Magnolia Place. Traffic Impact Analysis. Prepared for: City of San Mateo. Prepared by: Hexagon Transportation Consultants, Inc.

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1 Magnolia Place Traffic Impact Analysis Prepared for: City of San Mateo Prepared by: Hexagon Transportation Consultants, Inc. Updated January 4, 2010

2 Table of Contents 1. Introduction Existing Conditions Approved Conditions Project Conditions Year 2020 Conditions Conclusion...23 Appendices Appendix A: Appendix B: Appendix C: Traffic Counts Level of Service Calculations Trip Generation Survey Data List of Tables Table 1 Level of Service Definitions at Signalized Intersections...3 Table 2 Level of Service Definitions at Unsignalized Intersections...4 Table 3 Intersection Levels of Service Under Existing Conditions...9 Table 4 Project Trip Estimates...12 Table 5 Intersection Levels of Service Under Project Conditions...15 Table 6 On-Street Parking Occupancy Survey Results...18 Table 7 Intersection Level of Service Under 2020 Cumulative Conditions...22 Table 8 Intersection Levels of Service Summary...24 List of Figures Figure 1 Site Location and Study Intersections...2 Figure 2 Existing Peak-Hour Traffic Volumes...8 Figure 3 Project Trip Distribution...13 Figure 4 Net Project Trip Assignment...14 Figure 5 Project Traffic Volumes...16 Figure With Project Traffic Volumes...21 Magnolia Place Final Traffic Analysis Report January 4, 2010 ii Hexagon Transportation Consultants, Inc.

3 1. Introduction This report presents the results of the traffic impact analysis conducted for the proposed Magnolia Place apartment development located on Tilton Avenue between Elm Street and North San Mateo Drive in San Mateo, California. The proposed project would replace 22 residential apartments with 52 residential apartments. Automobile access to the site would be provided to a three-level underground parking structure via a single driveway on Tilton Avenue. The location of the project site and the surrounding study area are shown on Figure 1. Scope of Study This study was conducted for the purpose of identifying the potential traffic impacts related to the proposed development. The impacts of the project were evaluated following the standards and methodologies set forth by the City of San Mateo. The traffic study includes an analysis of AM and PM peak-hour traffic conditions for three signalized intersections and one unsignalized intersection in the vicinity of the project site. The study intersections are identified below. Study Intersections Tilton Avenue and North El Camino Real East Poplar Avenue and North San Mateo Drive Tilton Avenue and North San Mateo Drive Tilton Avenue and Delaware Street (unsignalized) Traffic conditions at the intersections were analyzed for the AM and PM peak hours because it is during these periods that the project will have the greatest impact on traffic conditions. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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5 Analysis Scenarios Traffic conditions were evaluated for the following scenarios: Existing Conditions Year 2008 Project Conditions Existing Conditions plus the proposed project 2020 No Project Conditions Cumulative 2020 conditions without the project 2020 With Project Conditions Cumulative 2020 conditions with the project Analysis Methodologies and Level of Service Standards Traffic conditions 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 forced-flow conditions with extreme delays. A general description of level of service (LOS) is provided in Tables 1 and 2. Table 1 Level of Service Definitions at Signalized Intersections Average Level of Control Delay Service Description Per Vehicle (sec.) A Signal progression is extremely favorable. Most vehicles arrive during 10.0 or less the green phase and do not stop at all. Short cycle lengths may also contribute to the very low vehicle delay. B Operations characterized by good signal progression and/or short cycle 10.1 to 20.0 lengths. More vehicles stop than with LOS A, causing higher levels of average vehicle delay. C Higher delays may result from fair signal progression and/or longer cycle 20.1 to 35.0 lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, though may still pass through the intersection without stopping. D The influence of congestion becomes more noticeable. Longer delays 35.1 to 55.0 may result from some combination of unfavorable signal progression, long cycle lengths, or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable. E This is considred to be the limit of acceptable delay. These high delay 55.1 to 80.0 values generally indicate poor signal progression, long cycle lengths, and high volume-to-capacity (V/C) ratios. Individual cycle failures occur frequently. F This level of delay is considered unacceptable by most drivers. This Greater than 80.0 condition often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major contributing causes of such delay levels. Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

6 Table 2 Level of Service Definitions at Unsignalized Intersections Level of Average Delay Service Description of Operations Per Vehicle (Sec.) A Little or no traffic delay 10.0 or less B Short traffic delays 10.1 to 15.0 C Average traffic delays 15.1 to 25.0 D Long traffic delays 25.1 to 35.0 E Very long traffic delays 35.1 to 50.0 F Extreme traffic delays Greater than 50.0 Source: Transportation Research Board, 2000 Highway Capacity Manual (Washington, D.C., 2000) p17-2. Signalized Intersections Level of service at signalized intersections in the City of San Mateo is evaluated based on the average control delay for all movements at the intersection. The City of San Mateo has established mid-level LOS D (with an average delay of 45 seconds or less) as the minimum acceptable level at all signalized study intersections. Unsignalized Intersections At unsignalized intersections, level of service is based on the average delay for the controlled movements. The City of San Mateo has not established a level of service standard for unsignalized intersections. Significance Criteria The traffic impacts of the project are evaluated against the following criteria to determine whether the impacts are significant. City of San Mateo Level of Service Per the City s General Plan Policy C 2.7, all projects are required, at a minimum, to pay a transportation mitigation fee. The transportation mitigation fee is used to fund planned transportation improvements that are identified in the City of San Mateo Traffic Mitigation Program. In addition to paying the transportation impact fee, a development project may be required to fund off-site circulation improvements which are needed as a result of project generated traffic if: Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

7 a) The acceptable level of service at a signalized intersection (mid-level LOS D with an average delay of more than 45 seconds) is exceeded by 4 seconds or more when the project traffic is added, and b) The intersection is subject to an increase in delay of 4 or more seconds, and c) The needed improvement of the intersection(s) is not funded in the applicable five-year City Capital Improvement Program from the date of application approval. The cost of the off-site improvements may be reimbursed by the City if a reimbursement program is established throughout the timeframe of the City of San Mateo s current Traffic Mitigation Program or at the time when the improvement was initially scheduled. The City of San Mateo has not established significance criteria for unsignalized intersections. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

8 2. Existing Conditions This chapter describes the existing conditions for all of the major transportation facilities in the vicinity of the site, including the roadway network, transit service, and bicycle and pedestrian facilities. Site Access and Surrounding Roadway Network Regional access to the site is provided via US 101. US 101 is an eight-lane north-south freeway in the vicinity of the site. US 101 extends northward through San Francisco and southward through San Jose. Access to the project site is provided via an interchange at E. Third Avenue. Local access to the site is provided via El Camino Real and Tilton Avenue. El Camino Real (SR 82) is a six-lane north-south major arterial in the vicinity of the site. El Camino Real extends from Santa Clara County through San Mateo County. El Camino Real provides access to the site via Tilton Avenue. Tilton Avenue is a two-lane east-west local street that extends from Amphlett Boulevard to El Camino Real in the west. West of El Camino Real, Tilton Avenue becomes El Cerrito Avenue. Tilton Avenue provides direct access to the site. Existing Bicycle and Pedestrian Facilities According to San Mateo County s Bike Trail System, there are numerous city-designated bikeways within the vicinity of the project site. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

9 The following streets in the project area have bicycle lanes: Third Avenue, Fourth Avenue, Delaware Street, San Mateo Drive, El Camino Real, and Tilton Avenue (west of North San Mateo Drive) Pedestrian facilities near the site consist of sidewalks along all streets in the area including the site frontage on Tilton Avenue. Existing Transit Service Existing transit service to the study area is provided by the San Mateo County Transit District (SamTrans) and Caltrain. These are described below. SamTrans Bus Service There are two bus lines that operate near the project site. The 250 line provides service between the San Mateo Caltrain Station and the College of San Mateo via Fourth Avenue, San Mateo Drive, and Delaware Street with approximately 30-minute headways during the weekday AM and PM commute hours. The 55 line provides service between San Mateo Park and Borel Square via El Camino Real and Poplar Avenue. This route operates with only one trip during the AM peak commute hours and two midday trips. There are no trips on this line during the PM peak commute hours. Caltrain Service Commuter rail service between San Francisco and Gilroy is provided by Caltrain. The project is located approximately 0.4 miles northwest of the San Mateo Caltrain station. The San Mateo Caltrain station is located near the intersection of B Street and Baldwin Avenue. Caltrain provides service with approximately 20- to 30-minute headways during the weekday AM and PM commute hours. Existing Traffic Volumes The existing peak-hour intersection volumes were obtained from traffic counts conducted in The existing traffic volumes are shown on Figure 2. The new traffic counts conducted for this study are included in Appendix A. Existing Levels of Service The results of the level of service analysis under existing conditions are summarized in Table 3. The results show that all of the signalized study intersections currently operate within the adopted level of service standard. The unsignalized intersection of Tilton Avenue and Delaware Street currently operates at LOS B during both peak hours. The level of service calculation sheets are included in Appendix B. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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11 Table 3 Intersection Levels of Service Under Existing Conditions Peak Count Avg. Intersection Hour Date Delay a LOS b E. Poplar Avenue and N. San Mateo Drive AM 04/01/ B PM 04/01/ B Tilton Avenue and El Camino Real AM 04/01/ B PM 04/01/ B Tilton Avenue and N. San Mateo Drive AM 04/01/ A PM 04/01/ A Tilton Avenue and Delaware Street* AM 04/02/ B PM 04/02/ B * Denotes unsignalized intersection (4-way stop). a Average control delay (seconds per vehicle) including all movements for intersections controlled by a signal or four-way stop. b Level of service (based on average delay). Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

12 3. Approved Conditions Hexagon completed a trip generation study for proposed condominium projects located at 117 and 121 North San Mateo Drive, 201 North San Mateo Drive, and Monte Diablo Avenue in San Mateo, California. These sites are located in reasonably close proximity to each other. The proposed projects are located on sites with existing uses that would be removed. Therefore, the trips generated by the existing uses were subtracted from the trips that would be generated by the proposed new homes. The trip generation study showed that the proposed projects would generate an estimated 14 net new trips in the AM peak hour and an estimated net reduction of 10 trips during the PM peak hour. Due to the small amount of new vehicle trips generated by these proposed developments and the parking supply in the project vicinity, the approved projects will not have a significant impact on the on-street parking. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

13 4. Project Conditions Project conditions are represented by Existing Conditions (since there are no approved developments) with the addition of traffic generated by the project and include any project-related transportation improvements. The proposed project is located at , and 120 Tilton Avenue in San Mateo, California. The proposed project would replace 22 residential apartments with 52 residential apartments, including 27 one-bedroom units, 11 two-bedroom units (under 1,400 s.f.),12 two-bedroom units (over 1,400 s.f.), and 2 three-bedroom units. Automobile access to the site will be provided to a three-level underground parking structure via a single driveway on Tilton Avenue. The project applicant is providing 115 parking spaces in the structure. The garage would provide 57 standard parking spaces, 43 compact spaces, 4 handicapped spaces, and 11 guest parking spaces (includes 1 van accessible handicapped space). Project Trip Generation The trips generated by the existing land uses were surveyed on Wednesday, April 2, 2008 from 7:00-9:00 AM and from 4:00-6:00 PM. The trip generation survey consisted of a count of the number of vehicles entering and exiting the site driveways. The peak hours within these periods were identified and the hourly trip generation rates were derived. The survey data are provided in Appendix C. Existing Use The existing apartments generated approximately 7 vehicle trips during the AM peak hour and 2 vehicle trips during the PM peak hour. The daily traffic generated by the existing apartments was extrapolated from the observed peak-hour trips. A comparison of apartment trip rates published in the ITE Trip Generation manual shows that daily trips on a weekday typically equal approximately 10 times the number of PM peak-hour trips on a weekday. The existing use is therefore estimated to generate 20 vehicle trips on an average weekday. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

14 Proposed Use The magnitude of traffic added to the roadway system by the project was estimated by multiplying the applicable trip generation rates to the size of the development. Trip generation for the proposed project was estimated using the rates published in ITE s Trip Generation, Seventh Edition, This manual is the industry standard for trip generation analysis in the United States. The published rates are based on data collected from hundreds of studies conducted to date for projects with land uses similar to the uses proposed for this project. These rates are generally recommended for use in a study of this type. The proposed residential apartments are estimated to generate 349 daily vehicle trips including 26 vehicle trips in the AM peak hour and 32 vehicle trips in the PM peak hour. After applying existing trip credits, the proposed project is estimated to generate a net increase of 19 AM peak-hour trips and 30 PM peakhour trips. The daily and peak-hour vehicle trips generated by the existing land use and the proposed residential apartments are shown in Table 4. Table 4 Project Trip Estimates AM Peak Hour PM Peak Hour Daily Daily Peak-Hour Peak-Hour Site / Land Use Size 1 Rate Trips Rate In Out Total Rate In Out Total Magnolia Place Proposed Project Apartments 2 52 units Existing Uses Apartments 3 (22) units 0.91 (20) 0.32 (0) (7) (7) 0.09 (2) (0) (2) Net New Trips Generated Size expressed in dwelling units. 2 Trip rates (per dwelling unit) based on Institute of Transportation Engineers, Trip Generation, Seventh Edition, Apartment (220) 3 Trip rate per dwelling unit. Source: Magnolia Place Trip Generation Survey, Wednesday, 4/2/ AM and 4-6 PM. Daily trips estimated based on peak-hour volumes. Project Trip Distribution and Assignment The trip distribution pattern for the proposed development was estimated based on existing travel patterns on the surrounding roadway system, the locations of complementary land uses, and previous traffic studies for similar developments in the study area. The trip distribution pattern for the proposed project is shown on Figure 3. The peak-hour trips generated by the proposed project were assigned to the roadway system using the TRAFFIX software and in accordance with the appropriate trip distribution patterns. The net project trip assignment (proposed less existing trips) is shown on Figure 4. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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17 Project Traffic Volumes and Level of Service The project trips, estimated as described above, were added to Existing traffic volumes to obtain Project traffic volumes. The project traffic volumes are shown on Figure 5. Traffic conditions at the study intersections were evaluated using level of service. The intersection levels of service for Project Conditions are summarized in Table 5. The results show that all of the signalized study intersections would operate within the adopted level of service standard. The unsignalized intersection of Tilton Avenue and Delaware Street would continue to operate at LOS B during both peak hours Table 5 Intersection Levels of Service Under Project Conditions Existing Project Conditions Peak Avg. Avg. Incr. In Intersection Hour Delay a LOS b Delay a LOS b Avg. Delay E. Poplar Avenue and N. San Mateo Drive AM 10.1 B 10.1 B 0.0 PM 10.1 B 10.1 B 0.0 Tilton Avenue and El Camino Real AM 14.8 B 15.2 B 0.4 PM 13.7 B 13.9 B 0.2 Tilton Avenue and N. San Mateo Drive AM 9.6 A 9.6 A 0.0 PM 9.2 A 9.3 A 0.1 Tilton Avenue and Delaware Street* AM 12.3 B 12.3 B 0.0 PM 13.3 B 13.4 B 0.1 * Denotes unsignalized intersection (4-way stop). a Average control delay (seconds per vehicle) including all movements for intersections controlled by a signal or four-way stop. b Level of service (based on average delay). Project Impacts on Bicycle and Pedestrian Facilities It is reasonable to assume that bicycle trips will comprise no more than two percent of the travel mode share to the site. Based on the gross trips generated by the proposed residential apartment development, the project is estimated to generate at most one bicycle trip during either the AM or PM peak hour. As a result, no new bicycle facilities would be required. It is reasonable to assume that pedestrian trips will comprise no more than ten percent of the travel mode share (including the share that walk to transit) to the site. Thus, the proposed residential apartment development is estimated to generate 2 pedestrian trips during the AM peak-hours and 3 pedestrian trips during the PM peak-hours. These volumes of pedestrian trips are not expected to exceed the carrying capacity of sidewalks along the site frontage or of sidewalks on streets surrounding the site. Thus, the project-generated pedestrian trips are not expected to require new sidewalks. The existing sidewalks should be adequate to accommodate all pedestrian traffic on and around the project site. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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19 Project Impacts on Transit Service Although no deduction for transit usage was applied to the estimated vehicular trip generation for the project, there is likely to be some transit and Caltrain use by residents. Assuming a transit mode share of 5 percent, the new development would generate one transit rider during the AM peak hour and two transit riders during the PM peak hour. Given that two bus routes and Caltrain serve the site, these riders could be accommodated by the existing service. Transportation Management Association The City of San Mateo is working on establishing a transportation management association (TMA) for the downtown San Mateo area. Once formed, the TMA will look at transportation demand management (TDM) measures for the downtown area. Since the TMA has not been formed yet, the project cannot immediately implement any TDM measures. However, once the TMA has been established, the proposed project should participate in the TMA. Recommendation 1: established by the City. The owner/applicant shall participate in the downtown TMA once it has been Congestion Management Program The project would add traffic to SR 82 (El Camino Real) a CMP roadway. CMP guidelines specify that a project must implement travel demand management (TDM) measures if the project produces 100 or more new peak-hour trips on CMP roadways. Since the project would produce fewer than 100 trips on CMP roadways in either peak hour, it would not have a CMP impact. Parking Based on the City of San Mateo s Zoning Ordinance, the proposed project would be required to provide parking at the following rates: One-Bedroom = 1.8 spaces per unit (1.6 spaces for residents and 0.2 spaces for visitors) Two-Bedroom (under 1,400 s.f.) = 2.0 spaces per unit (1.8 spaces for residents and 0.2 spaces for visitors) Two-Bedroom (over 1,400 s.f.) = 2.2 spaces per unit (2.0 spaces for residents and 0.2 spaces for visitors) The proposed project contains 27 one-bedroom units, 11 two-bedroom units (under 1400 s.f.), 12 twobedroom units (over 1400 s.f.), and 2 three-bedroom units. Based on these rates, the proposed project would require 102 parking spaces, 91 for residents and 11 for visitors. On-Site Parking The project applicant is providing 115 parking spaces in a three-level underground parking structure. The garage would provide 57 standard parking spaces, 43 compact spaces, 4 handicapped spaces, and 11 guest parking spaces (includes 1 van accessible handicapped space).the applicant is also providing bicycle parking on the upper level of the parking structure and bicycle storage on the lower level. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

20 On-Street Parking As part of the traffic impact analysis for this project, Hexagon conducted a parking occupancy survey on the residential streets surrounding the project site. The survey was done on Tuesday, May at 11:00 PM to capture the highest residential parking demand. Based on widely accepted traffic engineering knowledge, the peak parking demand is late in the night on weeknights. The parking survey was conducted at this time in order to assess the worst-case parking scenario to be conservative for this study. The survey included streets generally bounded by El Camino Real, Monte Diablo Avenue, the railroad and St. Matthews Avenue/Baldwin Avenue. See Table 6 for the parking occupancy results. Table 6 On-Street Parking Occupancy Survey Results Street Total Spaces Vehicles Parked Percent Occupied El Camino Real % Ellsworth Avenue % Baldwin Avenue % N. San Mateo Drive % Monte Diablo % Tilton Avenue % Catalpa Street % Elm Street % B Street % Total: Average: 54% The survey area, which is within approximately one-third of a mile walking distance from the project site, has a total of 590 on-street parking spaces. The survey found an average occupancy rate of 54 percent. Thus, a total of 289 on-street spaces are currently unoccupied at night when the project would have its peak parking demand. The project would result in the removal of 6 existing on-street parking spaces on Tilton Avenue along the site frontage. This area will be restriped with a combination of red and yellow curb for a fire lane and a loading zone. The removal of 6 on-street parking spaces would not create an issue based on the current curb space utilization and the proposed 13 surplus parking spaces as part of the project. It is therefore concluded that ample on-street parking would be available to accommodate any parking overflow in excess of the City s parking requirements. Parking Impacts It is concluded that adequate parking would be provided by the project applicant. Thus, the project s impact on parking would be considered less than significant. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

21 Construction Impacts Haul Routes During construction it will be necessary to haul construction materials to the site. It is desirable to limit the amount of hauling in residential areas. It is Public Works policy for trucks to use the City of San Mateo Municipal Code (SMMC) designated haul routes whenever possible and to use other arterials and collectors when necessary between the designated haul roads and the project site, with the intent of causing the least amount of impact to residential streets and areas. Recommendation 2: Haul routes shall be limited to U.S. 101, El Camino Real, and Highway 92 per the San Mateo Municipal Code. Construction Worker Parking Initially, construction workers will park on the project site. During early construction phases, there will be approximately five personnel vehicles that will utilize 160 feet of street property frontage as necessary. At the peak of construction, the maximum number of personnel vehicles anticipated is 20. The site s parking needs and storage needs during the later phases of construction will be accommodated in the below-grade parking garage. Hexagon recommends that a construction worker parking plan be provided prior to issuance of permits to reduce impacts to street parking for residents in the neighborhood. Recommendation 3: Prior to any issuance of permits, the applicant shall submit a construction worker parking plan to reduce impacts to street parking for residents in the neighborhood. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

22 5. Year 2020 Conditions Year 2020 traffic conditions were evaluated for the AM and PM peak hours. The 2020 peak-hour traffic volumes at two of the signalized study intersections (El Camino Real at Tilton Avenue and San Mateo Drive and Poplar Avenue) were obtained from the City of San Mateo Travel Model Data. The 2020 volumes at these two intersections were compared with the existing volumes and growth factors were derived for the AM and PM peak hours. The growth factors were then applied to the other two study intersections. The 2020 forecast volumes obtained from these sources were used to represent 2020 cumulative conditions with the project since this project is represented in the 2020 General Plan (GP) land use data set. The project trips, determined as described in the previous chapter, were subtracted from the model-forecast volumes to represent 2020 cumulative conditions without the project. The 2020 AM and PM peak-hour volumes with the project are shown on Figure Levels of Service The intersection levels of service under 2020 Cumulative Conditions are summarized in Table 7. The results show that one of the signalized study intersections (El Camino Real and Tilton Avenue) and the unsignalized study intersection (Tilton Avenue and Delaware Street) would drop to LOS F under 2020 Cumulative Conditions both without and with the project in both peak hours. The City of San Mateo is collecting traffic mitigation fees toward an improvement at the El Camino Real/Tilton Avenue intersection that would maintain acceptable levels of service through the Year According to the City of San Mateo s significance criteria, the project will have a significant impact on the cumulative levels of service at the signalized study intersections. The mitigation fees also will fund up to 20 new traffic signals as warranted. While the 2020 traffic forecasts at the Tilton/Delaware intersection warrant signalization, the City will continue to assess for the need for signalization at each intersection as time passes based on actual development intensities, locations and future travel patterns. The level of service calculation sheets are included in Appendix B. Impact: Mitigation: The project will contribute to the growth in cumulative traffic demand. The project will be required to pay Traffic Impact Fees based on the cumulative traffic increase. Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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24 Table 7 Intersection Level of Service Under 2020 Cumulative Conditions Without Project With Project Peak Avg. Avg. Incr.In Intersection Hour Delay a LOS b Delay a LOS b Avg. Delay E. Poplar Avenue and N. San Mateo Drive AM 11.2 B 11.2 B 0.0 PM 11.1 B 11.2 B 0.1 Tilton Avenue and N. El Camino Real AM F F 5.3 PM F F 3.2 Tilton Avenue and N. San Mateo Drive AM 12.2 B 12.4 B 0.2 PM 15.6 B 15.9 B 0.3 Tilton Avenue and Delaware Street* AM 70.7 F 70.9 F 0.2 PM F F 0.7 * Denotes unsignalized intersection (4-way stop). a Average control delay (seconds per vehicle) including all movements for intersections controlled by a signal or four-way stop. b Level of service (based on average delay). Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

25 6. Conclusion The project would cause no significant impacts at the signalized intersections evaluated in this study. The project trips will not substantially change the delay at the unsignalized study intersection. However, the project would, as a result of its contribution to cumulative increases in traffic, be required to pay its fair share to the City of San Mateo Traffic Impact Fee. Off-Site Impacts and Mitigation Impact: Mitigation: The project will contribute to the growth in cumulative traffic demand. The project will be required to pay Traffic Impact Fees based on the cumulative traffic increase. The intersection levels of service for all study scenarios are shown in Table 8. Off-Site Recommendations Recommendation 1: established by the City. The owner/applicant shall participate in the downtown TMA once it has been Recommendation 2: Haul routes shall be limited to U.S. 101, El Camino Real, and Highway 92 per the San Mateo Municipal Code. Recommendation 3: Prior to any issuance of permits, the applicant shall submit a construction worker parking plan to reduce impacts to street parking for residents in the neighborhood Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

26 Table 8 Intersection Levels of Service Summary 2020 Cumulative Conditions Existing Project Conditions Without Project With Project Peak Count Avg. Avg. Incr. In Avg. Avg. Incr.In Hour Date Delay a LOS b Delay a LOS b Avg. Delay Delay LOS b Delay a LOS b Avg. Delay E. Poplar Avenue and N. San Mateo Drive AM 4/1/ B 10.1 B B 11.2 B 0.0 PM 4/1/ B 10.1 B B 11.2 B 0.1 Tilton Avenue and N. El Camino Real AM 4/1/ B 15.2 B F F 5.3 PM 4/1/ B 13.9 B F F 3.2 Tilton Avenue and N. San Mateo Drive AM 4/1/ A 9.6 A B 12.4 B 0.2 PM 4/1/ A 9.3 A B 15.9 B 0.3 Tilton Avenue and Delaware Street* AM 4/2/ B 12.3 B F 70.9 F 0.2 PM 4/2/ B 13.4 B F F 0.7 * Denotes unsignalized intersection (4-way stop). a b Average control delay (seconds per vehicle) including all movements for intersections controlled by a signal or four-way stop. Level of service (based on average delay). Magnolia Place Hexagon Transportation Consultants, Inc. Draft Traffic Analysis Report January 4,

27 Magnolia Place Traffic Analysis Report Technical Appendices January 4, 2010 Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

28 Appendix A Traffic Counts Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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37 Appendix B Level of Service Calculations Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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78 Appendix C Trip Generation Survey Data Magnolia Place Final Traffic Analysis Report January 4, Hexagon Transportation Consultants, Inc.

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