 650 650 650 650
Adequate (Y/N) Y Y Y Y Y Y Y Y
Opening Year
95th %. Queue1 (veh/ln) 2 2 1 1 12 17 11 14
95th %. Queue (ft/ln) 50 50 25 25 300 425 275 350
Storage (ft./ ln.) 200 200 75 75 650 650 650 650
Adequate (Y/N) Y Y Y Y Y Y Y Y
Opening Year Plus Project
95th %. Queue1 (veh/ln) 3 2 1 1 13 17 12 15
95th %. Queue (ft/ln) 75 50 25 25 325 425 300 375
Storage (ft/ln) 200 200 75 75 650 650 650 650
Adequate (Y/N) Y Y Y Y Y Y Y Y
Cumulative
95th %. Queue1 (veh/ln) 2 2 1 1 21 24 20 19
95th %. Queue (ft/ln) 50 50 25 25 525 600 500 475
Storage (ft/ln) 200 200 75 75 650 650 650 650
Adequate (Y/N) Y Y Y Y Y Y Y Y
Cumulative Plus Project
95th %. Queue1 (veh/ln) 5 3 1 1 22 24 22 19
95th %. Queue (ft/ln) 125 75 25 25 550 600 550 475
Storage (ft/ln) 200 200 75 75 650 650 650 650
Adequate (Y/N) Y Y Y Y Y Y Y Y
Notes:
1 Synchro reports the queue length. Assume 25 feet per vehicle queued. 2 Synchro reports the queue length per lane.
3 4
5 EBL Lane
Storage length is measured from the limit line to the existing/proposed driveway for 220 W 20th Avenue.

Storage length is measured from the limit line to the Elkhorn Court/Pioneer Court intersection, where the lanes change from one lane to two lanes.

Storage length is measured from the intersection to the existing driveway.

Analysis Scenario
EBL/T/R Lane
Elkhorn Ct & W 20th Ave
EBL/T/R Lane 5SBL/T/R Lane 4
SB = Southbound, EB = Eastbound, L/T/R = Left/Through/Right movement El Camino Real & W 20th Ave 2,3
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 32
the eastbound movement has one lane for all movements. To determine if the project would require an eastbound left-turn lane, the 95th percentile queue for the eastbound movement was analyzed.

With the project, the eastbound left-turn movement would have 14 AM peak hour trips and 21 PM peak hour trips under opening year plus project and cumulative plus project conditions. This calculates to one trip every 2 to 4 minutes. Based on the Synchro queuing analysis, the eastbound movement queue is calculated to be minimal, with one vehicle queued, as shown in Table 8. With the upstream signal at El Camino Real, the eastbound left-turn vehicles would be able to find gaps within the westbound traffic to make the turn. Furthermore, the eastbound movement has an approximately 20-foot-wide travel lane, which would allow eastbound through vehicles to go around a vehicle waiting to turn left. With the short reported queue, any eastbound left-turn trips along W. 20th Avenue at Elkhorn Court would not cause long delays for the eastbound through traffic. As shown in the Appendix (see Synchro LOS analysis for this intersection), the eastbound approach delay is expected to be less than one second on average, and therefore, would not require an eastbound left-turn pocket with the project.

Site Access and Circulation
A review of the project site plan was performed to determine if adequate site access and on-site circulation would be provided and to identify any access or circulation issues that should be improved.

This review is based on the site plan dated December 17, 2025 (see Figure 2 in Chapter 1).

Vehicular Site Access
Vehicular site access would be provided via a two-way, 24-foot-wide driveway to enter the parking garage. The driveway would be on Elkhorn Court, approximately 200 feet north of W. 20th Avenue. The total width of the driveway would be 43 feet, to allow for trash to be wheeled out onto the curb just north of the garage entrance.

Based on the City’s Zoning Code Section 27.64.025, driveways serving three or more parking spaces must be a minimum of 12 feet wide and residential driveways must not exceed 20 lineal feet in width.

The proposed 24-foot-wide driveway exceeds the 20 feet maximum for residential driveways accessing three or more parking spaces. However, the City allows wider driveways if approved by the Zoning Administrator and Director of Public Works.

Recommendation: The project should coordinate with the City of San Mateo to get approval of the 24-foot-wide driveway.

The City’s Objective Design Standards (ODS) for Multi-Family and Residential Mixed-Use Projects provide guidelines for residential development. For developments that front more than one street, driveways and entrances to parking facilities shall be located on the secondary street frontage, side street, or alley. The project fronts W. 20th Avenue and Elkhorn Court. The project driveway is on Elkhorn Court, which is a local street per General Plan definitions. Thus, the project driveway location is consistent with city guidelines.

Traffic Operations at the Project Driveway
Traffic operations at the project driveway on Elkhorn Court were evaluated to identify whether there would be vehicle queuing issues. The trips that would occur at the project driveway are 74 trips (29 inbound and 45 outbound) during the AM peak hour and 67 trips (44 inbound and 23 outbound) during the PM peak hour.

All trips are expected to make a left turn into the driveway and a right turn out of the driveway. Traffic along Elkhorn Court is low. Therefore, vehicles making a left-turn into the driveway are expected to experience minimal delay, given that the project driveway is near the end of the cul-de-sac, and is not expected to affect traffic flow on northbound Elkhorn Court. Therefore, no operational issues related to 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 33
vehicle queueing and/or vehicle delay are expected to occur at the driveway. Some minor on-site vehicle queuing could occur due to a combination of the inherent unpredictability of vehicle arrivals at the driveway and the random occurrence of gaps in traffic along Elkhorn Court. However, given the estimated AM outbound trips at the driveway, there would be approximately one vehicle every 80 seconds, the probability of two or more outbound vehicles exiting the site at the same time would be low. The maximum queue is not expected to affect the on-site circulation.

Sight Distance at Project Driveway
The project driveways should be free and clear of any obstructions to provide adequate sight distance, thereby ensuring that exiting vehicles can see pedestrians on the sidewalk and vehicles and bicycles traveling on Elkhorn Court. Providing the appropriate sight distance reduces the likelihood of a collision at a driveway and provides drivers with the ability to locate sufficient gaps in traffic and exit a driveway.

Any landscaping and signage should be located in such a way to ensure an unobstructed view for drivers exiting the site. The minimum acceptable sight distance often considered is the Caltrans stopping sight distance.

The speed limit on Elkhorn Court is assumed to be 25 mph. According to the Caltrans sight distance standards, the stopping sight distance for a 25-mph roadway is 200 feet (based on a design speed of 30 mph). The driveway is just south of the end of the cul-de-sac. Because of the driveway location, all vehicles are expected to make a right turn out of the project driveway onto Elkhorn Court. The end of the cul-de-sac has two driveways. However, exiting vehicles from the project driveway would be able to clearly see the vehicles exiting out of the adjacent driveway. On-street parking would be removed between the project driveway and the existing driveway to the north. Thus, adequate sight distance would be provided.

According to the site plan, landscaping and street trees would be added along the project frontage on Elkhorn Court. Landscaping near the driveways would be 2 to 3 feet high at maturity and trees near the driveway would have a high canopy of at least 8 feet high. The landscaping features shown on the site plan are not expected to obstruct the vision of exiting drivers. Therefore, the sight distances at the project driveways would be adequate.

Corner Visibility at Elkhorn Court and W. 20th Avenue
The project site fronts the northwest corner of the Elkhorn Court/W. 20th Avenue intersection. The buildings need to be located and designed in such a way that the intersection corner is free and clear of any obstructions to optimize corner visibility. Any landscaping and signage within the safety visibility triangle at the intersection corner should be no taller than 3 feet and in such a way to ensure an unobstructed view for drivers on the street.

The landscape plan shows landscaping and street trees would be added along Elkhorn Court and W. 20th Avenue. The landscaping provided at the corner would be less than 3 feet tall within 35 feet from the corner, which would maintain the required sight distance. The type and location of the street trees would be determined by the City of San Mateo at the implementation stage. Note that street trees have a high canopy and would not obstruct the view of drivers.

Vehicle On-Site Circulation
On-site vehicular circulation was reviewed in accordance with the City of San Mateo Zoning Code and generally accepted traffic engineering standards. The driveway would lead to the parking garage (see Figure 11).

220 W. 20th Avenue Residential Development
Figure 11A
Parking Garage Plans
220 W. 20th Avenue Residential Development
Figure 11B
Parking Garage Plans
LEVEL B1 - PARKING PLAN
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 36
Typically, adequate stacking space for two inbound vehicles (approximately 40 to 50 feet) should be provided between the sidewalk and any entry gates, on-site drive aisles, or on-site perpendicular parking spaces. This prevents vehicles from queuing onto the sidewalk or the street. The driveway provides access to two drive aisles, and there would be one residential gate along each drive aisle, approximately 100 feet directly west of the driveway and 130 feet into the garage, down first north/south drive aisle. Thus, the garage would have space for at least four vehicles queued within the garage before blocking the sidewalk. Given that there would be a maximum of 44 inbound trips during the PM peak hour, which calculates to about one inbound trip every one to two minutes, the probability of more than four inbound vehicles entering the site at the same time and queuing onto the street would be low, and therefore, it is unlikely that inbound vehicles would block the sidewalk. Therefore, inbound vehicles are not expected to cause queuing issues on the street.

On-site vehicle circulation was also evaluated to identify whether there would be dead-end aisles within the parking garage (see Figure 11). Dead-end aisles are undesirable because drivers can enter the aisle, and upon discovering that there is no available parking, must back out or conduct three-point turns. The garage plan shows at least one dead-end aisle within each floor of the garage. Most of the dead-end aisles do not have the City’s required minimum of 3 feet between the edge of the parking space and the wall, except level B1. However, all the dead-end aisles are within the residential parking areas, which are gated. Thus, the project should assign parking spaces to ensure that residents do not drive down the aisle without knowing that a parking space is available. In addition, there would be 6 tandem parking spaces in the southwest section of Level B1. All tandem parking spaces should be assigned to one unit per tandem stall.

Recommendation: The project should assign parking spaces to ensure that residents do not drive down the aisle without knowing that a parking space is available. All tandem parking spaces should be assigned to one unit per tandem stall.

The project would provide 90-degree parking stalls throughout the parking garage. The City’s standard minimum width for two-way drive aisles is 24 feet wide where 90-degree parking is provided. This allows sufficient room for vehicles to back out of the parking spaces. According to the site plan, the drive aisles throughout the parking garage measure 24 feet wide. Thus, adequate access to all parking stalls would be provided throughout the site.

The site would also provide 22.5-foot-wide ramps within the garage. Typically, the City requires a 28- foot-wide wall-to-wall garage ramp for two-way traffic. Passenger vehicle turning templates were checked for all three levels of the garage ramps (see Appendix E). Vehicles would not need to encroach into the opposing travel lane on the ramps. However, at the turns, the vehicle making the inside turn would need to start in the opposing lane. This would occur inside a drive aisle, not on the ramp. There would be sufficient visibility for vehicles to see each other and negotiate. The template was checked using the 2018 AASHTO Passenger Vehicle, which measures 19 feet in length. It should be noted that the AASHTO passenger vehicle represents a large SUV. Typical passenger vehicles have smaller dimensions and would not need to encroach into the opposing lane to make turns. With the recommendation below, it is expected that the garage circulation would operate acceptably.

Based on the City’s standard details for garage ramps, ramp slope should be 18% or less. The garage plans indicate the proposed ramps would have slopes between 10% and 14%. Thus, the garage ramp slopes meet city standards.

Recommendation: The project should provide mirrors at the circular ramps to warn opposing vehicles approaching the ramp.

Parking Stalls
The proposed dimensions of standard stalls are 18 feet long and 8.5 to 9 feet wide. The proposed dimensions of compact stalls are 17 feet long and 8.5 feet wide. 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 37
Based on the City’s standard details for parking, standard stalls should be a minimum of 18 feet long and 8.5 feet wide and compact stalls should be a minimum of 17 feet long and 8 feet wide. Thus, the proposed standard and compact parking stalls meet the City minimum requirements.

The City also requires end stalls (next to a wall) to be at least 9 feet wide if at least one stall exists between the two ends. Two adjacent end stalls are required to be 10 feet wide. The end stalls proposed by the project vary from 8.5 feet to 9 feet wide, including adjacent end stalls.

Recommendation: The applicant should coordinate with the City on a waiver to allow for narrower end stalls than required by City Parking Standard Drawing 3.1.191.

Access to Mechanial Parking System
As shown on the site plan, the project would install three Klaus Parkboard Mechanized Pallet systems in the northeast and southwest sections of parking level 2 to provide 21 mechanical stalls for residents.

The northeast section of mechanical stalls would provide 16 parking spaces within two systems (9 spaces within one system and 7 spaces within another system). The southwest section of lifts would provide 5 parking spaces. In order to move vehicles within the system, there would be one empty space in the front row. The proposed mechanical parking system moves the vehicles transversely. Thus, an open space along the front row allows vehicles in the back row to get in and out. Vehicles accessing a mechanical stall in the back row may need to wait in the drive aisle for the machine to move the vehicles in the front row out of the way. Because the mechanical parking would only be provided for a small number of vehicles (21 out of 279), the probability of more than one inbound vehicle accessing the mechanical stalls at the same time would be low, and any vehicles accessing the mechanical stalls would have a short wait, if any.

Passenger Loading
The site plan shows a passenger loading zone along W. 20th Avenue, near the Elkhorn Court intersection, which would provide convenient passenger loading for people going to and from the site using Uber/Lyft or other rideshare apps (e.g. Scoop, Grab).

Truck Access and Circulation
The project site plan was reviewed for truck access including delivery and moving trucks, garbage trucks, and emergency vehicles, as described below.

General Loading Operations
The City of San Mateo requires multi-family residential projects of 50 or more units to provide one on- site loading space that is a minimum of 10 feet wide and 25 feet long per City of San Mateo Section

27.64.390. However, on-site loading may be modified to on-street loading if the loading space is located at least 50 feet from any intersection and provides convenient access to building entrances without impeding use of the sidewalk or local traffic circulation. Thus, the project would be required to provide one loading space to serve the residential use. The project proposes one off-site loading zone along the curb that would be 8 feet wide and 37 feet long, approximately 40 feet south of the driveway and 160 feet from the intersection at Elkhorn Court and W. 20th Avenue. The loading zone would be directly in front of the building entry to the leasing office, which provides convenient loading for deliveries, mail, and overall loading operations. The loading zone would be protruding into the southbound travel lane by approximately 4 feet. However, the loading area would be concrete and the gutter would be relocated to the inside of the loading zone, which would differentiate the loading zone from the travel lane.

Garbage Collection Operations
The site plan indicates a trash room in the northeast corner on the ground floor of the garage along the Elkhorn Court project frontage. It is presumed that employees would wheel trash bins out from the trash 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 38
room to the trash staging area along Elkhorn Court, and garbage collection activities would occur on Elkhorn Court. Elkhorn Court north of the proposed project is a dead-end, thus there is no through- traffic on the street. Thus it is expected that garbage collection activities will not negatively impact local traffic operations.

Emergency Vehicle Access
Per the 2022 California Fire Code Section D106, multi-family residential projects having more than 100 dwelling units should have two separate and approved fire apparatus access roads. The project site fronts Elkhorn Court to the east and W. 20th Avenue to the south, which are proposed as fire access (aerial access) roads. There is also an existing emergency vehicle access (EVA) lane on the west side of the building that connects to the existing EVA for The Lark property to the north of the project site and an exterior fire department walkway on the north side of the building.

Per the City’s Zoning Code Section 14.10.14, where buildings or portions of buildings have floors used for human occupancy located more than 30 feet above the access road, the minimum unobstructed width is 26 feet for aerial fire apparatus access. At least one of the required access roads meeting this requirement should be located within a minimum of 15 feet and maximum of 30 feet from the building and parallel to one entire side of the building. Both Elkhorn Court and W 20th Avenue have a minimum unobstructed width of 26 feet and are within 15 to 30 feet of the building (see Figure 12). Thus, the project meets city requirements for aerial access roads.

The existing EVA along the west side of the property is along the entire building length, which is greater than 150 feet long. The EVA connects around The Lark and to the cul-de-sac on Elkhorn Court, and thus, would not require a turnaround space.

Pedestrian, Bicycle, and Transit Facility Assessment
The following describes the pedestrian, bicycle, and transit facilities that serve the site and evaluates whether appropriate bicycle and pedestrian access and transit service are provided between the site and nearby destinations.

Pedestrian Operations
Pedestrian access to the project site is provided via sidewalks on Elkhorn Court and W. 20th Avenue.

The sidewalk along Elkhorn Court are proposed to be 5 feet wide with 7.5 feet of landscaping between the sidewalk and the curb, and the sidewalk along W. 20th Avenue would be 5 feet wide with 4.5 feet of landscaping between the sidewalk and curb. This would improve pedestrian comfort compared to the 5- foot-attached sidewalks currently in place along both streets. The building entrance for the residents is located on the east side of the building, accessible via Elkhorn Court. Ground floor units along W. 20th Avenue have entrances that open onto the sidewalk along W. 20th Avenue.

Within 0.5 mile of the project site, curb ramps are present at all signalized intersections. Some corners do not meet current ADA curb ramp designs, as they do not have truncated domes. Truncated domes are the standard design requirement for detectable warnings which enable people with visual disabilities to determine the boundary between the sidewalk and the street.

Pedestrian facilities in the study area consist of sidewalks and crosswalks. A complete network of sidewalks is present along all of the surrounding streets. Crosswalks with pedestrian signal heads are located at all of the signalized intersections in the project vicinity.

220 W. 20th Avenue Residential Development
Figure 12
Emergency Vehicle Access
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 40
Bicycle Operations
Bikes can access the project site via Elkhorn Court. The project provides long-term bicycle storage for residents in two bicycle storage rooms: one located on the ground floor at the northeast corner of the building, and one located at the southwest corner of the building in the below-grade level of the garage which is accessed from Elkhorn Court. From the garage entrance, cyclists would use the vehicle ramp to access the lower level of the garage where the storage room is located. The bicycle room is located next to a staircase to access the residential floors.

The 2020 Bicycle Master Plan identified several bicycle improvements in San Mateo. The bike route on Borel Avenue between Edinburgh Street and Bovet Road has already been completed. Along the project frontage, there is a proposed Class II bike lane on W. 20th Avenue.

Additionally, the plan lists the following facilities in the project vicinity as proposed improvements:
• Class II bike lane on Alameda de las Pulgas between Crystal Springs Road and 26th Avenue • Class II bike lane on W. 20th Avenue between Alameda de las Pulgas and El Camino Real • Class II bike lane on Palm Avenue between South Boulevard and 25th Avenue • Class III bike route on O’Farrell Street north of W. 20th Avenue • Class III bike route on Isabella Avenue
• Class III bike route on 22nd Avenue between Isabella Avenue and Hacienda Street • Class III bike route on Hacienda Street between 22nd Avenue and 39th Avenue • Class III bike route on E. 20th Avenue between El Camino Real and Palm Avenue • Class III bike route on Barneson Avenue between Ashwood Court and South Boulevard • Class IV shared use path across SR 92 connecting O’Farrell Street to Bovet Road • Separated bike lane on Bovet Road between Borel Avenue and El Camino Real The project would not conflict with any of the planned bicycle facilities in the area.

Transit Operations
The project site is serviced by SamTrans route 294, 397, and ECR. The nearest bus stops to the project site are located at the intersection of El Camino Real and W 20th Avenue, approximately 930 feet from the project site, which serves routes 397 and ECR. The site is located within a half mile of the Hayward Park Caltrain station, which provides transit connection to Caltrain.

It is expected that the project would generate some transit trips to get to the employment areas or to other destinations. Based on the 2023 San Mateo County Commuter Survey Results, 15% of respondents opted for transit as their mode of transportation, which would result in 9 new riders during the AM and PM peak hours (15 percent of 60 net AM peak hour trips). Given that there are two existing bus routes during the peak hours (routes 294 and 397) with 5 buses running in the project vicinity within one hour, there would be an average increase of two riders per bus. The increase in transit ridership is assumed to be accommodated by the existing bus service as well as the Caltrain service in the area.

Parking
Vehicle Parking
Per CEQA, rail stops are considered major transit stops. California Assembly Bill 2097 (AB 2097) prohibits public agencies from imposing or enforcing any minimum vehicular parking requirement on developments located within one-half mile of a major transit stop. The project is located within one-half mile of the Hayward Park Caltrain station, thus per AB 2097 the project is not required to provide minimum parking per City of San Mateo guidelines. While AB 2097 removes minimum parking 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 41
requirements from new developments near major transit stops, parking should still be assessed based on market needs.

The project proposes a total of 279 parking spaces (270 residential parking spaces and 9 visitor parking spaces). Based on the ITE Parking Generation, 6th Edition, the average parking demand is 0.68 space per room/dwelling unit for Multifamily Housing – 1 Bedroom (Mid-Rise) (Land Use 218) and 0.78 space per room for Multifamily Housing – 2+ Bedroom (Mid-Rise) (Land Use 221) with no nearby rail transit.

Thus, the maximum parking demand would be 231 parking spaces (107 spaces for one-bedroom units and 124 spaces for 2+ bedroom units). Thus, the proposed number of parking spaces is expected to exceed the parking demand, based on ITE.

Based on the Americas with Disability Act (ADA) Standards for Accessible Design, parking facilities with 201 to 300 parking spaces should include at least 7 ADA parking spaces, with at least one van accessible space. The site plan shows 10 ADA spaces within levels 1 and 2 of the parking garage, including one van accessible space.

Bicycle Parking
The bicycle parking requirements for the project were calculated based on the City of San Mateo Zoning Code Section 27.64.262 which requires that bicycle parking shall be provided for all new development projects. A summary of bicycle parking requirements is shown in Table 9.

Table 9
Bicycle Parking Requirements

Long-Term Bicycle Parking
The long-term bicycle parking requirements are based on the number of units and number of bedrooms per unit. For projects located outside of the downtown area, one-bedroom units require 1 long-term bicycle parking space per unit, two-bedroom units require 1.25 bicycle parking spaces per unit, and three- or more bedroom units (or any dwelling unit over 1,400 s.f. of floor area) require 1.5 long-term parking spaces per unit. Thus, the project would require a total of 254 long-term bicycle parking spaces (158 spaces for one-bedroom units, 79 spaces for two-bedroom units, and 17 spaces for three- bedroom units).

Land Use Size Unit
# of Spaces
Required2
# of Spaces
Required2
One-bedroom 158 d.u. 1.00 per unit 158 0.05 per unit 8
Two-bedroom 63 d.u. 1.25 per unit 79 0.10 per unit 6
Three-bedroom 11 d.u. 1.50 per unit 17 0.15 per unit 2
TOTAL 254 16
PROPOSED 254 16
d.u.=dwelling unit;
Notes:

2. Per City code, if after calculating the number of required bicycle parking spaces a quotient is obtained containing a fraction of one-half or more, an additional space shall be required;if such fraction is less than one-half it may be disregarded.

1. Requirements per City of San Mateo Zoning Code requirements for developments outside of the Downtown Area.

Proposed Project
Space Requirement1 Space Requirement1
Short-Term Bicycle Parking SpacesLong-Term Bicycle Parking Spaces 220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 42
The project proposes 254 long-term bicycle parking spaces for the residential units in one secure bicycle storage room in level B1 of the garage and one secure bicycle storage room on the ground floor. Thus, the project exceeds the city’s requirements for long-term bicycle parking.

Short-Term Bicycle Parking
Short-term bicycle parking requirements are based on the number of units and number of bedrooms per unit. For projects located outside of the downtown area, one-bedroom units require 0.05 short-term spaces per unit, two-bedroom units require 0.10 short-term spaces per unit, and three- or more bedroom units (or any dwelling unit over 1,400 s.f. of floor area) require 0.15 short-term bicycle parking spaces per unit. Thus, the project would require a total of 16 short-term bicycle parking spaces (8 spaces for the one-bedroom units, 6 spaces for the two-bedroom units, and 2 spaces for the three- bedroom units).

The project proposes 16 short-term bicycle parking spaces, which meets the city’s requirements for short-term bicycle parking. Per City code, short-term bicycle parking must be along project frontage and within 50 feet of the main entrance to the building or up to 100 feet where existing conditions do not allow placement within 50 feet. The site plan shows 5 bike racks in front of the proposed lounge and 3 bike racks in front of the proposed co-work space.

220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 43

6. C/CAG Checklist
The City of San Mateo does not require a transportation demand management (TDM) plan for projects that result in a net increase of fewer than 100 PM peak hour trips. However, C/CAG requires a TDM Checklist for new developments and projects involving a change of use within the County. The C/CAG vehicle trip reduction target differs depending upon the project size, use, and distance to “high quality” transit. Because the project proposes greater than 50 units and is expected to generate greater than 500 daily vehicle trips, the project would be classified as a large residential project. Transit oriented developments (TOD) are located within one-half mile of “high-quality” transit. The project site is within one half mile of the Hayward Park Caltrain Station. Therefore, the project qualifies as a transit-oriented development (TOD). The vehicle trip reduction target for large residential TOD projects is 25 percent.

To accomplish the reduction goal, C/CAG provides a list of potential transportation demand management (TDM) measures, some of which are required and some of which are optional. Each measure has an associated point value and reduction percentage. Based on the C/CAG TDM policy, the project must first fulfill all required measures prior to selecting a sufficient number of additional recommended measures to achieve the minimum 25 percent trip reduction.

As shown in Table 10, the project is expected to reduce trips by 26 percent with the required and recommended TDM measures. This would satisfy the C/CAG trip reduction requirements. The C/CAG Checklist worksheet is presented in Appendix F.
220 W. 20th Avenue Residential Development TIA February 18, 2026 P a g e | 44
Table 10
C/CAG TDM Checklist

TDM Measure
Estimated Trip
Reduction
Measure Required for All Sites
M2 Orientation, Education, Promotional Programs and/or Materials 1.0% M3 TDM Coordinator/Contact Person 0.5%
M4 Actively participate in Commute.org or TMA Equivalent 5.0% M6 Transit or Rideshareing Passes/Subsidies 10.0%
M8 Secure Bicycle Storage 1.0%
M9 Design Streets to Encourage Bike/Ped Access 1.0%
Measure Recommended Measures
M10 Delivery Amenities 1.0%
M11 Family-supportive Amenities 3.0%
M24 Bike Repair Station 0.5%
M26 Pedestrian Oriented Uses and Amenities on Ground Floor 3.0%

26.0%
Notes:

Source: C/CAG TDM Checklist for Large Residential Projects

220 W. 20th Avenue Residential Development
Transportation Analysis

Technical Appendices

February 18, 2026

Appendix A

Traffic Counts

www.idaxdata.com
Date:

Peak Hour Count Period:

Peak Hour:

HV% PHF
EB 2% 0.43
WB 0% 0.63
NB 1% 0.86
SB 1% 0.82
TOTAL 1% 0.85
Peak Hour Count Summaries

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:45 AM 0 5 5 2 0 6 2 45 3 8 182 13 0 145 76 26 518 0
8:00 AM 0 5 31 2 0 12 6 81 4 3 145 23 1 114 114 27 568 0 8:15 AM 0 8 2 0 0 18 8 43 2 10 196 14 9 40 110 23 483 0 8:30 AM 0 3 1 1 0 6 2 21 0 2 154 7 3 45 85 21 351 1,920 0 21 39 5 0 42 18 190 9 23 677 57 13 344 385 97 1,920
0 1 0 0 0 0 0 0 0 0 9 1 1 1 7 0 20
- 5% 0% 0% - 0% 0% 0% 0% 0% 1% 2% 8% 0% 2% 0% 1%

EB WB NB SB EB WB NB SB E W N S
7:45 AM 0 0 1 1 0 0 3 1 0 0 1 3
8:00 AM 0 0 4 3 0 0 1 1 0 4 0 5
8:15 AM 1 0 2 5 0 0 0 0 1 0 1 2
8:30 AM 0 0 3 0 0 1 1 0 1 0 0 1
Peak Hour 1 0 10 9 0 1 5 2 2 4 2 1120 8 19
2 8 0 4
3 2
2 4 4
7 2 9
Bicycles Pedestrians (Crossing Leg)
Total Total Total
Interval
Start
Heavy Vehicle Totals
Note: For complete count summary (all intervals), see following pages. ** Heavy Vehicle Classifications include FHWA Classes 4-13. ** Count Summaries include heavy vehicles, but exclude bicycles in overall count.

Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Peak Hour
Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas 15-min
Total
7:45 AM to 8:45 AM
9/11/2025
7:00 AM to 9:00 AM
0 0
0 0
0 2
2 3
0 0
1 0
2 11
4 2
N
Alameda de las Pulgas
W 20th Ave
W 20th AveAlameda de
las Pulgas
Driveway
Alameda de
las Pulgas
1,920TEV:

0.8451PHF: 97
385
344
839
901
13 190
18 42
250
4400
57 677
23 766
441
9 5
39 21
65 138 0
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - All Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 1 0 0 0 2 0 18 0 1 88 5 0 33 50 27 225 0
7:15 AM 0 5 0 2 0 3 1 21 0 2 96 4 2 37 54 14 241 0
7:30 AM 0 2 0 1 0 2 3 18 0 3 145 8 2 55 67 21 327 0
7:45 AM 0 5 5 2 0 6 2 45 3 8 182 13 0 145 76 26 518 1,311 8:00 AM 0 5 31 2 0 12 6 81 4 3 145 23 1 114 114 27 568 1,654 8:15 AM 0 8 2 0 0 18 8 43 2 10 196 14 9 40 110 23 483 1,896 8:30 AM 0 3 1 1 0 6 2 21 0 2 154 7 3 45 85 21 351 1,920 8:45 AM 0 6 0 2 0 3 1 21 0 4 110 9 3 46 88 11 304 1,706 Count Total 0 35 39 10 0 52 23 268 9 33 1,116 83 20 515 644 170 3,017 0 21 39 5 0 42 18 190 9 23 677 57 13 344 385 97 1,920
0 1 0 0 0 0 0 0 0 0 9 1 1 1 7 0 20
- 5% 0% 0% - 0% 0% 0% 0% 0% 1% 2% 8% 0% 2% 0% 1%

EB WB NB SB EB WB NB SB E W N S
7:00 AM 0 0 2 1 0 0 0 0 2 0 0 0
7:15 AM 0 0 3 5 0 0 0 0 0 0 0 0
7:30 AM 0 1 1 1 0 0 0 0 2 2 0 4
7:45 AM 0 0 1 1 0 0 3 1 0 0 1 3
8:00 AM 0 0 4 3 0 0 1 1 0 4 0 5
8:15 AM 1 0 2 5 0 0 0 0 1 0 1 2
8:30 AM 0 0 3 0 0 1 1 0 1 0 0 1
8:45 AM 0 0 3 7 0 0 0 0 1 1 0 3
Count Total 1 1 19 23 0 1 5 2 7 7 2 18
Peak Hour 1 0 10 9 0 1 5 2 2 4 2 11
44 8 34
20 8 19
3 2 2
10 0 5
7 2 9
8 0 4
3 0 8
2 4 4
3 0 2
8 0 0
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Total Total Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas 15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - Heavy Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 2 1 0 1 4 0 8 0
7:30 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 3 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 2 16
8:00 AM 0 0 0 0 0 0 0 0 0 0 3 1 0 0 3 0 7 20
8:15 AM 0 1 0 0 0 0 0 0 0 0 2 0 1 1 3 0 8 20
8:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 3 20
8:45 AM 0 0 0 0 0 0 0 0 0 0 3 0 0 0 7 0 10 28
Count Total 0 1 0 0 0 0 0 1 0 0 17 2 1 2 20 0 44
Pk Hr Heavy 0 1 0 0 0 0 0 0 0 0 9 1 1 1 7 0 20
Count Summaries - Bikes

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 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 0 0 0
7:30 AM 0 0 0 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 1 2 0 1 0 0 4 4
8:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 6
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6
8:30 AM 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 2 8
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
Count Total 0 0 0 0 0 0 1 0 0 0 3 2 0 2 0 0 8
Pk Hr Bike 0 0 0 0 0 0 1 0 0 0 3 2 0 2 0 0 8
15-min
Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas 15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Date:

Peak Hour Count Period:

Peak Hour:

HV% PHF
EB 1% 0.77
WB 0% 0.68
NB 0% 0.44
SB 0% 0.80
TOTAL 1% 0.73
Peak Hour Count Summaries

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:45 AM 0 0 79 0 0 2 148 13 0 0 0 1 0 8 0 1 252 0
8:00 AM 0 0 113 0 0 8 160 19 0 0 0 1 0 17 0 1 319 0
8:15 AM 0 5 87 4 0 16 51 9 0 1 0 3 0 16 0 3 195 0
8:30 AM 0 4 48 7 0 19 52 12 0 1 0 7 0 16 0 5 171 937
0 9 327 11 0 45 411 53 0 2 0 12 0 57 0 10 937
0 0 4 0 0 0 1 0 0 0 0 0 0 0 0 0 5
- 0% 1% 0% - 0% 0% 0% - 0% - 0% - 0% - 0% 1%

EB WB NB SB EB WB NB SB E W N S
7:45 AM 1 0 0 0 0 4 0 0 0 0 2 6
8:00 AM 0 1 0 0 0 1 0 0 0 0 5 1
8:15 AM 2 0 0 0 0 1 0 0 0 0 2 0
8:30 AM 1 0 0 0 1 2 0 2 0 0 2 0
Peak Hour 4 1 0 0 1 8 0 2 0 0 11 75 11 18
2 2 1 2
1 5
1 4 8
1 1 6
Bicycles Pedestrians (Crossing Leg)
Total Total Total
Interval
Start
Heavy Vehicle Totals
Note: For complete count summary (all intervals), see following pages. ** Heavy Vehicle Classifications include FHWA Classes 4-13. ** Count Summaries include heavy vehicles, but exclude bicycles in overall count.

Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Peak Hour
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
15-min
Total
7:45 AM to 8:45 AM
9/11/2025
7:00 AM to 9:00 AM
0 1
0 0
0 2
0 0
0 1
7 0
11 7
0 0
N
Elkhorn Ct
W 20th Ave
W 20th AvePioneer Ct
W 20th Ave
Elkhorn Ct
937TEV:

0.7343PHF: 10
0 57
67 62
0 53
411
45 509
3960
12 0
2 14
56 0
11 327
9 347
423 0
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - All Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 1 21 1 0 1 28 3 0 0 0 0 0 3 0 1 59 0
7:15 AM 0 1 20 1 0 2 32 4 0 1 0 1 0 8 0 5 75 0
7:30 AM 0 0 27 0 0 3 47 6 0 0 0 1 0 6 0 5 95 0
7:45 AM 0 0 79 0 0 2 148 13 0 0 0 1 0 8 0 1 252 481
8:00 AM 0 0 113 0 0 8 160 19 0 0 0 1 0 17 0 1 319 741
8:15 AM 0 5 87 4 0 16 51 9 0 1 0 3 0 16 0 3 195 861
8:30 AM 0 4 48 7 0 19 52 12 0 1 0 7 0 16 0 5 171 937
8:45 AM 0 1 44 11 0 18 45 12 0 2 0 12 0 21 0 1 167 852
Count Total 0 12 439 24 0 69 563 78 0 5 0 26 0 95 0 22 1,333 0 9 327 11 0 45 411 53 0 2 0 12 0 57 0 10 937
0 0 4 0 0 0 1 0 0 0 0 0 0 0 0 0 5
- 0% 1% 0% - 0% 0% 0% - 0% - 0% - 0% - 0% 1%

EB WB NB SB EB WB NB SB E W N S
7:00 AM 1 0 0 0 0 0 0 0 0 0 2 0
7:15 AM 2 1 1 0 0 0 0 0 0 0 1 0
7:30 AM 2 1 0 0 1 0 0 0 0 0 5 2
7:45 AM 1 0 0 0 0 4 0 0 0 0 2 6
8:00 AM 0 1 0 0 0 1 0 0 0 0 5 1
8:15 AM 2 0 0 0 0 1 0 0 0 0 2 0
8:30 AM 1 0 0 0 1 2 0 2 0 0 2 0
8:45 AM 0 0 0 0 1 0 0 0 0 1 2 1
Count Total 9 3 1 0 3 8 0 2 0 1 21 10
Peak Hour 4 1 0 0 1 8 0 2 0 0 11 7
13 13 32
5 11 18
1 5 2
0 1 4
1 1 6
2 1 2
3 1 7
1 4 8
1 0 2
4 0 1
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Total Total Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - Heavy Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0
7:15 AM 0 0 1 1 0 0 1 0 0 0 0 1 0 0 0 0 4 0
7:30 AM 0 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 3 0
7:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 9
8:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 9
8:15 AM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 7
8:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4
Count Total 0 0 8 1 0 0 3 0 0 0 0 1 0 0 0 0 13
Pk Hr Heavy 0 0 4 0 0 0 1 0 0 0 0 0 0 0 0 0 5
Count Summaries - Bikes

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 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 0 0 0
7:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0
7:45 AM 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 4 5
8:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 6
8:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 7
8:30 AM 0 0 1 0 0 0 1 1 0 0 0 0 0 2 0 0 5 11
8:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8
Count Total 0 0 3 0 0 0 7 1 0 0 0 0 0 2 0 0 13
Pk Hr Bike 0 0 1 0 0 0 7 1 0 0 0 0 0 2 0 0 11
15-min
Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Date:

Peak Hour Count Period:

Peak Hour:

HV% PHF
EB 1% 0.81
WB 5% 0.86
NB 4% 0.93
SB 3% 0.93
TOTAL 3% 0.92
Peak Hour Count Summaries

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:45 AM 0 79 3 15 0 5 9 21 0 53 300 5 2 13 190 91 786 0 8:00 AM 0 105 5 22 0 15 16 19 0 48 296 5 1 14 206 111 863 0 8:15 AM 0 89 7 27 0 8 7 34 0 25 296 7 1 20 221 48 790 0 8:30 AM 0 48 6 21 0 8 5 24 3 22 273 1 4 17 239 58 729 3,168 0 321 21 85 0 36 37 98 3 148 1,165 18 8 64 856 308 3,168 0 2 0 2 0 2 0 6 1 0 49 0 0 2 28 1 93
- 1% 0% 2% - 6% 0% 6% 33% 0% 4% 0% 0% 3% 3% 0% 3%

EB WB NB SB EB WB NB SB E W N S
7:45 AM 1 1 11 8 0 6 0 0 1 0 3 2
8:00 AM 0 4 7 5 0 0 0 0 0 0 6 1
8:15 AM 2 0 19 12 0 2 2 0 5 0 3 2
8:30 AM 1 3 13 6 1 1 1 0 1 2 3 4
Peak Hour 4 8 50 31 1 9 3 0 7 2 15 993 13 33
10 33 4 10
23 3
21 6 6
16 0 7
Bicycles Pedestrians (Crossing Leg)
Total Total Total
Interval
Start
Heavy Vehicle Totals
Note: For complete count summary (all intervals), see following pages. ** Heavy Vehicle Classifications include FHWA Classes 4-13. ** Count Summaries include heavy vehicles, but exclude bicycles in overall count.

Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Peak Hour
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
15-min
Total
7:45 AM to 8:45 AM
9/11/2025
7:00 AM to 9:00 AM
0 1
0 0
0 0
1 2
0 0
9 0
15 9
2 7
N
El Camino Real
W 20th Ave
W 20th AveEl Camino
Real
W 20th Ave
El Camino
Real
3,168TEV:

0.9177PHF: 308
856
64 1,236
1,592
8 98
37 36
171
1030
18 1,165
148
1,334
980
3 85
21 321
427
493 0
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - All Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 21 1 8 0 1 3 13 1 5 114 0 1 8 87 30 293 0
7:15 AM 1 18 1 6 0 2 4 13 1 8 168 0 1 12 125 21 381 0
7:30 AM 0 28 2 6 0 4 3 17 0 12 181 0 2 10 163 48 476 0
7:45 AM 0 79 3 15 0 5 9 21 0 53 300 5 2 13 190 91 786 1,936 8:00 AM 0 105 5 22 0 15 16 19 0 48 296 5 1 14 206 111 863 2,506 8:15 AM 0 89 7 27 0 8 7 34 0 25 296 7 1 20 221 48 790 2,915 8:30 AM 0 48 6 21 0 8 5 24 3 22 273 1 4 17 239 58 729 3,168 8:45 AM 0 16 4 22 0 7 7 63 0 19 252 7 5 12 214 52 680 3,062 Count Total 1 404 29 127 0 50 54 204 5 192 1,880 25 17 106 1,445 459 4,998 0 321 21 85 0 36 37 98 3 148 1,165 18 8 64 856 308 3,168 0 2 0 2 0 2 0 6 1 0 49 0 0 2 28 1 93
- 1% 0% 2% - 6% 0% 6% 33% 0% 4% 0% 0% 3% 3% 0% 3%

EB WB NB SB EB WB NB SB E W N S
7:00 AM 1 1 5 7 0 0 0 0 0 1 1 1
7:15 AM 0 2 16 10 0 0 1 1 4 3 3 0
7:30 AM 4 4 4 2 1 0 0 0 0 0 1 1
7:45 AM 1 1 11 8 0 6 0 0 1 0 3 2
8:00 AM 0 4 7 5 0 0 0 0 0 0 6 1
8:15 AM 2 0 19 12 0 2 2 0 5 0 3 2
8:30 AM 1 3 13 6 1 1 1 0 1 2 3 4
8:45 AM 2 0 7 6 1 0 0 0 3 0 1 2
Count Total 11 15 82 56 3 9 4 1 14 6 21 13
Peak Hour 4 8 50 31 1 9 3 0 7 2 15 9
164 17 54
93 13 33
23 3 10
15 1 6
16 0 7
33 4 10
14 1 2
21 6 6
14 0 3
28 2 10
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Total Total Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - Heavy Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 1 0 0 0 1 0 0 5 0 0 1 5 1 14 0
7:15 AM 0 0 0 0 0 0 0 2 0 0 16 0 0 0 9 1 28 0
7:30 AM 0 1 0 3 0 1 0 3 0 0 4 0 0 0 2 0 14 0
7:45 AM 0 1 0 0 0 0 0 1 0 0 11 0 0 1 7 0 21 77
8:00 AM 0 0 0 0 0 1 0 3 0 0 7 0 0 0 4 1 16 79
8:15 AM 0 1 0 1 0 0 0 0 0 0 19 0 0 1 11 0 33 84
8:30 AM 0 0 0 1 0 1 0 2 1 0 12 0 0 0 6 0 23 93
8:45 AM 0 1 0 1 0 0 0 0 0 0 7 0 0 0 4 2 15 87
Count Total 0 4 0 7 0 3 0 12 1 0 81 0 0 3 48 5 164
Pk Hr Heavy 0 2 0 2 0 2 0 6 1 0 49 0 0 2 28 1 93
Count Summaries - Bikes

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
7:00 AM 0 0 0 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 1 0 0 0 0 1 2 0
7:30 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0
7:45 AM 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 6 9
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9
8:15 AM 0 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 4 11
8:30 AM 0 0 1 0 0 0 1 0 0 0 0 1 0 0 0 0 3 13
8:45 AM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 8
Count Total 0 0 3 0 0 0 9 0 0 0 3 1 0 0 0 1 17
Pk Hr Bike 0 0 1 0 0 0 9 0 0 0 2 1 0 0 0 0 13
15-min
Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Date:

Peak Hour Count Period:

Peak Hour:

HV% PHF
EB 0% 0.67
WB 0% 0.75
NB 1% 0.93
SB 1% 0.95
TOTAL 0% 0.89
Peak Hour Count Summaries

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:45 PM 0 31 7 3 0 10 1 30 2 2 106 21 3 81 134 3 434 0
5:00 PM 0 49 12 5 0 16 1 59 2 1 119 27 6 91 135 3 526 0 5:15 PM 0 26 7 2 0 12 1 41 1 1 121 34 5 87 128 2 468 0
5:30 PM 0 25 9 2 0 8 0 48 0 2 124 21 3 79 132 2 455 1,883 0 131 35 12 0 46 3 178 5 6 470 103 17 338 529 10 1,883
0 0 0 0 0 0 0 0 0 0 2 1 0 1 4 0 8
- 0% 0% 0% - 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0%

EB WB NB SB EB WB NB SB E W N S
4:45 PM 0 0 0 1 0 0 1 0 0 0 1 0
5:00 PM 0 0 1 1 0 0 0 0 1 0 0 0
5:15 PM 0 0 0 2 0 3 1 1 2 0 0 0
5:30 PM 0 0 2 1 0 0 0 0 2 0 0 0
Peak Hour 0 0 3 5 0 3 2 1 5 0 1 08 6 6
2 2 5 2
3 0
1 1 1
2 0 1
Bicycles Pedestrians (Crossing Leg)
Total Total Total
Interval
Start
Heavy Vehicle Totals
Note: For complete count summary (all intervals), see following pages. ** Heavy Vehicle Classifications include FHWA Classes 4-13. ** Count Summaries include heavy vehicles, but exclude bicycles in overall count.

Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Peak Hour
Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas 15-min
Total
4:45 PM to 5:45 PM
9/11/2025
4:00 PM to 6:00 PM
0 0
0 0
1 0
0 2
0 1
0 2
1 0
0 5
N
Alameda de las Pulgas
W 20th Ave
W 20th AveAlameda de
las Pulgas
Driveway
Alameda de
las Pulgas
1,883TEV:

0.8950PHF: 10
529
338
894
796
17 178
3 46
227
4760
103
470
6 584
592
5 12
35 131
178
19 0
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - All Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 25 6 1 0 11 0 43 0 3 110 26 2 40 103 8 378 0
4:15 PM 0 20 4 1 0 5 1 43 0 3 120 22 5 41 118 6 389 0
4:30 PM 0 30 3 2 0 6 0 32 0 3 138 25 0 50 105 4 398 0
4:45 PM 0 31 7 3 0 10 1 30 2 2 106 21 3 81 134 3 434 1,599 5:00 PM 0 49 12 5 0 16 1 59 2 1 119 27 6 91 135 3 526 1,747 5:15 PM 0 26 7 2 0 12 1 41 1 1 121 34 5 87 128 2 468 1,826 5:30 PM 0 25 9 2 0 8 0 48 0 2 124 21 3 79 132 2 455 1,883 5:45 PM 0 18 2 1 0 12 0 39 0 2 98 27 0 78 126 1 404 1,853 Count Total 0 224 50 17 0 80 4 335 5 17 936 203 24 547 981 29 3,452 0 131 35 12 0 46 3 178 5 6 470 103 17 338 529 10 1,883
0 0 0 0 0 0 0 0 0 0 2 1 0 1 4 0 8
- 0% 0% 0% - 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0%

EB WB NB SB EB WB NB SB E W N S
4:00 PM 0 0 1 1 2 0 0 0 1 0 3 3
4:15 PM 0 0 0 0 1 1 0 1 1 1 1 0
4:30 PM 0 0 4 0 0 1 2 0 0 0 1 0
4:45 PM 0 0 0 1 0 0 1 0 0 0 1 0
5:00 PM 0 0 1 1 0 0 0 0 1 0 0 0
5:15 PM 0 0 0 2 0 3 1 1 2 0 0 0
5:30 PM 0 0 2 1 0 0 0 0 2 0 0 0
5:45 PM 0 0 1 2 0 0 0 0 1 0 1 0
Count Total 0 0 9 8 3 5 4 2 8 1 7 3
Peak Hour 0 0 3 5 0 3 2 1 5 0 1 0
17 14 19
8 6 6
3 0 2
3 0 2
2 0 1
2 5 2
4 3 1
1 1 1
2 2 7
0 3 3
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Total Total Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas 15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - Heavy Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 0
4:15 PM 0 0 0 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 3 1 0 0 0 0 4 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 7
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 7
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 9
5:30 PM 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 3 8
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 3 10
Count Total 0 0 0 0 0 0 0 0 0 0 6 3 0 3 5 0 17
Pk Hr Heavy 0 0 0 0 0 0 0 0 0 0 2 1 0 1 4 0 8
Count Summaries - Bikes

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0
4:15 PM 0 0 1 0 0 0 0 1 0 0 0 0 0 1 0 0 3 0
4:30 PM 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 0 3 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 9
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7
5:15 PM 0 0 0 0 0 2 0 1 0 0 1 0 0 0 1 0 5 9
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
Count Total 0 0 3 0 0 2 0 3 0 0 3 1 0 1 1 0 14
Pk Hr Bike 0 0 0 0 0 2 0 1 0 0 2 0 0 0 1 0 6
15-min
Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas Interval
Start
Driveway W 20th Ave Alameda de las Pulgas Alameda de las Pulgas 15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Date:

Peak Hour Count Period:

Peak Hour:

HV% PHF
EB 1% 0.86
WB 0% 0.79
NB 0% 0.76
SB 0% 0.70
TOTAL 0% 0.86
Peak Hour Count Summaries

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
5:00 PM 0 3 125 4 0 4 80 13 0 3 0 11 0 15 1 5 264 0
5:15 PM 0 4 110 5 0 7 43 14 0 4 0 16 0 11 0 1 215 0
5:30 PM 0 1 96 2 0 13 48 5 0 8 0 17 0 11 0 3 204 0
5:45 PM 0 5 98 3 0 14 59 6 0 8 0 21 0 12 0 0 226 909
0 13 429 14 0 38 230 38 0 23 0 65 0 49 1 9 909
0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3
- 0% 1% 0% - 0% 0% 0% - 0% - 0% - 0% 0% 0% 0%

EB WB NB SB EB WB NB SB E W N S
5:00 PM 0 0 0 0 1 1 0 0 0 0 8 2
5:15 PM 2 0 0 0 1 0 0 0 0 1 8 2
5:30 PM 0 0 0 0 0 1 0 0 0 1 1 1
5:45 PM 1 0 0 0 1 1 0 0 1 0 6 4
Peak Hour 3 0 0 0 3 3 0 0 1 2 23 93 6 35
11 0 1 3
1 2
0 2 10
2 1 11
Bicycles Pedestrians (Crossing Leg)
Total Total Total
Interval
Start
Heavy Vehicle Totals
Note: For complete count summary (all intervals), see following pages. ** Heavy Vehicle Classifications include FHWA Classes 4-13. ** Count Summaries include heavy vehicles, but exclude bicycles in overall count.

Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Peak Hour
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
15-min
Total
5:00 PM to 6:00 PM
9/11/2025
4:00 PM to 6:00 PM
0 3
0 0
0 0
0 0
0 0
3 0
23 9
2 1
N
Elkhorn Ct
W 20th Ave
W 20th AvePioneer Ct
W 20th Ave
Elkhorn Ct
909TEV:

0.8608PHF: 9
1 49
59 51
0 38
230
38 306
5430
65 0
23 88
53 0
14 429
13 456
262 0
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - All Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 2 64 2 0 0 44 6 0 1 0 5 0 12 0 3 139 0
4:15 PM 0 3 73 1 0 2 51 7 0 8 0 7 0 2 0 5 159 0
4:30 PM 0 3 81 0 0 1 34 8 0 1 0 5 0 4 0 1 138 0
4:45 PM 0 9 97 0 0 3 56 19 0 5 0 5 0 9 0 2 205 641
5:00 PM 0 3 125 4 0 4 80 13 0 3 0 11 0 15 1 5 264 766
5:15 PM 0 4 110 5 0 7 43 14 0 4 0 16 0 11 0 1 215 822
5:30 PM 0 1 96 2 0 13 48 5 0 8 0 17 0 11 0 3 204 888
5:45 PM 0 5 98 3 0 14 59 6 0 8 0 21 0 12 0 0 226 909
Count Total 0 30 744 17 0 44 415 78 0 38 0 87 0 76 1 20 1,550 0 13 429 14 0 38 230 38 0 23 0 65 0 49 1 9 909
0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3
- 0% 1% 0% - 0% 0% 0% - 0% - 0% - 0% 0% 0% 0%

EB WB NB SB EB WB NB SB E W N S
4:00 PM 1 1 0 0 0 0 0 0 0 0 3 4
4:15 PM 1 2 0 0 1 1 0 0 0 0 2 2
4:30 PM 2 0 0 0 2 0 0 0 0 0 13 4
4:45 PM 0 0 0 0 1 0 0 0 0 0 11 0
5:00 PM 0 0 0 0 1 1 0 0 0 0 8 2
5:15 PM 2 0 0 0 1 0 0 0 0 1 8 2
5:30 PM 0 0 0 0 0 1 0 0 0 1 1 1
5:45 PM 1 0 0 0 1 1 0 0 1 0 6 4
Count Total 7 3 0 0 7 4 0 0 1 2 52 19
Peak Hour 3 0 0 0 3 3 0 0 1 2 23 9
10 11 74
3 6 35
0 1 3
1 2 11
0 2 10
2 1 11
2 2 17
0 1 11
2 0 7
3 2 4
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Total Total Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - Heavy Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0
4:15 PM 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 3 0
4:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5
5:15 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 4
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3
Count Total 0 0 7 0 0 0 3 0 0 0 0 0 0 0 0 0 10
Pk Hr Heavy 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 3
Count Summaries - Bikes

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0
4:30 PM 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0
4:45 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5
5:00 PM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 7
5:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 6
5:30 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 5
5:45 PM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 2 6
Count Total 0 0 7 0 0 0 4 0 0 0 0 0 0 0 0 0 11
Pk Hr Bike 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 6
15-min
Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
Interval
Start
W 20th Ave W 20th Ave Pioneer Ct Elkhorn Ct
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Date:

Peak Hour Count Period:

Peak Hour:

HV% PHF
EB 0% 0.90
WB 0% 0.89
NB 1% 0.97
SB 1% 0.93
TOTAL 1% 0.96
Peak Hour Count Summaries

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
5:00 PM 0 125 7 30 0 6 11 49 3 30 367 6 12 6 246 59 957 0 5:15 PM 0 119 10 37 0 12 9 46 2 19 334 7 13 22 255 50 935 0 5:30 PM 0 92 12 29 0 8 15 29 2 25 372 3 12 15 244 31 889 0 5:45 PM 0 83 12 44 0 13 10 30 2 36 355 5 9 12 223 49 883 3,664 0 419 41 140 0 39 45 154 9 110 1,428 21 46 55 968 189 3,664 0 0 2 0 0 0 0 1 0 0 13 0 0 0 13 0 29
- 0% 5% 0% - 0% 0% 1% 0% 0% 1% 0% 0% 0% 1% 0% 1%

EB WB NB SB EB WB NB SB E W N S
5:00 PM 0 0 5 4 0 1 0 0 4 3 6 4
5:15 PM 2 0 1 2 1 0 0 0 2 3 8 1
5:30 PM 0 1 3 5 0 0 2 0 3 2 6 2
5:45 PM 0 0 4 2 1 1 0 1 8 1 6 2
Peak Hour 2 1 13 13 2 2 2 1 17 9 26 929 7 61
17 9 2 13
6 3
9 1 17
5 1 14
Bicycles Pedestrians (Crossing Leg)
Total Total Total
Interval
Start
Heavy Vehicle Totals
Note: For complete count summary (all intervals), see following pages. ** Heavy Vehicle Classifications include FHWA Classes 4-13. ** Count Summaries include heavy vehicles, but exclude bicycles in overall count.

Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Peak Hour
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
15-min
Total
5:00 PM to 6:00 PM
9/11/2025
4:00 PM to 6:00 PM
0 2
0 1
0 0
1 0
1 0
2 0
26 9
9 17
N
El Camino Real
W 20th Ave
W 20th AveEl Camino
Real
W 20th Ave
El Camino
Real
3,664TEV:

0.9572PHF: 189
968
55 1,258
2,047
46 154
45 39
238
1170
21 1,428
110
1,568
1,156
9 140
41 419
600
344 0
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - All Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 1 77 8 17 0 5 15 43 0 15 326 7 9 19 245 23 810 0 4:15 PM 0 82 11 22 0 11 11 33 4 15 329 10 3 2 242 37 812 0 4:30 PM 0 72 7 18 0 12 9 51 2 15 362 6 7 13 213 35 822 0 4:45 PM 0 77 15 53 0 14 11 43 3 28 285 7 13 9 184 33 775 3,219 5:00 PM 0 125 7 30 0 6 11 49 3 30 367 6 12 6 246 59 957 3,366 5:15 PM 0 119 10 37 0 12 9 46 2 19 334 7 13 22 255 50 935 3,489 5:30 PM 0 92 12 29 0 8 15 29 2 25 372 3 12 15 244 31 889 3,556 5:45 PM 0 83 12 44 0 13 10 30 2 36 355 5 9 12 223 49 883 3,664 Count Total 1 727 82 250 0 81 91 324 18 183 2,730 51 78 98 1,852 317 6,883 0 419 41 140 0 39 45 154 9 110 1,428 21 46 55 968 189 3,664 0 0 2 0 0 0 0 1 0 0 13 0 0 0 13 0 29
- 0% 5% 0% - 0% 0% 1% 0% 0% 1% 0% 0% 0% 1% 0% 1%

EB WB NB SB EB WB NB SB E W N S
4:00 PM 0 0 6 3 0 0 0 0 2 1 6 1
4:15 PM 1 0 8 4 0 1 0 0 1 0 9 2
4:30 PM 2 0 6 5 1 0 0 0 0 2 10 5
4:45 PM 2 1 8 5 0 0 0 0 1 6 11 1
5:00 PM 0 0 5 4 0 1 0 0 4 3 6 4
5:15 PM 2 0 1 2 1 0 0 0 2 3 8 1
5:30 PM 0 1 3 5 0 0 2 0 3 2 6 2
5:45 PM 0 0 4 2 1 1 0 1 8 1 6 2
Count Total 7 2 41 30 3 3 2 1 21 18 62 18
Peak Hour 2 1 13 13 2 2 2 1 17 9 26 9
80 9 119
29 7 61
9 2 13
6 3 17
9 1 17
5 1 14
13 1 17
16 0 19
9 0 10
13 1 12
Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) Total Total Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
www.idaxdata.com
Count Summaries - Heavy Vehicles

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 6 0 0 1 1 1 9 0
4:15 PM 0 1 0 0 0 0 0 0 0 1 7 0 0 0 4 0 13 0
4:30 PM 0 2 0 0 0 0 0 0 0 0 6 0 0 0 5 0 13 0
4:45 PM 0 0 0 2 0 0 0 1 0 0 8 0 1 0 4 0 16 51
5:00 PM 0 0 0 0 0 0 0 0 0 0 5 0 0 0 4 0 9 51
5:15 PM 0 0 2 0 0 0 0 0 0 0 1 0 0 0 2 0 5 43
5:30 PM 0 0 0 0 0 0 0 1 0 0 3 0 0 0 5 0 9 39
5:45 PM 0 0 0 0 0 0 0 0 0 0 4 0 0 0 2 0 6 29
Count Total 0 3 2 2 0 0 0 2 0 1 40 0 1 1 27 1 80
Pk Hr Heavy 0 0 2 0 0 0 0 1 0 0 13 0 0 0 13 0 29
Count Summaries - Bikes

UT LT TH RT UT LT TH RT UT LT TH RT UT LT TH RT
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0
4:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2
5:00 PM 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 3
5:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3
5:30 PM 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 2 4
5:45 PM 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 1 3 7
Count Total 0 0 3 0 0 0 3 0 0 1 0 1 0 0 0 1 9
Pk Hr Bike 0 0 2 0 0 0 2 0 0 1 0 1 0 0 0 1 7
15-min
Total
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Rolling
Hour
TotalEastbound Westbound Northbound Southbound
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
Interval
Start
W 20th Ave W 20th Ave El Camino Real El Camino Real
15-min
Total
Garrett Strang
(415) 444-6376 [email protected]
Location: W 20th Ave, Between O'Farrell St & Elkhorn Ct Date Range: 9/11/2025 - 9/17/2025
Site Code: 01
EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total EB WB Total 12:00 AM 2 3 5 - - - - - - - - - - - - - - - - - - 2 3 5 1:00 AM 2 1 3 - - - - - - - - - - - - - - - - - - 2 1 3 2:00 AM 1 2 3 - - - - - - - - - - - - - - - - - - 1 2 3 3:00 AM 2 1 3 - - - - - - - - - - - - - - - - - - 2 1 3 4:00 AM 5 4 9 - - - - - - - - - - - - - - - - - - 5 4 9 5:00 AM 11 16 27 - - - - - - - - - - - - - - - - - - 11 16 27 6:00 AM 39 49 88 - - - - - - - - - - - - - - - - - - 39 49 88 7:00 AM 143 271 414 - - - - - - - - - - - - - - - - - - 143 271 414 8:00 AM 284 318 602 - - - - - - - - - - - - - - - - - - 284 318 602 9:00 AM 143 132 275 - - - - - - - - - - - - - - - - - - 143 132 275 10:00 AM 134 121 255 - - - - - - - - - - - - - - - - - - 134 121 255 11:00 AM 135 149 284 - - - - - - - - - - - - - - - - - - 135 149 284 12:00 PM 159 177 336 - - - - - - - - - - - - - - - - - - 159 177 336 1:00 PM 136 154 290 - - - - - - - - - - - - - - - - - - 136 154 290 2:00 PM 277 228 505 - - - - - - - - - - - - - - - - - - 277 228 505 3:00 PM 314 167 481 - - - - - - - - - - - - - - - - - - 314 167 481 4:00 PM 337 210 547 - - - - - - - - - - - - - - - - - - 337 210 547 5:00 PM 458 260 718 - - - - - - - - - - - - - - - - - - 458 260 718 6:00 PM 205 177 382 - - - - - - - - - - - - - - - - - - 205 177 382 7:00 PM 141 124 265 - - - - - - - - - - - - - - - - - - 141 124 265 8:00 PM 110 96 206 - - - - - - - - - - - - - - - - - - 110 96 206 9:00 PM 18 39 57 - - - - - - - - - - - - - - - - - - 18 39 57 10:00 PM 16 24 40 - - - - - - - - - - - - - - - - - - 16 24 40 11:00 PM 6 15 21 - - - - - - - - - - - - - - - - - - 6 15 21 Total 3,078 2,738 5,816 - - - - - - - - - - - - - - - - - - 3,078 2,738 5,816 Percent 53% 47% - - - - - - - - - - - - 53% 47%
AM Peak 08:00 08:00 08:00 - - - - - - - - - - - - - - - - - - 08:00 08:00 08:00 Vol. 284 318 602 - - - - - - - - - - - - - - - - - - 284 318 602 PM Peak 17:00 17:00 17:00 - - - - - - - - - - - - - - - - - - 17:00 17:00 17:00 Vol. 458 260 718 - - - - - - - - - - - - - - - - - - 458 260 718

1. Mid-week average includes data between Tuesday and Thursday. 9/11/2025 9/12/2025 9/13/2025 9/14/2025 9/15/2025 9/16/2025Time Thursday Friday Saturday Sunday Monday Tuesday Wednesday Mid-Week Average9/17/2025 1 Project Manager: (415) 310-6469
[email protected]

Appendix B

Intersection Level of Service Calculations
Queues Existing AM
1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Existing AM 3:23 pm 07/31/2025 Baseline Synchro 12 Repor t

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 5 42 18 190 32 677 57 357 385 97 Future Volume (vph) 21 39 5 42 18 190 32 677 57 357 385 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 10.3 69.9 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 65 5 0 66 207 35 798 0 388 523 0 v/c Ratio 0.37 0.02 0.37 0.60 0.27 0.72 0.71 0.25
Control Delay (s/veh) 45.0 0.2 44.9 13.9 47.1 32.0 37.4 10. 3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 45.0 0.2 44.9 13.9 47.1 32.0 37.4 10.3 Queue Length 50th (ft) 36 0 37 0 20 214 201 77
Queue Length 95th (ft) 79 0 79 65 53 313 #367 127
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 544 563 535 616 135 1120 549 2090
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.01 0.12 0.34 0.26 0.71 0.71 0.25 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Existing AM 1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Existing AM 3:23 pm 07/31/2025 Baseline Synchro 12 Repor t

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 5 42 18 190 32 677 57 357 385 97 Future Volume (vph) 21 39 5 42 18 190 32 677 57 357 385 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1830 1583 1800 1583 1770 3498 1770 3433 Flt Permitted 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1830 1583 1800 1583 1770 3498 1770 3433 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 23 42 5 46 20 207 35 736 62 388 418 105 RTOR Reduction (vph) 0 0 5 0 0 187 0 4 0 0 12 0
Lane Group Flow (vph) 0 65 0 0 66 20 35 794 0 388 511 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 7.2 7.2 8.7 8.7 3.8 30.0 27.2 53.4 Effective Green, g (s) 7.2 7.2 8.7 8.7 3.8 30.0 27.2 53.4 Actuated g/C Ratio 0.08 0.08 0.10 0.10 0.04 0.33 0.30 0.59 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 144 125 171 151 73 1151 528 2012
v/s Ratio Prot c0.04 c0.04 0.02 c0.23 c0.22 0.15
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.45 0.00 0.39 0.13 0.48 0.69 0.73 0.25
Uniform Delay, d1 40.1 38.6 38.7 37.7 42.7 26.5 28.7 9.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.2 0.0 1.4 0.4 4.9 1.7 5.3 0.1
Delay (s) 42.3 38.7 40.1 38.1 47.6 28.3 34.0 9.2
Level of Service D D D D D C C A
Approach Delay (s/veh) 42.0 38.6 29.1 19.8
Approach LOS D D C B
Intersection Summary
HCM 2000 Control Delay (s/veh) 26.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 91.1 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing AM 2: Elkhorn Ct & W 20th Ave 10/20/2025
Existing AM 3:23 pm 07/31/2025 Baseline Synchro 12 Repor t

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 9 327 11 45 411 53 2 0 12 57 0 10 Future Volume (Veh/h) 9 327 11 45 411 53 2 0 12 57 0 10 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 10 355 12 49 447 58 2 0 13 62 0 11 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 505 367 966 984 361 968 961 476
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 505 367 966 984 361 968 961 476
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 99 100 98 72 100 98
cM capacity (veh/h) 1060 1192 221 236 684 220 243 589
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 377 554 15 73
Volume Left 10 49 2 62
Volume Right 12 58 13 11
cSH 1060 1192 534 243
Volume to Capacity 0.00* 0.04 0.03 0.30
Queue Length 95th (ft) 1 3 2 30
Control Delay (s/veh) 0.3 1.2 11.9 26.1
Lane LOS A A B D
Approach Delay (s/veh) 0.3 1.2 11.9 26.1
Approach LOS B D
Intersection Summary
Average Delay 2.8
Intersection Capacity Utilization 64.1% ICU Level of Service C Analysis Period (min) 15
* Value less than 0.01.

Queues Existing AM
3: El Camino Real & W 20th Ave 10/20/2025
Existing AM 3:23 pm 07/31/2025 Baseline Synchro 12 Repor t

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 321 21 85 36 37 98 151 1165 18 72 856 308 Future Volume (vph) 321 21 85 36 37 98 151 1165 18 72 856 308 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%) 32%
Lane Group Flow (vph) 237 227 0 0 79 107 164 1286 0 78 1265 0 v/c Ratio 0.74 0.70 0.47 0.42 0.67 0.52 0.49 0.61
Control Delay (s/veh) 57.6 50.2 59.5 13.5 61.0 23.1 61.5 27 .6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 57.6 50.2 59.5 13.5 61.0 23.1 61.5 27.6 Queue Length 50th (ft) 172 148 55 0 114 238 55 245
Queue Length 95th (ft) 282 253 115 49 206 363 117 382
Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 468 468 483 505 331 2464 208 2057
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.51 0.49 0.16 0.21 0.50 0.52 0.38 0.61 Intersection Summary
Area Type: Other
HCM Signalized Intersection Capacity Analysis Existing AM 3: El Camino Real & W 20th Ave 10/20/2025
Existing AM 3:23 pm 07/31/2025 Baseline Synchro 12 Repor t

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 321 21 85 36 37 98 151 1165 18 72 856 308 Future Volume (vph) 321 21 85 36 37 98 151 1165 18 72 856 308 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.94 1.00 0.85 1.00 1.00 1.00 0.96
Flt Protected 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1622 1818 1583 1770 5073 1770 4883 Flt Permitted 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1622 1818 1583 1770 5073 1770 4883 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 349 23 92 39 40 107 164 1266 20 78 930 335 RTOR Reduction (vph) 0 18 0 0 0 97 0 1 0 0 38 0
Lane Group Flow (vph) 237 209 0 0 79 10 164 1285 0 78 1227 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 21.1 21.1 10.3 10.3 15.3 53.8 8.4 46. 9 Effective Green, g (s) 21.1 21.1 10.3 10.3 15.3 53.8 8.4 46 .9 Actuated g/C Ratio 0.19 0.19 0.09 0.09 0.14 0.48 0.08 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 317 306 167 146 242 2445 133 2052
v/s Ratio Prot c0.14 0.13 c0.04 c0.09 0.25 0.04 c0.25
v/s Ratio Perm 0.01
v/c Ratio 0.75 0.68 0.47 0.07 0.68 0.53 0.59 0.60
Uniform Delay, d1 42.7 42.1 48.1 46.3 45.8 20.0 49.9 25.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.3 6.2 2.1 0.2 7.3 0.8 6.5 1.3
Delay (s) 52.0 48.3 50.2 46.5 53.1 20.9 56.4 26.3
Level of Service D D D D D C E C
Approach Delay (s/veh) 50.2 48.0 24.5 28.1
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 30.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.63
Actuated Cycle Length (s) 111.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing AM 4: Elkhorn Ct & Dwy 10/20/2025
Existing AM 3:23 pm 07/31/2025 Baseline Synchro 12 Repor t

Page 6 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 4 0 0 0 9 53 0 0 63 0
Future Volume (Veh/h) 0 0 4 0 0 0 9 53 0 0 63 0
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 4 0 0 0 10 58 0 0 68 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 146 146 68 150 146 58 68 58
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 146 146 68 150 146 58 68 58
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 100 100 100 100 100 99 100
cM capacity (veh/h) 819 740 995 810 740 1008 1533 1546
Direction, Lane # EB 1 NB 1 SB 1
Volume Total 4 68 68
Volume Left 0 10 0
Volume Right 4 0 0
cSH 995 1533 1700
Volume to Capacity 0.00* 0.00* 0.04
Queue Length 95th (ft) 0 0 0
Control Delay (s/veh) 8.6 1.1 0.0
Lane LOS A A
Approach Delay (s/veh) 8.6 1.1 0.0
Approach LOS A
Intersection Summary
Average Delay 0.8
Intersection Capacity Utilization 20.0% ICU Level of Service A Analysis Period (min) 15
* Value less than 0.01.

Queues Existing PM
1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Existing PM 9:28 am 09/17/2025 Baseline Synchro 12 Repor t

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 35 12 46 3 178 11 470 103 355 529 10 Future Volume (vph) 131 35 12 46 3 178 11 470 103 355 529 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 8.5 58.3 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 180 13 0 53 193 12 623 0 386 586 0 v/c Ratio 0.63 0.03 0.30 0.58 0.10 0.72 0.79 0.30
Control Delay (s/veh) 46.1 0.2 44.3 14.2 45.5 34.6 43.9 11. 8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 46.1 0.2 44.3 14.2 45.5 34.6 43.9 11.8 Queue Length 50th (ft) 96 0 29 0 7 165 195 77
Queue Length 95th (ft) 185 0 71 65 27 251 #406 171
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 390 463 387 495 137 1160 567 2138
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.46 0.03 0.14 0.39 0.09 0.54 0.68 0.27 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Existing PM 1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Existing PM 9:28 am 09/17/2025 Baseline Synchro 12 Repor t

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 35 12 46 3 178 11 470 103 355 529 10 Future Volume (vph) 131 35 12 46 3 178 11 470 103 355 529 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1792 1583 1779 1583 1770 3444 1770 3529 Flt Permitted 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1792 1583 1779 1583 1770 3444 1770 3529 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 142 38 13 50 3 193 12 511 112 386 575 11 RTOR Reduction (vph) 0 0 11 0 0 175 0 17 0 0 1 0
Lane Group Flow (vph) 0 180 2 0 53 18 12 606 0 386 585 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 13.8 13.8 8.4 8.4 1.1 25.0 23.6 47.5 Effective Green, g (s) 13.8 13.8 8.4 8.4 1.1 25.0 23.6 47.5 Actuated g/C Ratio 0.16 0.16 0.09 0.09 0.01 0.28 0.27 0.53 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 278 246 168 149 21 969 470 1887
v/s Ratio Prot c0.10 c0.03 0.01 c0.18 c0.22 0.17
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.65 0.01 0.32 0.12 0.57 0.63 0.82 0.31
Uniform Delay, d1 35.2 31.7 37.5 36.8 43.6 27.8 30.6 11.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.1 0.0 1.1 0.4 32.5 1.3 11.0 0.1 Delay (s) 40.3 31.7 38.6 37.2 76.1 29.1 41.6 11.6
Level of Service D C D D E C D B
Approach Delay (s/veh) 39.8 37.5 30.0 23.5
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 28.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 88.8 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 63.0% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing PM 2: Elkhorn Ct & W 20th Ave 10/20/2025
Existing PM 9:28 am 09/17/2025 Baseline Synchro 12 Repor t

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 13 429 14 38 230 38 23 0 65 49 1 9 Future Volume (Veh/h) 13 429 14 38 230 38 23 0 65 49 1 9 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 14 466 15 41 250 41 25 0 71 53 1 10 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 291 481 865 875 474 925 862 271
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 291 481 865 875 474 925 862 271
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 90 100 88 75 100 99
cM capacity (veh/h) 1271 1082 260 274 591 211 279 768
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 495 332 96 64
Volume Left 14 41 25 53
Volume Right 15 41 71 10
cSH 1271 1082 444 239
Volume to Capacity 0.01 0.04 0.22 0.27
Queue Length 95th (ft) 1 3 20 26
Control Delay (s/veh) 0.3 1.4 15.3 25.4
Lane LOS A A C D
Approach Delay (s/veh) 0.3 1.4 15.3 25.4
Approach LOS C D
Intersection Summary
Average Delay 3.8
Intersection Capacity Utilization 48.4% ICU Level of Service A Analysis Period (min) 15
Queues Existing PM
3: El Camino Real & W 20th Ave 10/20/2025
Existing PM 9:28 am 09/17/2025 Baseline Synchro 12 Repor t

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 419 41 140 39 45 154 119 1428 21 101 968 1 89 Future Volume (vph) 419 41 140 39 45 154 119 1428 21 101 968 18 9 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%) 27%
Lane Group Flow (vph) 332 320 0 0 91 167 129 1575 0 110 1257 0 v/c Ratio 0.81 0.77 0.51 0.55 0.66 0.76 0.69 0.64
Control Delay (s/veh) 57.3 49.6 59.8 14.5 66.8 32.6 74.3 30 .6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 57.3 49.6 59.8 14.5 66.8 32.6 74.3 30.6 Queue Length 50th (ft) 244 211 67 0 95 379 83 287
Queue Length 95th (ft) #397 338 122 66 #178 474 #178 364 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 471 474 471 533 217 2076 165 1950
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.70 0.68 0.19 0.31 0.59 0.76 0.67 0.64 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Existing PM 3: El Camino Real & W 20th Ave 10/20/2025
Existing PM 9:28 am 09/17/2025 Baseline Synchro 12 Repor t

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 419 41 140 39 45 154 119 1428 21 101 968 1 89 Future Volume (vph) 419 41 140 39 45 154 119 1428 21 101 968 18 9 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.93 1.00 0.85 1.00 1.00 1.00 0.98
Flt Protected 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1613 1821 1583 1770 5074 1770 4961 Flt Permitted 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1613 1821 1583 1770 5074 1770 4961 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 455 45 152 42 49 167 129 1552 23 110 1052 205 RTOR Reduction (vph) 0 23 0 0 0 151 0 1 0 0 19 0
Lane Group Flow (vph) 332 297 0 0 91 16 129 1574 0 110 1238 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 27.4 27.4 11.1 11.1 12.4 46.2 10.2 44 .0 Effective Green, g (s) 27.4 27.4 11.1 11.1 12.4 46.2 10.2 4 4.0 Actuated g/C Ratio 0.24 0.24 0.10 0.10 0.11 0.41 0.09 0.39 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 407 391 179 155 194 2076 159 1933
v/s Ratio Prot c0.20 0.18 c0.05 c0.07 c0.31 0.06 0.25
v/s Ratio Perm 0.01
v/c Ratio 0.82 0.76 0.51 0.11 0.66 0.76 0.69 0.64
Uniform Delay, d1 40.4 39.7 48.3 46.4 48.3 28.6 49.8 28.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.9 8.2 2.3 0.3 8.3 2.7 12.2 1.6 Delay (s) 52.3 47.9 50.6 46.7 56.6 31.2 62.1 29.7
Level of Service D D D D E C E C
Approach Delay (s/veh) 50.1 48.1 33.1 32.3
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 36.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.75
Actuated Cycle Length (s) 112.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 70.1% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Existing PM 4: Elkhorn Ct & Dwy 10/20/2025
Existing PM 9:28 am 09/17/2025 Baseline Synchro 12 Repor t

Page 6 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 6 0 0 0 9 42 0 0 53 0
Future Volume (Veh/h) 0 0 6 0 0 0 9 42 0 0 53 0
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 7 0 0 0 10 46 0 0 58 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 124 124 58 131 124 46 58 46
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 124 124 58 131 124 46 58 46
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 100 99 100 100 100 99 100
cM capacity (veh/h) 846 761 1008 831 761 1023 1546 1562 Direction, Lane # EB 1 NB 1 SB 1
Volume Total 7 56 58
Volume Left 0 10 0
Volume Right 7 0 0
cSH 1008 1546 1700
Volume to Capacity 0.00* 0.00* 0.03
Queue Length 95th (ft) 1 0 0
Control Delay (s/veh) 8.6 1.4 0.0
Lane LOS A A
Approach Delay (s/veh) 8.6 1.4 0.0
Approach LOS A
Intersection Summary
Average Delay 1.1
Intersection Capacity Utilization 19.4% ICU Level of Service A Analysis Period (min) 15
* Value less than 0.01.

Queues Opening Year AM
1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Opening Year AM 12:18 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 5 42 18 193 32 677 57 359 385 97 Future Volume (vph) 21 39 5 42 18 193 32 677 57 359 385 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 10.3 69.9 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 65 5 0 66 210 35 798 0 390 523 0 v/c Ratio 0.37 0.02 0.37 0.61 0.27 0.72 0.71 0.25
Control Delay (s/veh) 45.0 0.2 44.9 13.9 47.1 32.1 37.5 10. 3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 45.0 0.2 44.9 13.9 47.1 32.1 37.5 10.3 Queue Length 50th (ft) 36 0 37 0 20 214 202 77
Queue Length 95th (ft) 79 0 79 66 53 314 #371 127
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 543 562 534 618 135 1118 547 2091
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.01 0.12 0.34 0.26 0.71 0.71 0.25 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Opening Year AM 1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Opening Year AM 12:18 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 5 42 18 193 32 677 57 359 385 97 Future Volume (vph) 21 39 5 42 18 193 32 677 57 359 385 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1830 1583 1800 1583 1770 3498 1770 3433 Flt Permitted 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1830 1583 1800 1583 1770 3498 1770 3433 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 23 42 5 46 20 210 35 736 62 390 418 105 RTOR Reduction (vph) 0 0 5 0 0 190 0 4 0 0 12 0
Lane Group Flow (vph) 0 65 0 0 66 20 35 794 0 390 511 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 7.2 7.2 8.7 8.7 3.8 30.0 27.3 53.5 Effective Green, g (s) 7.2 7.2 8.7 8.7 3.8 30.0 27.3 53.5 Actuated g/C Ratio 0.08 0.08 0.10 0.10 0.04 0.33 0.30 0.59 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 144 124 171 151 73 1150 529 2013
v/s Ratio Prot c0.04 c0.04 0.02 c0.23 c0.22 0.15
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.45 0.00 0.39 0.13 0.48 0.69 0.74 0.25
Uniform Delay, d1 40.1 38.7 38.7 37.8 42.7 26.6 28.7 9.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.2 0.0 1.4 0.4 4.9 1.8 5.3 0.1
Delay (s) 42.4 38.7 40.2 38.2 47.6 28.4 34.0 9.2
Level of Service D D D D D C C A
Approach Delay (s/veh) 42.1 38.7 29.2 19.8
Approach LOS D D C B
Intersection Summary
HCM 2000 Control Delay (s/veh) 26.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 91.2 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Opening Year AM 2: Elkhorn Ct & W 20th Ave 10/20/2025
Opening Year AM 12:18 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 9 335 11 45 416 53 2 0 12 57 0 10 Future Volume (Veh/h) 9 335 11 45 416 53 2 0 12 57 0 10 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 10 364 12 49 452 58 2 0 13 62 0 11 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 510 376 980 998 370 982 975 481
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 510 376 980 998 370 982 975 481
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 99 100 98 71 100 98
cM capacity (veh/h) 1055 1182 216 231 676 215 239 585
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 386 559 15 73
Volume Left 10 49 2 62
Volume Right 12 58 13 11
cSH 1055 1182 526 238
Volume to Capacity 0.00* 0.04 0.03 0.31
Queue Length 95th (ft) 1 3 2 31
Control Delay (s/veh) 0.3 1.2 12.0 26.7
Lane LOS A A B D
Approach Delay (s/veh) 0.3 1.2 12.0 26.7
Approach LOS B D
Intersection Summary
Average Delay 2.8
Intersection Capacity Utilization 64.6% ICU Level of Service C Analysis Period (min) 15
* Value less than 0.01.

Queues Opening Year AM
3: El Camino Real & W 20th Ave 10/20/2025
Opening Year AM 12:18 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 326 21 88 36 37 98 153 1170 18 72 859 311 Future Volume (vph) 326 21 88 36 37 98 153 1170 18 72 859 311 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%) 32%
Lane Group Flow (vph) 241 232 0 0 79 107 166 1292 0 78 1272 0 v/c Ratio 0.74 0.70 0.47 0.43 0.67 0.53 0.49 0.62
Control Delay (s/veh) 57.4 50.0 59.7 13.5 61.3 23.3 61.8 28 .0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 57.4 50.0 59.7 13.5 61.3 23.3 61.8 28.0 Queue Length 50th (ft) 175 151 56 0 117 246 55 253
Queue Length 95th (ft) 287 258 115 49 209 365 117 384
Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 466 466 481 503 330 2455 207 2045
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.52 0.50 0.16 0.21 0.50 0.53 0.38 0.62 Intersection Summary
Area Type: Other
HCM Signalized Intersection Capacity Analysis Opening Year AM 3: El Camino Real & W 20th Ave 10/20/2025
Opening Year AM 12:18 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 326 21 88 36 37 98 153 1170 18 72 859 311 Future Volume (vph) 326 21 88 36 37 98 153 1170 18 72 859 311 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.94 1.00 0.85 1.00 1.00 1.00 0.96
Flt Protected 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1620 1818 1583 1770 5073 1770 4883 Flt Permitted 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1620 1818 1583 1770 5073 1770 4883 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 354 23 96 39 40 107 166 1272 20 78 934 338 RTOR Reduction (vph) 0 19 0 0 0 97 0 1 0 0 39 0
Lane Group Flow (vph) 241 213 0 0 79 10 166 1291 0 78 1233 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 21.5 21.5 10.4 10.4 15.5 53.8 8.4 46. 7 Effective Green, g (s) 21.5 21.5 10.4 10.4 15.5 53.8 8.4 46 .7 Actuated g/C Ratio 0.19 0.19 0.09 0.09 0.14 0.48 0.07 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 322 310 168 146 244 2434 132 2034
v/s Ratio Prot c0.14 0.13 c0.04 c0.09 0.25 0.04 c0.25
v/s Ratio Perm 0.01
v/c Ratio 0.75 0.69 0.47 0.07 0.68 0.53 0.59 0.61
Uniform Delay, d1 42.7 42.2 48.2 46.4 45.9 20.3 50.2 25.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.2 6.2 2.1 0.2 7.6 0.8 6.9 1.4
Delay (s) 51.9 48.4 50.3 46.6 53.5 21.2 57.1 26.9
Level of Service D D D D D C E C
Approach Delay (s/veh) 50.2 48.2 24.9 28.6
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 31.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 112.1 Sum of lost time (s) 18.0 Intersection Capacity Utilization 62.2% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Opening Year AM 4: Elkhorn Ct & Dwy 10/20/2025
Opening Year AM 12:18 pm 10/14/2025 Baseline Synchro 1 2 Report

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Queues Opening Year PM
1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Opening Year PM 12:26 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 35 12 46 3 180 11 470 103 358 529 10 Future Volume (vph) 131 35 12 46 3 180 11 470 103 358 529 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 8.5 58.3 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 180 13 0 53 196 12 623 0 389 586 0 v/c Ratio 0.63 0.03 0.30 0.59 0.10 0.72 0.79 0.30
Control Delay (s/veh) 46.2 0.2 44.4 14.3 45.5 34.7 44.1 11. 8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 46.2 0.2 44.4 14.3 45.5 34.7 44.1 11.8 Queue Length 50th (ft) 96 0 29 0 7 165 197 77
Queue Length 95th (ft) 185 0 71 65 27 251 #412 171
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 389 462 386 497 136 1157 565 2132
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.46 0.03 0.14 0.39 0.09 0.54 0.69 0.27 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Opening Year PM 1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Opening Year PM 12:26 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 35 12 46 3 180 11 470 103 358 529 10 Future Volume (vph) 131 35 12 46 3 180 11 470 103 358 529 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1792 1583 1779 1583 1770 3444 1770 3529 Flt Permitted 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1792 1583 1779 1583 1770 3444 1770 3529 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 142 38 13 50 3 196 12 511 112 389 575 11 RTOR Reduction (vph) 0 0 11 0 0 178 0 17 0 0 1 0
Lane Group Flow (vph) 0 180 2 0 53 18 12 606 0 389 585 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 13.8 13.8 8.4 8.4 1.1 25.0 23.8 47.7 Effective Green, g (s) 13.8 13.8 8.4 8.4 1.1 25.0 23.8 47.7 Actuated g/C Ratio 0.16 0.16 0.09 0.09 0.01 0.28 0.27 0.54 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 277 245 167 149 21 967 473 1891
v/s Ratio Prot c0.10 c0.03 0.01 c0.18 c0.22 0.17
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.65 0.01 0.32 0.12 0.57 0.63 0.82 0.31
Uniform Delay, d1 35.3 31.8 37.6 36.9 43.7 27.9 30.6 11.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.2 0.0 1.1 0.4 32.5 1.3 11.0 0.1 Delay (s) 40.5 31.8 38.7 37.3 76.2 29.2 41.6 11.6
Level of Service D C D D E C D B
Approach Delay (s/veh) 39.9 37.6 30.1 23.6
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 28.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 89.0 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 63.1% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Opening Year PM 2: Elkhorn Ct & W 20th Ave 10/20/2025
Opening Year PM 12:26 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 13 434 14 38 238 38 23 0 65 49 1 9 Future Volume (Veh/h) 13 434 14 38 238 38 23 0 65 49 1 9 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 14 472 15 41 259 41 25 0 71 53 1 10 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 300 487 880 890 480 940 877 280
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 300 487 880 890 480 940 877 280
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 90 100 88 74 100 99
cM capacity (veh/h) 1261 1076 254 268 586 206 273 759
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 501 341 96 64
Volume Left 14 41 25 53
Volume Right 15 41 71 10
cSH 1261 1076 437 234
Volume to Capacity 0.01 0.04 0.22 0.27
Queue Length 95th (ft) 1 3 21 27
Control Delay (s/veh) 0.3 1.4 15.5 26.1
Lane LOS A A C D
Approach Delay (s/veh) 0.3 1.4 15.5 26.1
Approach LOS C D
Intersection Summary
Average Delay 3.8
Intersection Capacity Utilization 48.8% ICU Level of Service A Analysis Period (min) 15
Queues Opening Year PM
3: El Camino Real & W 20th Ave 10/20/2025
Opening Year PM 12:26 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 422 41 143 39 45 154 122 1436 21 101 974 1 94 Future Volume (vph) 422 41 143 39 45 154 122 1436 21 101 974 19 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%) 26%
Lane Group Flow (vph) 340 319 0 0 91 167 133 1584 0 110 1270 0 v/c Ratio 0.82 0.76 0.51 0.55 0.68 0.77 0.69 0.66
Control Delay (s/veh) 57.6 48.0 60.2 14.8 68.0 33.1 74.7 31 .1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 57.6 48.0 60.2 14.8 68.0 33.1 74.7 31.1 Queue Length 50th (ft) 252 209 68 1 99 387 83 294
Queue Length 95th (ft) #413 336 122 67 #185 478 #178 369 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 469 473 469 531 216 2064 164 1932
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.72 0.67 0.19 0.31 0.62 0.77 0.67 0.66 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Opening Year PM 3: El Camino Real & W 20th Ave 10/20/2025
Opening Year PM 12:26 pm 10/14/2025 Baseline Synchro 1 2 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 422 41 143 39 45 154 122 1436 21 101 974 1 94 Future Volume (vph) 422 41 143 39 45 154 122 1436 21 101 974 19 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.93 1.00 0.85 1.00 1.00 1.00 0.98
Flt Protected 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1611 1821 1583 1770 5074 1770 4959 Flt Permitted 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1611 1821 1583 1770 5074 1770 4959 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 459 45 155 42 49 167 133 1561 23 110 1059 211 RTOR Reduction (vph) 0 25 0 0 0 150 0 1 0 0 20 0
Lane Group Flow (vph) 340 294 0 0 91 17 133 1583 0 110 1250 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 28.0 28.0 11.1 11.1 12.5 46.1 10.2 43 .8 Effective Green, g (s) 28.0 28.0 11.1 11.1 12.5 46.1 10.2 4 3.8 Actuated g/C Ratio 0.25 0.25 0.10 0.10 0.11 0.41 0.09 0.39 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 415 397 178 154 195 2062 159 1915
v/s Ratio Prot c0.20 0.18 c0.05 c0.08 c0.31 0.06 0.25
v/s Ratio Perm 0.01
v/c Ratio 0.82 0.74 0.51 0.11 0.68 0.77 0.69 0.65
Uniform Delay, d1 40.3 39.4 48.6 46.7 48.5 29.0 50.1 28.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.9 7.3 2.5 0.3 9.4 2.8 12.2 1.7 Delay (s) 52.2 46.6 51.0 47.0 58.0 31.8 62.3 30.3
Level of Service D D D D E C E C
Approach Delay (s/veh) 49.5 48.4 33.9 32.9
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 37.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 113.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 70.5% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Opening Year PM 4: Elkhorn Ct & Dwy 10/20/2025
Opening Year PM 12:26 pm 10/14/2025 Baseline Synchro 1 2 Report

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Queues
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Opening Year Plus Project AM 1:08 pm 10/14/2025 Baseline Synchro 12 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 5 44 18 198 32 677 58 361 385 97 Future Volume (vph) 21 39 5 44 18 198 32 677 58 361 385 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 10.3 69.9 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 23 42 5 48 20 215 35 736 63 392 418 105 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 65 5 0 68 215 35 799 0 392 523 0 v/c Ratio 0.37 0.02 0.37 0.61 0.28 0.72 0.72 0.25
Control Delay (s/veh) 45.3 0.2 44.6 13.6 47.5 32.4 38.1 10. 4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 45.3 0.2 44.6 13.6 47.5 32.4 38.1 10.4 Queue Length 50th (ft) 36 0 38 0 20 215 204 77
Queue Length 95th (ft) 80 0 81 66 54 319 #381 131
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 541 560 532 619 134 1115 545 2085
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.01 0.13 0.35 0.26 0.72 0.72 0.25 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Opening Year Plus Project AM 1:08 pm 10/14/2025 Baseline Synchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 5 44 18 198 32 677 58 361 385 97 Future Volume (vph) 21 39 5 44 18 198 32 677 58 361 385 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1830 1583 1799 1583 1770 3497 1770 3433 Flt Permitted 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1830 1583 1799 1583 1770 3497 1770 3433 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 23 42 5 48 20 215 35 736 63 392 418 105 RTOR Reduction (vph) 0 0 5 0 0 194 0 5 0 0 12 0
Lane Group Flow (vph) 0 65 0 0 68 21 35 794 0 392 511 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 7.2 7.2 9.0 9.0 3.8 30.0 27.4 53.6 Effective Green, g (s) 7.2 7.2 9.0 9.0 3.8 30.0 27.4 53.6 Actuated g/C Ratio 0.08 0.08 0.10 0.10 0.04 0.33 0.30 0.59 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 143 124 176 155 73 1145 529 2008
v/s Ratio Prot c0.04 c0.04 0.02 c0.23 c0.22 0.15
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.45 0.00 0.39 0.14 0.48 0.69 0.74 0.25
Uniform Delay, d1 40.3 38.9 38.7 37.7 42.9 26.8 28.9 9.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.3 0.0 1.4 0.4 4.9 1.8 5.5 0.1
Delay (s) 42.6 38.9 40.1 38.2 47.8 28.6 34.4 9.3
Level of Service D D D D D C C A
Approach Delay (s/veh) 42.3 38.6 29.4 20.1
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 27.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 91.6 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 61.9% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
2: Elkhorn Ct & W 20th Ave 12/19/2025
Opening Year Plus Project AM 1:08 pm 10/14/2025 Baseline Synchro 12 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 14 335 11 45 416 70 2 0 12 90 0 19 Future Volume (Veh/h) 14 335 11 45 416 70 2 0 12 90 0 19 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 15 364 12 49 452 76 2 0 13 98 0 21 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 528 376 1009 1026 370 1001 994 490 vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 528 376 1009 1026 370 1001 994 490
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 99 100 98 53 100 96
cM capacity (veh/h) 1039 1182 202 222 676 208 232 578
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 391 577 15 119
Volume Left 15 49 2 98
Volume Right 12 76 13 21
cSH 1039 1182 515 235
Volume to Capacity 0.01 0.04 0.03 0.51
Queue Length 95th (ft) 1 3 2 65
Control Delay (s/veh) 0.5 1.1 12.2 35.2
Lane LOS A A B E
Approach Delay (s/veh) 0.5 1.1 12.2 35.2
Approach LOS B E
Intersection Summary
Average Delay 4.7
Intersection Capacity Utilization 64.0% ICU Level of Service B Analysis Period (min) 15
Queues
3: El Camino Real & W 20th Ave 12/19/2025
Opening Year Plus Project AM 1:08 pm 10/14/2025 Baseline Synchro 12 Report

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 353 21 94 36 37 98 156 1170 18 72 859 325 Future Volume (vph) 353 21 94 36 37 98 156 1170 18 72 859 325 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 384 23 102 39 40 107 170 1272 20 78 934 353 Shared Lane Traffic (%) 32%
Lane Group Flow (vph) 261 248 0 0 79 107 170 1292 0 78 1287 0 v/c Ratio 0.77 0.72 0.47 0.43 0.69 0.53 0.49 0.64
Control Delay (s/veh) 58.7 50.9 60.5 13.5 62.5 24.1 62.5 29 .0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 58.7 50.9 60.5 13.5 62.5 24.1 62.5 29.0 Queue Length 50th (ft) 193 165 57 0 122 254 56 267
Queue Length 95th (ft) 312 277 115 49 214 365 117 389
Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 460 460 475 498 326 2425 205 2010
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.57 0.54 0.17 0.21 0.52 0.53 0.38 0.64 Intersection Summary
Area Type: Other
HCM Signalized Intersection Capacity Analysis
3: El Camino Real & W 20th Ave 12/19/2025
Opening Year Plus Project AM 1:08 pm 10/14/2025 Baseline Synchro 12 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 353 21 94 36 37 98 156 1170 18 72 859 325 Future Volume (vph) 353 21 94 36 37 98 156 1170 18 72 859 325 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.94 1.00 0.85 1.00 1.00 1.00 0.96
Flt Protected 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1620 1818 1583 1770 5073 1770 4876 Flt Permitted 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1620 1818 1583 1770 5073 1770 4876 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 384 23 102 39 40 107 170 1272 20 78 934 353 RTOR Reduction (vph) 0 18 0 0 0 97 0 1 0 0 41 0
Lane Group Flow (vph) 261 230 0 0 79 10 170 1291 0 78 1246 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 22.8 22.8 10.4 10.4 15.8 53.8 8.5 46. 5 Effective Green, g (s) 22.8 22.8 10.4 10.4 15.8 53.8 8.5 46 .5 Actuated g/C Ratio 0.20 0.20 0.09 0.09 0.14 0.47 0.07 0.41 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 337 325 166 145 246 2404 132 1997
v/s Ratio Prot c0.16 0.14 c0.04 c0.10 0.25 0.04 c0.26
v/s Ratio Perm 0.01
v/c Ratio 0.77 0.71 0.48 0.07 0.69 0.54 0.59 0.62
Uniform Delay, d1 42.9 42.2 49.0 47.1 46.5 21.1 50.8 26.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.6 6.8 2.1 0.2 8.1 0.9 6.9 1.5
Delay (s) 53.5 49.1 51.1 47.3 54.6 21.9 57.7 28.0
Level of Service D D D D D C E C
Approach Delay (s/veh) 51.4 48.9 25.7 29.7
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 32.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 113.5 Sum of lost time (s) 18.0 Intersection Capacity Utilization 63.6% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
4: Elkhorn Ct & Dwy 12/19/2025
Opening Year Plus Project AM 1:08 pm 10/14/2025 Baseline Synchro 12 Report

Page 6 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 45 0 0 0 29 53 0 0 63 0
Future Volume (Veh/h) 0 0 45 0 0 0 29 53 0 0 63 0
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 49 0 0 0 32 58 0 0 68 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 190 190 68 239 190 58 68 58
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 190 190 68 239 190 58 68 58
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 100 95 100 100 100 98 100
cM capacity (veh/h) 758 690 995 669 690 1008 1533 1546
Direction, Lane # EB 1 NB 1 SB 1
Volume Total 49 90 68
Volume Left 0 32 0
Volume Right 49 0 0
cSH 995 1533 1700
Volume to Capacity 0.05 0.02 0.04
Queue Length 95th (ft) 4 2 0
Control Delay (s/veh) 8.8 2.7 0.0
Lane LOS A A
Approach Delay (s/veh) 8.8 2.7 0.0
Approach LOS A
Intersection Summary
Average Delay 3.3
Intersection Capacity Utilization 21.1% ICU Level of Service A Analysis Period (min) 15
Queues
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Opening Year Plus Project PM 1:39 pm 10/14/2025 Baseline Synchro 12 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 35 12 47 3 181 11 470 105 362 529 10 Future Volume (vph) 131 35 12 47 3 181 11 470 105 362 529 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 8.5 58.3 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 142 38 13 51 3 197 12 511 114 393 575 11 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 180 13 0 54 197 12 625 0 393 586 0 v/c Ratio 0.63 0.03 0.31 0.59 0.10 0.72 0.80 0.30
Control Delay (s/veh) 46.4 0.2 44.5 14.2 45.5 34.7 44.5 11. 8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 46.4 0.2 44.5 14.2 45.5 34.7 44.5 11.8 Queue Length 50th (ft) 96 0 29 0 7 165 200 77
Queue Length 95th (ft) 184 0 72 65 27 252 #418 171
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 387 461 384 496 135 1153 563 2125
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.47 0.03 0.14 0.40 0.09 0.54 0.70 0.28 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Opening Year Plus Project PM 1:39 pm 10/14/2025 Baseline Synchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 35 12 47 3 181 11 470 105 362 529 10 Future Volume (vph) 131 35 12 47 3 181 11 470 105 362 529 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1792 1583 1779 1583 1770 3442 1770 3529 Flt Permitted 0.96 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1792 1583 1779 1583 1770 3442 1770 3529 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 142 38 13 51 3 197 12 511 114 393 575 11 RTOR Reduction (vph) 0 0 11 0 0 178 0 17 0 0 1 0
Lane Group Flow (vph) 0 180 2 0 54 19 12 608 0 393 585 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 13.8 13.8 8.5 8.5 1.1 25.1 23.9 47.9 Effective Green, g (s) 13.8 13.8 8.5 8.5 1.1 25.1 23.9 47.9 Actuated g/C Ratio 0.15 0.15 0.10 0.10 0.01 0.28 0.27 0.54 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 276 244 169 150 21 967 473 1892
v/s Ratio Prot c0.10 c0.03 0.01 c0.18 c0.22 0.17
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.65 0.01 0.32 0.13 0.57 0.63 0.83 0.31
Uniform Delay, d1 35.5 32.0 37.7 37.0 43.9 28.0 30.8 11.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.4 0.0 1.1 0.4 32.5 1.3 11.8 0.1 Delay (s) 40.9 32.0 38.8 37.4 76.3 29.3 42.6 11.6
Level of Service D C D D E C D B
Approach Delay (s/veh) 40.3 37.7 30.2 24.0
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 29.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 89.3 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 63.4% ICU Level of Service B Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
2: Elkhorn Ct & W 20th Ave 12/19/2025
Opening Year Plus Project PM 1:39 pm 10/14/2025 Baseline Synchro 12 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 21 434 14 38 238 67 23 0 65 62 1 13 Future Volume (Veh/h) 21 434 14 38 238 67 23 0 65 62 1 13 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 23 472 15 41 259 73 25 0 71 67 1 14 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 332 487 918 940 480 974 911 296
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 332 487 918 940 480 974 911 296
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 96 89 100 88 66 100 98
cM capacity (veh/h) 1227 1076 236 249 586 194 259 744
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 510 373 96 82
Volume Left 23 41 25 67
Volume Right 15 73 71 14
cSH 1227 1076 423 223
Volume to Capacity 0.02 0.04 0.23 0.37
Queue Length 95th (ft) 1 3 22 40
Control Delay (s/veh) 0.6 1.3 16.0 30.2
Lane LOS A A C D
Approach Delay (s/veh) 0.6 1.3 16.0 30.2
Approach LOS C D
Intersection Summary
Average Delay 4.5
Intersection Capacity Utilization 49.1% ICU Level of Service A Analysis Period (min) 15
Queues
3: El Camino Real & W 20th Ave 12/19/2025
Opening Year Plus Project PM 1:39 pm 10/14/2025 Baseline Synchro 12 Report

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 432 41 145 39 45 154 127 1436 21 101 974 2 18 Future Volume (vph) 432 41 145 39 45 154 127 1436 21 101 974 21 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 470 45 158 42 49 167 138 1561 23 110 1059 237 Shared Lane Traffic (%) 27%
Lane Group Flow (vph) 343 330 0 0 91 167 138 1584 0 110 1296 0 v/c Ratio 0.82 0.78 0.51 0.55 0.70 0.77 0.70 0.67
Control Delay (s/veh) 57.9 50.0 60.2 15.2 69.2 33.2 74.9 31 .5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 57.9 50.0 60.2 15.2 69.2 33.2 74.9 31.5 Queue Length 50th (ft) 254 220 68 2 103 387 83 300
Queue Length 95th (ft) #418 #355 122 68 #196 478 #178 376 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 468 471 468 529 216 2060 164 1922
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.73 0.70 0.19 0.32 0.64 0.77 0.67 0.67 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
3: El Camino Real & W 20th Ave 12/19/2025
Opening Year Plus Project PM 1:39 pm 10/14/2025 Baseline Synchro 12 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 432 41 145 39 45 154 127 1436 21 101 974 2 18 Future Volume (vph) 432 41 145 39 45 154 127 1436 21 101 974 21 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.93 1.00 0.85 1.00 1.00 1.00 0.97
Flt Protected 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1612 1821 1583 1770 5074 1770 4946 Flt Permitted 0.95 0.98 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1612 1821 1583 1770 5074 1770 4946 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 470 45 158 42 49 167 138 1561 23 110 1059 237 RTOR Reduction (vph) 0 24 0 0 0 148 0 1 0 0 24 0
Lane Group Flow (vph) 343 306 0 0 91 19 138 1583 0 110 1272 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 28.2 28.2 11.1 11.1 12.7 46.1 10.2 43 .6 Effective Green, g (s) 28.2 28.2 11.1 11.1 12.7 46.1 10.2 4 3.6 Actuated g/C Ratio 0.25 0.25 0.10 0.10 0.11 0.41 0.09 0.38 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 417 400 177 154 197 2059 158 1898
v/s Ratio Prot c0.20 0.19 c0.05 c0.08 c0.31 0.06 0.26
v/s Ratio Perm 0.01
v/c Ratio 0.82 0.76 0.51 0.12 0.70 0.77 0.70 0.67
Uniform Delay, d1 40.3 39.6 48.7 46.8 48.6 29.1 50.2 29.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.3 8.5 2.5 0.4 10.7 2.8 12.5 1.9 Delay (s) 52.7 48.1 51.2 47.2 59.3 32.0 62.7 30.9
Level of Service D D D D E C E C
Approach Delay (s/veh) 50.4 48.6 34.2 33.4
Approach LOS D D C C
Intersection Summary
HCM 2000 Control Delay (s/veh) 37.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.76
Actuated Cycle Length (s) 113.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
4: Elkhorn Ct & Dwy 12/19/2025
Opening Year Plus Project PM 1:39 pm 10/14/2025 Baseline Synchro 12 Report

Page 6 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 23 0 0 0 44 42 0 0 53 0
Future Volume (Veh/h) 0 0 23 0 0 0 44 42 0 0 53 0
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 25 0 0 0 48 46 0 0 58 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 200 200 58 225 200 46 58 46
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 200 200 58 225 200 46 58 46
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 100 98 100 100 100 97 100
cM capacity (veh/h) 741 674 1008 695 674 1023 1546 1562 Direction, Lane # EB 1 NB 1 SB 1
Volume Total 25 94 58
Volume Left 0 48 0
Volume Right 25 0 0
cSH 1008 1546 1700
Volume to Capacity 0.02 0.03 0.03
Queue Length 95th (ft) 2 2 0
Control Delay (s/veh) 8.7 3.9 0.0
Lane LOS A A
Approach Delay (s/veh) 8.7 3.9 0.0
Approach LOS A
Intersection Summary
Average Delay 3.3
Intersection Capacity Utilization 21.3% ICU Level of Service A Analysis Period (min) 15
Queues Cumulative AM
1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Cumulative AM 11:10 am 10/17/2025 Baseline Synchro 12 R eport

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 10 84 38 193 47 838 57 530 437 97 Future Volume (vph) 21 39 10 84 38 193 47 838 57 530 437 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 10.3 69.9 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 65 11 0 132 210 51 973 0 576 580 0 v/c Ratio 0.38 0.04 0.55 0.54 0.41 0.91 1.10 0.30
Control Delay (s/veh) 47.6 0.3 47.6 10.9 54.3 45.4 102.1 13 .2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 47.6 0.3 47.6 10.9 54.3 45.4 102.1 13.2 Queue Length 50th (ft) 38 0 76 0 30 297 ~406 97
Queue Length 95th (ft) 83 0 140 64 73 #497 #694 162
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 521 544 513 601 129 1074 525 1935
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.02 0.26 0.35 0.40 0.91 1.10 0.30 Intersection Summary
Area Type: Other
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Cumulative AM 1: Alameda de las Pulgas & W 20th Ave 10/20/2025
Cumulative AM 11:10 am 10/17/2025 Baseline Synchro 12 R eport

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 10 84 38 193 47 838 57 530 437 97 Future Volume (vph) 21 39 10 84 38 193 47 838 57 530 437 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1830 1583 1801 1583 1770 3505 1770 3443 Flt Permitted 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1830 1583 1801 1583 1770 3505 1770 3443 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 23 42 11 91 41 210 51 911 62 576 475 105 RTOR Reduction (vph) 0 0 10 0 0 183 0 3 0 0 11 0
Lane Group Flow (vph) 0 65 1 0 132 27 51 970 0 576 569 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 7.3 7.3 12.2 12.2 5.1 29.2 27.4 51.5 Effective Green, g (s) 7.3 7.3 12.2 12.2 5.1 29.2 27.4 51.5 Actuated g/C Ratio 0.08 0.08 0.13 0.13 0.05 0.31 0.29 0.55 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 141 122 233 205 95 1087 515 1884
v/s Ratio Prot c0.04 c0.07 0.03 c0.28 c0.33 0.17
v/s Ratio Perm 0.00 0.02
v/c Ratio 0.46 0.01 0.57 0.13 0.54 0.89 1.12 0.30
Uniform Delay, d1 41.5 40.1 38.5 36.3 43.3 30.9 33.3 11.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.0 3.1 0.3 5.7 9.4 76.3 0.1
Delay (s) 43.9 40.1 41.6 36.6 49.1 40.4 109.7 11.6
Level of Service D D D D D D F B
Approach Delay (s/veh) 43.3 38.5 40.8 60.5
Approach LOS D D D E
Intersection Summary
HCM 2000 Control Delay (s/veh) 49.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 94.1 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 78.9% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Cumulative AM 2: Elkhorn Ct & W 20th Ave 10/20/2025
Cumulative AM 11:10 am 10/17/2025 Baseline Synchro 12 R eport

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 9 512 11 45 444 53 2 0 12 57 0 10 Future Volume (Veh/h) 9 512 11 45 444 53 2 0 12 57 0 10 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 10 557 12 49 483 58 2 0 13 62 0 11 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 541 569 1204 1222 563 1206 1199 512 vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 541 569 1204 1222 563 1206 1199 512
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 95 99 100 98 59 100 98
cM capacity (veh/h) 1028 1003 151 169 526 149 175 562
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 579 590 15 73
Volume Left 10 49 2 62
Volume Right 12 58 13 11
cSH 1028 1003 395 168
Volume to Capacity 0.00* 0.05 0.04 0.43
Queue Length 95th (ft) 1 4 3 49
Control Delay (s/veh) 0.3 1.3 14.5 41.9
Lane LOS A A B E
Approach Delay (s/veh) 0.3 1.3 14.5 41.9
Approach LOS B E
Intersection Summary
Average Delay 3.3
Intersection Capacity Utilization 69.5% ICU Level of Service C Analysis Period (min) 15
* Value less than 0.01.

Queues Cumulative AM
3: El Camino Real & W 20th Ave 10/20/2025
Cumulative AM 11:10 am 10/17/2025 Baseline Synchro 12 R eport

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 380 200 88 36 39 167 186 1908 107 72 1304 311 Future Volume (vph) 380 200 88 36 39 167 186 1908 107 72 1304 3 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Shared Lane Traffic (%) 12%
Lane Group Flow (vph) 363 363 0 0 81 182 202 2190 0 78 1755 0 v/c Ratio 0.86 0.84 0.50 0.59 0.77 0.97 0.52 0.97
Control Delay (s/veh) 64.7 60.5 64.3 15.9 69.7 47.2 66.6 52 .4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 64.7 60.5 64.3 15.9 69.7 47.2 66.6 52.4 Queue Length 50th (ft) 297 287 64 0 156 ~643 61 502
Queue Length 95th (ft) #507 #490 118 71 #264 #847 117 #664 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 423 433 436 518 299 2256 188 1815
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.86 0.84 0.19 0.35 0.68 0.97 0.41 0.97 Intersection Summary
Area Type: Other
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis Cumulative AM 3: El Camino Real & W 20th Ave 10/20/2025
Cumulative AM 11:10 am 10/17/2025 Baseline Synchro 12 R eport

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 380 200 88 36 39 167 186 1908 107 72 1304 311 Future Volume (vph) 380 200 88 36 39 167 186 1908 107 72 1304 3 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.96 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1688 1819 1583 1770 5045 1770 4938 Flt Permitted 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1688 1819 1583 1770 5045 1770 4938 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 413 217 96 39 42 182 202 2074 116 78 1417 338 RTOR Reduction (vph) 0 9 0 0 0 166 0 4 0 0 26 0
Lane Group Flow (vph) 363 354 0 0 81 16 202 2186 0 78 1729 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 30.6 30.6 10.8 10.8 18.1 54.2 8.8 44. 9 Effective Green, g (s) 30.6 30.6 10.8 10.8 18.1 54.2 8.8 44 .9 Actuated g/C Ratio 0.25 0.25 0.09 0.09 0.15 0.44 0.07 0.37 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 420 422 160 139 261 2233 127 1811
v/s Ratio Prot c0.22 0.21 c0.04 c0.11 c0.43 0.04 0.35
v/s Ratio Perm 0.01
v/c Ratio 0.86 0.84 0.51 0.12 0.77 0.98 0.61 0.95
Uniform Delay, d1 43.9 43.6 53.3 51.4 50.2 33.5 55.2 37.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 16.6 13.6 2.5 0.4 13.3 14.7 8.5 12.9 Delay (s) 60.6 57.2 55.8 51.8 63.5 48.2 63.7 50.6
Level of Service E E E D E D E D
Approach Delay (s/veh) 58.9 53.0 49.5 51.2
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay (s/veh) 51.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 122.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 81.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis Cumulative AM 4: Elkhorn Ct & Dwy 10/20/2025
Cumulative AM 11:10 am 10/17/2025 Baseline Synchro 12 R eport

Page 6 ends

Queues
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Cumulative PM 11:17 am 10/17/2025 Baseline Synchro 12 R eport

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 50 40 99 10 180 17 537 157 414 730 10 Future Volume (vph) 131 50 40 99 10 180 17 537 157 414 730 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 8.5 58.3 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 142 54 43 108 11 196 18 584 171 450 793 11 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 196 43 0 119 196 18 755 0 450 804 0 v/c Ratio 0.71 0.12 0.54 0.53 0.16 0.83 0.92 0.42
Control Delay (s/veh) 55.3 0.6 50.4 11.7 50.3 42.1 62.4 16. 1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 55.3 0.6 50.4 11.7 50.3 42.1 62.4 16.1 Queue Length 50th (ft) 121 0 74 0 11 227 288 137
Queue Length 95th (ft) 210 0 134 63 36 #350 #542 267
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 337 420 334 456 118 1005 489 1912
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.58 0.10 0.36 0.43 0.15 0.75 0.92 0.42 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Cumulative PM 11:17 am 10/17/2025 Baseline Synchro 12 R eport

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 50 40 99 10 180 17 537 157 414 730 10 Future Volume (vph) 131 50 40 99 10 180 17 537 157 414 730 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.97 1.00 0.96 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1798 1583 1782 1583 1770 3419 1770 3532 Flt Permitted 0.97 1.00 0.96 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1798 1583 1782 1583 1770 3419 1770 3532 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 142 54 43 108 11 196 18 584 171 450 793 11 RTOR Reduction (vph) 0 0 37 0 0 172 0 24 0 0 1 0
Lane Group Flow (vph) 0 196 6 0 119 24 18 731 0 450 803 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 14.8 14.8 12.0 12.0 2.3 28.0 26.8 52. 5 Effective Green, g (s) 14.8 14.8 12.0 12.0 2.3 28.0 26.8 52 .5 Actuated g/C Ratio 0.15 0.15 0.12 0.12 0.02 0.28 0.27 0.53 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 267 235 214 190 40 961 476 1861
v/s Ratio Prot c0.11 c0.07 0.01 c0.21 c0.25 0.23
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.73 0.03 0.56 0.12 0.45 0.76 0.95 0.43
Uniform Delay, d1 40.5 36.2 41.3 39.1 48.0 32.7 35.7 14.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.0 0.0 3.1 0.3 7.9 3.6 27.8 0.2 Delay (s) 50.5 36.3 44.4 39.4 55.9 36.3 63.5 14.6
Level of Service D D D D E D E B
Approach Delay (s/veh) 48.0 41.3 36.8 32.1
Approach LOS D D D C
Intersection Summary
HCM 2000 Control Delay (s/veh) 36.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 99.6 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 70.6% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
2: Elkhorn Ct & W 20th Ave 12/19/2025
Cumulative PM 11:17 am 10/17/2025 Baseline Synchro 12 R eport

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 13 521 14 38 304 38 23 0 65 49 1 9 Future Volume (Veh/h) 13 521 14 38 304 38 23 0 65 49 1 9 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 14 566 15 41 330 41 25 0 71 53 1 10 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 371 581 1045 1055 574 1105 1042 351 vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 371 581 1045 1055 574 1105 1042 351
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 96 87 100 86 66 100 99
cM capacity (veh/h) 1188 993 195 214 519 156 218 693
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 595 412 96 64
Volume Left 14 41 25 53
Volume Right 15 41 71 10
cSH 1188 993 362 178
Volume to Capacity 0.01 0.04 0.27 0.36
Queue Length 95th (ft) 1 3 26 38
Control Delay (s/veh) 0.3 1.3 18.5 36.1
Lane LOS A A C E
Approach Delay (s/veh) 0.3 1.3 18.5 36.1
Approach LOS C E
Intersection Summary
Average Delay 4.1
Intersection Capacity Utilization 53.3% ICU Level of Service A Analysis Period (min) 15
Queues
3: El Camino Real & W 20th Ave 12/19/2025
Cumulative PM 11:17 am 10/17/2025 Baseline Synchro 12 R eport

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 422 73 233 50 72 166 161 1832 21 155 1519 233 Future Volume (vph) 422 73 233 50 72 166 161 1832 21 155 1519 2 33 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 459 79 253 54 78 180 175 1991 23 168 1651 253 Shared Lane Traffic (%) 11%
Lane Group Flow (vph) 409 382 0 0 132 180 175 2014 0 168 1904 0 v/c Ratio 0.93 0.82 0.62 0.54 0.86 1.04 1.09 1.07
Control Delay (s/veh) 72.4 50.3 63.0 15.6 88.7 67.6 149.2 7 9.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 72.4 50.3 63.0 15.6 88.7 67.6 149.2 79. 3 Queue Length 50th (ft) 330 249 100 11 137 ~624 ~148 ~602 Queue Length 95th (ft) #578 #455 167 79 #285 #790 #312 #764 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 441 465 442 508 203 1941 154 1783
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.93 0.82 0.30 0.35 0.86 1.04 1.09 1.07 Intersection Summary
Area Type: Other
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
3: El Camino Real & W 20th Ave 12/19/2025
Cumulative PM 11:17 am 10/17/2025 Baseline Synchro 12 R eport

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 422 73 233 50 72 166 161 1832 21 155 1519 233 Future Volume (vph) 422 73 233 50 72 166 161 1832 21 155 1519 2 33 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.90 1.00 0.85 1.00 1.00 1.00 0.98
Flt Protected 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1583 1825 1583 1770 5077 1770 4984 Flt Permitted 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1583 1825 1583 1770 5077 1770 4984 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 459 79 253 54 78 180 175 1991 23 168 1651 253 RTOR Reduction (vph) 0 50 0 0 0 146 0 1 0 0 14 0
Lane Group Flow (vph) 409 332 0 0 132 34 175 2013 0 168 1890 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 31.5 31.5 14.1 14.1 13.8 45.9 10.5 42 .6 Effective Green, g (s) 31.5 31.5 14.1 14.1 13.8 45.9 10.5 4 2.6 Actuated g/C Ratio 0.26 0.26 0.12 0.12 0.12 0.38 0.09 0.36 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 441 415 214 186 203 1941 154 1769
v/s Ratio Prot c0.24 0.21 c0.07 0.10 c0.40 c0.09 0.38
v/s Ratio Perm 0.02
v/c Ratio 0.93 0.80 0.62 0.18 0.86 1.04 1.09 1.07
Uniform Delay, d1 43.1 41.3 50.4 47.8 52.2 37.1 54.8 38.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.5 10.3 5.2 0.5 29.2 30.8 98.9 42.3 Delay (s) 68.7 51.6 55.6 48.2 81.4 67.9 153.7 81.0
Level of Service E D E D F E F F
Approach Delay (s/veh) 60.4 51.4 69.0 86.9
Approach LOS E D E F
Intersection Summary
HCM 2000 Control Delay (s/veh) 73.6 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 86.7% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
4: Elkhorn Ct & Dwy 12/19/2025
Cumulative PM 11:17 am 10/17/2025 Baseline Synchro 12 R eport

Page 6 ends

Queues
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Cumulative Plus Project AM 11:26 am 10/17/2025 Baseline Synchro 12 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 10 86 38 198 47 838 58 532 437 97 Future Volume (vph) 21 39 10 86 38 198 47 838 58 532 437 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 25 25 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 10.3 69.9 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 23 42 11 93 41 215 51 911 63 578 475 105 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 65 11 0 134 215 51 974 0 578 580 0 v/c Ratio 0.38 0.04 0.56 0.54 0.41 0.91 1.10 0.30
Control Delay (s/veh) 47.6 0.3 47.7 10.8 54.5 45.7 104.0 13 .3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 47.6 0.3 47.7 10.8 54.5 45.7 104.0 13.3 Queue Length 50th (ft) 38 0 77 0 30 299 ~410 97
Queue Length 95th (ft) 84 0 141 63 74 #500 #700 163
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 520 544 511 604 129 1073 524 1932
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.13 0.02 0.26 0.36 0.40 0.91 1.10 0.30 Intersection Summary
Area Type: Other
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Cumulative Plus Project AM 11:26 am 10/17/2025 Baseline Synchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 21 39 10 86 38 198 47 838 58 532 437 97 Future Volume (vph) 21 39 10 86 38 198 47 838 58 532 437 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1830 1583 1800 1583 1770 3505 1770 3443 Flt Permitted 0.98 1.00 0.97 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1830 1583 1800 1583 1770 3505 1770 3443 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 23 42 11 93 41 215 51 911 63 578 475 105 RTOR Reduction (vph) 0 0 10 0 0 187 0 3 0 0 11 0
Lane Group Flow (vph) 0 65 1 0 134 28 51 971 0 578 569 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 7.3 7.3 12.4 12.4 5.1 29.2 27.4 51.5 Effective Green, g (s) 7.3 7.3 12.4 12.4 5.1 29.2 27.4 51.5 Actuated g/C Ratio 0.08 0.08 0.13 0.13 0.05 0.31 0.29 0.55 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 141 122 236 208 95 1085 514 1880
v/s Ratio Prot c0.04 c0.07 0.03 c0.28 c0.33 0.17
v/s Ratio Perm 0.00 0.02
v/c Ratio 0.46 0.01 0.57 0.14 0.54 0.89 1.12 0.30
Uniform Delay, d1 41.6 40.2 38.4 36.2 43.4 31.1 33.5 11.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.0 3.1 0.3 5.7 9.6 78.6 0.1
Delay (s) 44.0 40.2 41.6 36.5 49.2 40.7 112.0 11.7
Level of Service D D D D D D F B
Approach Delay (s/veh) 43.4 38.4 41.1 61.8
Approach LOS D D D E
Intersection Summary
HCM 2000 Control Delay (s/veh) 50.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 94.3 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 79.2% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
2: Elkhorn Ct & W 20th Ave 12/19/2025
Cumulative Plus Project AM 11:26 am 10/17/2025 Baseline Synchro 12 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 14 512 11 45 444 70 2 0 12 90 0 19 Future Volume (Veh/h) 14 512 11 45 444 70 2 0 12 90 0 19 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 15 557 12 49 483 76 2 0 13 98 0 21 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 559 569 1233 1250 563 1225 1218 521 vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 559 569 1233 1250 563 1225 1218 521
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 95 99 100 98 32 100 96
cM capacity (veh/h) 1012 1003 141 162 526 144 169 555
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 584 608 15 119
Volume Left 15 49 2 98
Volume Right 12 76 13 21
cSH 1012 1003 385 166
Volume to Capacity 0.01 0.05 0.04 0.72
Queue Length 95th (ft) 1 4 3 109
Control Delay (s/veh) 0.4 1.3 14.7 67.9
Lane LOS A A B F
Approach Delay (s/veh) 0.4 1.3 14.7 67.9
Approach LOS B F
Intersection Summary
Average Delay 7.0
Intersection Capacity Utilization 69.1% ICU Level of Service C Analysis Period (min) 15
Queues
3: El Camino Real & W 20th Ave 12/19/2025
Cumulative Plus Project AM 11:26 am 10/17/2025 Baseline Synchro 12 Report

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 407 200 94 36 39 167 189 1908 107 72 1304 325 Future Volume (vph) 407 200 94 36 39 167 189 1908 107 72 1304 3 25 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 442 217 102 39 42 182 205 2074 116 78 1417 353 Shared Lane Traffic (%) 14%
Lane Group Flow (vph) 380 381 0 0 81 182 205 2190 0 78 1770 0 v/c Ratio 0.90 0.88 0.50 0.60 0.77 0.97 0.52 0.98
Control Delay (s/veh) 70.3 65.8 64.4 16.7 69.9 46.8 66.8 54 .2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 70.3 65.8 64.4 16.7 69.9 46.8 66.8 54.2 Queue Length 50th (ft) 316 307 64 2 159 ~639 61 510
Queue Length 95th (ft) #542 #528 118 74 #271 #847 117 #672 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 422 432 435 515 299 2260 188 1812
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.90 0.88 0.19 0.35 0.69 0.97 0.41 0.98 Intersection Summary
Area Type: Other
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
3: El Camino Real & W 20th Ave 12/19/2025
Cumulative Plus Project AM 11:26 am 10/17/2025 Baseline Synchro 12 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 407 200 94 36 39 167 189 1908 107 72 1304 325 Future Volume (vph) 407 200 94 36 39 167 189 1908 107 72 1304 3 25 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.96 1.00 0.85 1.00 0.99 1.00 0.97
Flt Protected 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1685 1819 1583 1770 5045 1770 4933 Flt Permitted 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1685 1819 1583 1770 5045 1770 4933 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 442 217 102 39 42 182 205 2074 116 78 1417 353 RTOR Reduction (vph) 0 9 0 0 0 163 0 4 0 0 28 0
Lane Group Flow (vph) 380 372 0 0 81 19 205 2186 0 78 1742 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 30.6 30.6 10.8 10.8 18.3 54.4 8.8 44. 9 Effective Green, g (s) 30.6 30.6 10.8 10.8 18.3 54.4 8.8 44 .9 Actuated g/C Ratio 0.25 0.25 0.09 0.09 0.15 0.44 0.07 0.37 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 419 420 160 139 264 2238 127 1806
v/s Ratio Prot c0.23 0.22 c0.04 c0.12 c0.43 0.04 0.35
v/s Ratio Perm 0.01
v/c Ratio 0.91 0.89 0.51 0.14 0.78 0.98 0.61 0.96
Uniform Delay, d1 44.6 44.3 53.4 51.6 50.2 33.5 55.3 38.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 22.8 19.5 2.5 0.4 13.3 14.3 8.5 14.3 Delay (s) 67.4 63.8 55.9 52.0 63.5 47.8 63.8 52.4
Level of Service E E E D E D E D
Approach Delay (s/veh) 65.6 53.2 49.1 52.9
Approach LOS E D D D
Intersection Summary
HCM 2000 Control Delay (s/veh) 53.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 122.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 82.0% ICU Level of Service D Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
4: Elkhorn Ct & Dwy 12/19/2025
Cumulative Plus Project AM 11:26 am 10/17/2025 Baseline Synchro 12 Report

Page 6 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 0 0 45 0 0 0 29 53 0 0 63 0
Future Volume (Veh/h) 0 0 45 0 0 0 29 53 0 0 63 0
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 0 0 49 0 0 0 32 58 0 0 68 0
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 190 190 68 239 190 58 68 58
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 190 190 68 239 190 58 68 58
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free % 100 100 95 100 100 100 98 100
cM capacity (veh/h) 758 690 995 669 690 1008 1533 1546
Direction, Lane # EB 1 NB 1 SB 1
Volume Total 49 90 68
Volume Left 0 32 0
Volume Right 49 0 0
cSH 995 1533 1700
Volume to Capacity 0.05 0.02 0.04
Queue Length 95th (ft) 4 2 0
Control Delay (s/veh) 8.8 2.7 0.0
Lane LOS A A
Approach Delay (s/veh) 8.8 2.7 0.0
Approach LOS A
Intersection Summary
Average Delay 3.3
Intersection Capacity Utilization 21.1% ICU Level of Service A Analysis Period (min) 15
Queues
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Cumulative Plus Project PM 11:22 am 10/17/2025 Baseline Synchro 12 Report

Page 1 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 50 40 100 10 181 17 537 159 418 730 10 Future Volume (vph) 131 50 40 100 10 181 17 537 159 418 730 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 50 0 225 185 0 250 0
Storage Lanes 0 1 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 376 2563 1290 948
Travel Time (s) 8.5 58.3 29.3 21.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 142 54 43 109 11 197 18 584 173 454 793 11 Shared Lane Traffic (%)
Lane Group Flow (vph) 0 196 43 0 120 197 18 757 0 454 804 0 v/c Ratio 0.71 0.12 0.54 0.54 0.16 0.83 0.93 0.42
Control Delay (s/veh) 55.3 0.6 50.6 11.6 50.3 42.2 63.8 16. 1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 55.3 0.6 50.6 11.6 50.3 42.2 63.8 16.1 Queue Length 50th (ft) 121 0 75 0 11 228 291 137
Queue Length 95th (ft) 210 0 135 63 36 #352 #547 267
Internal Link Dist (ft) 296 2483 1210 868
Turn Bay Length (ft) 50 225 185 250
Base Capacity (vph) 337 420 334 457 118 1004 489 1912
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.58 0.10 0.36 0.43 0.15 0.75 0.93 0.42 Intersection Summary
Area Type: Other
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
1: Alameda de las Pulgas & W 20th Ave 12/19/2025
Cumulative Plus Project PM 11:22 am 10/17/2025 Baseline Synchro 12 Report

Page 2 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 131 50 40 100 10 181 17 537 159 418 730 10 Future Volume (vph) 131 50 40 100 10 181 17 537 159 418 730 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frt 1.00 0.85 1.00 0.85 1.00 0.97 1.00 1.00
Flt Protected 0.97 1.00 0.96 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1798 1583 1782 1583 1770 3418 1770 3532 Flt Permitted 0.97 1.00 0.96 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1798 1583 1782 1583 1770 3418 1770 3532 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 142 54 43 109 11 197 18 584 173 454 793 11 RTOR Reduction (vph) 0 0 37 0 0 173 0 24 0 0 1 0
Lane Group Flow (vph) 0 196 6 0 120 24 18 733 0 454 803 0 Turn Type Split NA Perm Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 4 8
Actuated Green, G (s) 14.8 14.8 12.0 12.0 2.3 28.0 26.8 52. 5 Effective Green, g (s) 14.8 14.8 12.0 12.0 2.3 28.0 26.8 52 .5 Actuated g/C Ratio 0.15 0.15 0.12 0.12 0.02 0.28 0.27 0.53 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 267 235 214 190 40 960 476 1861
v/s Ratio Prot c0.11 c0.07 0.01 c0.21 c0.26 0.23
v/s Ratio Perm 0.00 0.01
v/c Ratio 0.73 0.03 0.56 0.12 0.45 0.76 0.95 0.43
Uniform Delay, d1 40.5 36.2 41.3 39.1 48.0 32.8 35.8 14.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.0 0.0 3.3 0.3 7.9 3.6 29.6 0.2 Delay (s) 50.5 36.3 44.7 39.4 55.9 36.4 65.4 14.6
Level of Service D D D D E D E B
Approach Delay (s/veh) 48.0 41.4 36.9 32.9
Approach LOS D D D C
Intersection Summary
HCM 2000 Control Delay (s/veh) 36.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79
Actuated Cycle Length (s) 99.6 Sum of lost time (s) 1 8.0 Intersection Capacity Utilization 70.9% ICU Level of Service C Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
2: Elkhorn Ct & W 20th Ave 12/19/2025
Cumulative Plus Project PM 11:22 am 10/17/2025 Baseline Synchro 12 Report

Page 3 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 21 521 14 38 304 67 23 0 65 62 1 13 Future Volume (Veh/h) 21 521 14 38 304 67 23 0 65 62 1 13 Sign Control Free Free Stop Stop
Grade 0% 0% 0% 0%
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Hourly flow rate (vph) 23 566 15 41 330 73 25 0 71 67 1 14 Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft) 731
pX, platoon unblocked
vC, conflicting volume 403 581 1083 1105 574 1139 1076 367 vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 403 581 1083 1105 574 1139 1076 367
tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 96 86 100 86 54 100 98
cM capacity (veh/h) 1156 993 181 198 519 147 206 679
Direction, Lane # EB 1 WB 1 NB 1 SB 1
Volume Total 604 444 96 82
Volume Left 23 41 25 67
Volume Right 15 73 71 14
cSH 1156 993 349 170
Volume to Capacity 0.02 0.04 0.27 0.48
Queue Length 95th (ft) 2 3 27 58
Control Delay (s/veh) 0.5 1.2 19.2 44.4
Lane LOS A A C E
Approach Delay (s/veh) 0.5 1.2 19.2 44.4
Approach LOS C E
Intersection Summary
Average Delay 5.2
Intersection Capacity Utilization 53.6% ICU Level of Service A Analysis Period (min) 15
Queues
3: El Camino Real & W 20th Ave 12/19/2025
Cumulative Plus Project PM 11:22 am 10/17/2025 Baseline Synchro 12 Report

Page 4 ends

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 432 73 235 50 72 166 166 1832 21 155 1519 257 Future Volume (vph) 432 73 235 50 72 166 166 1832 21 155 1519 2 57 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Storage Length (ft) 0 0 0 0 230 0 240 0
Storage Lanes 1 0 0 1 1 0 1 0
Taper Length (ft) 25 25 25 25
Right Turn on Red Yes Yes Yes Yes
Link Speed (mph) 30 30 30 30
Link Distance (ft) 731 818 1467 812
Travel Time (s) 16.6 18.6 33.3 18.5
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.9 2 0.92 0.92 0.92 Adj. Flow (vph) 470 79 255 54 78 180 180 1991 23 168 1651 279 Shared Lane Traffic (%) 12%
Lane Group Flow (vph) 414 390 0 0 132 180 180 2014 0 168 1930 0 v/c Ratio 0.94 0.84 0.62 0.55 0.89 1.04 1.09 1.08
Control Delay (s/veh) 74.4 52.4 63.0 16.1 92.6 67.6 149.2 8 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay (s/veh) 74.4 52.4 63.0 16.1 92.6 67.6 149.2 84. 8 Queue Length 50th (ft) 335 258 100 12 141 ~624 ~148 ~617 Queue Length 95th (ft) #589 #472 167 81 #296 #790 #312 #780 Internal Link Dist (ft) 651 738 1387 732
Turn Bay Length (ft) 230 240
Base Capacity (vph) 441 464 442 507 203 1941 154 1781
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.94 0.84 0.30 0.36 0.89 1.04 1.09 1.08 Intersection Summary
Area Type: Other
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

HCM Signalized Intersection Capacity Analysis
3: El Camino Real & W 20th Ave 12/19/2025
Cumulative Plus Project PM 11:22 am 10/17/2025 Baseline Synchro 12 Report

Page 5 ends

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (vph) 432 73 235 50 72 166 166 1832 21 155 1519 257 Future Volume (vph) 432 73 235 50 72 166 166 1832 21 155 1519 2 57 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1 900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Lane Util. Factor 0.95 0.95 1.00 1.00 1.00 0.91 1.00 0.91 Frt 1.00 0.90 1.00 0.85 1.00 1.00 1.00 0.98
Flt Protected 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1681 1585 1825 1583 1770 5077 1770 4975 Flt Permitted 0.95 0.99 0.98 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 1681 1585 1825 1583 1770 5077 1770 4975 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0. 92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 470 79 255 54 78 180 180 1991 23 168 1651 279 RTOR Reduction (vph) 0 49 0 0 0 144 0 1 0 0 16 0
Lane Group Flow (vph) 414 341 0 0 132 36 180 2013 0 168 1914 0 Turn Type Split NA Split NA Perm Prot NA Prot NA
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8
Actuated Green, G (s) 31.5 31.5 14.1 14.1 13.8 45.9 10.5 42 .6 Effective Green, g (s) 31.5 31.5 14.1 14.1 13.8 45.9 10.5 4 2.6 Actuated g/C Ratio 0.26 0.26 0.12 0.12 0.12 0.38 0.09 0.36 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 441 416 214 186 203 1941 154 1766
v/s Ratio Prot c0.25 0.22 c0.07 0.10 c0.40 c0.09 0.38
v/s Ratio Perm 0.02
v/c Ratio 0.94 0.82 0.62 0.19 0.89 1.04 1.09 1.08
Uniform Delay, d1 43.3 41.6 50.4 47.8 52.3 37.1 54.8 38.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 27.7 12.2 5.2 0.5 33.7 30.8 98.9 48.0 Delay (s) 71.0 53.8 55.6 48.3 86.1 67.9 153.7 86.7
Level of Service E D E D F E F F
Approach Delay (s/veh) 62.7 51.4 69.4 92.1
Approach LOS E D E F
Intersection Summary
HCM 2000 Control Delay (s/veh) 76.2 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 87.1% ICU Level of Service E Analysis Period (min) 15
c Critical Lane Group
HCM Unsignalized Intersection Capacity Analysis
4: Elkhorn Ct & Dwy 12/19/2025
Cumulative Plus Project PM 11:22 am 10/17/2025 Baseline Synchro 12 Report

Page 6 ends

Appendix C

Volume Sheets
220 W 20th Avenue
San Mateo, CA
Intersection Number: 1
Traffix Node Number: 1
Intersection Name: Alameda de las Pulgas and W 20th Avenue Peak Hour: AM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
bkgdisting Conditions 97 385 357 190 18 42 57 677 32 5 39 21 1920 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 0 0 2 3 0 0 0 0 0 0 0 0 5
Bay Meadows Phase II Extension 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 2 3 0 0 0 0 0 0 0 0 5
Opening Year Conditions 97 385 359 193 18 42 57 677 32 5 39 21 1925 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 0 0 2 5 0 2 1 0 0 0 0 0 10
Opening Year + Project Conditions 97 385 361 198 18 44 58 677 32 5 39 21 1935 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 97 437 530 193 38 84 57 838 47 10 39 21 2391 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 97 437 532 198 38 86 58 838 47 10 39 21 2401 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Intersection Number: 2
Traffix Node Number: 2
Intersection Name: Elkhorn Court/Pioneer Court and W 20th Avenue Peak Hour: AM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 10 0 57 53 411 45 12 0 2 11 327 9 937 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 0 0 0 0 4 0 0 0 0 0 7 0 11
Bay Meadows Phase II Extension 0 0 0 0 1 0 0 0 0 0 1 0 2 Total Approved Trips 0 0 0 0 5 0 0 0 0 0 8 0 13
Opening Year Conditions 10 0 57 53 416 45 12 0 2 11 335 9 950 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 9 0 33 17 0 0 0 0 0 0 0 5 64
Opening Year + Project Conditions 19 0 90 70 416 45 12 0 2 11 335 14 1014 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 10 0 57 53 444 45 12 0 2 11 512 9 1155 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 19 0 90 70 444 45 12 0 2 11 512 14 1219 check 0 0 0 0 0 0 0 0 0 0 0 0 0
10/20/25
09/11/25
10/20/25
09/11/25
Hexagon Transportation Consultants, Inc.
12/23/2025
Sum_AM
220 W 20 Ave Volumes 2025-12-19
220 W 20th Avenue
San Mateo, CA
Intersection Number: 3
Traffix Node Number: 3
Intersection Name: El Camino Real and W 20th Avenue
Peak Hour: AM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 308 856 72 98 37 36 18 1165 151 85 21 321 3168 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 3 0 0 0 0 0 0 0 1 2 0 5 11
Bay Meadows Phase II Extension 0 3 0 0 0 0 0 5 1 1 0 0 10 Total Approved Trips 3 3 0 0 0 0 0 5 2 3 0 5 21
Opening Year Conditions 311 859 72 98 37 36 18 1170 153 88 21 326 3189 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 14 0 0 0 0 0 0 0 3 6 0 27 50
Opening Year + Project Conditions 325 859 72 98 37 36 18 1170 156 94 21 353 3239 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 311 1304 72 167 39 36 107 1908 186 88 200 380 4798 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 325 1304 72 167 39 36 107 1908 189 94 200 407 4848 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Intersection Number: 4
Traffix Node Number: 4
Intersection Name: Elkhorn Court/Pioneer Court and Project Driveway Peak Hour: AM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 0 63 0 0 0 0 0 53 9 4 0 0 129
check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 0 0 0 0 0 0 0 0 0 0 0 0 0
Bay Meadows Phase II Extension 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 0 0 0 0 0 0 0 0 0 0 0
Opening Year Conditions 0 63 0 0 0 0 0 53 9 4 0 0 129
check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 0 0 0 0 0 0 0 0 29 45 0 0 74
Opening Year + Project Conditions 0 63 0 0 0 0 0 53 29 45 0 0 190 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 0 63 0 0 0 0 0 53 9 4 0 0 129 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 0 63 0 0 0 0 0 53 29 45 0 0 190 check 0 0 0 0 0 0 0 0 0 0 0 0 0
09/11/25
10/20/25
09/11/25
10/20/25
Hexagon Transportation Consultants, Inc.
12/23/2025
Sum_AM
220 W 20 Ave Volumes 2025-12-19
220 W. 20th Avenue
San Mateo, CA
Intersection Number: 1
Traffix Node Number: 1
Intersection Name: Alameda de las Pulgas and W 20th Avenue Peak Hour: PM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 10 529 355 178 3 46 103 470 11 12 35 131 1883 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 0 0 3 2 0 0 0 0 0 0 0 0 5
Bay Meadows Phase II Extension 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 3 2 0 0 0 0 0 0 0 0 5
Opening Year Conditions 10 529 358 180 3 46 103 470 11 12 35 131 1888 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 0 0 4 1 0 1 2 0 0 0 0 0 8
Opening Year + Project Conditions 10 529 362 181 3 47 105 470 11 12 35 131 1896 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 10 730 414 180 10 99 157 537 17 40 50 131 2375 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 10 730 418 181 10 100 159 537 17 40 50 131 2383 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Intersection Number: 2
Traffix Node Number: 2
Intersection Name: Elkhorn Court/Pioneer Court and W 20th Avenue Peak Hour: PM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 9 1 49 38 230 38 65 0 23 14 429 13 909 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 0 0 0 0 6 0 0 0 0 0 3 0 9
Bay Meadows Phase II Extension 0 0 0 0 2 0 0 0 0 0 2 0 4 Total Approved Trips 0 0 0 0 8 0 0 0 0 0 5 0 13
Opening Year Conditions 9 1 49 38 238 38 65 0 23 14 434 13 922 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 4 0 13 29 0 0 0 0 0 0 0 8 54
Opening Year + Project Conditions 13 1 62 67 238 38 65 0 23 14 434 21 976 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 9 1 49 38 304 38 65 0 23 14 521 13 1075 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 13 1 62 67 304 38 65 0 23 14 521 21 1129 check 0 0 0 0 0 0 0 0 0 0 0 0 0
10/20/25
09/11/25
10/20/25
09/11/25
Hexagon Transportation Consultants, Inc.
12/23/2025
Sum_PM
220 W 20 Ave Volumes 2025-12-19
220 W. 20th Avenue
San Mateo, CA
Intersection Number: 3
Traffix Node Number: 3
Intersection Name: El Camino Real and W 20th Avenue
Peak Hour: PM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 189 968 101 154 45 39 21 1428 119 140 41 419 3664 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 5 0 0 0 0 0 0 0 1 1 0 3 10
Bay Meadows Phase II Extension 0 6 0 0 0 0 0 8 2 2 0 0 18 Total Approved Trips 5 6 0 0 0 0 0 8 3 3 0 3 28
Opening Year Conditions 194 974 101 154 45 39 21 1436 122 143 41 422 3692 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 24 0 0 0 0 0 0 0 5 2 0 10 41
Opening Year + Project Conditions 218 974 101 154 45 39 21 1436 127 145 41 432 3733 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 233 1519 155 166 72 50 21 1832 161 233 73 422 4937 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 257 1519 155 166 72 50 21 1832 166 235 73 432 4978 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Intersection Number: 4
Traffix Node Number: 4
Intersection Name: Elkhorn Court/Pioneer Court and Project Driveway Peak Hour: PM Date of Analysis:

Count Date:

Movements
Southbound Approach Westbound Approach Northbound Approach Eastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 0 53 0 0 0 0 0 42 9 6 0 0 110
check 0 0 0 0 0 0 0 0 0 0 0 0 0
Approved Project Trips
1919 O'Farrell Street 0 0 0 0 0 0 0 0 0 0 0 0 0
Bay Meadows Phase II Extension 0 0 0 0 0 0 0 0 0 0 0 0 0 Total Approved Trips 0 0 0 0 0 0 0 0 0 0 0 0 0
Opening Year Conditions 0 53 0 0 0 0 0 42 9 6 0 0 110
check 0 0 0 0 0 0 0 0 0 0 0 0 0
Proposed Project Trips 0 0 0 0 0 0 0 0 44 23 0 0 67
Opening Year + Project Conditions 0 53 0 0 0 0 0 42 44 23 0 0 162 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumlative No Project Conditions 0 53 0 0 0 0 0 42 9 6 0 0 110 check 0 0 0 0 0 0 0 0 0 0 0 0 0
Cumulative + Project Conditions 0 53 0 0 0 0 0 42 44 23 0 0 162 check 0 0 0 0 0 0 0 0 0 0 0 0 0
09/11/25
10/20/25
09/11/25
10/20/25
Hexagon Transportation Consultants, Inc.
12/23/2025
Sum_PM
220 W 20 Ave Volumes 2025-12-19

Appendix D

Signal Warrant Analysis
12/19/2025
0 TRAFFIC SIGNAL WARRANTS WORKSHEET
Analyst: JL date: 12/19/25
Major Street: W 20th Avenue Critical Approach Speed* (mph) 25 Minor Street: Pioneer Court/ Elkhorn Court Critical Approach Speed* (mph) 25 *Posted Speed.

Critical speed of major street traffic > 50 mph (64 km/h)….…..…...….......……..

In built up area of isolated community of < 10,000 population….…...……….…..

Urban (U)
Warrant 3 - Peak Hour
PART A
(All parts 1, 2, and 3 below must be satisfied)

AM PEAK PERIOD
Minor Street Approach Direction w/ Highest Delay SB SB SB SB SB Highest Minor Street Average Delay (sec/veh) 26.1 26.7 35.2 41.9 67.9 Corresponding Minor Street Approach Volume (veh/hr) 67 67 109 67 109 Minor Street Total Delay (veh-hrs) 0.5 0.5 1.1 0.8 2.1
Total Entering Volume (veh/hr) 937 950 1014 1155 1219

1. No No No No No

2. No No Yes No Yes

3. Yes Yes Yes Yes Yes
Signal Warranted based on Part A? No No No No No
PART B

AM PEAK PERIOD
One
2 or
More
Major Street - Both Approaches W 20th Avenue X 856 869 891 1074 1096 Minor Street - Highest Approach Pioneer Court/
Elkhorn Court X 67 67 109 67 109
Signal Warranted based on Part B? No No No No No
Cumulative
The volume on the same minor street approach equals or exceeds 100 vph for 1 moving lane of traffic or 150 vph for 2 moving lanes; AND
The total entering volume serviced during the hour equals or exceeds 800 vph for intersections with 4 or more approaches or 650 vph for intersections with 3 approaches.

AM PEAK PERIOD
Cumul + Prj
OY + Prj
Opening Year
Existing
Cumulative
Source: California Manual on Uniform Traffic Control Devices for Streets and Highways (FHWA's MUTCD 2009 Edition, as amended for use in California).

Existing
Approach
Lanes
The need for a traffic control signal should be considered if an engineering study finds that the criteria in either of the following two categories (Parts A and B) are met:

The Warrant is satisfied if the plotted point for vehicles per hour on the major street (both approaches) and the corresponding per hour higher vehicle volume minor street approach (one direction only) for one hour (any four consecutive 15-minute periods) fall above the applicable curves in California MUTCD Figure 4C-3 or 4C-4.

Cumul + Prj
or
File: Elkhorn & 20th - Signal Warrant 2025-12-19
Tab: Signal Warrants 3 (AM)
12/19/2025
0 W 20th Avenue & Pioneer Court AM PEAK PERIOD
Warrant 3, Part B - Peak-Hour Vehicular Volume
One
2 or
More
Major Street - Both Approaches W 20th Avenue X 856 869 891 1074 1096 Minor Street - Highest Approach Pioneer Court/
Elkhorn Court X 67 67 109 67 109
Signal Warranted Based on Part B - Peak-Hour Volumes? No No No No No *Warrant is satisfied if plotted points fall above the appropriate curve in graph above.

Existing
Opening Year
Source: Figure 4C-3 California Manual on Uniform Traffic Control Devices for Streets and Highways (FHWA's MUTCD 2009 Edition, as amended for use in California).
* Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.

Approach
Lanes

AM PEAK PERIOD
OY + Prj
Cumul + Prj
Cumulative
ExistingOpening Year
OY + Prj
Cumulative
Cumul + Prj
0 100
200
300
400
500
600
700
800
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Minor Street - Highest Approach (vph)
Major Street - Total of Both Approaches (vph)
Warrant 3, Part B - Peak-Hour Vehicular Volume
*100
*150
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
File: Elkhorn & 20th - Signal Warrant 2025-12-19
Tab: Warrant 3, Part B-Graph (AM)
12/19/2025
0 TRAFFIC SIGNAL WARRANTS WORKSHEET
Analyst: JL date: 12/19/25
Major Street: W 20th Avenue Critical Approach Speed* (mph) 25 Minor Street: Pioneer Court/ Elkhorn Court Critical Approach Speed* (mph) 25 *Posted Speed.

Critical speed of major street traffic > 50 mph (64 km/h)….…..…...….......……..

In built up area of isolated community of < 10,000 population….…...……….…..

Urban (U)
Warrant 3 - Peak Hour
PART A
(All parts 1, 2, and 3 below must be satisfied)

PM PEAK HOUR
Minor Street Approach Direction w/ Highest Delay SB SB SB SB SB Highest Minor Street Average Delay (sec/veh) 25.4 26.1 30.2 36.1 44.4 Corresponding Minor Street Approach Volume (veh/hr) 59 59 76 59 76 Minor Street Total Delay (veh-hrs) 0.4 0.4 0.6 0.6 0.9
Total Entering Volume (veh/hr) 909 922 976 1075 1129

1. No No No No No

2. No No No No No

3. Yes Yes Yes Yes Yes
Signal Warranted based on Part A? No No No No No
PART B

PM PEAK HOUR
One
2 or
More
Major Street - Both Approaches W 20th Avenue X 762 775 812 928 965 Minor Street - Highest Approach Pioneer Court/
Elkhorn Court X 88 88 88 88 88
Signal Warranted based on Part B? No No No No No
Rural (R)
OY + Prj
Opening Year

PM PEAK HOUR
Existing
The need for a traffic control signal should be considered if an engineering study finds that the criteria in either of the following two categories (Parts A and B) are met:

Cumulative
Approach
Lanes
Cumul + Prj
The volume on the same minor street approach equals or exceeds 100 vph for 1 moving lane of traffic or 150 vph for 2 moving lanes; AND
The total entering volume serviced during the hour equals or exceeds 800 vph for intersections with 4 or more approaches or 650 vph for intersections with 3 approaches.

The total delay experienced for traffic on one minor street approach controlled by a STOP sign equals or exceeds 4 vehicle-hours for a 1- lane approach and 5 vehicle-hours for a 2-lane approach; AND Existing
Cumul + Prj
The Warrant is satisfied if the plotted point for vehicles per hour on the major street (both approaches) and the corresponding per hour higher vehicle volume minor street approach (one direction only) for one hour (any four consecutive 15-minute periods) fall above the applicable curves in California MUTCD Figure 4C-3 or 4C-4.

OY + Prj
Opening Year
Source: California Manual on Uniform Traffic Control Devices for Streets and Highways (FHWA's MUTCD 2009 Edition, as amended for use in California).

Cumulative
or
File: Elkhorn & 20th - Signal Warrant 2025-12-19
Tab: Signal Warrants 3 (PM)
12/19/2025
0 W 20th Avenue & Pioneer Court PM PEAK HOUR
Warrant 3, Part B - Peak-Hour Vehicular Volume
One
2 or
More
Major Street - Both Approaches W 20th Avenue X 762 775 812 928 965 Minor Street - Highest Approach Pioneer Court/
Elkhorn Court X 88 88 88 88 88
Signal Warranted Based on Part B - Peak-Hour Volumes? No No No No No *Warrant is satisfied if plotted points fall above the appropriate curve in graph above.

Approach
Lanes
Source: Figure 4C-3 California Manual on Uniform Traffic Control Devices for Streets and Highways (FHWA's MUTCD 2009 Edition, as amended for use in California).

Opening Year
OY + Prj
Cumulative
Existing
* Note: 150 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor-street approach with one lane.

Cumul + Prj

PM PEAK HOUR
ExistingOpening Year
OY + Prj
Cumulative
Cumul + Prj
0 100
200
300
400
500
600
700
800
600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 Minor Street - Highest Approach (vph)
Major Street - Total of Both Approaches (vph)
Warrant 3, Part B - Peak-Hour Vehicular Volume
*100
*150
2 or more lanes & 2 or more lanes
2 or more lanes & 1 lane
1 lane & 1 lane
File: Elkhorn & 20th - Signal Warrant 2025-12-19
Tab: Warrant 3, Part B-Graph (PM)

Appendix E

Garage Turning Templates
CHECKEDCITY OF SAN MATEO220 W 20TH AVENUETURNING TEMPLATEHEXAGON TRANSPORTATIONCONSULTANTS, INC.100 Century Center Court, Suite 501San Jose, California 95112Ph: (408) 971-6100 www.hextrans.comFIGURE NO.DRAWNDATESCALE1 LEVEL 2 RAMP DOWN CHECKEDCITY OF SAN MATEO220 W 20TH AVENUETURNING TEMPLATEHEXAGON TRANSPORTATIONCONSULTANTS, INC.100 Century Center Court, Suite 501San Jose, California 95112Ph: (408) 971-6100 www.hextrans.comFIGURE NO.DRAWNDATESCALE2 LEVEL 1 RAMP DOWN CHECKEDCITY OF SAN MATEO220 W 20TH AVENUETURNING TEMPLATEHEXAGON TRANSPORTATIONCONSULTANTS, INC.100 Century Center Court, Suite 501San Jose, California 95112Ph: (408) 971-6100 www.hextrans.comFIGURE NO.DRAWNDATESCALE3 LEVEL 1 RAMP UP CHECKEDCITY OF SAN MATEO220 W 20TH AVENUETURNING TEMPLATEHEXAGON TRANSPORTATIONCONSULTANTS, INC.100 Century Center Court, Suite 501San Jose, California 95112Ph: (408) 971-6100 www.hextrans.comFIGURE NO.DRAWNDATESCALE4 LEVEL B1 RAMP UP

Appendix F

San Mateo County C/CAG Checklist Worksheet

Jan 1, 2022
Form Continues on Page 2
Sum percentages from each selected
measure from rows 1-6
Total from Required Measures
%
7 6 1 %M9 - Design Streets to Encourage Bike/Ped Access Design adjacent streets or roadways to facilitate multimodal travel.

ALL
5 1 %M8 - Secure Bicycle Storage
Comply with CalGREEN minimum bicycle parking requirements.

ALL
4 10 %M6 - Transit or Ridesharing Passes/Subsidies
Offer tenants passes or subsidies for monthly public transit or ridesharing costs incurred, equivalent to 30% of value or $50 - whichever is lower.

ALL
3 5 %M4 - Actively Participate in Commute.org or Transportation Management Association (TMA) Equivalent
Obtain certification of registration from Commute.org or equivalent TM A incorporation documents.

T OD & Non-
transit P ro x imate
Select only one based on P roject T ype
T ransit
P ro x imate 15 %
2 0.5 %M3 - TDM Coordinator/Contact Person
P rovide T D M coordinator / liaison for tenants. M ay be contracted through 3rd party provider, such as Commute.org.

ALL
1 1 %M2 - O rientation , Education , Promotional Programs and/or Materials Offer new residents an orientation or education program or materials.

ALL
M easure Y esP ercentageP roject T ypes
Y ou must select all measures that apply for your pro j ect type Click on each measure ’ s title for more informationC Required Measures I dentify your project type
B Trip Reduction Target
1 / 2 to 3 miles from high quality transit service
35% Trip Reduction Required
Transit Pro x imate
M ore than 3 miles from high quality transit service
35% Trip Reduction Required
N on-Transit Pro x imate
Less than 1 / 2-mile from high quality transit service
25% Trip Reduction Required
T O D
Select one option based on your pro j ect ’ s distance to high quality transit Read more about high quality transit at
ccagtdm.org/high-quality-transit
P roject Jurisdiction

D D M M Y Y Y Y
Application Date
P roject Address
Contact Email Address
Contact P hone Address
Contact F irst and Last Name
P arcel Number
A Applicant I nformation
[email protected]
Q uestions ?
Any new development project anticipated to
generate at least 100 average daily trips is subject to the C / CAG T D M P olicy and must complete a T D M
Checklist and implement associated measures to
mitigate traffic impacts.

About this Form
Read more at ccagtdm.org
500 + AD T ; ~ 50 + U nits
Residential (Multi-Family) L and U se : L arge Pro j ect TDM Checklist
ccagtdm.org
P age 1 of 2
220 W. 20th Avenue
039-303-400
0 6
1 0
2 0
2 5
City of San Mateo
SummerHill Apartment Communities, Richard Norris
(650) 842-2411
[email protected]
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18.5 Jan 1, 2022
ccagtdm.org
Visit Our Website
[email protected]
Email Us
Questions?
F Submit Checklist
See for how to
submit this form.
ccagtdm.org/submission
Percentage from
Additional Measures
%Section Row 22D
Sum of required and
additional measures
Total Percentage from all
Selected Measures
%
Percentage from
Required Measures
%Section Row 7C
+
Copy from Section
Trip Reduction
Target
%B
Total Percentage from all
selected measures must be
greater than or equal to Trip
Reduction Target
E Project Totals
Sum percentages from each selected
measure from rows 8 - 21
Total f rom Add itional M easures
%
22 21 3 %M26 - Pe d estrian Oriente d Uses & A menities on G roun d Floor Pro v ide on-site, v isible amenities to tenants and guests, such as cafes, gyms, childcare, retail .

All
20 0.5 %M24 - Bike R e p air Station
O ffer on-site bi k e repair space / tools in v isible, secure area .

All
19 7 %M23 - G a p Closure
Construct or enhance quality of bi k ing and wal k ing facilities to / from site to e x isting trails, bi k eways, and / or ad j acent streets .

All
18 2 %M22 - A cti v e Trans p ortation Subsi d ies
O ffer bi k ing / wal k ing incenti v es to tenants, such as gift card / product raffles .

All
17 1 %M21 - Bike / Scooter Share On - Site
Allocate space for bi k e / scooter share par k ing .

All
16 10 %M20 - Shuttle Pro g ram / Shuttle Consortium / Fun d Transit Ser v ice E stablish a shuttle ser v ice to regional transit hubs or commercial centers . Shuttle ser v ice should be pro v ided free of charge to employees and guests .

N on-transit
Pro x imate
%
15 M19 - L an d De d ication or Ca p ital I m p ro v ements f or Transit Contribute space on, or ad j acent to, the pro j ect site for transit impro v ements . 1 %O ther ( i . e . , Micromobility Par k ing Z one, T N C L oading Z one ) 1 %V isual / E lectrical I mpro v ements ( i . e . , L ighting, Signage ) 1 %B us Shelter
1 %B us Pullout Space A LL
Total
percentages
selecte d

Select one or more
14 1 %M18 - Car Share On - Site
Pro v ide on-site car share or v ehicle fleets .

A LL
13 4 %M17 - De v elo p er TD M Fee / TD M Fun d
V oluntary impact fee payment on a per unit or square footage basis, to fund the implementation of T D M programs .

A LL
12 10 %M15 - R e d uce d Parkin g
Pro v ide off-street par k ing at least 10 % below locally-required minimums, or else below the locally-permitted par k ing ma x imums .

Consideration may be required of potential spillo v er par k ing into surrounding areas .

A LL
11 25 %M14 - Pai d Parkin g at M arket R ate
O ffer hourly / daily par k ing rates proportional to monthly rate or equi v alent to cost of transit fare .

A LL
10 3 %M11 - Famil y - su pp orti v e A menities
O n-site secure storage of personal car seats, strollers, cargo bicycles, or other large bicycles . Property owners can also pro v ide shared building equipment, such as shopping carts or cargo bicycles for chec k out by residents .

A LL
9 1 %M10 - Deli v er y A menities
O ffer deli v ery amenities, including dedicated receipt and storage areas, to reduce need for multiple trips to conduct similar business .

A LL
8 2 %M5 - Car p ool or Van p ool Pro g ram
E stablish carpool /v anpool program for tenants and register program with Commute . org .

A LL
Measure Y esPercentagePro j ect Types
D Add itional R ecommen d e d Click on each measure ’ s title f or more in f ormationSelect enou g h to meet the tri p re d uction tar g et f rom section B 5 00 + A D T ; ~5 0 + U nits
R esi d ential ( M ulti - Famil y ) L an d Use : L ar g e Project TD M Checklist
ccagtdm . org

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7.5 26
25

San Mateo City CouncilJune 15, 2026

San Mateo City Council
June 15, 2026