San Mateo City Council
July 20, 2026

715 North San Mateo Drive
Residential Development
Local Transportation Analysis
Prepared for:

Prometheus Real Estate Group, Inc.

March 5, 2026

Hexagon Transportation Consultants, Inc.

Hexagon Office: 100 Century Center Court, Suite 501
San Jose, CA 95112
Phone: 408.971.6100
Hexagon Job Number: 25KK11
Client Name: Prometheus Real Estate Group, Inc.
715 North San Mateo Drive Residential LTA March 5, 2026

Table of Contents
Executive Summary ................................ ................................ ................................ ................................ . i

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

2. Existing Transportation Conditions ................................ ................................ ................................ 7

3. Opening Year Conditions ................................ ................................ ................................ ............ 14

4. Cumulative Conditions ................................ ................................ ................................ ................ 20

5. Other Transportation Issues ................................ ................................ ................................ ........ 23 Appendices
Appendix A Traffic Counts
Appendix B Volume Sheets
Appendix C Intersection Level of Service Calculations
List of Tables
Table ES-1 Intersection Level of Service Summary................................ ................................ ............. iii

Table 1 Unsignalized Intersection Level of Service Definitions Based on Average Delay .................. 5 Table 2 Existing Transit Services ................................ ................................ ................................ ...... 8 Table 3 Existing Intersection Levels of Service ................................ ................................ ............... 13 Table 4 Project Trip Generation Estimates................................ ................................ ...................... 15 Table 5 Opening Year Plus Project Intersection Levels of Service ................................ .................. 18 Table 6 Cumulative Intersection Levels of Service ................................ ................................ .......... 22 Table 7 Intersection Queueing Analysis ................................ ................................ .......................... 24 Table 8 Bicycle Parking Requirements ................................ ................................ ........................... 31

List of Figures
Figure 1 Site Location and Study Intersections ................................ ................................ ................ 2 Figure 2 Proposed Site Plan ................................ ................................ ................................ ............ 3 Figure 3 Existing Transit Services ................................ ................................ ................................ ... 9 Figure 4 Existing Bicycle Facilities ................................ ................................ ................................ . 11 Figure 5 Existing Traffic Volumes and Lane Configurations ................................ ........................... 12 Figure 6 Walking Distance from Station to Entrance ................................ ................................ ...... 16 Figure 7 Project Trip Distribution and Assignment ................................ ................................ ......... 17 Figure 8 Opening Year Plus Project Traffic Volumes ................................ ................................ ..... 19 Figure 9 Cumulative Traffic Volumes ................................ ................................ ............................. 21 Figure 10 Parking Garage Plans ................................ ................................ ................................ ..... 26

715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | i
Executive Summary
This report presents the results of the local transportation analysis conducted for the residential development proposed at 715 North San Mateo Drive in San Mateo, California. The site consists of four parcels (APNs 032-151-130, -160, -300, -320) along the south side of San Mateo Drive, with frontage along State Street, San Mateo Drive, and Villa Terrace. The project proposes to demolish two existing vacant commercial buildings and parking lots formerly used as car dealerships and a single family detached house and construct a 6-story residential building consisting of 181 residential units (consisting of 162 market-rate units and 19 below market-rate units for very-low income households). A parking garage would be located on the first floor and the basement level. Vehicle access to the parking garage would be provided by a single full-access driveway located along Villa Terrace.

This study evaluates potential local transportation effects of the project in accordance with the standards set forth by the City of San Mateo.

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 rate, the proposed project is estimated to generate a gross of 807 daily trips, with 69 trips (16 inbound and 53 outbound) during the AM peak hour and 69 trips (44 inbound and 25 outbound) during the PM peak hour.

Intersection Level of Service Analysis
The results of the intersection level of service analysis (see Table ES-1) show that all study intersections would operate at an acceptable level of service with and without the addition of project trips under all evaluated scenarios.

Other Transportation Issues
Traffic associated with the project would not contribute to any increase in vehicle queues at any of the studied intersections. The proposed site plan shows that the project would provide generally adequate site access and on-site circulation, and would not interfere with pedestrian, bicycle, or transit circulation in the area. The project is not subject to any minimum vehicular parking requirements and would provide adequate bicycle parking. The project should consider the following recommendations resulting from the site plan review:
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | ii
Recommendations
• The security gate at the driveway should be installed approximately 30 feet from the sidewalk in order to minimize the effect of queueing on the sidewalk and traffic operations on Villa Terrace. • Appropriate visual and/or audible warning signals should be provided at the project driveway to alert pedestrians of vehicles exiting the driveway.
• Landscaping near the driveway and intersection corners should be placed and maintained such that it does not interfere with sight distance. Trees should have a high canopy of at least 6 feet and other landscaping should be kept at a low level below 3 feet. • Landscaping provided at corners should be less than 3 feet tall at the corner to maintain the required sight distance.
• Each tandem parking space and adjacent parking should be assigned to the same unit.

715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | iii
Table ES-1
Intersection Level of Service Summary

# Intersection Pk Hr Control
Avg.

Delay LOS
Avg.

Delay LOS
Change in
Avg Delay1
Avg.

Delay LOS
Avg.

Delay LOS
Change in
Avg Delay2
1 AM 18.8 C 19.7 C 0.9 22.9 C 24.3 C 1.4
PM 20.7 C 22.5 C 1.8 24.3 C 26.8 D 2.5
2 AM 9.0 A 9.0 A 0.0 9.0 A 9.0 A 0.0
PM 8.8 A 8.9 A 0.1 8.9 A 8.9 A 0.0
3 AM - - 8.9 A - - - 9.0 A -
PM - - 9.0 A - - - 9.0 A -
Existing
Conditions Opening Year + Project
Cumulative
Conditions Cumulative + Project
San Mateo Drive & Villa
Terrace
TWSC
Highland Avenue & Villa
Terrace
OWSC
TWSC = Two-Way Stop Control, OWSC = One-Way Stop Control '-' indicates scenario does not evaluate this intersection 1Compared to Existing Conditions
Project Dwy & Villa
Terrace
OWSC
Notes
For TWSC and OWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS 2 Compared to Cumulative Conditions
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 1

1. Introduction
This report presents the results of the local transportation analysis conducted for the residential development proposed at 715 North San Mateo Drive in San Mateo, California (see Figures 1 and 2).

The site consists of four parcels (APNs 032-151-130, -160, -300, -320) along the south side of San Mateo Drive, with frontage along State Street, San Mateo Drive, and Villa Terrace. The project proposes to demolish two existing vacant commercial buildings and parking lots formerly used as car dealerships and a single family detached house and construct a 6-story residential building consisting of 181 residential units (consisting of 162 market-rate units and 19 below market-rate units for very-low income households). A parking garage would be located on the first floor and the basement level.

Vehicle access to the parking garage would be provided by a single full-access driveway located along Villa Terrace.

Scope of Study
The purpose of this study is to identify potential local transportation effects of the project in accordance with standards and methodologies set forth by the City of San Mateo.

Local Transportation Analysis (LTA)
The City of San Mateo requires projects to measure intersection operations and 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, 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 AM and 9:00 AM and the weekday PM peak hour is generally between 4:00 PM and 6:00 PM. On a typical weekday (Tuesday through Thursday), these are the periods 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 TIA guidelines.

Study Intersections

1. San Mateo Drive and Villa Terrace

2. Highland Avenue and Villa Terrace

3. Project Driveway and Villa Terrace
1/2-mile radius
Burlingame
San
Mateo
1 2
3 Howard Ave
Howard AveHoward Ave
Bayswater Ave
Bayswater AveBayswater Ave
E Santa Inez Ave
E Santa Inez AveE Santa Inez Ave
Burlingame Ave
Burlingame AveBurlingame Ave
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Peninsula Ave
State S
t
Villa Ter
Grand Blvd
El Camino Rea
l
N San Mateo Dr
N Claremont St
California Dr
Highland Ave
E Poplar Ave
ND e
law
areS t
X = Study Intersection
= Site Location
= High‐Quality Transit Area
LEGEND
715 North San Mateo Drive Residential LTA
Figure 1
Site Location & Study Intersections
715 North San Mateo Drive Residential LTA
Figure 2
Proposed Site Plan

CORRIDOR

CORRIDOR
ELEV 1EEEVEE
202 SFF
FIRE

COMMAND
536 SF

MAIL/PACKAGE
1046 SF
921 SF

COWORKING
816 SF

ND/LEASING
25001 SF
PARKINGELEV 2EVEVE
1574 SF

BIKE PARKING
MUDDY
PAWS
250 SF

POOL EQUIPMENT
1086 SF

MAINTENANCE
838 SF
URBAN 1 BED
TYPE: UC
773 SF
URBAN 1 BED
TYPE: UB
753 SF
URBAN 1 BED
TYPE: UA
URBAN 1 BED
741 SF
URBAN 1 BED
TYPE: UA
66 SFSF
IDF
STAIR 2

ELECTRIC
MPOE
1325 SF

ELECTRIC

ELECTRIC
193 S193 SF

RESTROOMSEE RESTRE RRRST
S

KINININNNNNN
EL CTR

715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 4
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 October 30, 2025. Traffic counts are included in Appendix A.
• Opening Year Plus Project Conditions. Per the City of San Mateo’s development project database, accessed November 18, 2025, there are no approved developments near the project site that would be expected to add traffic to the study intersections. Thus, the opening year plus project conditions were estimated by adding the new traffic estimated to be generated by the project to existing traffic volumes. Intersection effects associated with the development would be evaluated relative to existing conditions.
• Cumulative No Project Conditions. Cumulative traffic volumes represent traffic volumes and roadway conditions projected at the City’s General Plan Buildout in the year 2040. The City’s recently adopted General Plan did not produce intersection volume forecasts. Thus, 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, traffic calming, 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, the City of San Mateo, and field observations. The following data was collected:
• Existing traffic volumes
• Lane geometries
• List of approved developments
• Cumulative Volumes
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.

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.
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 5
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 are shown in Table 1.

The City of San Mateo’s level of service standard for unsignalized intersections is LOS E.

Table 1
Unsignalized Intersection Level of Service Definitions Based on Average Delay

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, utilizing its estimate of the 95th percentile number of queued vehicles and a comparison of this estimate to available storage space for the movement assuming 25 feet per vehicle.

Definition of Adverse Intersection Operational Effects
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.

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 movement/approach for side-street stop-controlled intersections to degrade to LOS F, or
Level of Service Description Average Control Delay per Vehicle (sec.) B Short traffic delays 10.1 to 15.0
A Little or no traffic delay 10.0 or less
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, Highway Capacity Manual, 7th Edition (Washington, D.C.,2022) 715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 6

2. An intersection that operates below its level of service standard under no-project conditions experiences an increase in critical-movement 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 (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 five chapters. Chapter 2 describes the existing roadway network, transit service, bicycle and pedestrian facilities, and intersection levels of service. Chapter 3 presents the method used to estimate project traffic and the resulting intersection levels of service under opening year plus project conditions. Chapter 4 presents the method used to estimate cumulative volumes, and the resulting levels of service under cumulative no project and 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. 715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 7

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 US 101 and El Camino Real (also known as State Route 82 or SR 82). Local access to the site is provided via San Mateo Drive, State Street, Highland Avenue, and Villa Terrace. These facilities are described below.

US 101 is a north-south, ten-lane freeway (four mixed-flow lanes and one express lane in each direction) in the vicinity of the site. US 101 extends northward to San Francisco and southward to San Jose. Access to and from the site is provided by interchanges at Poplar Avenue for southbound US 101 and at Airport Boulevard for northbound US 101.

El Camino Real (SR 82) is a north-south highway with four 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. Continuous sidewalks are provided on both sides of the street, with on- street parking not being allowed in the project vicinity. In the project vicinity, the posted speed limit is 35 miles per hour (mph). Access to and from the site is provided via State Street.

San Mateo Drive is a north-south minor arterial per the General Plan. It has one lane in each direction and extends from 5th Avenue in the south to Peninsula Avenue in the north where it transitions into California Drive. It has a posted speed limit of 30 mph. On-street parking is allowed on both sides of the street. Continuous sidewalks are present on both sides of the street. There is a Class III bike route with sharrows on both sides of the street from 5th Avenue to Catalpa Street and Class II bike lanes on both sides of the street from Catalpa Street to Peninsula Avenue where it transitions back to a bike route.

San Mateo Drive provides access to and from the project via Villa Terrace.

State Street is an east-west local street per the General Plan. It has one lane in each direction and extends from San Mateo Drive in the east to El Camino Real in the west. It has a posted speed limit of 25 mph. On-street parking is allowed on both sides of the street. Continuous sidewalks are present on both sides of the street. Access to the project is provided by Highland Avenue and San Mateo Drive.

Highland Avenue is a north-south local street per the General Plan. It has one lane in each direction and extends from California Drive in the north to Santa Inez Avenue in the south. It has a posted speed limit of 25 mph. On-street parking is allowed on both sides of the street. Continuous sidewalks are present on both sides of the street. Access to and from the site is provided by Villa Terrace. 715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 8
Villa Terrace is an east-west local street per the General Plan. It has one lane in each direction and extends from Highland Avenue in the west to Claremont Street in the east. It has a posted speed limit of 25 mph. On-street parking is allowed on both sides of the street. Continuous sidewalks are present on both sides of the street. Villa Terrace provides direct site access through a proposed full-access driveway approximately 150 feet west of its intersection with San Mateo Drive.

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, including routes ECR, 292, 46, 53/53P and 397 within 0.5 miles of the project site. The nearest bus stop to the project site is located approximately 0.2 miles from the project site at the intersection of California Avenue/San Mateo Drive and Peninsula Avenue and is served by route 292. Caltrain provides commuter transit across the Bay Area from San Francisco to Gilroy, with the nearest station to the project site being the Burlingame station, located slightly over 0.5 miles from the proposed main entrance to the project by foot. Public transit options in the vicinity of the site are shown in Table 2 and Figure 3.

Table 2
Existing Transit Services

Headways1
Route Route Description (minutes)
Bus Routes
Route ECR Daly City BART - Palo Alto
Transit Center
4:40 AM - 1:20 AM (next
day) 15 El Camino Real at State
Street 1,400
Route 292 San Francisco - Hillsdale
Mall
4:10 AM - 1:50 AM (next
day) 20
San Mateo
Drive/California Avenue
at Peninsula Avenue
1,000
School-Oriented Routes
Route 46 Burlingame Intermediate
School - Carolan at 1060
7:50 AM - 8:30 AM and
2:20 PM - 3:50 PM N/A2 Myrtle Road at
Burlingame Avenue 2,700
Route 53 & 53P Borel Middle School -
Peninsula/Humboldt
7:30 AM - 7:50 AM and
2:10 PM - 3:50 PM N/A2 Delaware Street at
Bellevue Avenue 2,500
Late-Night Route
Route 397 OWL San Francisco - Palo Alto
Transit Center
2:05 AM - 5:40 AM
(does not operate during
peak hours)
N/A3 El Camino Real at State
Street 1,400
Train Services
Caltrain Gilroy - San Francisco 5:20 AM - 12:30 AM
(next day) 30 Burlingame Caltrain
Station 2,500
Notes:
3 Route 397 provides three northbound buses and four southbound buses each morning. 2 Routes 46 and 53/53P provide two buses in the same direction in the AM hour and two buses in the other direction in the PM hour Monday through Friday.

Weekday Hours
of Operation Nearest Stop
Walking Distance from
Nearest Stop to
Project Site (feet)
1 Headways during weekday peak periods as of November 2025.

ECR
397
292
292
53 53P
53P
53P
53P
53 46
46 46
53P
53, 53P,
292
397, ECR
397, ECR
292
292
397, ECR
53P
Howard Ave
Howard AveHoward Ave
Bayswater Ave
Bayswater AveBayswater Ave
E Santa Inez Ave
E Santa Inez AveE Santa Inez Ave
Burlingame Ave
Burlingame AveBurlingame Ave
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Peninsula Ave
State S
t
Villa Ter
Grand Blvd
El Camino Rea
l
N San Mateo Dr
N Claremont St
California Dr
Highland Ave
E Poplar Ave
ND e l a w
areS t
LEGEND
= Site Location
XX = SamTrans Routes serving South County
XXX = SamTrans Routes connecting to
BART and Caltrain Stations
= Nearby Bus Stop
XX
715 North San Mateo Drive Residential LTA
Figure 3
Existing Transit Services
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 10
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.

Within 0.5 mile of the project site, curb ramps are present at all signalized intersections and most unsignalized intersections. Most corners meet current ADA curb ramp designs.

The project site is located in a primarily residential area, with nearby commercial areas predominantly providing auto-related services. Downtown Burlingame and Downtown San Mateo are located approximately 11 minutes (0.5 miles) and 16 minutes (0.7miles) away by foot, respectively. These areas are accessible from the project site via sidewalks.

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 bikeways), and bike routes (Class III bikeways). Class II bike lanes are lanes on roadways designated for use by bicycles with special lane markings, pavement legends, and signage.

Class III bike routes are streets with signage and pavement markings where bicyclists share a travel lane with motorists.

Bike facilities in the project area are described below:

Bike Lane (Class II)
• San Mateo Drive (from Peninsula Avenue to Catalpa Street) • Delaware Street (from Poplar Avenue to Indian Avenue) • Humboldt Street (from Peninsula Avenue to 9th Avenue) • Poplar Avenue (from El Camino Real to Claremont Street) • Howard Avenue (from Myrtle Road to Humboldt Street)
Bike Route (Class III)
• San Mateo Drive/California Drive (from Peninsula Avenue to Oak Grove Avenue) • Delaware Street (from Peninsula Avenue to 1st Avenue) • Monte Diablo Avenue (east of San Mateo Drive, connecting to the Bay Trail via a bicycle/pedestrian-only crossing over US-101)
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 October 30, 2025, when nearby schools were in session, during typical peak traffic hours between 7:00 AM and 9:00 AM and between 4:00 PM and 6:00 PM. Existing lane configurations and peak-hour intersection traffic volumes are shown in Figure 5. Traffic counts are presented 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 3). The intersection levels of service calculation sheets are included in Appendix C.

Howard Ave
Howard AveHoward Ave
Monte Diablo Ave
Monte Diablo AveMonte Diablo Ave
Indian Ave
Indian AveIndian Ave
Bayswater Ave
Bayswater AveBayswater Ave
N Humboldt St
N Humboldt StN Humboldt St
E Santa Inez Ave
E Santa Inez AveE Santa Inez Ave
Burlingame Ave
Burlingame AveBurlingame Ave
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Peninsula Ave
State S
t
Villa Ter
Grand Blvd
El Camino Rea
l
N San Mateo Dr
N Claremont St
California Dr
Highland Ave
E Poplar Ave
ND e
law
areS t
= Existing Bike Lanes (Class II Bikeway)
= Existing Bike Routes (Class III Bikeway)
LEGEND
= Site Location
715 North San Mateo Drive Residential LTA
Figure 4
Existing Bicycle Facilities
Burlingame
San
Mateo
1 2
3 Howard Ave
Howard AveHoward Ave
Bayswater Ave
Bayswater AveBayswater Ave
E Santa Inez Ave
E Santa Inez AveE Santa Inez Ave
Burlingame Ave
Burlingame AveBurlingame Ave
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Peninsula Ave
State S
t
Villa Ter
Grand Blvd
El Camino Rea
l
N San Mateo Dr
N Claremont St
California
Dr
Highland Ave
E Poplar Ave
ND e
laware St
715 North San Mateo Drive Residential LTA
Figure 5
Existing Traffic Volumes and Lane Configurations
STOP
STOP
STOP
STOP
X
= Stop Sign
= Study Intersection
= Site Location
LEGEND
STOP
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
Highland
Ave
Dr
Villa
Ter
Villa
Ter
Mateo
N San
Villa
Ter
Proj
Dwy213
5(13)
389(429)
29(30)
22(22)
347(524)
8(10)
33(14)
6(2)
25(22)
4(2)
3(1)
14(15)
23(19)
8(12)
6(7)
28(19)
13(15)
3(12)
19(25)
14(19)
Highland
Ave
N. San
Mateo
Dr
Villa
Ter
Villa
Ter
Villa
Ter
Proj
Dwy
21 3
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 13
Table 3
Existing Intersection Levels of Service

Observed Existing Traffic Conditions
Traffic conditions were observed in the field in November 2025 to identify any existing operational deficiencies and to confirm the accuracy of calculated levels of service. The purpose of this effort was to identify any existing traffic problems that may not be directly related to intersection level of service, and to identify any locations where the level of service analysis does not accurately reflect existing traffic conditions. No operational issues or queueing deficiencies were observed.

# Intersection Pk Hr Control
Avg.

Delay LOS
1 AM 18.8 C
PM 20.7 C
2 AM 9.0 A
PM 8.8 A
3 AM - -
PM - -
Existing
Conditions
San Mateo Drive & Villa
Terrace
TWSC
Highland Avenue & Villa
Terrace
OWSC
TWSC = Two-Way Stop Control, OWSC = One-Way Stop Control '-' indicates scenario does not evaluate this intersection Project Dwy & Villa
Terrace
OWSC
Notes
For TWSC and OWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 14

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 project site. This chapter describes the method for determining generated trips, the procedure used to determine opening year traffic volumes, and the resulting traffic conditions.

Project Trip Estimates
The magnitude of traffic produced by the new development and the locations where that traffic would appear were estimated using a three-step process: (1) trip generation, (2) trip distribution, and (3) trip assignment. In determining project trip generation, the magnitude of traffic entering and exiting the site is estimated for the AM and PM peak hours. As part of the project trip distribution, an estimate is made of the directions to and from which the project trips would travel. In the project trip assignment, the project trips are assigned to specific streets and intersections. These procedures are described below.

Trip Generation
Through empirical research, data have been collected that quantify the amount of traffic produced by 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 rate for “Multi-Family Housing (Mid-Rise) – Not Close to Rail Transit” (Land Use Code 221) was used to estimate trips generated by the proposed development. The Trip Generation Manual also provides rates for projects close to rail transit. Per the ITE manual, ‘a site is considered close to rail transit if the walking distance between the residential site entrance and the closest rail transit station entrance is ½ - mile or less.’
It is important to note that the methods used to measure distance from transit are different between the ITE Trip Generation Manual and the method used to measure distance between a project and a major transit stop under AB 2097 (whose parking requirement exemptions can be applied to this project as discussed in Chapter 5), which utilizes a straight line drawn from any point on the project’s parcel and the nearest edge of the parcel containing a major transit stop, and does not reference walking distance.

The project’s main entrance would be approximately 0.52 miles by foot from the nearest point of the Burlingame Caltrain Station, and as such would be unable to apply the “close to rail transit” trip 715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 15
generation rate as the walking distance between the two is over 0.5 miles (see Figure 6). Furthermore, because the project would be on the borderline of eligibility, using the rate for sites not close to rail transit ensures a conservative analysis.

The project site is currently vacant aside from one single-family detached house. As a conservative approach, no existing trip credits from the single family home were applied for the trip generation.

Based on these trip rates, the project is estimated to generate a gross of 807 daily trips, with 69 trips (16 inbound and 53 outbound) during the AM peak hour and 69 trips (44 inbound and 25 outbound) during the PM peak hour (see Table 4).

Table 4
Project Trip Generation Estimates

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 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 locations of the project driveway.

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

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
Per the City of San Mateo’s development project database, accessed November 3, 2025, there are

Land Use Rate Trips Rate In Out Total Rate In Out Total Proposed Land Uses
#221 - Multifamily Housing (Mid-Rise) 181 Dwelling Units 4.46 807 0.38 16 53 69 0.38 44 25 69 Total Project Trips 807 16 53 69 44 25 69
Source: ITE Trip Generation Manual (12th Edition, 2025) PM Peak HourAM Peak Hour
Size
Trips TripsDaily
Anita Rd
Anita RdAnita Rd Arundel Rd
Arundel RdArundel Rd
Lorton Ave
Lorton AveLorton Ave
Bloomfield Rd
Bloomfield RdBloomfield Rd
Howard Ave
Howard AveHoward Ave
Bayswater Ave
Bayswater AveBayswater Ave
Burlingame Ave
Burlingame AveBurlingame Ave
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Pen
insula Ave
State St
Villa T
er
El Camino Real
NS a
n Mateo Dr
Califo
rniaD r
Highl
and
Ave
= Pedestrian Path
LEGEND
= Site Location
Site Entrance
Pedestrian Path

0.52 Miles
715 North San Mateo Drive Residential LTA
Figure 6
Walking Distance from Station to Entrance
Burlingame
San
Mateo
101
1 2
3 Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
N Amphlett Blvd
N Amphlett BlvdN Amphlett Blvd
Peninsula Ave
Sta
teS t
Warren Rd
Villa Ter
Gra
nd Blvd
El Camin
oR eal
NSan
Mateo Dr
N Claremont St
California D
r
Highlan
dA v e
E Popl
arA v e
N Delaware St
NBay
shore
Blvd
15%
15%
5%
30%
30%
5%
7(18)
7(18)
22(10)
22(10)
1(3)
1(3) 4(2)
45(21)
8(4) 14(37)
2(7)
X
= Trip Distribution
= Study Intersection
= Site Location
LEGEND
XX%
= AM(PM) Peak-Hour TripsXX(XX)
715 North San Mateo Drive Residential LTA
Figure 7
Project Trip Distribution and Assignment
Highland
Ave
N San
Mateo
Dr
Villa
Ter
Villa
Ter
Villa
Ter
Proj
Dwy213
4(2)
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 18
no approved developments near the project site that would add significant amounts of traffic to the study intersections. Thus, the opening year plus project conditions were estimated by adding project trips to existing traffic volumes the new traffic estimated to be generated by the project. Opening year plus project traffic volumes are shown in Figure 8 and Appendix B Intersection Levels of Service
The results of the intersection level of service analysis (see Table 5) show that all study intersections would operate at acceptable levels during both the AM and PM peak hours of traffic under existing and opening year plus project conditions. The intersection level of service calculation sheets for each scenario are included in Appendix C.

Table 5
Opening Year Plus Project Intersection Levels of Service

# Intersection Pk Hr Control
Avg.

Delay LOS
Avg.

Delay LOS
Change in
Avg Delay1
1 AM 18.8 C 19.7 C 0.9
PM 20.7 C 22.5 C 1.8
2 AM 9.0 A 9.0 A 0.0
PM 8.8 A 8.9 A 0.1
3 AM - - 8.9 A -
PM - - 9.0 A -
Existing
Conditions Opening Year + Project
San Mateo Drive & Villa
Terrace
TWSC
Highland Avenue & Villa
Terrace
OWSC
TWSC = Two-Way Stop Control, OWSC = One-Way Stop Control '-' indicates scenario does not evaluate this intersection 1Compared to Existing Conditions
Project Dwy & Villa
Terrace
OWSC
Notes
For TWSC and OWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS
Burlingame
San
Mateo
101
1 2
3 Howard Ave
Howard AveHoward Ave
Bayswater Ave
Bayswater AveBayswater Ave
E Santa Inez Ave
E Santa Inez AveE Santa Inez Ave
Burlingame Ave
Burlingame AveBurlingame Ave
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Burlingame
Caltrain
Station
Peninsu
State S
t
Villa Ter
Grand Blvd
El Camino Rea
l
N San Mateo Dr
N Claremont St
California Dr
Highland Ave
E Poplar Ave
ND e
law
areS t
X = Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
715 North San Mateo Drive Residential LTA
Figure 8
Opening Year Plus Project Traffic Volumes
Highland
Ave
Dr
Villa
Ter
Villa
Ter
Mateo
N San
Villa
Ter
Proj
Dwy213
12(31)
389(429)
29(30)
22(22)
347(524)
15(28)
33(14)
6(2)
25(22)
26(12)
3(1)
36(25)
23(19)
9(15)
7(10)
28(19)
17(17)
7(14)
45(21)
8(4) 19(25)
14(37)
2(7)
14(19)
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 20

4. Cumulative Conditions
This chapter describes the roadway traffic operations under cumulative no project conditions and cumulative plus project conditions. 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 the opening year conditions as described in Chapter 3.

Cumulative Traffic Volumes
Cumulative traffic volumes were developed using the latest citywide travel demand model, in consultation with City’s modeling on-call consultant Kittelson & Associates. Cumulative model volumes were developed using 2040 as the horizon year, reflecting the City’s General Plan buildout. As a conservative measure, the cumulative condition volumes were assumed to not include the traffic associated with the addition of the project. For cumulative plus project traffic volumes, the trips generated by the project (see Chapter 3) were added to the cumulative no project traffic volumes to yield cumulative plus project traffic volumes. Figure 9 shows volumes under cumulative and cumulative plus project conditions. A tabular summary of the cumulative traffic volumes at each study intersection is contained in Appendix B.

Burlingame San
Mateo
1 2
3 Howard Ave
Howard AveHoward Ave
Bayswater Ave
Bayswater AveBayswater Ave
E Santa Inez Ave
E Santa Inez AveE Santa Inez Ave
Peninsula Ave
State S
t
Villa Ter
Grand Blvd
El Camino Rea
l
N San Mateo Dr
N Claremont St
California Dr
Highland Ave
E Poplar Ave
NDelaware St
X = Study Intersection
= Site Location
LEGEND
= AM(PM) Peak-Hour Traffic VolumesXX(XX)
715 North San Mateo Drive Residential LTA
Figure 9
Cumulative No Project and Plus Project Traffic Volumes
Highland
Ave
Dr
Villa
Ter
Villa
Ter
Mateo
N San
Villa
Ter
Proj
Dwy2
Cumulative
Cumulative + Project
13 6(14)
440(472)
33(33)
25(24)
392(576)
9(11)
37(15)
7(2)
28(24)
5(2)
3(1)
16(17)
26(21)
9(13)
7(8)
32(21)
15(17)
3(13)
21(28)
16(21)
13(32)
440(472)
33(33)
25(24)
392(576)
16(29)
37(15)
7(2)
28(24)
27(12)
3(1)
38(27)
26(21)
10(16)
8(11)
32(21)
19(19)
7(15)
45(21)
8(4) 21(28)
14(37)
2(7)
16(21)
Highland
Ave
N. San
Mateo
Dr
Villa
Ter
Villa
Ter
Villa
Ter
Proj
Dwy
21 3
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 22
Cumulative Intersection Levels of Service
The results of the intersection level of service analysis show that all study intersections would operate at acceptable levels of service during both AM and PM peak hours under cumulative and cumulative plus project conditions (see Table 6). The level of service calculation sheets are included in Appendix C.

Table 6
Cumulative Intersection Levels of Service
# Intersection Pk Hr Control
Avg.

Delay LOS
Avg.

Delay LOS
Change
in Avg
Delay1
1 AM 22.9 C 24.3 C 1.4
PM 24.3 C 26.8 D 2.5
2 AM 9.0 A 9.0 A 0.0
PM 8.9 A 8.9 A 0.0
3 AM - - 9.0 A -
PM - - 9.0 A -
Cumulative
Conditions Cumulative + Project
San Mateo Drive & Villa
Terrace
TWSC
Highland Avenue & Villa
Terrace
OWSC
TWSC = Two-Way Stop Control, OWSC = One-Way Stop Control '-' indicates scenario does not evaluate this intersection 1Compared to Cumulative Conditions
Project Dwy & Villa
Terrace
OWSC
Notes
For TWSC and OWSC intersections, delay represents worst approach delay and LOS represents worst approach LOS
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 23

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 Impact Analysis Guidelines and professional judgment in accordance with the standards and methods employed by the traffic engineering community.

Vehicle Queuing Analysis
The analysis of intersection levels of service was supplemented with a vehicle queuing analysis for left- turn lanes or stop controlled approaches at intersections where the project would add a substantial number of trips. This analysis provides a basis for estimating future storage requirements at the intersections under existing, opening year, and cumulative conditions. Vehicle queues were estimated using Synchro software. The following movements were evaluated:
• San Mateo Drive and Villa Terrace (Northbound Approach) • San Mateo Drive and Villa Terrace (Eastbound Approach) The Synchro queueing analysis indicates that at the intersection of San Mateo Drive and Villa Terrace, the 95th percentile queue would not exceed one vehicle on the northbound or eastbound approach under any of the evaluated scenarios. Traffic associated with the project would contribute to a queue increase of up to one vehicle at the intersection’s northbound approach. The results of the queueing analysis are shown in Table 7.

715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 24

Table 7
Intersection Queueing Analysis

AM PM AM PM
Existing
Cycle/Delay1 (sec) 8.1 8.7 13.7 14.8
Volume (vph) 423 472 21 18
Number of lanes 1 1 1 1
Volume (vphpl) 423 472 21 18
95th %. Queue (veh/ln)2
0 0 1 1
95th %. Queue (ft/ln) 0 0 25 25
Storage (ft/ln)3
160 160 145 145
Adequate (Y/N) Y Y Y Y
Opening Year Plus Project
Cycle/Delay1 (sec) 8.1 8.8 17 20
Volume (vph) 430 490 65 38
Number of lanes 1 1 1 1
Volume (vphpl) 430 490 65 38
95th %. Queue (veh/ln)2
0 1 1 1
95th %. Queue (ft/ln) 0 25 25 25
Storage (ft/ln)3
160 160 145 145
Adequate (Y/N) Y Y Y Y
Cumulative
Cycle/Delay1 (sec) 8.2 8.9 15.2 15.8
Volume (vph) 479 519 24 20
Number of lanes 1 1 1 1
Volume (vphpl) 479 519 24 20
95th %. Queue (veh/ln)2
0 0 1 1
95th %. Queue (ft/ln) 0 0 25 25
Storage (ft/ln)3
160 160 145 145
Adequate (Y/N) Y Y Y Y
Cumulative Plus Project
Cycle/Delay1 (sec) 8.3 9 19.8 22.7
Volume (vph) 486 537 68 40
Number of lanes 1 1 1 1
Volume (vphpl) 486 537 68 40
95th %. Queue (veh/ln)2
0 1 1 1
95th %. Queue (ft/ln) 0 25 25 25
Storage (ft/ln)3
160 160 145 145
Adequate (Y/N) Y Y Y Y
Notes:
1 Delay of movement used for unsignalized intersections. 2 Synchro reports the queue length. Assume 25 feet per vehicle queued. 3 Distance from intersection to project driveway on Villa Terrace and nearest commercial driveway on San Mateo Drive.

Analysis Scenario
L/T/R = Left/Through/Right movement
San Mateo Drive and Villa Terrace
EBL/T/R LaneNBL/T/R Lane
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 25
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 November 7, 2025 (see Figure 2 in Chapter 1 and Figure 10).

Vehicular Site Access
Vehicular site access would be provided via a new 20-foot wide full-access driveway to enter the garage. The driveway would be on Villa Terrace, approximately 150 feet west of San Mateo Drive.

Based on the City’s Zoning Code Section 27.64.025, driveways serving three or more parking spaces must be minimum 12 feet wide and maximum 20 feet wide. Thus, the proposed 20-foot-wide driveway meets the city’s driveway width requirements.

Traffic Operations at the Project Driveway
The project is estimated to generate 69 trips (16 inbound and 53 outbound) during the AM peak hour and 69 trips (44 inbound and 25 outbound) during the PM peak hour (see Table 4). As shown in Tables 5 and 6, the driveway will operate at an acceptable level of service under all evaluated scenarios. Less than 1 vehicle per minute per direction is expected to utilize the driveway during either peak period assuming an even distribution. However, it is likely that there will be instances during which multiple vehicles arrive at the driveway at the same time, potentially causing a short queue to form temporarily.

The site plan indicates that a security gate would be installed at the driveway, approximately 17 feet from the sidewalk (see Figure 10). Assuming a vehicle length of 25 feet, it is possible that inbound vehicles may temporarily block the sidewalk while waiting for the gate to open. In the event that multiple vehicles arrive at the same time, vehicles may need to wait in the street and would temporarily block traffic. Storage space at the driveway before the security gate should be lengthened in order to prevent this. Given the existing site plan, the security gate should be relocated to approximately 30 feet away from the sidewalk.

Recommendation: The security gate at the driveway should be installed approximately 30 feet from the sidewalk in order to minimize the effect of queueing on the sidewalk and traffic operations on Villa Terrace.

Sight Distance at Project Driveway
The project driveway 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 Villa Terrace. 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. Based on the site plan, trees would be added along the project frontage on Villa Terrace. Trees near the driveway should have a high canopy so as to not obstruct the view of drivers.

The driveway is not set back from the sidewalk and has walls blocking exiting vehicles’ view of pedestrians using the sidewalk. A pedestrian warning system should be implemented in order to alert pedestrians on the sidewalk of exiting vehicles.

A minimum of 6 feet of red curb is required on each side of the driveway. The project would provide 6 feet of red curb to the east of the driveway, and 20 feet to the west, complying with this requirement.

In the vicinity of the project, Villa Terrace has a slight curve, though this does not affect sight distance.

Figure 10
Garage Plans
Basement Level Parking
1st Level Parking
715 North San Mateo Drive Residential LTA
NPA Design Vehicle
NPA Design Vehicle

RAMP UP
827 SF
BOILER
STAIR 2 ELEV 1
ELEV 2
STAIR 1

BFPS AND PUMPS

ELEVATOR LOBBY
28'-0"

RAMP UP
24'-0"
8'-6"
17'-0"
STALL
8'-0"
23'-0"
DRIVE
AISLE
2'-6"
TO PL
17'-0"
STALL
2'-2"
TO PL
142'-0"
8'-0"
18'-0"
STALL
18'-0"
STALL
24'-0"
DRIVE
AISLE
18'-0"
STALL
18'-0"
STALL
24'-0"
DRIVE
AISLE
18'-0"
STALL
TT
8'-6"
24'-0"
DRIVE
AISLE
8'-6"
18'-0"
STALL
24'-0"
DRIVE
AISLE
18'-0"
STALL
T
22'-0"
DRIVE
AISLE
8'-0"
24'-0"
DRIVE
AISLE
8'-6" 9'-0"
9'-0"
3'-0"
T
24'-0"
9'-0"9'-3"8'-6"9'-3"9'-3"8'-6"9'-3"9'-3"8'-6"9'-3"
9'-0" 9'-0" 9'-0" 8'-0" 9'-0" 9'-0" 8'-0" 9'-0" 9'-0" 8'-0" 9'-0" 9'-0" 8'-0" 9'-0" 10'-0" 10'-0" 9'-0" 9'-3" 9'-3" 8'-6" 9'-3" 9'-3" 8'-6" 9'-3" 10'-0"
10'-0"9'-3"8'-6"9'-3"9'-3"8'-6"9'-3"
9'-9" 8'-6" 9'-9"
3'-0"
8'-6"8'-6"9'-3"8'-6"9'-3"9'-3"8'-6"9'-3"
4'-812"
9'-0"9'-3"8'-6"9'-3"9'-3"8'-6"9'-3"9'-0"
5'-11"9'-0"8'-6"9'-0"
9'-0" 10'-0"
3'-0"
9'-6"
9'-6" 9'-0" 8'-0" 9'-0"
3'-0"
9'-6"9'-6"8'-0"9'-6"9'-6"8'-0"9'-6"
9'-3" 9'-3" 9'-3" 8'-6" 9'-3" 10'-0"
17'-0"
STALL
9'-6"8'-0"9'-6"9'-6"8'-0"9'-6"
22'-0"

DRIVE AISLE

7.5%17.5%
EL = -8'-8"
17'-0"
STALL
3'-0"9'-0"8'-0"9'-0"9'-6"8'-0"9'-6"9'-6"8'-0"9'-6"9'-6"8'-0"9'-6" 9'-3"8'-6"9'-3"9'-3"8'-6"9'-3"10'-0"
18" x 30" TYP.
18'-0"
18'-0"
9'-0"
22'-9"
DRIVE
AISLE
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2
EVCS
-L2

RAMP DN

BIKEPARKING
EVCS-L2
EV
READY
EV
READY
W/ 8' SIDE
AISLE

RAMP DN
38' - 0 1/2"
1 1
ELEV 1
LOBBY

FIRE COMMANDMAIL/PACKAGE
OPEN
22'-9"
DRIVE
AISLE
6'-6"
24'-0"
DRIVE
AISLE
18'-0"
STALL
18'-0"
STALL
18'-0"
STALL
24'-0"
DRIVE
AISLE
18'-0"
STALL
24'-0"
DRIVE
AISLE
N. S A N M A T E O

S T A T E S T R E E T

V I L L A T E R R A C E
18'-0"
STALL
18"
10'-0"
9'-3" 8'-6" 9'-3" 9'-0" 8'-0" 9'-0" 10'-0"
3'-0"
8'-0" 9'-0" 9'-0" 8'-0" 9'-0" 10'-0"
3'-0"
10'-0"9'-0"8'-0"9'-0"10'-0"
9'-0"9'-0"9'-0"9'-0"9'-0"9'-0"
9'-0"
9'-0"8'-0"9'-0"9'-0"8'-0"9'-0"9'-0"8'-0"9'-0"9'-0"8'-0"9'-0"9'-0"8'-0"9'-6"

7.5% 17.5%
EL = 1'-6 1/2"18" X 30" COL, TYP.
17'-0"
STALL
W/ 8' SIDE
AISLE
EV
READY
9'-0"9'-0"9'-0"9'-0"9'-0"
9'-0"9'-0"9'-0"9'-0"9'-0"9'-0" 3'-0"
28'-0"
24'-0"
10'-0"
18'-0"
24'-0"
DRIVE
AISLE
18'-0"
STALL
22'-0"
DRIVE
AISLE
EV
READY
EVCS
-L2
EVCS
-L2
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 27
Recommendation: Appropriate visual and/or audible warning signals should be provided at the project driveway to alert pedestrians of vehicles exiting the driveway.

Recommendation: Landscaping near the driveway should be placed and maintained such that it does not interfere with sight distance. Trees should have a high canopy of at least 6 feet and other landscaping should be kept at a low level below 3 feet.

Corner Visibility at Intersection
The project site fronts the corners of San Mateo Drive’s intersections with Villa Terrace and State Street. The intersection corners should be free and clear of any obstructions to optimize corner visibility per the City’s standards, ensuring the vehicles approaching the intersection can see other vehicles, bicycles, or pedestrians traveling on the cross street. Any landscaping and signage within the safety visibility triangle at the intersection corner should be no taller than 3 feet and located in such a way to ensure an unobstructed view for drivers on the street.

The site plan proposes new bulb-outs at the eastern corner of San Mateo Drive and Villa Terrace and the southern corner of San Mateo Drive and State Street. The bulb-outs would shorten the crossing distances for pedestrians and increase driver visibility at the corners.

Recommendation: Landscaping provided at corners should be less than 3 feet tall at the corner to maintain the required sight distance.

Vehicular On-Site Circulation
Within the site, a two-way 24-foot-wide ramp provides access between the ground-level and basement parking levels. Each parking level provides only 90-degree parking spaces (see Figure 10).

Garage Ramp
City code requires two-way ramps within garages to be designed with gradual slopes and maintain a minimum width of 24 feet curb-to-curb and 28 feet wall-to-wall on turns. The site plan includes a ramp used to access the below-ground parking level from the ground-level parking level. The ramp has a slope of 17.5 percent with 7.5 percent transitions at each end. It has a width of 24 feet curb-to-curb and 28 feet wall-to-wall on its turn, meeting the City’s requirement for width.

Drive Aisles
Based on the City’s standard details for parking, two-directional aisles with standard 90-degree parking stalls on both sides should be a minimum of 24 feet wide, while two-directional aisles with compact 90- degree parking stalls on both sides should be a minimum of 22 feet wide. All proposed drive aisles with standard stalls on both sides are 24 feet wide, and the aisle in the basement level with compact stalls on both sides is 23 feet wide. The aisles with compact stalls on one side are 22 feet and 9 inches wide.

Each parking level also includes a drive aisle with no parking on either side measuring 22 feet wide.

Thus, the drive aisles provided within the garage areas would meet the City’s minimum requirements.

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 feet wide. The proposed standard and compact parking stalls would meet the City’s minimum requirements. The below-ground parking level also includes 4 tandem parking stalls, which would be accessed through the adjacent parking stalls. The tandem parking space and adjacent parking should be assigned to one unit.

Recommendation: Each tandem parking space and adjacent parking should be assigned to one unit.

Accessible Stalls
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 28
5 ADA parking stalls would be provided on the ground floor parking level per the site plan. Each stall is adjacent to an 8-foot-wide access aisle and is 9 feet wide and 18 feet long. All accessible parking stalls are near an elevator and an entrance to the building lobby, connected with designated walkways.

Section 1109A of the California Building Code stipulates that residential parking facilities must provide ADA accessible parking stalls at a minimum rate of 2 percent of the covered multifamily dwelling units.

The project, having 181 dwelling units, must thus provide a minimum of 4 ADA accessible parking stalls, with 5 being indicated in the site plan. The proposed number of accessible parking stalls would meet the requirement.

Dead-End Aisles
On-site vehicle circulation was also evaluated to identify whether there would be dead-end aisles within the parking garage (see Figure 10). 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 dead-end aisles at the northeast edges of both garage levels with a minimum of 3 feet between the edge of the parking space and the wall.

Based on the City’s standard details, to provide sufficient area near the end of dead-end aisles for vehicles to turn around, there should be a minimum of 3 feet between the edge of the parking space and the wall. Thus, the project provides adequate turnaround space at the dead-end aisles per City requirements.

Passenger Loading
A 25-foot loading zone along the project’s State Street frontage is indicated in the site plan, which could be used for passenger loading. The lobby is accessible from this area by a nearby door along State Street, and by the main entrance which is connected to the loading zone with a sidewalk.

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.

Large trucks and vehicles are not expected to enter the parking garage levels.

General Loading Operations
The City of San Mateo requires multi-family residential projects of 50 or more units to provide one loading space that is a minimum of 10 feet wide and 25 feet long per City code section 27.64.390.

The proposed project contains 181 dwelling units and would thus be required to provide one off-street loading space that is a minimum of 10 feet wide and 25 feet long. This requirement may be modified by the provision of adequate on-street parking along the project frontage that is at least 50 feet from any intersections, has convenient access to building entrances, and is wide enough to accommodate loading vehicles without impeding the sidewalk or local traffic operation or otherwise be detrimental to public safety, as approved by the Zoning Administrator.

A freight/trash loading space is designated along the project’s frontage on State Street per the site plan.

The space is 25 feet in length and 8 feet in width and begins approximately 47 feet west of the intersection of San Mateo Drive and State Street. The lane width of the loading zone is narrower than City’s requirements, however, Public Works has accepted the width of the loading zone to avoid encroaching into travel lane. The placement of the loading zone is also less than 50 feet from the intersection. The proposed placement has also been accepted by Public Works.

Garbage Collection Operations
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 29
The site plan indicates a trash room on the north side building on the ground floor. Trash bins would be wheeled from the trash room to the loading zone on State Street.

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. 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. All surrounding roads provide adequate width and distance for fire apparatus access.

The project site fronts San Mateo Drive, State Street, and Villa Terrace, which would be used as fire apparatus access roads. There is no vehicular access on the west side of the building.

Pedestrian, Bicycle, and Transit Facility Assessment
Pedestrian Facilities
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. The project is located between the downtown areas of Burlingame and San Mateo, with continuous pedestrian facilities connecting the project site to points of interest in each area.

The project would rebuild the sidewalk along its frontage on State Street, San Mateo Drive, Villa Terra removing existing curb cuts on State Street and San Mateo Drive. The new sidewalk would have a 5-foot through zone, a 4.5-foot furniture/planting zone , and pedestrian scale lighting, The project would add bulb-outs and new curb ramps at the south-west corner of San Mateo Drive and State Street, and at the north-west corner of San Mateo Drive and Villa Terrace. The new curb ramp s would be built to ADA standards.

Bicycle Facilities
Bicycle access to the project site is provided via bike lanes on San Mateo Drive. The 2020 Bicycle Master Plan identified several bicycle improvements in San Mateo. The plan lists the following facilities in the project vicinity as proposed improvements:
• Class IV Separated Bike Lane on Peninsula Avenue between San Mateo Drive and Airport Boulevard
• Class II Bike Lane on Peninsula Avenue between Highland Avenue and San Mateo Drive • Class III Bike Route on Bellevue Boulevard between Delaware Street and Occidental Avenue • Class III Bike Route on Highland Avenue between Peninsula Avenue and Bellevue Boulevard The project provides long-term bicycle storage for the residents in a bike room on the ground floor of the project. This room is accessible from a corridor with an entrance on each frontage, including the San Mateo Drive frontage, and is thus accessible from the street’s bike lanes. The project would not remove any bicycle facilities, nor would it conflict with any adopted plans or policies for new bicycle facilities
Pedestrian and Bicycle Access to Schools
The project site is located within the San Mateo-Foster City School District and San Mateo Union High School District Boundary. San Mateo High School is within 0.5 miles walking distance from the project 715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 30
site. It can be accessed via continuous pedestrian facilities along San Mateo Drive and Bellevue Avenue, and via Class II bicycle facilities along San Mateo Drive and Poplar Avenue. No public elementary or middle schools in the school district containing the project site are located within 0.5 miles of the project.

Transit Service
The project site is serviced by SamTrans routes ECR/397, 46, 53/53P and 292. The nearest bus stop to the project site is located at the intersection of San Mateo Drive/California Avenue and Peninsula Avenue, approximately 0.3 miles from the project site. The bus stop is served by SamTrans route 292.

The project site is located within 0.5 miles of the Burlingame Caltrain station.

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 approximately 11 new riders during the AM and PM peak hours. The increase in transit ridership could be accommodated by the currently available capacity of the bus service as well as the Caltrain service in the area.

Parking
Vehicle Parking
The project proposes to provide 180 vehicle parking spaces, including 5 accessible spaces and 68 compact stalls.

California Assembly Bill 2097 (AB 2097) prohibits public agencies from imposing or enforcing any minimum vehicular parking requirement on developments located within 0.5 miles of a major transit stop as measured with a straight line between any point on any parcels containing the development and the nearest edge of any parcels containing the transit stop.1 2 It is important to note that this method of measurement is different than the method used to determine the applicability of “close to rail transit” trip generation rates, as discussed in Chapter 3.

A major transit stop is defined as an existing rail or bus rapid transit station, a ferry terminal served by either bus or rail service, or a bus stop that is at the intersection of two or more major bus routes with a service interval of 20 minutes or less during peak commute periods. The project is located within 0.5 miles of the Burlingame Caltrain station as measured with a straight line (see Figure 1) and is thus not subject to a minimum parking requirement per AB 2097.

Bicycle Parking
Per the City’s Zoning Code Section 27.64.262, bicycle parking shall be provided for all new development projects.

1 Technical Advisory on the Implementation of AB 2097, Prohibition on Minimum Parking Requirements (Statutes of 2022) (California Department of Housing and Community Development, 2025) 2 AB 2097 Transit Distance Criteria – Letter of Technical Assistance (California Department of Housing and Community Development, 2025).
715 North San Mateo Drive Residential LTA March 5, 2026 P a g e | 31

Long-Term Bicycle Parking
The project would provide long-term bicycle parking in a bike room located on the ground floor. Per City Code, the project is required to provide 1 space per studio/one-bedroom unit, 1.25 spaces per two- bedroom unit, and 1.5 spaces per three-bedroom unit. In total, the project is required to provide 196 long-term bicycle parking spaces. The project proposes to provide 196 spaces and thus meets the requirement. Required and proposed amounts of bicycle parking are shown in Table 8.

Short-Term Bicycle Parking
The project would provide short-term bicycle parking along the project frontage on San Mateo Drive.

Per the City Code, the project is required to provide 0.05 spaces per studio/one-bedroom unit, 0.1 spaces per two-bedroom unit, and 0.15 spaces per three-bedroom unit. In total, the project is required to provide 12 short-term spaces. The project proposes to provide 12 short-term bike parking spaces, meeting the City’s requirements.

Table 8
Bicycle Parking Requirements

Unit Type Amount
# of Spaces
Required2
# of Spaces
Proposed
# of Spaces
Required2
# of Spaces
Proposed
Studio 9 1.00 per unit 9 0.05 per unit 0
One-bedroom 116 1.00 per unit 116 0.05 per unit 6
Two-bedroom 52 1.25 per unit 65 0.10 per unit 5
Three+ bedroom 4 1.50 per unit 6 0.15 per unit 1
Total 181 196 196 12 12
TOTAL 196 196 12 12
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.

Space
Requirement1
Space
Requirement1
Short-Term Bicycle Parking SpacesLong-Term Bicycle Parking Spaces

715 North San Mateo Drive Residential Development
Transportation Analysis

Technical Appendices

March 5, 2026

Appendix A

Traffic Counts

www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
6 4
4 3
8 11
2 3
41 2468 4 15 4 5 9
15 8
Peak Hour 0 3 5 10 18 2 1
1 14 9 30 8 10Count Total 2 6 9 19 36 6
1 2 01 0 2 1 4 08:45 AM 0 0 3 3 6
1 3 1 0 1 0
3 8:30 AM 0 1 1 2 4 0 1 1
1 2 4 1 3 4
2 3
8:15 AM 0 1 1 4 6 1 0
0 4 0 4 2 1
2 1 0
8:00 AM 0 1 0 1 2 0
0 0 4 1 5 0
0 0 0
1 7:30 AM 0 2 2 5 9 2 0 1
1 1 4 0 0 3
2 3 0
EB WB NB SB Total East
7:45 AM 0 0 2 1 3
1 4 4
- 0% 1%HV% - 0% 0% 0% -
2 1
7:15 AM 1 1 0 1 3 2 0
0 0 2 2 0 3
West North South
7:00 AM 1 0 0
1 5 389 29 0 22 34714 0 33 6 25 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
3% - 5% 3% 0% 2%3% 0% 8%
Peak
Hour
All 0 4 3
45 0 7 636 50 0
0 1 9 0 18 00 2 0 0 4 1
8 885 0
HV 0 0 0 0 0
Count Total 0 9 5 26 0 77 17 26 591 11 1,500 0
241 885111 9 0 6 91 10 8 2 7 0 1
10 89 1 217 876
8:45 AM 0 3 1 1
6 0 0 90 7 0
219 825
8:30 AM 0 0 0 6 0 6 2
97 9 0 3 84 20 10 2 6 0 1
3 83 4 208 728
8:15 AM 0 0 0 5
6 0 3 91 4 0
232 615
8:00 AM 0 1 2 2 0 9 0
94 5 0 2 102 20 12 4 7 0 0
1 67 0 166 0
7:45 AM 0 0 1 3
8 0 1 61 7 0
122 0
7:30 AM 0 1 0 4 0 14 2
52 6 0 1 36 10 12 4 4 0 1
0 39 0 95 0
7:15 AM 0 2 1 2
1 0 0 40 3 07:00 AM 0 2 0 3 0 6 1

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Villa Terrace Villa Terrace San Mateo Dr. San Mateo Dr. 15-min Total

UT LT TH RT
Date: 10/30/2025
Peak Hour Count Period: 7:00 AM 9:00 AM
SB 2.7% 0.94
TOTAL 2.0% 0.92
TH RT
WB 4.7% 0.89
NB 1.2% 0.87
Peak Hour: 8:00 AM 9:00 AM
HV %: PHF
EB 0.0% 0.88
0 1
1 0
4 0
0 8
0 0
1 0
9 6
5 4
N
San Mateo Dr.

Villa Terrace
Villa TerraceSan Mateo Dr.

Villa Terrace
San Mateo Dr.
885TEV:

0.92PHF: 8
347
22 377
418
0 25
6 33
64 54
0 29
389
5 423
394
0 14
3 4
21 19
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 1 0
1 0 0
0 0 0
0 1 0
0 0 0
011 0 1 0
411 0 1 0
0000
0 0
2 20
0 THLT
02000000
0 00
0 0
0 0 0
0 0 0
0 THLT
150 0 4 00 8
30 000 14 0
1 0
0 1
Peak Hour
1 8Count Total
0 15400 20 1 0 0
3 16
8:45 AM
0 1 0 0
17 8:30 AM
40 0 2 00 1
4 17
8:15 AM
0 4 0
1 0 0
0 0 0
0 0 0
15 8:00 AM
500 4
4 0
7:45 AM
0 1 0 0
0 7:30 AM
40 0 1 00 17:15 AM 0
0 0
0 0 0
2 07:00 AM
RT
18 0
Interval
Start
Villa Terrace Villa Terrace San Mateo Dr. San Mateo Dr. 15-min
Total
Rolling
One Hour
4 1 0 1 9 00 1 0 2 0 0

RTTHLT RTTHLTRT
1 18 0 36 0
Peak Hour 0 0 0 0
4 0 0 7 2 0Count Total 0 0 0 2 0 2 0
6 182 1 0 1 2 00 0 0 0 0 0
0 2 0 4 15
8:45 AM 0 0 0 0
1 0 0 1 0 0
6 20
8:30 AM 0 0 0 0 0 0 0
1 0 0 0 4 00 1 0 0 0 0
0 1 0 2 17
8:15 AM 0 0 0 0
1 0 0 0 0 0
3 18
8:00 AM 0 0 0 0 0 0 0
2 0 0 0 1 00 0 0 0 0 0
0 5 0 9 0
7:45 AM 0 0 0 0
1 0 0 1 1 0
3 0
7:30 AM 0 0 0 0 0 1 0
0 0 0 0 1 00 0 0 1 0 0
0 2 0 3 0
7:15 AM 0 0 0 1
0 0 0 0 0 0
TH RT
7:00 AM 0 0 0 1 0 0 0

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Villa Terrace Villa Terrace San Mateo Dr. San Mateo Dr. 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
4 3
7 8
11 13
7 6
59 2215 3 9 6 9 6
20 6
Peak Hour 0 1 3 7 11 0 1
1 9 13 23 18 15Count Total 1 1 7 7 16 0
0 4 00 0 3 2 5 25:45 PM 1 0 1 0 2
3 4 3 1 1 2
2 5:30 PM 0 0 1 0 1 0 0 1
0 0 0 4 2 5
4 1
5:15 PM 0 0 2 0 2 0 0
0 0 5 5 3 3
2 2 0
5:00 PM 0 0 0 0 0 0
0 0 0 2 2 4
3 2 1
0 4:30 PM 0 0 0 1 1 0 0 2
2 1 3 0 2 1
1 2 0
EB WB NB SB Total East
4:45 PM 0 0 1 2 3
0 2 1
0% 8% 0%HV% - 0% 0% 0% -
1 0
4:15 PM 0 1 1 3 5 0 0
1 1 0 2 1 2
West North South
4:00 PM 0 0 1
0 12 429 30 0 22 52415 0 14 2 22 1
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
0% - 5% 1% 20% 1%0% 0% 5%
Peak
Hour
All 0 2 1
38 1 24 869 64 0
0 1 4 2 11 00 1 0 1 2 0
10 1,084 0
HV 0 0 0 0 0
Count Total 0 9 1 36 0 33 6 44 965 22 2,112 0
238 1,028102 11 0 6 102 10 2 2 4 0 3
5 109 3 245 1,051
5:45 PM 0 2 0 3
4 0 2 98 3 0
288 1,083
5:30 PM 0 3 0 9 0 8 1
126 12 0 10 115 50 7 0 4 0 4
1 115 3 257 1,038
5:15 PM 0 2 0 3
4 0 3 114 8 0
261 1,084
5:00 PM 0 0 0 6 0 2 1
99 11 0 3 133 20 5 0 3 0 3
3 122 2 277 0
4:45 PM 0 1 0 1
6 0 2 128 9 0
243 0
4:30 PM 0 0 0 4 0 1 0
90 2 0 5 123 40 5 2 4 0 4
11 146 2 303 0
4:15 PM 0 0 0 4
9 1 3 112 8 04:00 PM 0 1 1 6 0 3 0

UT LT TH RT UT LT
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
Villa Terrace Villa Terrace San Mateo Dr. San Mateo Dr. 15-min Total

UT LT TH RT
Date: 10/30/2025
Peak Hour Count Period: 4:00 PM 6:00 PM
SB 1.3% 0.87
TOTAL 1.0% 0.89
TH RT
WB 2.6% 0.79
NB 0.6% 0.85
Peak Hour: 4:00 PM 5:00 PM
HV %: PHF
EB 0.0% 0.56
0 0
0 0
3 0
0 5
0 0
0 1
6 1
9 6
N
San Mateo Dr.

Villa Terrace
Villa TerraceSan Mateo Dr.

Villa Terrace
San Mateo Dr.
1,084TEV:

0.89PHF: 10
524
22 556
453
0 22
2 14
38 53
0 30
429
12 472
554
1 15
1 2
18 24
0 Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 0
0 2 0
0 5 0
0 0 0
0 0 0
000 1 0 0
000 1 0 0
1000
0 0
0 00
0 THLT
00001000
0 00
0 0
0 0 0
0 0 0
0 THLT
90 0 3 00 5
23 001 7 1
3 0
1 1
Peak Hour
1 12Count Total
0 14511 10 0 0 0
4 11
5:45 PM
0 1 0 0
9 5:30 PM
00 0 0 00 0
5 12
5:15 PM
0 0 0
0 0 0
0 0 0
0 0 0
9 5:00 PM
200 0
2 0
4:45 PM
0 2 0 0
0 4:30 PM
30 0 1 00 24:15 PM 0
0 0
0 0 0
2 04:00 PM
RT
11 0
Interval
Start
Villa Terrace Villa Terrace San Mateo Dr. San Mateo Dr. 15-min
Total
Rolling
One Hour
2 0 0 1 4 20 0 0 1 0 1

RTTHLT RTTHLTRT
1 4 2 16 0
Peak Hour 0 0 0 0
1 0 1 6 0 0Count Total 0 0 0 1 0 0 0
2 51 0 0 0 0 00 0 0 0 0 0
0 0 0 1 6
5:45 PM 0 0 0 1
0 0 0 1 0 0
2 6
5:30 PM 0 0 0 0 0 0 0
2 0 0 0 0 00 0 0 0 0 0
0 0 0 0 9
5:15 PM 0 0 0 0
0 0 0 0 0 0
3 11
5:00 PM 0 0 0 0 0 0 0
1 0 0 0 2 00 0 0 0 0 0
1 0 0 1 0
4:45 PM 0 0 0 0
0 0 0 0 0 0
5 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 2 10 0 0 1 0 1
0 0 1 2 0
4:15 PM 0 0 0 0
0 0 0 1 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
Villa Terrace Villa Terrace San Mateo Dr. San Mateo Dr. 15-min
Total
Rolling
One HourEastbound Westbound
SouthboundNorthboundWestboundEastbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
0 2
4 3
0 5
3 5
22 1313 0 4 12 0 0
0 3
Peak Hr 0 0 0 0 0 0 1
1 5 2 8 18 1Count Total 0 0 0 2 2 0
0 0 10 0 1 0 1 48:45 AM 0 0 0 0 0
0 2 3 0 0 0
0 8:30 AM 0 0 0 0 0 0 1 1
1 0 1 5 0 0
0 0
8:15 AM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 0 0
8:00 AM 0 0 0 0 0 0
0 0 1 0 1 3
1 0 2
0 7:30 AM 0 0 0 0 0 0 0 1
0 0 0 2 0 0
1 1 0
EB WB NB SB Total East
7:45 AM 0 0 0 0 0
2 3 1
- - 0%HV% - - - - -
0 0
7:15 AM 0 0 0 1 1 0 0
0 0 0 0 0 0
West North South
7:00 AM 0 0 0
0 0 23 8 2 4 280 0 13 0 3 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
0% 0% 0% 0% - 0%0% - 0%
Peak
Hour
All 0 0 0
5 0 0 31 10 2
0 0 0 0 0 00 0 0 0 0 0
0 81 0
HV 0 0 0 0 0
Count Total 0 0 0 0 1 21 0 9 46 0 125 0
12 814 1 1 1 2 00 2 0 1 0 0
1 8 0 21 79
8:45 AM 0 0 0 0
0 0 0 2 5 1
22 71
8:30 AM 0 0 0 0 0 4 0
8 2 0 0 8 00 4 0 0 0 0
2 10 0 26 63
8:15 AM 0 0 0 0
2 0 0 9 0 0
10 44
8:00 AM 0 0 0 0 0 3 0
1 1 0 0 4 00 4 0 0 0 0
1 9 0 13 0
7:45 AM 0 0 0 0
1 0 0 2 0 0
14 0
7:30 AM 0 0 0 0 0 0 0
4 1 0 2 2 01 3 0 1 0 0
2 3 0 7 0
7:15 AM 0 0 0 0
0 0 0 1 0 07:00 AM 0 0 0 0 0 1 0
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
N/A Villa Terrace Highland Ave Highland Ave 15-min
Total

UT LT TH RT
SB 0.0% 0.71
TOTAL 0.0% 0.78

TH RTUT LT TH RT UT LT
WB 0.0% 0.80
NB 0.0% 0.78
Peak Hour: 8:00 AM 9:00 AM
HV %: PHF
EB - -
Date: 10/30/2025
Peak Hour Count Period: 7:00 AM 9:00 AM
N
Highland Ave
Villa Terrace
Villa Terrace
Highland Ave
Highland Ave
81TEV:

0.78PHF: 28
4 34
28 2
3 13 16
12 0
8 2331
41 0
0 0
2 1
0 1
0 1
0 12
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 4 00 0 1 2 0 0Peak Hour 0 0 0 1 0
2 2 0 0 8 0Count Total 0 0 0 1 0 0 0 3
40 1 0 0 0 1
2 4
8:45 AM 0 0 0 0 0 0 0
0 1 0 0 0 0
0 1 5
8:30 AM 0 0 0 1 0 0
0 0 0 1 0 08:15 AM 0 0 0 0 0
0 0 0 0 0 4
4 8:00 AM 0 0 0 0 0 0 0 0
1 0 0 0 0 1
3 0
7:45 AM 0 0 0 0 0 0 0
0 1 0 2 0 0
0 0 0
7:30 AM 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

TH RT LT TH RT
7:00 AM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
0 0
Interval
Start
N/A Villa Terrace Highland Ave Highland Ave
15-min
Total
Rolling
One HourEastbound
0 0 0 0 0 00 0 0 0 0 0
2 0 0 2 0
Peak Hour 0 0 0 0
0 0 0 0 0 0Count Total 0 0 0 0 0 0 0
0 00 0 0 0 0 00 0 0 0 0 0
0 0 0 0 0
8:45 AM 0 0 0 0
0 0 0 0 0 0
0 0
8:30 AM 0 0 0 0 0 0 0
0 0 0 0 0 00 0 0 0 0 0
0 0 0 0 1
8:15 AM 0 0 0 0
0 0 0 0 0 0
0 2
8:00 AM 0 0 0 0 0 0 0
0 0 0 0 0 00 0 0 0 0 0
0 0 0 0 0
7:45 AM 0 0 0 0
0 0 0 0 0 0
1 0
7:30 AM 0 0 0 0 0 0 0
0 0 0 1 0 00 0 0 0 0 0
1 0 0 1 0
7:15 AM 0 0 0 0
0 0 0 0 0 0
TH RT
7:00 AM 0 0 0 0 0 0 0

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
N/A Villa Terrace Highland Ave Highland Ave
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
to
to
Two-Hour Count Summaries
Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count.

Total
7 7
9 8
9 3
4 16
63 3284 3 8 22 2 0
0 9
Peak Hr 0 1 1 1 3 0 1
1 5 4 10 51 3Count Total 0 3 1 1 5 0
0 0 50 0 0 0 0 115:45 PM 0 0 1 1 2
2 5 1 2 0 1
2 5:30 PM 0 0 0 0 0 0 1 2
1 1 2 1 0 0
0 0
5:15 PM 0 0 0 0 0 0 0
0 1 0 1 9 0
1 0 0
5:00 PM 0 1 0 0 1 0
0 0 0 0 0 7
0 0 0
0 4:30 PM 0 0 0 0 0 0 0 0
0 1 1 7 0 0
0 1 0
EB WB NB SB Total East
4:45 PM 0 1 0 0 1
0 0 9
- - 0%HV% - - - - 0%
0 1
4:15 PM 0 0 0 0 0 0 0
0 1 0 1 6 0
West North South
4:00 PM 0 1 0
0 0 19 12 0 7 190 1 14 0 12 0
0 Interval
Start
Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total
8% - 0% 5% - 4%0% - 8%
Peak
Hour
All 0 0 0
23 2 0 39 18 0
0 0 1 0 3 00 1 0 0 0 1
0 84 0
HV 0 0 0 0 0
Count Total 0 0 0 0 2 23 0 17 41 0 165 0
23 844 5 0 1 6 00 4 0 3 0 0
4 3 0 19 77
5:45 PM 0 0 0 0
1 0 0 5 3 0
17 76
5:30 PM 0 0 0 0 1 2 0
4 0 0 1 4 00 3 0 5 0 0
1 6 0 25 82
5:15 PM 0 0 0 0
3 0 0 6 4 0
16 81
5:00 PM 0 0 0 0 0 5 0
5 1 0 1 5 00 1 0 3 0 0
3 6 0 18 0
4:45 PM 0 0 0 0
2 2 0 3 1 0
23 0
4:30 PM 0 0 0 0 1 0 0
6 1 0 4 5 00 4 0 3 0 0
2 6 0 24 0
4:15 PM 0 0 0 0
3 0 0 6 3 04:00 PM 0 0 0 0 0 4 0
Rolling
One HourEastbound Westbound Northbound Southbound

UT LT TH RT
Interval
Start
N/A Villa Terrace Highland Ave Highland Ave 15-min
Total

UT LT TH RT
SB 3.8% 0.93
TOTAL 3.6% 0.84

TH RTUT LT TH RT UT LT
WB 3.7% 0.84
NB 3.2% 0.78
Peak Hour: 5:00 PM 6:00 PM
HV %: PHF
EB - -
Date: 10/30/2025
Peak Hour Count Period: 4:00 PM 6:00 PM
N
Highland Ave
Villa Terrace
Villa Terrace
Highland Ave
Highland Ave
84TEV:

0.84PHF: 19
7 26
31 0
12 14 27
20 1
12 1931
33 0
2 1
0 4
1 0
0 8
2 22
Project Manager: (415) 310-6469 [email protected] www.idaxdata.com
Two-Hour Count Summaries - Heavy Vehicles
Two-Hour Count Summaries - Bikes
Note: U-Turn volumes for bikes are included in Left-Turn, if any. 0 8 01 0 4 0 1 2Peak Hour 0 0 0 0 0
0 1 3 0 10 0Count Total 0 0 0 0 0 1 0 5
80 0 0 0 0 0
5 8
5:45 PM 0 0 0 0 0 0 0
0 2 0 1 1 0
0 2 3
5:30 PM 0 0 0 0 0 1
0 0 1 0 0 15:15 PM 0 0 0 0 0
0 0 0 0 1 2
2 5:00 PM 0 0 0 0 0 0 0 1
0 0 0 0 0 0
0 0
4:45 PM 0 0 0 0 0 0 0
0 0 0 0 0 0
0 1 0
4:30 PM 0 0 0 0 0 0
0 0 0 0 0 1
0 0 1 0
4:15 PM 0 0 0 0 0
0 0 0 1 0 0

TH RT LT TH RT
4:00 PM 0 0 0 0
Westbound Northbound Southbound

LT TH RT LT TH RT LT
3 0
Interval
Start
N/A Villa Terrace Highland Ave Highland Ave
15-min
Total
Rolling
One HourEastbound
0 1 0 0 1 00 0 0 1 0 0
0 1 0 5 0
Peak Hour 0 0 0 0
2 0 0 0 1 0Count Total 0 0 0 0 0 1 0
2 30 1 0 0 1 00 0 0 0 0 0
0 0 0 0 2
5:45 PM 0 0 0 0
0 0 0 0 0 0
0 2
5:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 00 0 0 0 0 0
0 0 0 1 2
5:15 PM 0 0 0 0
1 0 0 0 0 0
1 2
5:00 PM 0 0 0 0 0 0 0
0 0 0 0 0 00 1 0 0 0 0
0 0 0 0 0
4:45 PM 0 0 0 0
0 0 0 0 0 0
0 0
4:30 PM 0 0 0 0 0 0 0
0 0 0 0 0 00 0 0 0 0 0
0 0 0 1 0
4:15 PM 0 0 0 0
1 0 0 0 0 0
TH RT
4:00 PM 0 0 0 0 0 0 0

UT LT TH RT UT LT
Northbound Southbound

UT LT TH RT UT LT TH RT
Interval
Start
N/A Villa Terrace Highland Ave Highland Ave
15-min
Total
Rolling
One HourEastbound Westbound
Project Manager: (415) 310-6469 [email protected]

Appendix B

Volume Sheets
715 North San Mateo Drive
San Mateo, CA
Intersection Number: 1
Traffix Node Number: 1
Intersection Name: San Mateo Drive and Villa Terrace
Peak Hour: AM
Count Date:

Movements
Southbound ApproachWestbound ApproachNorthbound ApproachEastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 8 347 22 25 6 33 29 389 5 14 3 4 885 Proposed Project Trips 7 0 0 0 0 0 0 0 7 22 0 22 58
Opening Year + Project Conditions 15 347 22 25 6 33 29 389 12 36 3 26 943 Cumlative No Project Conditions 9 392 25 28 7 37 33 440 6 16 3 5 1000 Cumulative + Project Conditions 16 392 25 28 7 37 33 440 13 38 3 27 1058 Intersection Number: 2
Traffix Node Number: 3
Intersection Name: Highland Avenue and Villa Terrace
Peak Hour: AM
Count Date:

Movements
Southbound ApproachWestbound ApproachNorthbound ApproachEastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 0 28 6 3 0 13 8 23 0 0 0 0 81
Proposed Project Trips 0 0 1 4 0 4 1 0 0 0 0 0 10
Opening Year + Project Conditions 0 28 7 7 0 17 9 23 0 0 0 0 91 Cumlative No Project Conditions 0 32 7 3 0 15 9 26 0 0 0 0 92 Cumulative + Project Conditions 0 32 8 7 0 19 10 26 0 0 0 0 102 Intersection Number: 3
Traffix Node Number: 9
Intersection Name: Proj Dwy and Villa Terrace
Peak Hour: AM
Count Date:

Movements
Southbound ApproachWestbound ApproachNorthbound ApproachEastbound Approach Scenario RT TH LT RT TH LT RT TH LT RT TH LT Total
Existing Conditions 0 0 0 0 19 0 0 0 0 0 14 0 33
Proposed Project Trips 8 0 45 14 0 0 0 0 0 0 0 2 69
Opening Year + Project Conditions 8 0 45 14 19 0 0 0 0 0 14 2 102 Cumlative No Project Conditions 0 0 0 0 21 0 0 0 0 0 16 0 37 Cumulative + Project Conditions 8 0 45 14 21 0 0 0 0 0 16 2 106 10/30/25
10/30/25
N/A
Hexagon Transportation Consultants, Inc.
2/4/2026
Sum_AM
715 N San Mateo Volumes
715 North San Mateo Drive
San Mateo, CA
Intersection Number: 1
Traffix Node Number: 1
Intersection Name: San Mateo Drive and Villa Terrace
Peak Hour: PM
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 10 524 22 22 2 14 30 429 13 15 1 2 1084 Proposed Project Trips 18 0 0 0 0 0 0 0 18 10 0 10 56
Opening Year + Project Conditions 28 524 22 22 2 14 30 429 31 25 1 12 1140 Cumlative No Project Conditions 11 576 24 24 2 15 33 472 14 17 1 2 1192 Cumulative + Project Conditions 29 576 24 24 2 15 33 472 32 27 1 12 1248 Intersection Number: 2
Traffix Node Number: 3
Intersection Name: Highland Avenue and Villa Terrace
Peak Hour: PM
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 19 7 12 0 15 12 19 0 0 0 0 84
Proposed Project Trips 0 0 3 2 0 2 3 0 0 0 0 0 10
Opening Year + Project Conditions 0 19 10 14 0 17 15 19 0 0 0 0 94 Cumlative No Project Conditions 0 21 8 13 0 17 13 21 0 0 0 0 92 Cumulative + Project Conditions 0 21 11 15 0 19 16 21 0 0 0 0 102 Intersection Number: 3
Traffix Node Number: 9
Intersection Name: Proj Dwy and Villa Terrace
Peak Hour: PM
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 0 0 0 25 0 0 0 0 0 19 0 44
Proposed Project Trips 4 0 21 37 0 0 0 0 0 0 0 7 69
Opening Year + Project Conditions 4 0 21 37 25 0 0 0 0 0 19 7 113 Cumlative No Project Conditions 0 0 0 0 28 0 0 0 0 0 21 0 48 Cumulative + Project Conditions 4 0 21 37 28 0 0 0 0 0 21 7 117 N/A
10/30/25
10/30/25
Hexagon Transportation Consultants, Inc.
2/4/2026
Sum_PM
715 N San Mateo Volumes

Appendix C

Intersection Level of Service Calculations

HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Existing AM 8:00 am 11/12/2025 Baseline Synchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 1.9
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 4 3 14 33 6 25 5 389 29 22 347 8
Future Vol, veh/h 4 3 14 33 6 25 5 389 29 22 347 8
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 4 3 15 36 7 27 5 423 32 24 377 9
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All866 895 382 876 883 439 386 0 0 454 0 0 Stage 1 429 429 - 449 449 - - - - - - -
Stage 2 437 465 - 427 434 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver273 280 666 269 285 618 1173 - - 1106 - - Stage 1 604 584 - 589 572 - - - - - - -
Stage 2 598 563 - 606 581 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver247 271 666 251 275 618 1173 - - 1106 - - Mov Cap-2 Maneuver247 271 - 251 275 - - - - - - -
Stage 1 587 568 - 585 568 - - - - - - -
Stage 2 562 559 - 572 565 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 13.74 18.76 0.1 0.49

HCM LOS B C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 21 - - 435 331 105 - -
HCM Lane V/C Ratio 0.005 - - 0.053 0.210.022 - -
HCM Ctrl Dly (s/v) 8.1 0 - 13.7 18.8 8.3 0 -
HCM Lane LOS A A - B C A A -
HCM 95th %tile Q(veh) 0 - - 0.2 0.8 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Existing AM 8:00 am 11/12/2025 Baseline Synchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 2.3
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 13 3 23 8 6 28
Future Vol, veh/h 13 3 23 8 6 28
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 78 78 78 78 78 78
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 17 4 29 10 8 36
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 86 35 0 0 40 0
Stage 1 35 - - - - -
Stage 2 51 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver915 1038 - - 1570 -
Stage 1 988 - - - - -
Stage 2 971 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver911 1038 - - 1570 -
Mov Cap-2 Maneuver911 - - - - -
Stage 1 988 - - - - -
Stage 2 966 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 8.95 0 1.29

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 932 318 -
HCM Lane V/C Ratio - - 0.0220.005 -
HCM Ctrl Dly (s/v) - - 8.9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Existing AM 8:00 am 11/12/2025 Baseline Synchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 14 19 0 0 0
Future Vol, veh/h 0 14 19 0 0 0
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 15 21 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 21 0 - 0 36 21
Stage 1 - - - - 21 -
Stage 2 - - - - 15 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1595 - - - 977 1057
Stage 1 - - - - 1002 -
Stage 2 - - - - 1008 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1595 - - - 977 1057
Mov Cap-2 Maneuver- - - - 977 -
Stage 1 - - - - 1002 -
Stage 2 - - - - 1008 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0 0 0

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 1595 - - - -
HCM Lane V/C Ratio - - - - -
HCM Ctrl Dly (s/v) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Existing PM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 1.3
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 2 1 15 14 2 22 13 429 30 22 524 10
Future Vol, veh/h 2 1 15 14 2 22 13 429 30 22 524 10
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 2 1 17 16 2 25 15 482 34 25 589 11
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All1156 1189 594 1167 1178 499 600 0 0 516 0 0 Stage 1 644 644 - 528 528 - - - - - - -
Stage 2 512 545 - 639 649 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver174 188 505 171 191 572 977 - - 1050 - - Stage 1 461 468 - 534 528 - - - - - - -
Stage 2 544 519 - 464 465 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver155 177 505 155 180 572 977 - - 1050 - - Mov Cap-2 Maneuver155 177 - 155 180 - - - - - - -
Stage 1 445 451 - 523 517 - - - - - - -
Stage 2 508 508 - 432 449 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 15.21 20.72 0.24 0.34

HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 49 - - 373 271 71 - -
HCM Lane V/C Ratio 0.015 - - 0.0540.1570.024 - -
HCM Ctrl Dly (s/v) 8.7 0 - 15.2 20.7 8.5 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0 - - 0.2 0.5 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Existing PM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 3.4
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 15 12 19 12 7 19
Future Vol, veh/h 15 12 19 12 7 19
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 84 84 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 18 14 23 14 8 23
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 69 30 0 0 37 0
Stage 1 30 - - - - -
Stage 2 39 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver936 1045 - - 1574 -
Stage 1 993 - - - - -
Stage 2 983 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver931 1045 - - 1574 -
Mov Cap-2 Maneuver931 - - - - -
Stage 1 993 - - - - -
Stage 2 978 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 8.81 0 1.97

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 978 485 -
HCM Lane V/C Ratio - - 0.0330.005 -
HCM Ctrl Dly (s/v) - - 8.8 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Existing PM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 19 25 0 0 0
Future Vol, veh/h 0 19 25 0 0 0
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 21 27 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 27 0 - 0 48 27
Stage 1 - - - - 27 -
Stage 2 - - - - 21 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1587 - - - 962 1048
Stage 1 - - - - 995 -
Stage 2 - - - - 1002 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1587 - - - 962 1048
Mov Cap-2 Maneuver- - - - 962 -
Stage 1 - - - - 995 -
Stage 2 - - - - 1002 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0 0 0

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 1587 - - - -
HCM Lane V/C Ratio - - - - -
HCM Ctrl Dly (s/v) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Opening Year Plus Project AM 1:19 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 2.8
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 26 3 36 33 6 25 12 389 29 22 347 15
Future Vol, veh/h 26 3 36 33 6 25 12 389 29 22 347 15
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 28 3 39 36 7 27 13 423 32 24 377 16
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All885 914 385 891 906 439 393 0 0 454 0 0 Stage 1 433 433 - 465 465 - - - - - - -
Stage 2 452 480 - 427 441 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver265 273 662 263 276 618 1165 - - 1106 - - Stage 1 601 582 - 578 563 - - - - - - -
Stage 2 587 554 - 606 577 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver237 262 662 234 264 618 1165 - - 1106 - - Mov Cap-2 Maneuver237 262 - 234 264 - - - - - - -
Stage 1 584 565 - 569 555 - - - - - - -
Stage 2 546 546 - 551 561 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 16.99 19.72 0.23 0.48

HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 50 - - 371 314 102 - -
HCM Lane V/C Ratio 0.011 - - 0.1910.2220.022 - -
HCM Ctrl Dly (s/v) 8.1 0 - 17 19.7 8.3 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0 - - 0.7 0.8 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Opening Year Plus Project AM 1:19 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 2.9
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 17 7 23 9 7 28
Future Vol, veh/h 17 7 23 9 7 28
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 78 78 78 78 78 78
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 22 9 29 12 9 36
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 89 35 0 0 41 0
Stage 1 35 - - - - -
Stage 2 54 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver912 1038 - - 1568 -
Stage 1 987 - - - - -
Stage 2 969 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver906 1038 - - 1568 -
Mov Cap-2 Maneuver906 - - - - -
Stage 1 987 - - - - -
Stage 2 963 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 8.96 0 1.46

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 941 360 -
HCM Lane V/C Ratio - - 0.0330.006 -
HCM Ctrl Dly (s/v) - - 9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Opening Year Plus Project AM 1:19 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 4.8
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 2 14 19 14 45 8
Future Vol, veh/h 2 14 19 14 45 8
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 15 21 15 49 9
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 36 0 - 0 48 28
Stage 1 - - - - 28 -
Stage 2 - - - - 20 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1575 - - - 962 1047
Stage 1 - - - - 994 -
Stage 2 - - - - 1003 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1575 - - - 960 1047
Mov Cap-2 Maneuver- - - - 960 -
Stage 1 - - - - 993 -
Stage 2 - - - - 1003 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0.91 0 8.93

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 225 - - - 973
HCM Lane V/C Ratio 0.001 - - - 0.059
HCM Ctrl Dly (s/v) 7.3 0 - - 8.9
HCM Lane LOS A A - - A
HCM 95th %tile Q(veh) 0 - - - 0.2
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Opening Year Plus Project PM 1:19 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 1.9
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 12 1 25 14 2 22 31 429 30 22 524 28
Future Vol, veh/h 12 1 25 14 2 22 31 429 30 22 524 28
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 13 1 28 16 2 25 35 482 34 25 589 31
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All1207 1239 604 1207 1238 499 620 0 0 516 0 0 Stage 1 654 654 - 569 569 - - - - - - -
Stage 2 553 585 - 639 670 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver160 175 498 160 176 572 960 - - 1050 - - Stage 1 456 463 - 507 506 - - - - - - -
Stage 2 517 497 - 464 456 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver138 160 498 137 161 572 960 - - 1050 - - Mov Cap-2 Maneuver138 160 - 137 161 - - - - - - -
Stage 1 439 446 - 481 480 - - - - - - -
Stage 2 468 472 - 421 439 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 21.14 22.47 0.56 0.33

HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 112 - - 265 248 68 - -
HCM Lane V/C Ratio 0.036 - - 0.1610.1720.024 - -
HCM Ctrl Dly (s/v) 8.9 0 - 21.1 22.5 8.5 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0.1 - - 0.6 0.6 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Opening Year Plus Project PM 1:19 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 3.7
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 17 14 19 15 10 19
Future Vol, veh/h 17 14 19 15 10 19
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 84 84 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 20 17 23 18 12 23
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 78 32 0 0 40 0
Stage 1 32 - - - - -
Stage 2 46 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver925 1042 - - 1569 -
Stage 1 991 - - - - -
Stage 2 976 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver918 1042 - - 1569 -
Mov Cap-2 Maneuver918 - - - - -
Stage 1 991 - - - - -
Stage 2 969 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 8.86 0 2.52

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 970 621 -
HCM Lane V/C Ratio - - 0.0380.008 -
HCM Ctrl Dly (s/v) - - 8.9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Opening Year Plus Project PM 1:19 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 2.4
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 7 19 25 37 21 4
Future Vol, veh/h 7 19 25 37 21 4
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 8 21 27 40 23 4
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 67 0 - 0 83 47
Stage 1 - - - - 47 -
Stage 2 - - - - 36 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1534 - - - 919 1022
Stage 1 - - - - 975 -
Stage 2 - - - - 987 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1534 - - - 914 1022
Mov Cap-2 Maneuver- - - - 914 -
Stage 1 - - - - 970 -
Stage 2 - - - - 987 -
Approach EB WB SB
HCM Ctrl Dly, s/v 1.98 0 8.99

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 485 - - - 930
HCM Lane V/C Ratio 0.005 - - - 0.029
HCM Ctrl Dly (s/v) 7.4 0 - - 9
HCM Lane LOS A A - - A
HCM 95th %tile Q(veh) 0 - - - 0.1
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Cumulative AM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 5 3 16 37 7 28 6 440 33 25 392 9
Future Vol, veh/h 5 3 16 37 7 28 6 440 33 25 392 9
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 5 3 17 40 8 30 7 478 36 27 426 10
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All980 1013 431 991 999 496 436 0 0 514 0 0 Stage 1 485 485 - 509 509 - - - - - - -
Stage 2 495 527 - 482 490 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver229 239 624 225 243 574 1124 - - 1051 - - Stage 1 563 551 - 547 538 - - - - - - -
Stage 2 556 528 - 565 549 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver201 229 624 207 233 574 1124 - - 1051 - - Mov Cap-2 Maneuver201 229 - 207 233 - - - - - - -
Stage 1 544 533 - 542 534 - - - - - - -
Stage 2 515 524 - 528 530 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 15.25 22.85 0.1 0.5

HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 22 - - 377 279 105 - -
HCM Lane V/C Ratio 0.006 - - 0.069 0.280.026 - -
HCM Ctrl Dly (s/v) 8.2 0 - 15.2 22.8 8.5 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0 - - 0.2 1.1 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Cumulative AM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 2.3
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 15 3 26 9 7 32
Future Vol, veh/h 15 3 26 9 7 32
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 78 78 78 78 78 78
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 19 4 33 12 9 41
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 98 39 0 0 45 0
Stage 1 39 - - - - -
Stage 2 59 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver901 1032 - - 1563 -
Stage 1 983 - - - - -
Stage 2 964 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver896 1032 - - 1563 -
Mov Cap-2 Maneuver896 - - - - -
Stage 1 983 - - - - -
Stage 2 958 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 9.03 0 1.31

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 916 323 -
HCM Lane V/C Ratio - - 0.0250.006 -
HCM Ctrl Dly (s/v) - - 9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Cumulative AM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 16 21 0 0 0
Future Vol, veh/h 0 16 21 0 0 0
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 17 23 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 23 0 - 0 40 23
Stage 1 - - - - 23 -
Stage 2 - - - - 17 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1592 - - - 971 1054
Stage 1 - - - - 1000 -
Stage 2 - - - - 1005 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1592 - - - 971 1054
Mov Cap-2 Maneuver- - - - 971 -
Stage 1 - - - - 1000 -
Stage 2 - - - - 1005 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0 0 0

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 1592 - - - -
HCM Lane V/C Ratio - - - - -
HCM Ctrl Dly (s/v) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Cumulative PM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 1.4
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 2 1 17 15 2 24 14 472 33 24 576 11
Future Vol, veh/h 2 1 17 15 2 24 14 472 33 24 576 11
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 2 1 19 17 2 27 16 530 37 27 647 12
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All1270 1306 653 1282 1294 549 660 0 0 567 0 0 Stage 1 707 707 - 580 580 - - - - - - -
Stage 2 563 599 - 702 713 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver145 160 467 142 163 536 929 - - 1005 - - Stage 1 426 438 - 500 500 - - - - - - -
Stage 2 511 490 - 429 435 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver127 149 467 126 152 536 929 - - 1005 - - Mov Cap-2 Maneuver127 149 - 126 152 - - - - - - -
Stage 1 408 419 - 487 487 - - - - - - -
Stage 2 471 478 - 393 417 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 16.35 24.31 0.24 0.34

HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 48 - - 340 232 70 - -
HCM Lane V/C Ratio 0.017 - - 0.0660.1980.027 - -
HCM Ctrl Dly (s/v) 8.9 0 - 16.3 24.3 8.7 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0.1 - - 0.2 0.7 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Cumulative PM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 3.5
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 17 13 21 13 8 21
Future Vol, veh/h 17 13 21 13 8 21
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 84 84 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 20 15 25 15 10 25
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 77 33 0 0 40 0
Stage 1 33 - - - - -
Stage 2 44 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver926 1041 - - 1569 -
Stage 1 990 - - - - -
Stage 2 978 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver921 1041 - - 1569 -
Mov Cap-2 Maneuver921 - - - - -
Stage 1 990 - - - - -
Stage 2 972 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 8.86 0 2.02

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 969 497 -
HCM Lane V/C Ratio - - 0.0370.006 -
HCM Ctrl Dly (s/v) - - 8.9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Cumulative PM 1:19 pm 11/12/2025 Baseline Synchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 21 28 0 0 0
Future Vol, veh/h 0 21 28 0 0 0
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 0 23 30 0 0 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 30 0 - 0 53 30
Stage 1 - - - - 30 -
Stage 2 - - - - 23 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1582 - - - 955 1044
Stage 1 - - - - 992 -
Stage 2 - - - - 1000 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1582 - - - 955 1044
Mov Cap-2 Maneuver- - - - 955 -
Stage 1 - - - - 992 -
Stage 2 - - - - 1000 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0 0 0

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 1582 - - - -
HCM Lane V/C Ratio - - - - -
HCM Ctrl Dly (s/v) 0 - - - 0
HCM Lane LOS A - - - A
HCM 95th %tile Q(veh) 0 - - - -
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Cumulative Plus Project AM 1:20 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 3.2
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 27 3 38 37 7 28 13 440 33 25 392 16
Future Vol, veh/h 27 3 38 37 7 28 13 440 33 25 392 16
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 29 3 41 40 8 30 14 478 36 27 426 17
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All999 1032 435 1007 1022 496 443 0 0 514 0 0 Stage 1 489 489 - 524 524 - - - - - - -
Stage 2 510 542 - 482 498 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver222 233 621 220 236 574 1117 - - 1051 - - Stage 1 560 549 - 536 530 - - - - - - -
Stage 2 546 520 - 565 544 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver193 221 621 192 224 574 1117 - - 1051 - - Mov Cap-2 Maneuver193 221 - 192 224 - - - - - - -
Stage 1 541 530 - 527 520 - - - - - - -
Stage 2 500 511 - 507 526 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 19.79 24.32 0.22 0.49

HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 47 - - 317 264 103 - -
HCM Lane V/C Ratio 0.013 - - 0.2330.2970.026 - -
HCM Ctrl Dly (s/v) 8.3 0 - 19.8 24.3 8.5 0 -
HCM Lane LOS A A - C C A A -
HCM 95th %tile Q(veh) 0 - - 0.9 1.2 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Cumulative Plus Project AM 1:20 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 2.9
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 19 7 26 10 8 32
Future Vol, veh/h 19 7 26 10 8 32
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 78 78 78 78 78 78
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 24 9 33 13 10 41
Major/Minor Minor1 Major1 Major2
Conflicting Flow All101 40 0 0 46 0
Stage 1 40 - - - - -
Stage 2 62 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver897 1032 - - 1562 -
Stage 1 983 - - - - -
Stage 2 961 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver891 1032 - - 1562 -
Mov Cap-2 Maneuver891 - - - - -
Stage 1 983 - - - - -
Stage 2 955 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 9.04 0 1.46

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 925 360 -
HCM Lane V/C Ratio - - 0.0360.007 -
HCM Ctrl Dly (s/v) - - 9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Cumulative Plus Project AM 1:20 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 4.6
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 2 16 21 14 45 8
Future Vol, veh/h 2 16 21 14 45 8
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 2 17 23 15 49 9
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 38 0 - 0 52 30
Stage 1 - - - - 30 -
Stage 2 - - - - 22 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1572 - - - 956 1044
Stage 1 - - - - 992 -
Stage 2 - - - - 1001 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1572 - - - 955 1044
Mov Cap-2 Maneuver- - - - 955 -
Stage 1 - - - - 991 -
Stage 2 - - - - 1001 -
Approach EB WB SB
HCM Ctrl Dly, s/v 0.81 0 8.96

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 200 - - - 967
HCM Lane V/C Ratio 0.001 - - - 0.06
HCM Ctrl Dly (s/v) 7.3 0 - - 9
HCM Lane LOS A A - - A
HCM 95th %tile Q(veh) 0 - - - 0.2
HCM 7th TWSC
1: San Mateo Dr & Villa Ter 01/29/2026
Cumulative Plus Project PM 1:20 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 1
Intersection
Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBTWBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Vol, veh/h 12 1 27 15 2 24 32 472 33 24 576 29
Future Vol, veh/h 12 1 27 15 2 24 32 472 33 24 576 29
Conflicting Peds, #/hr0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - - - -
Veh in Median Storage, #- 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 89 89 89 89 89 89 89 89 89 89 89 89
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 13 1 30 17 2 27 36 530 37 27 647 33
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All1321 1357 663 1322 1354 549 680 0 0 567 0 0 Stage 1 717 717 - 621 621 - - - - - - -
Stage 2 603 639 - 702 734 - - - - - - -
Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 16.12 5.52 - 6.12 5.52 - - - - - - -
Critical Hdwy Stg 26.12 5.52 - 6.12 5.52 - - - - - - -
Follow-up Hdwy 3.5184.0183.3183.5184.0183.3182.218 - - 2.218 - - Pot Cap-1 Maneuver134 149 461 133 149 536 913 - - 1005 - - Stage 1 420 433 - 475 479 - - - - - - -
Stage 2 486 470 - 429 426 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver113 134 461 111 135 536 913 - - 1005 - - Mov Cap-2 Maneuver113 134 - 111 135 - - - - - - -
Stage 1 402 415 - 448 452 - - - - - - -
Stage 2 432 443 - 382 408 - - - - - - -
Approach EB WB NB SB
HCM Ctrl Dly, s/v 24.22 26.76 0.54 0.33

HCM LOS C D
Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 106 - - 232 211 68 - -
HCM Lane V/C Ratio 0.039 - - 0.1940.2180.027 - -
HCM Ctrl Dly (s/v) 9.1 0 - 24.2 26.8 8.7 0 -
HCM Lane LOS A A - C D A A -
HCM 95th %tile Q(veh) 0.1 - - 0.7 0.8 0.1 - -
HCM 7th TWSC
3: Highland Ave & Villa Ter 01/29/2026
Cumulative Plus Project PM 1:20 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 2
Intersection
Int Delay, s/veh 3.7
Movement WBLWBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 19 15 21 16 11 21
Future Vol, veh/h 19 15 21 16 11 21
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - - -
Veh in Median Storage, #0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 84 84 84 84 84 84
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 23 18 25 19 13 25
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 86 35 0 0 44 0
Stage 1 35 - - - - -
Stage 2 51 - - - - -
Critical Hdwy 6.42 6.22 - - 4.12 -
Critical Hdwy Stg 15.42 - - - - -
Critical Hdwy Stg 25.42 - - - - -
Follow-up Hdwy 3.5183.318 - - 2.218 -
Pot Cap-1 Maneuver916 1039 - - 1564 -
Stage 1 988 - - - - -
Stage 2 971 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver908 1039 - - 1564 -
Mov Cap-2 Maneuver908 - - - - -
Stage 1 988 - - - - -
Stage 2 963 - - - - -
Approach WB NB SB
HCM Ctrl Dly, s/v 8.91 0 2.52

HCM LOS A
Minor Lane/Major MvmtNBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 961 619 -
HCM Lane V/C Ratio - - 0.0420.008 -
HCM Ctrl Dly (s/v) - - 8.9 7.3 0
HCM Lane LOS - - A A A
HCM 95th %tile Q(veh) - - 0.1 0 -
HCM 7th TWSC
9: Villa Ter & Project Dwy 01/29/2026
Cumulative Plus Project PM 1:20 pm 11/12/2025 BaselineSynchro 12 Report Hexagon Page 3
Intersection
Int Delay, s/veh 2.3
Movement EBL EBT WBTWBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 7 21 28 37 21 4
Future Vol, veh/h 7 21 28 37 21 4
Conflicting Peds, #/hr0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, #- 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 8 23 30 40 23 4
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 71 0 - 0 89 51
Stage 1 - - - - 51 -
Stage 2 - - - - 38 -
Critical Hdwy 4.12 - - - 6.42 6.22
Critical Hdwy Stg 1 - - - - 5.42 -
Critical Hdwy Stg 2 - - - - 5.42 -
Follow-up Hdwy 2.218 - - - 3.5183.318
Pot Cap-1 Maneuver1530 - - - 912 1018
Stage 1 - - - - 972 -
Stage 2 - - - - 984 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver1530 - - - 908 1018
Mov Cap-2 Maneuver- - - - 908 -
Stage 1 - - - - 967 -
Stage 2 - - - - 984 -
Approach EB WB SB
HCM Ctrl Dly, s/v 1.84 0 9.02

HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBTWBRSBLn1
Capacity (veh/h) 450 - - - 924
HCM Lane V/C Ratio 0.005 - - - 0.029
HCM Ctrl Dly (s/v) 7.4 0 - - 9
HCM Lane LOS A A - - A
HCM 95th %tile Q(veh) 0 - - - 0.1