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HomeMy WebLinkAboutItem No. 03 Attachment 5 - CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Lead Agency: City of Lake Elsinore 130 S. Main Street Lake Elsinore, CA 92530 Project Applicant: Wal-Mart Real Estate Business Trust 702 SW 8th Street Bentonville, AR 72716 CEQA Consultant: Kimley-Horn and Associates, Inc. 1100 W. Town and Country Road, Suite 700 Orange, CA 92868 657-999-8473 September 2025 CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 2 1. INTRODUCTION This memorandum evaluates whether the proposed Wal-Mart 2077 Fuel Station Project (the “proposed Project”) is within the scope of environmental analysis and impacts previously evaluated in the certified Environmental Impact Report (EIR) for the Lake Elsinore Walmart Supercenter Project (State Clearinghouse No. 2014051093), certified by the City of Lake Elsinore in 2015 (“certified EIR”). The proposed Project would develop a 1.10-acre portion of the Walmart Supercenter parcel with a fuel station and related improvements: • Eight multi-product dispensers (providing 16 fueling positions), • A 5,419-square-foot overhead fueling canopy, • A 1,618-square-foot single-story convenience store, and • Associated site work, including paving, utility trenching, landscaping, and modifications to on-site circulation and parking. This consistency analysis serves as the City’s CEQA determination pursuant to CEQA Guidelines Section 15162 and provides substantial evidence that the proposed Project is within the scope of the development evaluated in the certified EIR. As demonstrated herein, none of the conditions requiring a subsequent or supplemental EIR under CEQA Guidelines Section 15162 are met. 1.1 PURPOSE This CEQA Consistency Analysis has been prepared to assist the City of Lake Elsinore, acting as Lead Agency, in determining whether the proposed Project remains within the scope of the certified EIR. The purpose of this analysis is to demonstrate, based on substantial evidence, that the proposed Project would not result in new or more severe environmental impacts than those disclosed in the certified EIR and that no subsequent or supplemental EIR is required under CEQA Guidelines Section 15162. This memorandum is not a new CEQA document but serves as documentation to support the City’s continued reliance on the certified EIR. It provides a project-specific evaluation for the proposed fuel station and convenience store to determine whether further environmental documentation is required. 1.2 CEQA REQUIREMENTS CEQA Guidelines Section 15162 governs the conditions under which a public agency must prepare a subsequent or supplemental EIR following certification of a prior EIR. As relevant here, Section 15162 provides that no subsequent or supplemental EIR shall be prepared unless the lead agency determines, based on substantial evidence in the record, that one or more of the following conditions apply: 1. Substantial changes to the project require major revisions to the previous EIR due to new significant environmental effects or a substantial increase in the severity of previously identified significant effects; 2. Substantial changes in the circumstances would require major revisions to the EIR due to new significant environmental effects or a substantial increase in the severity of previously identified significant effects; or 3. New information of substantial importance which was not known and could not have been known with the exercise of reasonable diligence at the time the EIR was certified, shows that: a. The project would have one or more significant effects not previously discussed; CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 3 b. Previously identified significant effects would be substantially more severe; c. Previously infeasible mitigation measures or alternatives are now feasible and would substantially reduce one or more significant effects, but the project proponent declines to adopt them; or d. Mitigation measures or alternatives are now feasible and would substantially reduce one or more significant effects, but the project proponent declines to adopt them. As demonstrated in this analysis, none of the conditions above apply. Therefore, the certified EIR remains the appropriate CEQA document for the proposed Project, and no further environmental documentation is required. 1.3 PRIOR CEQA DOCUMENTATION AND PROJECT BACKGROUND The EIR for the Lake Elsinore Walmart Supercenter Project (“Walmart Supercenter Project”) was certified by the Lake Elsinore City Council on December 1, 2015. The certified EIR evaluated the development of a 17.66-acre commercial retail center located at the southwest corner of Central Avenue (State Route 74) and Cambern Avenue. Two development scenarios were analyzed: • Option A: A 154,487-square-foot Walmart Supercenter, a gas station with 16 fueling positions, a 3,100-square-foot convenience store, a drive-through car wash, and two fast-food restaurant pads with drive-throughs (see Exhibit 1: Lake Elsinore Walmart Supercenter Project – Option A Site Plan). • Option B: A 154,487-square-foot Walmart Supercenter and approximately 16,000 square feet of retail/restaurant space distributed across three pads (Exhibit 2: Lake Elsinore Walmart Supercenter Project – Option B Site Plan). At the December 1, 2015, public hearing, the City Council certified the EIR and adopted: • CEQA Findings of Fact, • Statement of Overriding Considerations, • Mitigation Monitoring and Reporting Program (Resolution No. 2015-087). • Findings of Consistency with the Western Riverside County Multiple Species Habitat Conservation Plan (Resolution No. 2015-089), and • Conditional Use Permit (CUP) No. 2013-06 for the Walmart Outdoor Garden Center and Outdoor/Seasonal Display (Resolution No. 2015-090), • Commercial Design Review No. 2013-09 for the Walmart Supercenter (Resolution No. 2015-090), • CUP Nos. 2013-08 and 2013-09 for fast-food restaurants with drive-throughs on Outlots 2 and 3 (Resolutions No. 2015-091 and 2015-092). CUP No. 2013-07, which would have approved a gas station and convenience store on Outlot 1, was denied. Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale Figure 3-5a Option A Site Plan SOURCE: GreenbergFarrow 0 200 Feet Lake Elsinore Walmart Supercenter Project EIR . 130767 CAMBERN AVE 3RD STCENTRAL AVEALLAN STCRANE STRetail Store 151,397 sf Convenience - Store (3,100 SF) and Drive through Car Wash GardenCenter 3,090 sf GardenCenter 3,090 sf Pad 2 Drive Thru Restaurant3,700 sf Pad 3 Drive ThruRestaurant 3,100 sf Exhibit 1: Lake Elsinore Walmart Supercenter Project – Option A Site Plan Source: Lake Elsinore Walmart Supercenter Project EIR, 2015 Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale CAMBERN AVE 3RD STCENTRAL AVEALLAN STCRANE STRetail Store 151,397 sf Pad 1aRetail/Restaurant 3,680 sf Proposed Open Channelwith Partial Concrete Lining Concrete Spillways Concrete Cross Gutter Street Improve- ments Pad 1b Retail/Restaurant5,520 sf Pad 2Drive Thru Restaurant 3,700 sf Pad 3 Drive ThruRestaurant3,100 sf GardenCenter 3,090 sf GardenCenter 3,090 sf Figure 3-5b Option B Site Plan SOURCE: GreenbergFarrow 0 200 Feet Lake Elsinore Walmart Supercenter Project EIR . 130767 Exhibit 2: Lake Elsinore Walmart Supercenter Project – Option B Site Plan Source: Lake Elsinore Walmart Supercenter Project EIR, 2015 CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 6 As of the date of this analysis, development on the site has proceeded under Option B. The Walmart Supercenter has been constructed, and the three outlots have been developed as follows: • Outlot 1: 2,185-square-foot Taco Bell • Outlot 2: 3,714-square-foot Raising Cane’s • Outlot 3: 7,463-square-foot AutoZone The total outlot development equals approximately 13,362 square feet, leaving 2,636 square feet of commercial entitlement under the 16,000 square feet assumed in Option B. The proposed Project would utilize 1,618 square feet of this remaining capacity. Although the gas station was not approved in 2015, it was analyzed in Option A of the certified EIR, providing a relevant point of comparison for the current proposal. DETERMINATION The applicant is requesting approval of Conditional Use Permit No. 2024-04 and Commercial Design Review No. 2024-01 for the development of a fuel station on a previously disturbed portion of the Walmart Supercenter parcel. The proposed Project includes: • Eight fuel dispensing stations (providing 16 fueling positions), • A 5,419-square-foot fueling canopy, • A 1,618-square-foot convenience store, and • Related site improvements, including paving, trenching, landscaping, and modifications to on- site circulation and parking. While the certified EIR analyzed a gas station as part of Option A, the site was ultimately developed under Option B. The current proposal does not exceed the 16,000-square-foot commercial threshold evaluated in the certified EIR and does not include a car wash. The proposed Project would occur entirely within the boundaries of the previously developed site and is consistent with the site’s General Plan designation and zoning. Pursuant to CEQA Guidelines Section 15162, the City of Lake Elsinore, as Lead Agency, has reviewed the proposed Project and determined that: • No substantial changes to the project are proposed that would result in new significant impacts or an increase in the severity of previously identified impacts; • No substantial changes in circumstances under which the project would be undertaken have occurred; and • No new information of substantial importance has become available that would trigger the need for a subsequent or supplemental EIR. Therefore, the proposed Project is within the scope of the certified EIR, and no further CEQA documentation is required. This consistency analysis provides the appropriate level of environmental documentation under CEQA for the City’s consideration of the proposed Project. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 7 2. ENVIRONMENTAL SETTING 2.1 Project Location The proposed Wal-Mart 2077 Fuel Station Project (“proposed Project”) is located at 29260 Central Avenue in the central portion of the City of Lake Elsinore in western Riverside County, California. The approximately 1.10-acre project site (“project site”) lies within a larger 17.66-acre commercial property (“Walmart Supercenter site”) previously evaluated in the certified Lake Elsinore Walmart Supercenter Project Environmental Impact Report (EIR) (State Clearinghouse No. 2014051093) (“certified EIR”). The project site is situated within the southern-central portion of the Walmart Supercenter parcel, inland from the western and southern property boundaries, and is currently developed with surface parking associated with the Walmart retail store. Regional access is provided by Interstate 15 (I-15) via Central Avenue (SR-74), and local access is provided by Central Avenue, Cambern Avenue, and 3rd Street. The project site lies entirely within the previously graded and disturbed portion of the Walmart Supercenter site analyzed in the certified EIR. The location of the project site is shown in Exhibit 3: Regional Map and Exhibit 4: Vicinity Map. 2.2 Existing Project Site The project site is currently developed with asphalt paving, curbed landscaped islands, and pole-mounted lighting fixtures, functioning as part of the Walmart Supercenter’s surface parking lot. No structures or previously entitled building pads exist within the footprint for the proposed Project. The site is generally flat, with elevations ranging from approximately 1,308 to 1,309 feet above mean sea level. As the project site was previously graded as part of the original Walmart Supercenter development, there are no natural features, jurisdictional drainageways, or sensitive biological or cultural resources present within the site boundary. 2.3 Existing General Plan Land Use Designation The City of Lake Elsinore adopted its current General Plan on December 13, 2011, which provides a comprehensive policy framework for land use and development through the year 2030. The project site is located within the Business District, which serves as the City’s central hub for industrial and commercial activity. The Business District is bordered by the North Central Sphere District to the north, the Lake Elsinore Hills District to the east, the Historic Downtown District to the south, the Country Club Heights District to the west, and the Alberhill District to the northwest. Within the Business District, the project site has a land use designation of General Commercial. This designation is consistent with proposed fuel station use and with the Walmart Supercenter development previously approved for the site. 2.4 Existing Zoning According to the City’s Geographic Information Systems (GIS) Zoning Map, the project site is zoned General Commercial (C-2).1 The C-2 zone accommodates a broad range of retail, office, and service uses serving the citywide population in locations consistent with the General Plan’s commercial land use 1 City of Lake Elsinore. "Zoning Map." ArcGIS Web Application. Accessed June 2, 2025. https://davis.lake- elsinore.org/portal/apps/webappviewer/index.html?id=d78b8d4d4fd24df1b864fd0538e83019. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 8 designations. Under the Lake Elsinore Municipal Code, gasoline dispensing establishments are conditionally permitted in the C-2 zoning district, subject to the approval of a Conditional Use Permit (CUP). 2.5 Surrounding Land Uses The Walmart Supercenter site is located within a fully urbanized area surrounded by developed commercial and residential uses. Surrounding land uses include a Mobil gas station with inline retail to the west; the rear elevation of an LA Fitness gym and single-family residences to the southwest; a developed commercial center to the northwest across Central Avenue; and a mix of vacant and residential land uses to the north, northeast, south, and east. The project site is situated within the southern-central portion of the Walmart Supercenter parcel, north of the LA Fitness gym, east of the existing Mobil gas station, and west of the Walmart retail store and associated parking lot. Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale 91 91 15 Tustin Corona 5688 ft 1663 ft 4620 ft 74 5 Camp Pendleton O r a n g e Rancho Santa Margarita Laguna Beach San Clemente Lake Forest Laguna Niguel Mission Viejo Irvine 215 S oboba Reservation Perris Hemet 4342 ft 79 79 R3 15 Pechanga Reserv ation Lakeland Village Wildomar Temecula Fallbrook Menifee Lake Elsinore Murrieta Project Site Exhibit 3: Regional Map Source: ESRI ArcGIS Pro, 2025 Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale Walmart Supercenter Site Project Site Exhibit 4: Vicinity Map Source: ESRI ArcGIS Pro, 2025Source: ESRI ArcGIS Pro, 2025 Central AveCentral AveCentral AveCentral AveCa m b e r n A v e Ca m b e r n A v e 3rd Street3rd StreetDe x t e r A v e De x t e r A v e 3rd Street3rd StreetCentral AveCentral AveCa m b e r n A v e Ca m b e r n A v e CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 11 3. PROJECT DESCRIPTION 3.1 Project Overview The proposed Project involves the construction and operation of a fuel station on approximately 1.10 acres within the southern-central portion of the existing Walmart Supercenter site previously evaluated in the certified EIR. The project site is currently developed with surface parking. As shown in Exhibit 5: Conceptual Site Plan, the proposed Project includes: • Eight multi-product fuel dispensers (providing 16 fueling positions); • A 5,149-square-foot flat-roof fueling canopy, incorporating LED downlighting, vertical clearance signage, and Walmart branding; • A 1,618-square-foot single-story convenience store, including a retail sales area, storage, a janitor’s closet, single-occupant restrooms, and employee workspace; and • Associated on-site improvements, such as paving, landscaping, utility trenching, and reconfigured internal circulation. The 1,618-square-foot convenience store would utilize a portion of the 2,638 square feet of remaining commercial development capacity, consistent with the 16,000-square-foot threshold evaluated under Option B of the certified EIR. 3.2 Parking and Circulation Vehicular access to the proposed fuel station would be provided through existing internal drive aisles within the Walmart Supercenter parcel. The site would be accessible from the west and north via existing driveways. Pedestrian access would be provided via adjacent walkways within the parking lot. The proposed Project would result in the removal of approximately 108 existing standard parking spaces to accommodate the new facilities. The affected parking area currently functions as a central drive aisle near the store’s southern end. To maintain compliance with the City’s minimum parking requirements, the proposed Project includes restriping of existing stalls: • 148 standard stalls would be restriped to create 172 compact stalls; • 21 new compact stalls would be added near the 3rd Street frontage; and, • 13 standard and 1 ADA-compliant space would be provided near the convenience store entrance. No new off-site improvements or driveways are proposed. The proposed Project would maintain circulation efficiency and meet all applicable parking standards under the City’s Municipal Code. 3.3 Landscaping, Lighting, and Signage The proposed Project would remove one tree and three landscaped medians to accommodate the fuel station layout. Existing irrigation would be rerouted to maintain landscape function. New landscaped medians and planters would be installed around the fuel pad and convenience store as an aesthetic feature and to support pedestrian access. All plant materials and irrigation would comply with the City’s design standards and be visually consistent with the existing Walmart Supercenter landscaping. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 12 Lighting would consist of 27-foot pole-mounted fixtures and canopy-integrated LED downlighting, fully shielded and directed downward to reduce glare and prevent spillover in accordance with City of Lake Elsinore Municipal Code Section 17.112.040 (Lighting). The Project proposes installation of new signage associated with the fuel station use, as well as modification of existing signage on the Walmart Supercenter parcel. As shown in Exhibit 5, a new, state- mandated monument sign is proposed at the northern driveway of the parcel. This double-sided sign would measure approximately 54 square feet (4 feet, 5 inches tall by 6 feet, 8 inches wide) and would display digital fuel prices. In addition, the existing monument sign along Central Avenue would be modified to include a 35-square-foot sign cabinet for fuel price display. The proposed fuel canopy would include four illuminated signs totaling approximately 178.5 square feet, while the convenience store would include three wall-mounted signs totaling approximately 10.96 square feet. Combined, signage on the canopy and convenience store would total 189.46 square feet, which is within the City’s maximum allowable site signage of 300 square feet. All signage would be designed in compliance with applicable City of Lake Elsinore regulations and subject to approval through the City’s Commercial Design Review process. 3.4 Architectural Design As shown in Exhibit 6A and 6B, the architectural design of the fuel canopy and convenience store would be consistent with Walmart’s national standards and the surrounding commercial context. The convenience store would include a modern design with painted stucco walls in a neutral color palette, parapet roofline, and accent materials consistent with Walmart’s national branding. Storefront windows, metal canopy accents, and architectural reveals would add visual interest and articulation to the primary façades. The fuel canopy would be supported by steel columns, incorporate LED downlighting, and feature consistent branding with the store’s design. The architectural style would provide a cohesive appearance with the existing Walmart Supercenter. 3.5 Utilities and Infrastructure The proposed Project would connect to existing on-site utility infrastructure for water, sanitary sewer, storm drainage, electricity, gas, and telecommunications; see Exhibit 7: Utility Plan. All utility trenching would occur within the previously disturbed existing surface parking area. The Project includes installation of three 20,000-gallon underground storage tanks (USTs), which are subject to oversight by the Riverside County Department of Environmental Health, Hazardous Materials Branch, acting as the Certified Unified Program Agency (CUPA) for the City. Final utility sizing and layout will be submitted to the City during construction plan check for review and approval. 3.6 Construction Construction is expected to begin in January 2026 and would last approximately six months. Site preparation would include demolition of existing surface improvements (e.g., paving, curbs), utility trenching and fuel tank installation, construction of vertical improvements (e.g., fuel pumps and convenience store), and striping and reconfiguration of internal circulation. Approximately 1,000 cubic yards of export would be required. All construction staging and equipment storage would occur on the site. No off-site construction activity or traffic detours are anticipated. Construction hours would comply with the City’s noise regulations and work hour restrictions. 3.7 Discretionary Approvals and Permits The Project requires the following discretionary approvals from the City of Lake Elsinore: CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 13 • Conditional Use Permit No. 2024-04, for the fuel station use within the C-2 zoning district • Commercial Design Review No. 2024-01, for site design, building architecture, landscaping, and signage The Project does not propose off-sale beer and wine. Any such request would require a separate CUP. Subsequent ministerial permits (e.g., grading, building, fire department clearance) will be required prior to construction. Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale Exhibit 5: Conceptual Site Plan Source: Kimley-Horn, 2025 Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale Source: Walmart, 2025 Exhibit 6A: Convenience Store Elevations Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale Exhibit 6B: Canopy Elevations Source: Walmart, 2025 Wal-Mart 2077 Fuel Station Project CEQA Consistency Analysis Not to s cale Source: Kimley-Horn, 2025 © WALMART FUEL STATION - STORE #2077 29260 CENTRAL AVE., CA 92532 DESIGN UTILITY PLAN NORTHUTILITY LEGEND SEWER DOMESTIC WATER OTHER UTILITY NOTES STORM DRAIN Exhibit 7: Utility Plan © WALMART FUEL STATION - STORE #2077 29260 CENTRAL AVE., CA 92532 DESIGN UTILITY PLAN NORTHUTILITY LEGEND SEWER DOMESTIC WATER OTHER UTILITY NOTES STORM DRAIN CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 18 4. CEQA CONSISTENCY ANALYSIS 4.1 AESTHETICS Certified EIR Summary. The certified EIR determined that the development of the Walmart Supercenter site would result in less than significant impacts to aesthetic resources and that no mitigation measures were required. According to the City of Lake Elsinore General Plan, the site is located within Viewshed 11, which generally consists of residential and commercial land uses. The certified EIR concluded that the site does not offer views of Lake Elsinore, located 1.5 miles to the southwest, or of the Santa Ana Mountains and Cleveland National Forest, located approximately 4 miles to the west, due to intervening topography and urban development. Therefore, the Walmart Supercenter Project would not affect scenic vistas of designated scenic resources. The certified EIR also found that the site is not located within a designated scenic overlay district and does not contain scenic resources identified in the General Plan. The site’s General Commercial designation anticipates and encourages visual change through commercial development. The certified EIR concluded that the introduction of new development would alter the site’s visual character but would be consistent with the surrounding commercial development along the SR-74 corridor. Impacts to visual character were found to be less than significant. With respect to lighting and glare, the certified EIR determined that new illumination sources would be required to comply with applicable City lighting standards, including shielding, orientation, and intensity limits. Compliance with these standards would reduce potential impacts to less than significant. Certified EIR Mitigation Measures None required. Proposed Project. The proposed Project would construct and operate a fuel station with 8 fuel dispensers (16 fueling positions), a 5,419-square-foot canopy, and a 1,618-square-foot convenience store on a 1.10- acre portion of the Walmart Supercenter site that is currently developed with surface parking. Compared to the Option A development scenario evaluated in the certified EIR, which included a larger convenience store, fuel station, and a drive-through car wash on Outlot 1, the proposed Project reflects a reduced scale and modified location internal to the site. The project site is not visible from General Plan-designated scenic viewpoints, scenic vistas, or State-designated scenic highways.2 The site does not contain any scenic resources such as mature trees, rock outcroppings, or historic structures. The proposed Project would be visually consistent with the surrounding commercial development and would not degrade the visual character of the area. The proposed convenience store and canopy would be subject to Commercial Design Review by the City to ensure consistency with applicable design standards. The proposed Project’s scale, architectural style, and materials are compatible with the existing Walmart Supercenter and nearby commercial uses. The site is already developed with existing lighting, including streetlights and parking lot fixtures. The Project would introduce additional fully shielded, downward-directed lighting via pole- mounted fixtures and canopy-integrated LED lights. Lighting would be designed to meet City standards for intensity and directionality, ensuring that impacts related to light and glare remain less than significant. Conclusion. The proposed Project would not result in new or more severe aesthetic impacts than those previously evaluated in the certified EIR. It would not obstruct scenic vistas, affect scenic resources, or substantially degrade visual character. Lighting would be subject to the same regulatory requirements that were in place when the EIR was originally prepared and would remain below thresholds of 2 California Department of Transportation. (2018). California State Scenic Highways. Retrieved from California State Scenic Highway System Map: https://caltrans.maps.arcgis.com/apps/webappviewer/index.html?id=465dfd3d807c46cc8e8057116f1aacaa. Accessed June 11, 2025. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 19 significance. No new information, substantial changes, or other conditions requiring subsequent or supplemental environmental review under CEQA Guidelines Section 15162 have been identified. Therefore, the certified EIR remains adequate, and no further CEQA documentation is required for aesthetics. 4.2 AIR QUALITY Certified EIR Summary. The certified EIR determined that the development of the 17.66-acre Walmart Supercenter site would result in a significant and unavoidable impact concerning long-term operational air quality emissions. The analysis assessed consistency with the South Coast Air Quality Management District (SCAQMD) 2012 Air Quality Management Plan (AQMP) and found that although the proposed land uses were consistent with local zoning and General Plan designations, the overall intensity of development exceeded the growth assumptions used in regional air quality planning. As a result, the Project was determined to conflict with the AQMP and contribute to regionally significant emissions, even after mitigation. Both development options were modeled using the CalEEMod tool and found to exceed SCAQMD significance thresholds for volatile organic compounds (VOCs) and nitrogen oxides (NOₓ). With mitigation, construction emissions were reduced to below significance thresholds, but operational emissions remained significant and unavoidable. MM AQ-1 through MM AQ-3 were adopted to reduce emissions through enhanced building efficiency, water conservation, and the use of lower-emission construction equipment. These measures were determined to reduce impacts, but not to a level less than significant. The certified EIR also evaluated localized carbon monoxide (CO) concentrations using SCAQMD screening criteria and found no exceedances of CO hotspot thresholds. Impacts related to toxic air contaminants (TACs) and odors were determined to be less than significant, given the short construction duration and absence of odor-generating uses. Certified EIR Mitigation Measures MM AQ-1 Prior to the issuance of building permits, the Project applicant shall submit energy usage calculations to the Planning Division showing that the Project is designed to achieve 5% efficiency beyond the 2013 California Building Code Title 24 requirements. Examples of measures that reduce energy consumption include, but are not limited to, the following (it being understood that the items listed below are not all required and merely present examples; the list is not all-inclusive and other features that reduce energy consumption also are acceptable): • Increase in insulation such that heat transfer and thermal bridging is minimized; • Limit air leakage through the structure and/or within the heating and cooling distribution system; • Use of energy-efficient space heating and cooling equipment; • Installation of electrical hook-ups at loading dock areas; • Installation of dual-paned or other energy-efficient windows; • Use of interior and exterior energy efficient lighting that exceeds then incumbent California Title 24 Energy Efficiency performance standards; • Installation of automatic devices to turn off lights where they are not needed; • Application of a paint and surface color palette that emphasizes light and off-white colors that reflect heat away from buildings; CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 20 • Design of buildings with “cool roofs” using products certified by the Cool Roof Rating Council, and/or exposed roof surfaces using light and off-white colors; • Design of buildings to accommodate photo-voltaic solar electricity systems or the installation of photo-voltaic solar electricity systems; • Installation of ENERGY STAR-qualified energy-efficient appliances, heating and cooling systems, office equipment, and/or lighting products. MM AQ-2 Enhanced Water Conservation Required. Prior to the issuance of building permits, the Project applicant shall prepare a Water Conservation Strategy demonstrating a minimum 30% reduction in outdoor water usage when compared to unmitigated water demand (unmitigated water demand is the total expected water demand without implementation of the Water Conservation Strategy)5. The Project Water Conservation Strategy shall be subject to review and approval by the City and the Elsinore Valley Municipal Water District (EVMWD). MM AQ-3 During grading activity, the contractor shall ensure that all Rubber Tired Dozers and Scrapers shall be California Air Resources Board (CARB) Tier 3 Certified or better. Additionally, during grading activity, the contractor shall ensure the total horsepower-hours per day for all equipment shall not exceed 18,560 horsepower-hours per day and the maximum disturbance (actively graded) area shall not exceed 5 acres per day. Proposed Project. The proposed Project involves the development of a fuel station with 16 fueling positions and a 1,618-square-foot convenience store on a 1.10-acre portion of the previously disturbed Walmart Supercenter site. Compared to the development of Outlot 1 in Option A, the proposed Project would eliminate the drive-through car wash and include a smaller convenience store. Compared to Option B, the Project would result in a smaller amount of commercial development. When combined with the 13,362 square feet of existing outlot development, the Project would result in approximately 14,980 square feet of additional commercial development, which is less than the 16,000 square feet of commercial space evaluated under Option B. As a result of this reduced scale, the proposed Project would generate lower operational and construction emissions than either of the development scenarios analyzed in the certified EIR. Additionally, since the certification of the EIR in 2015, regional emissions from mobile and building sources have continued to decline due to regulatory advances, including the introduction of cleaner vehicles, improved fuel standards, and more stringent building code requirements. The proposed Project would be subject to and comply with MM AQ-1 through AQ-3, which remain applicable and enforceable. Compliance with these measures, along with the Project’s reduced trip generation and limited disturbance area, would ensure that both construction-related and operational emissions would remain within the scope of the certified EIR analysis. Furthermore, the proposed Project does not introduce any new odor-generating uses or sensitive receptors and would not expose the public to substantial TACs. Impacts related to CO hotspots, TACs, and odors would remain less than significant, consistent with the certified EIR findings. Conclusion. The proposed Project would not result in new or more severe air quality impacts than those previously evaluated in the certified EIR. Although regional operational emissions would remain significant and unavoidable, the scale and intensity of the proposed Project are reduced compared to both Option A and Option B. Construction-related emissions would be less than significant with mitigation, and localized impacts from CO, TACs, and odors would not exceed thresholds. No substantial changes to the Project or its circumstances, and no new information of substantial importance, have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 21 the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for air quality. 4.3 BIOLOGICAL RESOURCES Certified EIR Summary. The certified EIR determined that development of the 17.66-acre Walmart Supercenter site would not result in significant impacts to federally protected wetlands, designated critical habitats, migratory species, or special-status wildlife with mitigation incorporated. A biological reconnaissance survey was conducted in January 2014 for the entire site and a 500-foot buffer. No special- status species were observed and the site was found to contain disturbed habitat types (i.e., non-native grassland, eucalyptus grove, and disturbed/developed lands) not considered sensitive or regulated under applicable federal, state, or regional plans. Although the site was not located within a Western Riverside County Multiple Species Habitat Conservation Plan (MSHCP) Criteria Cell or Additional Survey Area, the certified EIR identified the potential for nesting migratory birds, including Cooper’s hawk and burrowing owl, to occupy trees or ground areas during the nesting season. Development during the nesting season could cause temporary disturbance or loss of active nests, which would be a significant impact under the Migratory Bird Treaty Act (MBTA) and California Fish and Game Code. Implementation of MM BIO-1 through MM BIO-3, including pre-construction surveys, buffer zones, biological monitoring, and best management practices (BMPs), was determined to reduce impacts to less than significant. The certified EIR also identified approximately 0.04 acre of potentially jurisdictional unvegetated streambed. However, due to the small size and low ecological function of this feature, the certified EIR concluded that its disturbance would not result in a significant impact. Certified EIR Mitigation Measures MM BIO-1 The following Best Management Practices (BMPs) are applicable measures from Appendix C of the MSHCP and shall be implemented by the project proponent for construction activities: • Prior to the issuance of grading or building permits, a qualified biologist (approved by the City of Lake Elsinore) shall be retained to oversee compliance with protection measures for nesting birds and raptors and potentially jurisdictional resources. • The project biologist or designated representative shall be on-site during initial ground-disturbing activities, including vegetation removal, tree removal, and grading to ensure that nesting birds and raptors and potentially jurisdictional resources identified during the biological survey are not impacted. • Trash and food items shall be contained in closed containers and removed daily to reduce the attractiveness to opportunistic predators such as common ravens, coyotes, and feral dogs. • Workers shall be prohibited from bringing pets and firearms to the project site and from feeding wildlife. • Intentional killing or collection of any plant or wildlife species shall be prohibited. MM BIO-2 Prior to the commencement of construction activities, the project proponent shall adhere to the following. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 22 • A qualified biologist (i.e., a biologist approved by the City of Lake Elsinore with previous burrowing owl survey experience) shall conduct a pre-construction clearance survey (regardless of the time of year) of the permanent and temporary impact areas to locate active breeding or wintering burrowing owl burrows no more than 14 days prior to ground-disturbing activities (i.e., vegetation clearance, tree removal, grading, tilling). The survey methodology shall be consistent with the methods outlined in the MSHCP and shall consist of walking parallel transects 7 to 20 meters apart, adjusting for vegetation height and density as needed, and noting any potential burrows with fresh burrowing owl sign or presence of burrowing owls. In the event that a burrowing owl is detected or observed during the preconstruction clearance survey, all measures shall be implemented as described in Appendix E of the MSHCP to ensure impacts are avoided or reduced to less-than-significant levels. MM BIO-3 If removal of the on-site trees and grading occurs during the non-nesting season (September 1 – January 31), and if tree removal and grading occurs during the nesting season and construction is scheduled to commence during the avian non-nesting season (September 1 to January 31), no preconstruction surveys or additional measures are required for nesting birds (other than burrowing owl – see BIO-2). Should construction activities occur within the avian nesting season (February 1 – August 31) the following measures shall be implemented: • To avoid impacts to nesting birds in the project area for construction activities that are initiated during the breeding season (February 1 to August 31), a qualified wildlife biologist shall conduct preconstruction surveys of all potential nesting habitat within the project site plus a 500-foot buffer. Potential nesting habitat includes shrubs, trees, and structures as well as open areas suitable for ground nesting species. Surveys shall be conducted no more than 14 days prior to construction activities. Surveys need not be conducted for the entire project site at one time; they may be phased so that surveys occur shortly before a portion of the site is disturbed. The surveying biologist must be qualified to determine the status and stage of nesting by migratory birds and all locally breeding raptor species without causing intrusive disturbance. If active nests are found, a suitable buffer (e.g., 200-300 feet for common raptors and 30-50 feet for passerines) shall be established around active nests and no construction within the buffer shall be allowed until a qualified biologist has determined that the nest is no longer active (e.g., the nestlings have fledged and are no longer reliant on the nest). Encroachment into the buffer may occur at the discretion of a qualified biologist. Proposed Project. The proposed Project would construct a fuel station and a 1,618-square-foot convenience store on a 1.10-acre portion of the Walmart Supercenter site. No native habitat, riparian vegetation, jurisdictional waters, or regulated streams are present within the project site, and no off-site grading is proposed. However, one ornamental tree would be removed as part of site preparation, and ground disturbance could occur during the general avian nesting season (February 1 to August 31). Although the project site is previously disturbed, the potential for disturbance to active nests during the nesting season remains. As such, implementation of MM BIO-3 remains applicable and appropriate. With these measures incorporated, the Project would avoid or minimize temporary construction-related CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 23 impacts to nesting birds and comply with the MBTA, California Fish and Game Code, and MSHCP policies. The Project would not result in new or increased impacts to special-status species, habitat connectivity, designated critical habitat, or jurisdictional features. The site remains outside of all MSHCP Criteria Cells, Additional Survey Areas, and Special Linkage Areas. No conflicts with any habitat conservation plan would occur. Conclusion. The proposed Project would not result in new or more severe biological resource impacts than those previously evaluated in the certified EIR. The site remains disturbed and free of sensitive biological resources; however, compliance with MM BIO-3 is required to ensure that potential construction-related impacts to nesting birds remain less than significant. No substantial changes to the Project, no changes in surrounding environmental conditions, and no new information has been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for biological resources. 4.4 CULTURAL RESOURCES Certified EIR Summary. The certified EIR evaluated the potential for development of the 17.66-acre Walmart Supercenter site to result in significant impacts to cultural and paleontological resources. Based on prior studies and a cultural resources records search, the site was determined to have low sensitivity for historical and archaeological resources, and no known cultural resources were identified on the site. However, the certified EIR acknowledged that the potential for inadvertent discovery of unknown subsurface resources during ground disturbance could occur. Therefore, the certified EIR identified this as a potentially significant impact and required implementation of MM CULT-1 and MM CULT-2, including cultural sensitivity training and procedures for discovery and treatment of archaeological resources. With mitigation, impacts would be reduced to less than significant. For paleontological resources, the certified EIR noted that while most of the site is underlain by younger Quaternary Alluvium, certain areas include deeper soils or the Silverado Formation, which have the potential to contain significant paleontological resources. As such, MM CULT-3 and MM CULT-4 were required, including worker training, spot-check monitoring, and fossil recovery protocols. Concerning human remains, although no cemeteries or burial sites were identified within the site, the certified EIR concluded that construction activities could disturb unknown human remains. This was considered a potentially significant impact. MM CULT-5 was adopted to ensure compliance with the California Health and Safety Code and Public Resources Code provisions regarding the discovery and treatment of human remains. With mitigation, all impacts were found to be less than significant. Certified EIR Mitigation Measures MM CULT-1 Prior to earth moving activities, a qualified archaeologist meeting the Secretary of the Interior’s Professional Qualifications Standards for archaeology (U.S. Department of the Interior 2008) or a County of Riverside qualified archaeologist shall conduct cultural resources sensitivity training for all construction personnel. Construction personnel shall be informed of the types of archaeological resources that may be encountered, and of the proper procedures to be enacted in the event of an inadvertent discovery of archaeological resources or human remains. The project proponent shall ensure that construction personnel are made available for and attend the training and retain documentation demonstrating attendance. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 24 MM CULT-2 If unknown prehistoric/historic archaeological resources are encountered during grading and excavation activities, no further excavation or disturbance of the area where the resources were found shall occur within 100 feet of the find until a qualified archaeologist, meeting the Secretary of the Interior’s Professional Qualifications Standards for archaeology (U.S. Department of the Interior 2008) or a County of Riverside qualified archaeologist, is retained by the developer and examines the find. The archaeologist shall determine the significance of the find. If the find is determined not significant then grading and excavation activities can continue, and the archaeologist would determine the need for archaeological monitoring. If the find is determined to be significant or potentially significant, the archaeologist shall prepare a Treatment Plan and shall contact the appropriate Native American tribal representatives, as identified by the Native American Heritage Commission. If requested by the Tribe(s), the City, the developer, or the Project archaeologist, the City shall, in good faith, consult on the discovery and its disposition (e.g., avoidance, preservation, return of artifacts to tribe, etc.). If the Developer and the Tribe cannot agree on the significance or the mitigation for such resources, these issues will be presented to the Community Development Director (CDD) for decision. The CDD shall make the determination based on the provisions of the California Environmental Quality Act with respect to archaeological resources and shall take into account the religious beliefs, customs, and practices of the appropriate tribe. Notwithstanding any other rights available under the law, the decision of the CDD shall be appealable to the City of Lake Elsinore City Council. A report of findings shall also be prepared by a qualified archaeologist and shall include an itemized inventory of any specimens recovered. The report and confirmation of curation of any recovered resources from an accredited museum repository shall signify completion of the program to mitigate impacts to archaeological/historic resources. If disturbed resources are required to be collected and preserved, the Applicant shall be required to participate financially up to the limits imposed by Public Resources Code Section 21083.2. MM CULT-3 Prior to earth moving activities, a qualified paleontologist shall be retained to conduct pre-construction worker paleontological resources sensitivity training. This training shall include information on what to do in case an unanticipated discovery is made by a worker. All construction personnel shall be informed of the possibility of encountering fossils and instructed to immediately inform the construction foreman if any bones or other potential fossils are unexpectedly unearthed in an area where paleontological monitoring is not required. The project proponent shall ensure that construction personnel are made available for and attend the training and retain documentation demonstrating attendance. MM CULT-4 Excavations exceeding five feet below the current grade within the surfaces areas containing the younger Quaternary Alluvium as well as any excavation into areas of the site that contains the Silverado Formation shall be monitored by a qualified paleontologist. A qualified paleontologist is defined as an individual on the County of Riverside list of qualified paleontologists or an individual with an M.S. or a Ph.D. in paleontology or geology who is familiar with paleontological procedures and techniques. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 25 A qualified paleontologist shall perform periodic spot check monitoring during excavation activities within the areas containing Quaternary Alluvium on the surface until excavations reach five feet below current grade. However, if paleontological resources are found prior to five feet below current grade within the areas containing Quaternary Alluvium on the surface, the qualified paleontologist shall determine the need for more frequent paleontological monitoring for the remainder of the excavation activities. If paleontological resources are discovered, the qualified paleontologist shall inform the contractor to cease ground disturbing activities within 50 feet of the find until it can be assessed by the qualified paleontologist. If the find is determine to be not significant, excavation activities can continue. If the find is determined to be significant or potentially significant, the ground disturbing activities within 50 feet of the find shall continue to cease until the sampling and data recovery of resource is completed. After recovering the resource, the paleontologist shall follow the Society of Vertebrate Paleontology standard guidelines for analyzing the fossil specimens, store the specimens at a museum depository that is capable to provide access for future research, prepare a final report documenting the find(s), and submit the document to the City of Lake Elsinore and other interested parties. MM CULT-5 If human remains are encountered, California Health and Safety Code Section 7050.5 states that no further disturbance shall occur until the Riverside County Coroner has made the necessary findings as to origin. Further, pursuant to California Public Resources Code Section 5097.98(b) remains shall be left in place and free from disturbance until a final decision as to the treatment and disposition has been made. If the Riverside County Coroner determines the remains to be Native American, the coroner shall contact the Native American Heritage Commission within 24 hours. Subsequently, the Native American Heritage Commission shall identify the person or persons it believes to be the “most likely descendant.” The most likely descendant may then make recommendations and engage in consultations concerning the treatment of the remains as provided in Public Resources Code 5097.98. Proposed Project. The proposed Project involves the construction and operation of a fuel station and a 1,618-square-foot convenience store on approximately 1.10 acres of the Walmart Supercenter site. This portion of the site has already been graded and paved and is part of the previously disturbed parking lot evaluated in the certified EIR. However, subsurface excavation would be required associated with the installation of two underground storage tanks. Although the site is not known to contain cultural, paleontological, or burial resources, the potential for inadvertent discovery during subsurface excavation remains. As such, implementation of MM CULT-1 through MM CULT-5 remains applicable and would ensure that any unanticipated discoveries are handled in accordance with applicable laws and professional standards. No new excavation conditions or project features increase the likelihood of such discoveries beyond those already analyzed in the certified EIR. Conclusion. The proposed Project would not result in new or more severe cultural resource impacts than those previously evaluated in the certified EIR. The site remains previously disturbed and does not contain any known archaeological, paleontological, or burial resources. The mitigation measures adopted as part of the certified EIR would continue to apply and would ensure impacts remain less than significant. No substantial changes to the Project, no changes in circumstances, and no new information of substantial importance have been identified that would require preparation of a subsequent or supplemental EIR CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 26 under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for cultural resources. 4.5 GEOLOGY, SOILS, AND SEISMICITY Certified EIR Summary. The certified EIR evaluated potential impacts related to geology, soils, and seismic hazards at the 17.66-acre Walmart Supercenter site. The site is situated within a seismically active region of Southern California and is susceptible to potential strong ground shaking from nearby active fault zones, including the Elsinore and San Andreas faults. The certified EIR concluded that adherence to the California Building Code (CBC), City of Lake Elsinore seismic safety standards, and project-specific geotechnical recommendations would reduce risks related to ground shaking to a level that is less than significant. The site was identified as being within a designated liquefaction hazard zone, with geotechnical investigations indicating the potential for up to 2.5 inches of settlement. However, with proper site preparation, soil treatment, and foundation design in accordance with CBC and City requirements, impacts related to liquefaction and differential settlement were determined to be less than significant. The certified EIR also found that project implementation would not result in substantial erosion or loss of topsoil. Compliance with the National Pollutant Discharge Elimination System (NPDES) permit requirements, including preparation of a Storm Water Pollution Prevention Plan (SWPPP) and implementation of construction Best Management Practices (BMPs), would ensure that any erosion- related impacts remain below the threshold of significance. No mitigation measures were required for geology, soils, or seismicity. All potential impacts were determined to be less than significant with regulatory compliance. Certified EIR Mitigation Measures None required. Proposed Project. The proposed Project involves the development of a fuel station and a 1,618-square- foot convenience store on approximately 1.10 acres of the Walmart Supercenter site. The portion of the site is currently developed with surface parking and was previously graded during the construction of the Walmart Supercenter. A project-specific geotechnical investigation was prepared by Terracon Consultants, Inc. in May 2024, titled Geotechnical Engineering Report: Lake Elsinore Walmart Fuel Station (Terracon Project No. LA245068), included as Appendix A to this analysis. The investigation confirmed that the site is underlain by undocumented fill, alluvial soils, and older Quaternary sediments, and is located within a designated liquefaction hazard zone as mapped by the California Geological Survey. The report identified compressible and liquefiable soils to a depth of 50 feet and recommended engineering measures to mitigate potential hazards, including over-excavation and recompaction, use of post- tensioned slabs or drilled-pier systems, and structural design in accordance with the latest CBC and City development standards. With implementation of these recommendations, the report concluded that potential geological and soil hazards could be feasibly reduced to less than significant. In addition, the proposed Project would implement a SWPPP and construction BMPs in compliance with NPDES stormwater regulations, ensuring control of soil erosion and sediment transport during grading and construction activities. Conclusion. The proposed Project would not result in new or more severe impacts related to geology, soils, or seismicity than those evaluated in the certified EIR. The site remains within a known liquefaction hazard zone; however, compliance with the 2024 geotechnical recommendations, the CBC, and applicable City and stormwater regulations would ensure that seismic risk, ground failure, and erosion-related impacts remain less than significant. No new information, substantial changes to the Project, or changed circumstances have been identified that would trigger the need for a subsequent or supplemental EIR CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 27 under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for geology, soils, or seismicity. 4.6 GREENHOUSE GAS EMISSIONS Certified EIR Summary. The certified EIR analyzed greenhouse gas (GHG) emissions associated with the construction and operation of the 17.66-acre Walmart Supercenter Project, including two outlot development options (Option A and Option B). Construction-related emissions were estimated based on equipment usage, worker trips, and site preparation, while operational emissions considered mobile sources, electricity and natural gas use, water supply and treatment, and solid waste. At the time of EIR preparation, the SCAQMD had not adopted project-level GHG significance thresholds for commercial development. Therefore, the certified EIR relied on the California Air Resources Board’s (CARB) 2008 AB 32 Scoping Plan and a Business-as-Usual (BAU) emissions scenario as the basis for determining significance. Under AB 32, a 28.5% reduction from BAU levels was required to meet the State’s 2020 target of returning to 1990 emissions levels. Construction-related emissions were estimated to total approximately 786.63 metric tons of CO-equivalent (MTCO2e), amortized over 30 years consistent with SCAQMD guidance, resulting in 26.22 MTCO2e per year. For operations, Option B was treated as the worst- case scenario and was estimated to generate approximately 14,938.25 MTCO2e per year, representing a 34.1% reduction from the BAU scenario, exceeding the 28.5% reduction target required by AB 32. The certified EIR also evaluated the project’s consistency with the CARB Scoping Plan and the City of Lake Elsinore Climate Action Plan (CAP). The project was determined to be consistent with both plans, including the CAP’s citywide GHG reduction target of 944,737 MTCO2e by 2020 (an 11.26% reduction from 2008 levels). Walmart also planned to incorporate sustainability features, such as energy-efficient lighting, a central energy management system, a dehumidification system, water conservation measures, white roofs, and recycled building materials, further supporting CAP and Scoping Plan compliance. Certified EIR Mitigation Measures None required. Proposed Project. The proposed Project would construct and operate a fuel station with 16 fueling positions and a 1,618-square-foot convenience store on an approximately 1.10-acre portion of the previously developed Walmart Supercenter site. The site is currently paved and functions as a surface parking lot. No substantial vegetation removal or grading would be required beyond trenching and excavation for utilities and foundation preparation. Construction-related GHG emissions would be temporary and primarily associated with the use of equipment, deliveries, and worker trips. Given the limited size and duration of construction, emissions would be substantially lower than those analyzed in the certified EIR and would not result in new or more severe impacts. Operational GHG emissions would result from vehicle trips, electricity use, and indirect sources such as water use and solid waste. Compared to the development scenarios evaluated in the certified EIR, particularly Option B, which included up to 16,000 square feet of commercial space, the proposed Project would generate fewer trips and reduced utility demand. The total development on the site, including the proposed convenience store, would not exceed the emissions assumptions analyzed in the certified EIR. The proposed Project would be constructed in compliance with the most recent California Green Building Code and other applicable energy and water efficiency regulations. Design features such as LED lighting and canopy-integrated downlights further reduce energy use and support consistency with CARB Scoping Plan strategies and the City’s CAP. Conclusion. The proposed Project would not result in new or more severe GHG emissions impacts than those previously evaluated in the certified EIR. Construction-related emissions would be minimal and CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 28 temporary, and operational emissions would remain below the worst-case emissions modeled in the certified EIR. The Project would be consistent with applicable GHG reduction strategies and would not conflict with the implementation of the CARB Scoping Plan or the City of Lake Elsinore CAP. No substantial changes to the Project, no changes in circumstances, and no new information of substantial importance have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for greenhouse gas emissions. 4.7 HYDROLOGY AND WATER QUALITY Certified EIR Summary. The certified EIR evaluated construction and operational impacts to hydrology and water quality associated with the development of the 17.66-acre Walmart Supercenter site and concluded that all impacts would be less than significant with regulatory compliance. During construction, the Project would be subject to the NPDES Construction General Permit and the City’s drainage permit requirements. A project-specific Storm Water Pollution Prevention Plan (SWPPP) would be prepared to identify erosion and sediment control BMPs, such as fiber rolls, vegetated buffers, scheduling, sandbags, and interim drainage measures. These measures would ensure that soil erosion, sedimentation, and pollutant discharge during construction are minimized. For long-term operation, the certified EIR evaluated the site’s permanent drainage design, including its Low Impact Development (LID) features and its Water Quality Management Plan (WQMP) prepared in accordance with the Municipal Separate Storm Sewer System (MS4) Permit. LID components such as bio-retention swales, vegetated strips, and permeable surfaces were incorporated to facilitate infiltration and pollutant filtration. Operational stormwater runoff would be conveyed to these on-site BMPs for treatment prior to discharge to the public storm drain system. Hydrology modeling indicated that post-development peak runoff from the site during a 100-year storm event would increase from 36 cubic feet per second (cfs) to 64.07 cfs. To manage this increase, the project included an on-site detention basin designed to store and meter flows into a 30- inch storm drain at the Crane Street/Dexter Avenue intersection. The system complied with Riverside County Flood Control and Water Conservation District standards and was sized to avoid downstream flooding. An alternative off-site storm drain system was also analyzed for upstream pass-through flows, which would not increase net runoff but would be routed through the site for controlled discharge. Typical urban pollutants, such as oil, grease, trash, and landscape chemicals, were identified as potential water quality concerns. However, the certified EIR concluded that compliance with MS4 Permit requirements and WQMP implementation would ensure these impacts remain less than significant. No mitigation measures were required. Certified EIR Mitigation Measures None required. Proposed Project. The proposed Project would develop a fuel station with 16 fueling positions and a 1,618-square-foot convenience store on an approximately 1.10-acre portion of the Walmart Supercenter site, currently developed as impervious parking. The site lies within existing Drainage Management Areas (DMAs) 2, 5, 7, and 9B, as defined in the previously approved site-wide WQMP. A WQMP Addendum was prepared for the proposed Project in April 2025 (Appendix B), which analyzed drainage modifications and pollutant control requirements associated with the fuel station. The addendum concluded that drainage patterns would remain consistent with the original WQMP and proposed only minor adjustments to DMA boundaries. Runoff from the fueling area would be directed to a new oil-water separator for pre- treatment before discharging to existing on-site BMPs. The Project would result in a net increase of approximately 3,391 square feet of impervious area. However, the effective impervious area fractions for CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 29 most DMAs would remain unchanged or be reduced through landscape enhancements. The updated design would result in a post-project peak flow rate of 2.4 cfs, which remains below the previously approved peak design flow of 2.58 cfs, confirming that downstream capacity would not be exceeded. The proposed Project would continue to comply with the City’s MS4 permit, NPDES Construction General Permit, and Final WQMP requirements. Site design, source control, and treatment control BMPs, supplemented by an oil-water separator, would ensure protection of water quality during both construction and long-term operations. Conclusion. The proposed Project would not result in new or more severe impacts related to hydrology or water quality than those previously evaluated in the certified EIR. The site is already developed and includes existing drainage infrastructure and treatment BMPs. The proposed improvements would maintain or improve stormwater management performance, remain within previously analyzed flow thresholds, and include additional pollutant controls specific to fueling activities. No substantial changes to the Project or its environmental setting, and no new information of substantial importance, have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for hydrology and water quality. 4.8 LAND USE AND PLANNING Certified EIR Summary. The 17.66-acre Walmart Supercenter site would result in less than significant impacts related to land use and planning. The Initial Study/Notice of Preparation (IS/NOP) determined that the Project would not physically divide an established community. The site was already designated and zoned for General Commercial development and did not contain residential uses. While nearby residential neighborhoods exist, they are separated from the site by public roadways or undeveloped land and have no direct physical or community-based connection to the Project. As such, the certified EIR determined that the Project would not result in land use fragmentation or community disruption. The certified EIR also evaluated the Project’s consistency with the City of Lake Elsinore General Plan, including a policy-level analysis of General Plan goals related to land use compatibility, economic development, infrastructure, urban design, and environmental stewardship. The Walmart Supercenter Project was found to be consistent with the General Plan land use designation of General Commercial and did not conflict with applicable policies or implementation programs. The site is zoned General Commercial (C-2) and Commercial Mixed Use (CMU). The certified EIR confirmed that the proposed uses— including a large retail anchor, fast-food outparcels, and a potential gas station—are either permitted or conditionally permitted under the City’s Zoning Code. The Project underwent Conditional Use Permit and Design Review processes, and its site planning, architectural design, and signage were determined to comply with applicable development standards. Accordingly, impacts related to zoning consistency were determined to be less than significant. Finally, the certified EIR evaluated consistency with the Western Riverside County Multiple Species Habitat Conservation Plan (MSHCP). Although the site is within the Elsinore Area Plan, it is not located within a designated Criteria Cell. Implementation of standard BMPs required under Appendix C of the MSHCP, incorporated into the Project as MM BIO-1, was determined to avoid conflicts with conservation goals. Impacts related to habitat conservation plan consistency were found to be less than significant. Certified EIR Mitigation Measures MM BIO-1 (see Section 4.3, Biological Resources) Proposed Project. The proposed Project involves the development of a fuel station and a 1,618-square- foot convenience store on approximately 1.10 acres of the previously analyzed Walmart Supercenter site. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 30 The project site is fully paved and developed as surface parking and is physically separated from residential neighborhoods by Central Avenue and other parcels. No residential uses are located on or immediately adjacent to the site, and the proposed Project would not divide an established community or disrupt existing neighborhood connectivity. The project site would remain designated General Commercial under the City’s General Plan and zoned C-2 (General Commercial). Fuel stations and convenience stores are conditionally permitted uses within this zone, and the applicant has submitted a CUP and Design Review application to the City. The proposed Project would be subject to City review for consistency with applicable design standards, development regulations, and land use compatibility criteria. As with the larger Walmart Supercenter site, the project site lies within the MSHCP Plan Area but is not located within a Criteria Cell. Although the certified EIR identified implementation of MSHCP BMPs under MM BIO-1 to ensure consistency with the MSHCP, the current project site is already fully developed with impervious surface. Therefore, MHSCP BMPs identified in MM BIO-1 are not applicable for the proposed fuel station. Therefore, MM BIO-1 is not required for this development. Accordingly, the proposed Project would not conflict with the conservation goals or implementation requirements of the MSHCP, and impacts related to habitat conservation plan consistency would remain less than significant. Conclusion. The proposed Project would not result in new or more severe land use impacts than those previously evaluated in the certified EIR. The site remains consistent with its General Plan designation and zoning, and the proposed use is conditionally permitted, subject to Design Review and CUP approval. The Project would not divide an established community or conflict with applicable land use policies. Although the project site is located within the Western Riverside MSHCP, it is fully developed and not within a designated Criteria Cell. Therefore, the proposed Project would not conflict with the MSHCP or require implementation of the previously identified BMPs. No substantial changes to the Project, no changes in circumstances, and no new information of substantial importance have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for land use and planning. 4.9 NOISE Certified EIR Summary. The certified EIR concluded that construction of the Walmart Supercenter Project would result in significant and unavoidable short-term noise impacts due to mobile construction equipment operating near single-family residences for extended periods of time. Although the implementation of MM NOI-1 and MM NOI-2 would reduce noise exposure, maximum construction noise levels were still expected to exceed the City’s 60 dBA Lmax standard for sensitive receptors during construction activities lasting more than 10 days. Therefore, construction noise was considered significant and unavoidable. Other potential noise impacts, including groundborne vibration, operational noise, off- site traffic noise increases, and ambient noise levels, were determined to be less than significant. The certified EIR found that equipment vibration levels would not exceed applicable thresholds, and operational noise from the Walmart Supercenter and associated uses would comply with City standards. Project-related increases in traffic noise along local roadways would not exceed Federal Interagency Committee on Noise (FICON) criteria and off-site noise effects were considered minor. Therefore, no significant long-term noise impacts were identified beyond construction. Certified EIR Mitigation Measures MM NOI-1 The following practices shall be implemented by the project applicant during construction activities: CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 31 • Prior to approval of grading plans and/or issuance of building permits, plans shall include a note indicating that noise-generating project construction activities shall only occur between the hours of 7:00 AM and 7:00 PM on weekdays. Construction is prohibited on weekends and holidays. The project construction supervisor shall ensure compliance with the note and the City shall conduct periodic inspection at its discretion. • Prior to the start of construction, install temporary noise control barriers that provide a minimum noise level attenuation of 10.0 dBA when project construction occurs near existing noise-sensitive structures. The noise control barrier must present a solid face from top to bottom. The noise control barrier must designed to block the view of the noise source. • Any damage to noise barriers must be repaired within 48 hours. Gaps or holes in the barrier or openings between the barrier and the ground shall be repaired within 48 hours. The noise control barriers and associated elements shall be completely removed and the site restored upon the conclusion of the construction activity. • During all project site construction, the construction contractors shall equip all construction equipment, fixed or mobile, with mufflers operated and maintained consistent with manufacturers standards. The construction contractor shall place all stationary construction equipment so that emitted noise is directed away from the noise-sensitive receivers nearest the project site. • The construction contractor shall locate equipment staging in areas that will create a minimum distance of 100 feet between construction-related noise sources and noise- sensitive receivers nearest the project site (i.e., the center of the site) during all project construction. • The construction contractor shall limit haul truck deliveries to the same hours specified for construction equipment (between the hours of 7:00 A.M. and 7:00 P.M. on weekdays. Construction is prohibited on weekends and holidays). The haul route exhibit shall design delivery routes to minimize the exposure of sensitive land uses or residential dwellings to delivery truck-related noise. MM NOI-2 The following practices shall be adopted as Conditions of Approval prior to the issuance of a building permit for the proposed project: • All trucks, tractors, and forklifts shall be operated with proper operating and well maintained mufflers, consistent with manufacturer’s specifications. • Maintain pavement conditions that are free of bumps to minimize truck noise. • The truck access gates and loading docks within the truck court on the project site shall be posted with signs which state: o Truck drivers shall turn off engines when not in use. o Diesel trucks servicing the Project shall not idle for more than five (5) minutes. o Post telephone numbers of the building facilities manager to report violations. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 32 Proposed Project. The proposed Project would involve the development of a fuel station with 16 fueling positions and a 1,618-square-foot convenience store on approximately 1.10 acres of the Walmart Supercenter site. The site is currently paved and functions as surface parking. The nearest residential receptors are located more than 150 feet to the east, separated by intervening commercial uses and roadways. Construction activities would involve minor pavement removal, utility trenching, and small- scale vertical construction, with no pile driving, blasting, or mass grading. As such, construction noise levels would be lower, and implementation of MM NOI-1 would ensure compliance with the City’s noise standards. Although the certified EIR conservatively determined that construction noise would be significant and unavoidable, the reduced scale and shorter duration of the proposed Project suggest that construction noise could remain below threshold levels. Nonetheless, conservative application of certified mitigation measures remains appropriate. Operational noise sources would include vehicle circulation, fuel dispensing, HVAC units, and accessory equipment (e.g., air/vacuum stations). No drive-through speakers, car wash equipment, or other stationary sources emitting high noise levels are proposed. All operational noise would be required to comply with City regulations and would be less intensive than the previously analyzed Option B development scenario, which included multiple fast-food restaurant pads. As a result, operational noise impacts would remain less than significant. Regarding off-site traffic noise, the certified EIR determined that full buildout under Option B would result in maximum increases of 3.0 dBA CNEL, which is below the 5.0 dBA significance threshold identified in FICON guidance. The proposed Project adds only 1,618 square feet of new commercial development and remains within the 16,000- square-foot cap analyzed under Option B. As such, traffic volumes and associated noise levels would be lower than those previously evaluated, and no new or more severe off-site traffic noise impacts would occur. The Project would also not result in groundborne vibration or noise from heavy-duty stationary sources. No pile driving, rock crushing, or other high-impact activities are proposed, and all equipment would comply with City requirements. Conclusion. The proposed Project would not result in new or more severe noise impacts than those previously evaluated in the certified EIR. Construction activities would be smaller in scale and duration, and operational noise levels would be lower than those analyzed under the previously approved development scenarios. The Project would comply with applicable City noise regulations and implement previously adopted mitigation measures, including MM NOI-1 and MM NOI-2. No substantial changes to the Project, no changes in circumstances, and no new information of substantial importance have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for noise. 4.10 PUBLIC SERVICES Certified EIR Summary. The certified EIR determined that development of the 17.66-acre Walmart Supercenter site would not result in substantial adverse physical impacts associated with the provision of new or expanded public facilities, including fire protection, police protection, schools, parks, or other public facilities. Fire protection services would be provided by Riverside County Fire Department Station No. 97, located approximately 0.75 mile northeast of the site, and Station No. 10, located approximately 2.8 miles south of the site. Both facilities are within a five-minute response time, and the City’s General Plan EIR confirmed that no new stations or additional staffing would be needed to serve development within the 3rd Street Annexation Area, which includes the Walmart Supercenter site. Station 97 also has capacity for future staffing expansion, if needed. The certified EIR found that fire protection services would be further supported through mandatory compliance with the California Fire Code, City Municipal Code Chapter 8.20, and payment of applicable development impact fees. Regarding police protection, the CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 33 certified EIR determined that service would be provided by the Riverside County Sheriff’s Department, operating from the Lake Elsinore Police Station, located approximately 1.72 miles north of the site. The General Plan EIR found that no new police facilities or personnel increases would be required. The certified EIR further concluded that on-site 24-hour private security, enhanced lighting, and other crime deterrent features would help minimize service demand. Because the Walmart Supercenter Project would be served by existing public safety infrastructure and would contribute to public services funding, impacts related to fire and police services were determined to be less than significant, and no mitigation measures were required. Certified EIR Mitigation Measures None required. Proposed Project. The proposed Project would develop a fuel station with 16 fueling positions and a 1,618-square-foot convenience store on an approximately 1.10-acre portion of the Walmart Supercenter site. The site is currently paved and developed as part of the existing surface parking lot. The proposed Project would not introduce residential uses or generate substantial new employment. It therefore would not result in a measurable population increase or a new demand for schools, parks, or library services. Concerning fire and police protection, the proposed Project would not substantially increase service demands beyond those analyzed in the certified EIR. The scale, operational characteristics, and location of the proposed Project are consistent with the types of development contemplated under the certified EIR, and the existing fire and police facilities identified in the certified EIR are anticipated to be sufficient to serve the site. The proposed Project would be subject to compliance with the California Fire Code, applicable City safety regulations, and would pay its fair share of public services funding through development impact fees. In addition, the proposed site design includes on-site lighting and clear lines of sight, which would contribute to crime deterrence and reduce the potential need for law enforcement response. Conclusion. The proposed Project would not result in new or more severe public services impacts than those previously evaluated in the certified EIR for the Walmart Supercenter site. Existing fire and police facilities would continue to provide adequate service, and no new or expanded infrastructure would be required. The proposed Project would comply with applicable safety regulations and development impact fee requirements. No new information, changed circumstances, or substantial project modifications have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for public services. 4.11 TRANSPORTATION AND TRAFFIC Certified EIR Summary. The certified EIR evaluated transportation and traffic impacts associated with the construction and operation of the Walmart Supercenter Project. The analysis was based on a Transportation Impact Analysis (TIA) prepared by Urban Crossroads in 2015, which assessed 32 intersections, adjacent freeway segments, and on/off-ramp junctions under the following scenarios: Baseline, Baseline Plus Project, Near-Term Cumulative (Opening Year 2016), and Long-Term Cumulative (General Plan Buildout Post-2035). The TIA’s analysis is based on Option B, to overstate rather than understate potential impacts. Option A, which included a gas station with 16 fueling positions and a 3,600 square foot convenience store, was found to generate 2,180 fewer daily trips, 123 fewer AM peak hour trips, 28 fewer PM peak hour trips, and 113 fewer Saturday peak hour trips compared to the more retail- intensive Option B that was analyzed in the certified EIR. The EIR applied Level of Service (LOS) significance CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 34 thresholds consistent with those of the City of Lake Elsinore, Caltrans, and the Riverside County Congestion Management Program, with LOS D generally used as the threshold for significance. Construction-related traffic impacts were found to be less than significant due to their temporary and localized nature. Under Baseline Plus Project conditions, the certified EIR identified six intersections where the Walmart Supercenter Project would result in significant impacts: • East Lakeshore Drive/Diamond Drive (Intersection #3) • Gunnerson Street/Riverside Drive (SR-74) (Intersection #4) • I-15 Southbound Ramps/Railroad Canyon Road (Intersection #11) • I-15 Northbound Ramps/Nichols Road (Intersection #12) • I-15 Northbound Ramps/North Main Street (Intersection #14) • Summerhill Drive/Railroad Canyon Road (Intersection #23) With implementation of MM TRA-1 through MM TRA-6, these impacts would be reduced to less than significant. However, the certified EIR conservatively assumed significant impacts would occur until the physical improvements are fully implemented. Under Opening Year (2016) Cumulative Without Project Conditions, two additional intersections were anticipated to operate at unacceptable LOS during one or more peak hours: • Lakeshore Drive/Riverside Drive (SR-74) (Intersection #1) • I-15 Northbound Ramps/Railroad Canyon Road (Intersection #15) With implementation of MM TRA-7 through MM TRA-10, these impacts could also be reduced to less than significant. However, the certified EIR conservatively assumes significant impacts persist until the physical improvements are fully implemented. Under Long-Term (Post-2035) Cumulative With Project conditions, 25 of the 32 study intersections were projected to operate at unacceptable LOS during one or more peak hours. • Lakeshore Drive/ Riverside Drive (SR-74) (Intersection #1) • Gunnerson Street/ Riverside Drive (SR-74) (Intersection #4) • Collier Avenue/ Riverside Drive (SR-74) (Intersection #5) • Collier Avenue/ Central Avenue (SR-74) (Intersection #6) • Auto Center Drive/ Diamond Drive (Intersection #7) • I-15 Southbound Ramps/Nichols Road (Intersection #8) • I-15 Southbound Ramps/ Central Avenue (SR-74) (Intersection #9) • I-15 Southbound Ramps/ North Main Street (Intersection #10) • I-15 Southbound Ramps/Railroad Canyon Road (Intersection #11) • I-15 Northbound Ramps/Nichols Road (Intersection #12) • I-15 Northbound Ramps/ Central Avenue (SR-74) (Intersection #13) CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 35 • I-15 Northbound Ramps/North Main Street (Intersection #14) • I-15 Northbound Ramps/Railroad Canyon Road (Intersection #15) • Dexter Avenue/11th Street (Intersection #16) • Dexter Avenue/Central Avenue (SR-74) (Intersection #17) • Dexter Avenue/Crane Street (Intersection #19) • Dexter Avenue/ 3rd Street (Intersection #20) • Dexter Avenue/ 2nd Street (Intersection #21) • Camino del Norte/ North Main Street (Intersection #22) • Summerhill Drive/ Railroad Canyon Road (Intersection #23) • Cambern Avenue/ Central Avenue (SR-74) (Intersection #25) • Cambern Avenue/ 3rd Street (Intersection #28) • Conard Avenue/ Central Avenue (SR-74) (Intersection #29) • Rosetta Canyon Drive/ Central Avenue (SR-74) (Intersection #30) • Riverside Street/ Central Avenue (SR-74) (Intersection #31) • Greenwald Avenue/ Central Avenue (SR-74) (Intersection #32) While the Walmart Supercenter Project did not change the LOS outcome at these intersections under cumulative conditions, it was found to contribute to significant cumulative impacts. With implementation of MM TRA-11 through MM TRA-38, these impacts could be reduced to less than significant; however, the certified EIR conservatively assumes significant impacts persist until completion of improvements. The certified EIR also evaluated operations of ten I-15 Freeway segments, concluding that the following nine segments would operate at an unacceptable LOS during peak hours under both Without Project and With Project Long-Term Cumulative conditions. • Southbound, north of Nichols Road • Southbound, Nichols Road to Central Avenue (SR-74) • Southbound, Central Avenue (SR-74) to North Main Street • Southbound, North Main Street to Railroad Canyon Road • Northbound, north of Nichols Road • Northbound, Nichols Road to Central Avenue (SR-74) • Northbound, Central Avenue (SR-74) to North Main Street • Northbound, North Main Street to Railroad Canyon Road • Northbound, south of Railroad Canyon Road Ramp merge and diverge operations were also assessed for Long-Term Cumulative conditions. While most ramps were expected to operate at LOS D or better, 11 ramp junctions were identified where operations would deteriorate to unacceptable LOS without mitigation. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 36 • Southbound, Off- and On-Ramps at Nichols Road • Southbound, Off- and On-Ramps at Central Avenue (SR-74) • Southbound, Off-Ramp at North Main Street • Southbound, On-Ramp at North Main Street • Southbound, Off-Ramp at Railroad Canyon Road • Northbound, On-Ramp at Nichols Road • Northbound, Off-Ramp at Nichols Road • Northbound, On-Ramp at Central Avenue (SR-74) • Northbound, Off-Ramp at Central Avenue (SR-74) • Northbound, On- and Off-Ramp at North Main Street • Northbound, On- and Off-Ramp at Railroad Canyon Road With MM TRA-11 through TRA-38 incorporated, the impacts on cumulative traffic conditions would be reduced to less than significant. However, the certified EIR assumed that the significant impact will occur until the improvements are completed. Certified EIR Mitigation Measures MM TRA-1 The applicant for the proposed project shall contribute its fair share towards the modification of the traffic signal, including permissive left-turn phasing at the intersection of East Lakeshore Drive / Diamond Drive. MM TRA-2 The applicant for the proposed project shall contribute its fair share towards the installation of a traffic signal at the intersection of Gunnerson Street / Riverside Drive, and to implement permissive left-turn phasing on all approaches. MM TRA-3 The applicant for the proposed project shall pay for the restriping the existing eastbound right turn lane as a third shared through-right turn lane at the intersection of I-15 Southbound Ramps/Railroad Canyon Road. MM TRA-4 The applicant for the proposed project shall contribute its fair share towards the installation of a traffic signal at the intersection of I-15 Northbound Ramps / Nichols Road. MM TRA-5 The applicant for the proposed project shall contribute its fair share towards the installation of a traffic signal at the intersection of I-15 Northbound Ramps / North Main Street. MM TRA-6 The applicant for the proposed project shall pay its required Traffic Impact Fee (“TIF”), which fee program includes funding for improvements to the Summerhill Drive / Railroad Canyon Road intersection. One alternative for improving the operation of this intersection is to restripe the northbound approach at the intersection of Summerhill Drive / Railroad Canyon Road to provide a separate right turn lane and modify the traffic signal and implement overlap phasing for the northbound and eastbound right turn lanes. The City is currently studying additional alternatives for improving the function of this intersection as part of the interchange improvements due to the close proximity. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 37 MM TRA-7 The applicant for the proposed project shall pay its required TIF, as well as the required Western Riverside County Transportation Uniform Mitigation Fee (TUMF), which fee programs include funding for the construction of a 2nd westbound through lane at the intersection of Lakeshore Drive / Riverside Drive (SR-74). MM TRA-8 The applicant for the proposed project shall contribute its fair share towards the construction of a second southbound left turn lane at the intersection of East Lakeshore Drive / Diamond Drive and associated signal modifications. MM TRA-9 The applicant for the proposed project shall contribute its fair share to the construction of a left turn lane and a second through lane on the eastbound approach, at the intersection of Gunnerson Street / Riverside Drive, construction of a left turn lane and a second through lane on the westbound approach, and modification of the traffic signal to provide protected left-turn phasing for the eastbound and westbound approaches. MM TRA-10 The applicant for the proposed project shall contribute its fair share towards the construction of a left turn lane on the northbound approach at the intersection of I-15 Northbound Ramps and Railroad Canyon Road. MM TRA-11 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Lakeshore Drive/Riverside Drive (SR-74) are as follows: • A 3rd and 4th westbound through lanes and modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd northbound left turn lane and a right turn lane. • A 2nd southbound left turn lane and a 3rd through lane. Modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd eastbound left turn lane and a 3rd through lane. Modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-12 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of W. Graham Avenue/North Main Street (SR-74) are as follows: • Install Traffic Signal • Construct an eastbound left turn lane. • Construct a westbound left turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 38 fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-13 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of East Lakeshore Drive/Diamond Drive are as follows: • A 3rd westbound through lanes, two right-turn lanes, and modify the traffic signal to implement overlap phasing on the right turn lanes. • A 2nd northbound left turn lane, 3rd through lane and 2nd right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lanes. • A 3rd southbound through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd eastbound left turn lane and a right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-14 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Collier Avenue / Riverside Drive (SR-74) are as follows: • Two westbound left turn lanes, a 2nd and 3rd through lanes and a right turn lane. • A 2nd northbound left turn lane, 2nd through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd southbound left turn lane and a 2nd through lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • Two eastbound left turn lanes, a 2nd and 3rd through lanes and a free-right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-15 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Collier Avenue / Central Avenue (SR-74) are as follows: • A 2nd westbound through lane and a free-right turn lane. • A 2nd northbound through lane and a 2nd right turn lane with overlap signal phasing. • A 3rd southbound left turn lane. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 39 • A 3rd eastbound through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward the installation of these improvements prior to the issuance of building permits. MM TRA-16 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Auto Center Drive / Diamond Drive are as follows: • A 3rd westbound through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd northbound left turn lane and two northbound right turn lanes, and modify the traffic signal to implement overlap phasing on the right turn lanes. • A 2nd southbound left turn lane and two right turn lanes, and modify the traffic signal to implement overlap phasing on the right turn lanes. • A 2nd eastbound left turn lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward the installation of these improvements prior to the issuance of building permits. MM TRA-17 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Southbound Ramps/Nichols Road are as follows: • A 2nd westbound left turn lane and the 2nd and 3rd through lanes. • Two southbound left turn lanes and a right turn lane and restripe the southbound left-through-right turn lane as a 2nd right turn lane. • A 2nd and 3rd eastbound through lanes. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-18 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Southbound Ramps / Central Avenue (SR-74) are as follows: • New Interchange Design (loop on-ramp at I-15 Southbound Ramps). CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 40 • A 2nd southbound left turn lane, and restripe the shared left-through-right turn lane as a left turn lane, and 1st and 2nd right turn lane. • A 3rd eastbound through lane and 2nd right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-19 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Southbound Ramps / North Main Street are as follows: • Construct a 2nd westbound left turn lane and a 2nd through lane. • Construct a southbound left turn lane. • Construct a 2nd eastbound through lane and a right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward the installation of these improvements prior to the issuance of building permits. MM TRA-20 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Southbound Ramps / Railroad Canyon Road are as follows: • New Interchange Design (ramps on frontage road). • Install a traffic signal. • Construct a northbound right turn lane. • Construct 2 southbound left turn lanes and a 2nd through lane. • Construct a westbound left turn lane and 2 right turn lanes. The City and/or Caltrans may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a building permit, if the above improvements or the alternative improvements or alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-21 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Northbound Ramps/Nichols Road are as follows: • A 2nd and 3rd westbound through lanes and a right turn lane. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 41 • A northbound left turn lane and a right turn lane and restripe the shared left- through-right turn lane as a 2nd right turn lane. • A 2nd eastbound left turn lane and the 2nd and 3rd through lanes. The City and/or Caltrans may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a building permit, if the above improvements or the alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements or the alternative improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-22 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Northbound Ramps / Central Avenue (SR-74): • New Interchange Design (loop on-ramp at I-15 Northbound Ramps). • A northbound left turn lane and restripe the left-through-right turn lane as a 2nd right turn lane. • An eastbound right turn lane. The City and/or Caltrans may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a building permit, if the above improvements or the alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements or alternative improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-23 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Northbound Ramps/North Main Street are as follows: • A 2nd westbound through lane and a right turn lane. • A northbound left turn lane and a right turn lane. • A 2nd eastbound left turn lane and a 2nd through lane. The City and/or Caltrans may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a building permit, if the above improvements or alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements or alternative improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 42 MM TRA-24 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of I-15 Northbound Ramps / Railroad Canyon Road (Grape Street), if the existing diamond interchange remains, are as follows: • New Interchange Design (ramps on frontage roads). • Install a traffic signal. • Construct a northbound left turn lane. • Construct a southbound free-right turn lane. • Construct two eastbound left turn lanes and a right turn lane. The City and/or Caltrans may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a building permit, if the above improvements or alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements or alternative improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-25 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Dexter Avenue / 11th Street are as follows: • Install a traffic signal. • Construct a westbound left turn lane and a 2nd through lane. • Construct a northbound left turn lane. • Construct a southbound left turn lane. • Construct an eastbound left turn lane, 2nd through lane and a right turn lane with overlap signal phasing. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-26 If the Central Avenue (SR-74)/Dexter Avenue intersection has remained a full access intersection, the roadway improvements necessary to address the 2035 cumulative traffic conditions at that intersection are as follows: • Redesign the intersection to include a raised median to prohibit left terms onto Dexter Avenue. The City and/or Caltrans may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 43 building permit, if the above improvements or alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements or alternative improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-27 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Dexter Avenue/Allan Street are as follows: • The installation of a traffic signal at this location is not feasible do to the close proximity of intersection of Dexter Avenue and Central Avenue (SR-74.) Therefore the applicant shall be responsible for geometric improvement at this intersection, including a raised median or its equivalent, which will ensure that the intersection remains limited to a right-in, right out intersection. The timing of this improvement shall be determined by the City Engineer. To the extent there are future projects along Allen Street that will add traffic to this intersection, the City will require those projects to contribute proportionally to the cost of the improvements. MM TRA-28 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Dexter Avenue/Crane Street are as follows: • The recommended installation of a traffic signal at this location is not a preferred measure for the City due to the location of the intersection and the City’s desire to maintain future traffic flows on Dexter Avenue. However, such installation may be necessary in the future, based upon traffic levels and turn movement. In the interim, the applicant shall be responsible for the installation of stop control measures deemed appropriate by the City Engineer. These measures may include a 4-way stop, if requested by the City Engineer. In addition, prior to the issuance of a building permit, the applicant shall pay its fair share cost of the installation of a traffic signal. The fair share shall be based on the project’s highest number of peak hour left turns at the intersection, compared to those associated with the existing and future development along both sides of the portion of Crane Street east of Dexter Avenue. MM TRA-29 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Dexter Avenue/3rd Street include the following: • Install a traffic signal • Construct a westbound left turn lane. • Construct a northbound left turn lane. • Construct a southbound left turn lane. • Construct an eastbound left turn lane. The City may ultimately design alternative improvements at this intersection that would mitigate the impacts to the same or to a greater degree than the improvements outlined above (“alternative improvements”). Prior to the issuance of a building permit, if the CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 44 above improvements or alternative improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements or alternative improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-30 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Dexter Avenue / 2nd Street are as follows: • Install a traffic signal. • Construct a westbound left turn lane. • Construct a northbound left turn lane and a right turn lane with overlap signal phasing. • Construct a southbound left turn lane. • Construct an eastbound left turn lane, 2nd through lane and a right turn lane with overlap signal phasing. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-31 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Camino del Norte / North Main Street are as follows: • Install a traffic signal. • Construct two northbound left turn lanes. • Construct a southbound right turn lane with overlap signal phasing. • Implement overlap signal phasing on the eastbound right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-32 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Summerhill Drive/Railroad Canyon Road are as follows: • Two westbound right turn lanes, and modify the traffic signal to implement overlap signal phasing on the right turn lanes. • A 2nd northbound right turn lane. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 45 • A 2nd southbound left turn lane and a 2nd right turn lane with overlap signal phasing. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-33 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Cambern Avenue / Central Avenue (SR-74) are as follows: • A 2nd westbound left turn lane and 3rd through lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd northbound left turn lane and right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • Two southbound left turn lanes and a 2nd through lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 3rd eastbound through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, the applicant shall be required to dedicate the right-of-way necessary for the above improvements. In addition, prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-34 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Cambern Avenue / 3rd Street are as follows: • Install a traffic signal. • Construct a westbound left turn lane and right turn lane. • Construct a northbound left turn lane and a 2nd through lane. • Construct a southbound left turn lane, a 2nd through lane, and a right turn lane. • Construct a 2nd eastbound left turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that any of the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 46 MM TRA-35 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Conard Avenue / Central Avenue (SR-74) are as follows: • A 3rd and 4th westbound through lanes and a right turn lane. • A southbound left turn lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 2nd eastbound left turn lane, a 3rd and 4th through lanes, and a right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward the installation of these improvements prior to the issuance of building permits. MM TRA-36 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Rosetta Canyon Drive / Central Avenue (SR-74) are as follows: • A 2nd westbound left turn lane and the 3rd and 4th through lanes. • A 2nd northbound left turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A 4th eastbound through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. MM TRA-37 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Riverside Street / Central Avenue (SR-74) are as follows: • A 2nd westbound left turn lane, a 3rd and 4th through lanes and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • Two northbound through lanes. • Two southbound left turn lanes, two through lanes and a right turn lane. • Two eastbound left turn lanes, a 3rd and 4th through lanes and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 47 MM TRA-38 The roadway improvements necessary to address the 2035 cumulative traffic conditions at the intersection of Greenwald Avenue / Central Avenue (SR-74) area are as follows: • A 2nd westbound left turn lane, a 3rd through lane, and a right turn lane. • A northbound right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane. • A southbound right turn lane. • A 2nd eastbound left turn lane and a 3rd through lane, and modify the traffic signal to implement overlap phasing on the right turn lane. Prior to the issuance of a building permit, if the above improvements are covered by the TIF and/or the TUMF in effect, the applicant shall pay its contribution for these improvements through its payment of those fees. To the extent that the above improvements are not covered by the TIF and/or TUMF, the applicant shall contribute its fair share toward installation of these improvements prior to the issuance of building permits. In addition to the fair share payments referenced above, the project applicant shall participate in the funding of off-site improvements, including traffic signals that are needed to serve traffic conditions through the payment of TUMF, and the City of Lake Elsinore Traffic Impact Fees (TIF). These fees are collected as part of a funding mechanism aimed at ensuring that regional highways and arterial expansions keep pace with the projected population increases. Each of the improvements discussed above have been identified as being included as part of TUMF funding program, City TIF funding program or fair share contribution. Proposed Project. The proposed Project represents a component of the previously analyzed Walmart Supercenter Project. It would develop an approximately 1.10-acre portion of the Walmart Supercenter site with a new fuel station providing 16 fueling positions and a 1,618-square-foot convenience store. This development is within the 2,638 square feet of unbuilt commercial development capacity analyzed under Option B of the certified EIR and reflects a net reduction of 1,020 square feet of commercial building area compared to the Option B buildout scenario evaluated in the certified EIR. The proposed Project also represents a less intensive traffic-generating use than the gas station alternative analyzed in the TIA (Option A). The TIA concluded that a larger gas station, convenience store (i.e., 3,600 square feet), and car wash would generate substantially fewer daily and peak-hour trips than Option B, which assumed only retail and fast food uses. Because the proposed Project is smaller in scale than the gas station alternative evaluated under Option A, it would generate even fewer trips than those analyzed in the certified EIR. Accordingly, the proposed Project would not exceed or intensify the traffic generation, circulation impacts, or congestion levels beyond those analyzed and disclosed in the certified EIR. This is further supported by the Traffic Impact Analysis prepared for the Lake Elsinore Walmart Fuel Station by Kimley-Horn and Associates, Inc., dated August 2025 (provided as Appendix C), which does not identify any new impacts at intersections not already disclosed in the certified EIR. Because building permits associated with development of the Walmart Supercenter site have already been issued and construction of the remainder of the Walmart Supercenter site has been completed, it is assumed that the applicable transportation mitigation measures identified in the certified EIR (MM TRA-1 through MM TRA-38) have been implemented, satisfied through payment of TIF or TUMF, or otherwise addressed through project conditions of approval. As such, no new or additional transportation mitigation is required for the proposed Project. CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 48 Conclusion. The proposed Project would not result in new or more severe transportation or traffic impacts than those disclosed in the certified EIR. The traffic-generating potential of the proposed Project was evaluated in the certified EIR and determined to be lower than the more intensive land uses studied in the TIA. The certified EIR already adopted mitigation measures (MM TRA-1 through MM TRA-38) to address transportation impacts, and no changes to those measures are required. Because building permits have already been issued and site development has occurred, it is assumed that applicable traffic mitigation measures were previously satisfied through permit conditions, fee programs, or construction of required improvements. Pursuant to CEQA Guidelines Section 15162, no new significant impacts would occur, no substantial increase in the severity of previously identified impacts would result, and no new information of substantial importance has been identified. Therefore, preparation of a subsequent or supplemental EIR is not required. 4.12 URBAN DECAY Certified EIR Summary. The certified EIR included an evaluation of potential impacts on urban decay associated with the Walmart Supercenter Project. The analysis considered whether the Walmart Supercenter Project would result in substantial diversion of retail sales from existing businesses, potentially leading to store closures of such scale (i.e., in terms of the total square footage affected and/or the loss of key “anchor” tenants) to affect the long-term viability of existing vacant structures that could result in urban decay. The certified EIR concluded that the Walmart Supercenter Project would not result in urban decay. The analysis found that existing and projected demand for retail and grocery goods, including general merchandise, would be sufficient to support the new Walmart Supercenter and outlot development without resulting in widespread or prolonged vacancies in existing retail centers. With respect to fuel sales, the certified EIR specifically noted that the anticipated growth in gasoline demand would be more than sufficient to support the likely sales at a potential gas station and convenience store. Impacts were determined to be less than significant, and no mitigation was required. Proposed Project. The proposed Project would develop an approximately 1.10-acre portion of the Walmart Supercenter site with 16 fueling positions and a 1,618-square-foot convenience store. This use was contemplated in the certified EIR as a potential component of overall site buildout and was found to be supported by projected fuel demand in the local trade area. The proposed Project does not introduce any new or expanded commercial land uses beyond those already anticipated in the certified EIR. It would not result in the type or scale of retail sales diversion that could reasonably cause widespread store closures or prevent the reuse of commercial space. Conclusion. The proposed Project would not result in new or more severe urban decay impacts than those evaluated in the certified EIR. The certified EIR explicitly considered the potential for a gas station/convenience store and determined that such a use would be supported by demand and would not contribute to commercial decline. The proposed Project remains within the scope of that prior analysis and would not alter its conclusions. Pursuant to CEQA Guidelines Section 15162, no new significant impacts would occur, no substantial increase in the severity of previously identified impacts would result, and no new information of substantial importance has been identified. Therefore, preparation of a subsequent or supplemental EIR is not required. 4.13 UTILITIES AND SERVICE SYSTEMS Certified EIR Summary. The certified EIR determined that implementation of the 17.66-acre Walmart Supercenter site would not result in significant impacts related to utilities and service systems. Impacts associated with the construction or expansion of water, wastewater, and stormwater drainage facilities, CEQA Consistency Analysis Wal-Mart 2077 Fuel Station Project City of Lake Elsinore Page 49 as well as water supply, wastewater treatment capacity, and solid waste generation, were found to be less than significant, with no mitigation required. The project would not require or result in the construction or expansion of utility infrastructure that could cause significant environmental effects. Water supply for the Walmart Supercenter site is provided by the Elsinore Valley Municipal Water District (EVMWD). The certified EIR estimated that the Walmart Supercenter Project would increase water demand by approximately 9.7 acre-feet per year, which equated to only 0.03 percent of EVMWD’s total annual water supply to the Elsinore Division. EVMWD confirmed that it had sufficient capacity to serve the proposed development over 20 years, including both average and wet years, as well as 15-year multiple dry year scenarios and 10-year single dry year scenarios. A will-serve letter was included in the certified EIR, verifying that both water supply and wastewater treatment services would be available for the project. Proposed Project. The proposed Project would develop an approximately 1.10-acre portion of the Walmart Supercenter site with 16 fueling positions and a 1,618-square-foot convenience store. This development would result in lower overall water and wastewater demand compared to the more intensive retail or restaurant uses evaluated under Option B of the certified EIR. As of the date of this analysis, 13,362 square feet of outlot development has been constructed, and the proposed Project would increase the total to approximately 14,980 square feet, remaining below the 16,000-square-foot assumption analyzed in the EIR. The proposed Project would connect to existing on-site water and wastewater lines and would not require construction or expansion of utility infrastructure beyond what was previously contemplated. Solid waste generated during construction and operation would be accommodated by existing City collection services and regional landfill capacity, consistent with the findings of the certified EIR. No off-site utility extensions or new treatment facilities would be necessary to accommodate the proposed development. Conclusion. The proposed Project would not result in new or more severe impacts to utilities and service systems than those previously evaluated in the certified EIR for the Walmart Supercenter Project. The proposed development falls within the service assumptions and infrastructure footprint analyzed in the prior environmental review. No new utility demands would occur that exceed the capacity of the EVMWD or the City's existing solid waste and drainage systems. No new information, changed circumstances, or substantial project modifications have been identified that would trigger the need for a subsequent or supplemental EIR under CEQA Guidelines Section 15162. Therefore, the findings of the certified EIR remain valid and applicable, and no further CEQA documentation is required for utilities and service systems. APPENDIX A GEOTECHNICAL ENGINEERING REPORT Report Cover Page Lake Elsinore Walmart Fuel Station Geotechnical Engineering Report May 29, 2024 | Terracon Project No. LA245068 Prepared for: Kimley-Horn 1100 W Town and Country Road, Suite 700 Orange, CA 92868 Walmart Store, Inc. 2001 SE 10th Street Bentonville, Arkansas 72716 145 W Walnut St. Gardena, CA 90248 P (949) 261-0051 Terracon.com Facilities | Environmental | Geotechnical | Materials Report Cover Letter to Sign May 29, 2024 Kimley-Horn 1100 W Town and Country Road, Suite 700 Orange, CA 92868 Attn: Ryan Alvarez P: (714) 786 -6322 E: Ryan.Alvarez@kimley -horn .com Re: Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station 26260 Central Avenue, Lake Elsinore, Riverside County, CA Terracon Project No. LA245068 Dear Mr. Alvarez: We have completed the scope of Geotechnical Engineering services for the above referenced project in general accordance with Terracon Proposal No. PLA2450 68 dated March 14, 2024 between Terracon and Kimley-Horn . This report presents the findings of the subsurface exploration and provides geotechnical recommendations concerning earthwork , construction of floor slabs, underground storage tanks, pavements and the design and construction of foundations for the proposed fuel center. We appreciate the opportunity to be of service to you on this project. If you have any questions concerning this report or if we may be of further service, please conta ct us. Sincerely, Terracon Janna Valdez, E.I.T. Joshua R. Morgan, P.E. Staff Engineer Regional Geotechnical Manager Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials i Table of Contents Introduction .................................................................................................... 1 Project Description .......................................................................................... 1 Site Conditions ................................................................................................ 3 Geotechnical Characterization ......................................................................... 3 Subsurface Conditions ............................................................................... 3 Lab Results .............................................................................................. 4 Groundwater ............................................................................................ 5 Seismic Site Class ............................................................................................ 5 Faulting and Estimated Ground Motions ........................................................ 6 Liquefaction .................................................................................................... 7 Seismic Settlement ................................................................................... 7 Corrosivity ...................................................................................................... 8 Stormwater Management................................................................................. 8 Geotechnical Overview .................................................................................... 9 Earthwork ..................................................................................................... 11 Site Preparation....................................................................................... 11 Subgrade Preparation ............................................................................... 12 Excavation .............................................................................................. 12 Fill Material and Placement ........................................................................ 13 Compaction Requirements ......................................................................... 14 Utility Trench Backfill ................................................................................ 15 Grading and Drainage ............................................................................... 16 Exterior Slab Design and Construction ......................................................... 16 Earthwork Construction Considerations ....................................................... 17 Construction Ob servation and Testing ......................................................... 18 Shallow Foundations ..................................................................................... 18 Shallow Foundation Design Recommendations .............................................. 19 Design Parameters – Overturning and Uplift Loads ........................................ 20 Foundation Construction Considerations ...................................................... 21 Deep Foundations .......................................................................................... 22 Drilled Shaft Design Recommendations ....................................................... 22 Drilled Shaft Axial Loading ........................................................................ 22 Drilled Shaft Lateral Loa ding ...................................................................... 22 Drilled Shaft Construction Considerations .................................................... 24 Floor Slabs .................................................................................................... 26 Lateral Earth Pressures ................................................................................. 27 Design Parameters ................................................................................... 27 Pavements .................................................................................................... 28 General Pavement Comments .................................................................... 28 Pavement Design Parameters .................................................................... 28 Pavement Drainage .................................................................................. 29 Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials ii Pavement Maintenance ............................................................................. 30 General Comments ........................................................................................ 30 Figures GeoModel Attachments Exploration and Testing Procedures Site Location and Exploration Plans Exploration and Laboratory Results Supporting Information Note: This report was originally delivered in a web -based format. Blue Bold text in the report indicates a referenced section heading. The PDF version also includes hyperlinks which direct the reader to that section and clicking on the logo will bring you back to this page. For more interactive features, please view your project online at client.terracon.com . Refer to each individual Attachment for a listing of contents. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 1 Introduction This report presents the results of our subsurface exploration and Geotechnical Engineering services performed for the proposed fuel station to be located at within the existing parking lot of a Walmart Supercenter at 29260 Central Ave., Lake Elsinore, Riverside County, CA . The purpose of these services was to provide information and geotechnical engineering recommendations relative to: ■ S ubsurface soil conditions ■ Groundwater conditions ■ Seismic site classification per California Building Code (CBC) ■ Lateral Earth Pressures ■ Site preparation and earthwork ■ Foundation design and construction ■ Pavement design and construction The geotechnical engineering Scope of Services for this project included the advancement of test borings , laboratory testing, engineering analysis, and preparation of this report. Drawings showing the site and boring locations are shown on the Site Location and Exploration Plan , respectively. The results of the laborat ory testing performed on soil samples obtained from the site during our field exploration are included on the boring logs and/or as separate graphs in the Exploration Results section. Project Description Our initial understanding of the project was provided in our proposal and was discussed during project planning. A period of collaboration has transpired since the project was initiated, and our final understanding of the project conditions is as follows : Item Description Information Provided An email request for proposal was provided by Ryan Alvarez on March 7, 2024. The request included a conceptual site plan. Project Description The project includes a fuel station area with a footprint up to 1.3 acres in the northwest portion of a Walmart Supercenter parking lot. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 2 Item Description Proposed Structure The project includes a single-story fuel station serviced building with a footprint up to 1600 square feet (35x45 feet). The building will be slab-on-grade (non -basement). The project will also include the construction of a fuel station canopy (160 feet by 30 ft), a below grade fuel tank, and t he improvements will also include reconfiguration of drive lanes and landscape ar eas. Maximum Structural Loads Fuel Station Service Building Structural Load Data: We understand that the fuel service building will have dimensions of 1,500 square feet. The typical gravity load to an interior column is 12 kips. The estimated maximum grav ity load that may occasionally occur due to severe live loading is 25 kips. Maximum column uplift force from wind is estimated at 15 kips. The light gauge steel stud wall gravity loads range from 0.5 to 1.0 kips per lineal foot. Estimated maximum uniform floor slab live load is 100 psf. Estimated maximum floor slab concentrated load is 1.0 kip. Fuel Station Canopy (typical for multi -column layouts) Structural Load Data: For the canopy, the isolated column loads consist of axial gravity and uplift loads in conjunction with shear and overturning moments. The typical gravity axial load to a canopy column is 20 kips. The estimated maximum gravity load that may occasionally occur due to severe live loading is 40 kips. Maximum column uplift force from wind is estimated at 25 kips. The estimated maximum shear load from wind is estimated at 8 kips. The estimated maximum overturning moment from wind is estimated at 120 kip -feet. Grading/Slopes We anticipate that the field grade will follow the existing site grades with minimum grading required to bring the site to finish grade. We anticipate that the fuel tank will be on the order of 15 feet below existing site grades. Pavements Standard Duty Pavement: Design life of 20 years based on a minimum ESAL (18 kip) load of 2,200 terminal serviceability = 2.0, reliability = 85%, initial serviceability = 4.2, standard deviation = 0.45 for flexible pavements and 0.35 for rigid pavements. Heavy Duty Pave ment: A design life of 20 years, based on a minimum ESAL (18 kip) load of 335,800 , terminal serviceability = 2.0, reliability = 85%, initial serviceability = 4.2, standard deviation = 0.45 for flexible pavements and 0.35 for rigid pavements Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 3 Item Description Infiltration S ystems Percolation tests to obtain infiltration rates and to support stormwater design is included in this report. These tests are assumed to support shallow infiltration systems. Building Code 2022 California Building Code (CBC) Terracon should be notified if any of the above information is inconsistent with the planned construction, especially the grading limits, as modifications to our recommendations may be necessary. Site Conditions The following description of site conditions is derived from ou r site visit in association with the field exploration and our review of publicly available geologic and topographic maps. Item Description Parcel Information The project is located at 29260 Central Ave., Lake Elsinore, Riverside County, CA . The proposed canopy portion of the site encompasses an approximate footprint of 1.3 acres. The coordinates of the approximate center of the site are 33.6933°N, 117.3340°W. See Site Location Existing Improvements The site is currently a parking lot for an existing Walmart shopping center. Existing improvements consist of the existing building, paved parking and drive areas, hardscaping, utilities, and landscaping. Current Ground Cover Primarily asphalt pavements for parking and drive areas. Existing Topography The site is relatively flat with an approximate elevation ranging from 1308 to 1309 feet (from Google Earth Pro™). Geotechnical Characterization Subsurface Conditions We have developed a general characterization of the subsurface conditions based upon our review of the subsurface exploration, laboratory data, geologic setting and our understanding of the project. This characterization, termed GeoModel, forms the basis o f Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 4 our geotechnical calculations and evaluation of the site. Conditions observed at each exploration point are indicated on the individual logs. The individual logs can be found in the Exploration Results and the GeoMo del can be found in the Figures attachment of this report. As part of our analyses, we identified the following model layers within the subsurface profile. For a more detailed view of the model layer depths at each boring locati on, refer to the GeoModel. Model Layer Layer Name Density/Consistency 01 Fill – Silty Sand / Clayey Sand -- 02 Silty Sand or Clayey Sand Medium dense to dense 03 Sandy Silt / Silty Clay with Sand Stiff to hard 04 Silty Sand Very dense The geotechnical characterization forms the basis of our geotechnical calculations and evaluation of site preparation and foundation options. As noted in General Comments , the characterization is based upon widely spaced exploration points across th e site, and variations are likely. Lab Results Laboratory tests were conducted on selected soil samples and the test results are presented in the Exploration Results section and on the boring logs. Atterberg limit test results indicate that the on -site soils generally non-plastic or have low plasticity . A consolidation test indicate d that the sandy soils encountered at an approximate depth of 2.5 feet bgs have a negligible collapse potential when saturated under normal footing loads of 2,000 psf . Direct shear testing on clayey soils encountered at 7.5 feet indicate soils have an effective friction angle of approximately 25 degrees with apparent cohesion value of 820 psf . Maximum density/optimum moisture content testing conducted in accordance with ASTM D1557 (Modified Proctor) indicate that near surface soils tested have maximum dry density of 132.3 pounds per cubic feet (pcf) and optimum water content of 8.3 percent . R-value tests on soils tested in the surface indicate that the soils have an approximate R -value of 9. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 5 In accordance with our Scope of Work, groundwater samples were collected from boring B -1 and sent to Sunstar Laboratories, Inc. for analytical testing f or the presence of BTEX. The test results are presented in the Exploration Results of this report. Ground water The borings were advanced using a hollow -stem-auger technique that allow short term groundwater observations to be made while drilling. Groundwat er seepage was encountered in boring B -1 at approximately 22.7 feet bgs. According to data collected the State Waterboards Geotracker website application from nearby monitoring wells located approximately 500 feet southwest of the site at 29300 Central Av enue (Site ID T0606510037), historic groundwater levels recorded on September 2010 were reported at approximately 35 feet bgs.1 Groundwater level fluctuations occur due to seasonal variations in the amount of rainfall, runoff and other factors not eviden t at the time the borings were performed. Therefore, groundwater levels during construction or at other times in the life of the structure may be higher or lower than the levels indicated on the boring logs. The possibility of groundwater level fluctuation s should be considered when developing the design and construction plans for the project. Seismic Site Class The 2022 California Building Code (CBC) Seismic Design Parameters have been generated using the SEAOC/OSHPD Seismic Design Maps Tool. This web -based software application calculates seismic design parameters in accordance with ASCE 7 -16, and 2022 CBC. The 2022 CBC requires that a site-specific ground motion study be performed in accordance with Section 11.4.8 of ASCE 7 -16 for Site Class D sites with a mapped S1 value greater than or equal 0.2. However, Section 11.4.8 of ASCE 7 -16 includes an exception from such analysis for specific structures on Site Class D sites. The commentary for Section 11 of ASCE 7 -16 (Page 534 of Section C11 of ASCE 7 -16) stat es that “In general, this exception effectively limits the requirements for site-specific hazard analysis to very tall and or flexible structures at Site Class D sites.” Based on our understanding of the proposed structures, 1 Geotracker.waterboards.ca. https://geotracker.waterboards.ca.gov/profile_report.asp?global_id=T0606510037 Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 6 it is our assumption that the e xception in Section 11.4.8 applies to the proposed structure. However, the structural engineer should verify the applicability of this exception. Based on this exception, the spectral response accelerations presented below were determined using the site coefficients (Fa and Fv) from Tables 1613.2.3(1) and 1613.2.3(2) presented in Section 16.4.4 of the 2022 CBC. Description Value 2022 California Building Code Site Classification (CBC)1 D2 Site Latitude (°N) 33.6933 Site Longitude (°W) 117.3340 Ss Spectral Acceleration for a 0.2-Second Period 2.06 S1 Spectral Acceleration for a 1-Second Period 0.738 Fa Site Coefficient for a 0.2-Second Period 1.0 Fv Site Coefficient for a 1-Second Period 1.7 1. Seismic site classification in general accordance with the 2022 California Building Code. 2. The 2022 California Building Code (CBC) requires a site soil profile determination extending to a depth of 100 feet for seismic site classification. The current scope does not include the 100 -foot soil profile determination. Borings were extended to a maximum depth of 50.3 feet, and this seismic site class definition considers that similar or denser soils continue below the maximum depth of the subsurface exploration. Additional exploration to deeper depths would be required to confirm the conditions below the current depth of exploration. Faulting and Estimated Ground Motions The site is located in the southern California, which is a seismically active area. The type and magnitude of seismic hazards affecting the site are dependent on the distance to causative faults, the intensity, and the magnitude of the seismic event. As ca lculated using the USGS Unified Hazard Tool, Elsinore (Glen Ivy) fault, which is considered to have the most significant effect at the site from a design standpoint, has a maximum credible earthquake magnitude of 6.37 and is located approximately 3.92 kilometers from the site. Based on the USGS Design Maps Summary Report, using the American Society of Civil Engineers (ASCE 7 -16) standard, the peak ground acceleration (PGA M) at the project site is expected to be 0.966g. Based on the USGS Unified Hazard Tool , the project site has a Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 7 mean magnitude of 6.7 . Furthermore, the site is not located within an Alquist -Priolo Earthquake Fault Zone based on our review of the State Fault Hazard Maps.2 Liquefaction Liquefaction is a mode of ground failure that results from the generation of high pore water pressures during earthquake ground shaking, causing loss of shear strength. Liquefaction is typically a hazard where the condition of loose sandy soils exists below groundwater. The California Geological Surve y (CGS) has designated certain areas as potential liquefaction hazard zones. These are areas considered at a risk of liquefaction - related ground failure during a seismic event, based upon mapped surficial deposits and the presence of a relatively shallow w ater table. Based on our review of the CGS map, t he project site has not been mapped for liquefaction hazard. However, according to the County of Riverside GIS system , the site’s potential for liquefaction hazard is high .3 A liquefaction analysis for the site was performed in general accordance with the DMG Special Publication 117. The liquefaction study utilized the software “LiquefyPro” by CivilTech Software. This analysis was based on the soil data from soil boring B -1. A Peak Ground Acceleration (PGA ) of 0.966g and the mean magnitude of 6.7 for the project site were used. Calculations utilized the encountered groundwater depth of 22.7 feet bgs. Settlement analysis used the Tokimatsu, M-correction method and the fines percentage were corrected for liquefaction using the Idriss/Seed method. Liquefaction potential was assessed from a depth of 0 to 50 feet below the ground surface. The factor of safety was generally greater than 1.3 with the exception of a layer between depths of 23.5 feet to 28.5 feet and a thin layer between 34 feet and 35 feet bgs in which the factor of safety dropped below 1. Seismic Settlement Based on calculation results, seismically induced settlement of saturated and unsaturated sands is estimated to be on the order of 1½ inch es. Differential seismic settlement is anticipated to be on the order of ½ to ⅔ of the total settlement. The 2 California Geological Survey. https://maps.conservation.ca.gov/cgs/informationwarehouse . 3 Riverside County Map my County. https://gis1.countyofrive rside.us/Html5Viewer/?viewer=MMC_Public Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 8 detaile d liquefaction potential analysis results are attached to this report in Supporting Documents of this report. Corrosivity The table below lists the results of laboratory soluble sulfate, soluble chloride, electrical resistivity, and pH testing. The values may be used to estimate potential corrosive characteristics of the on -site soils with respect to contact with the various underground materials which will be used for project construction. Corrosivity Test Results Summary Boring Sample Depth (feet) Soil Description Soluble Sulfate (%) Soluble Chloride (mg/kg) Electrical Resistivity (Ω-cm) pH B -3 0 -5 Clayey Sand 0.01 242 3,977 8.14 Results of soluble sulfate testing indicate samples of the on -site soils tested possess negligible sulfate concentrations when classified in accordance with Ta ble 19.3.1.1 of the ACI Design Manual. Concrete should be designed in accordance with the exposure class S0 provisions of the ACI Design Manual, Section 318, Chapter 19. Stormwater Management Two (2) in -situ percolation tests were performed to approximate depth of 5 and 10 feet bgs. A 2 -inch -thick layer of gravel was placed in the bottom of each boring after the borings were drilled to investigate the soil profile. A 3 -inch diameter perforated pipe was installed on top of the gravel layer in each boring. Gravel was used to backfill between the perforated pipes and the boring sidewall. The borings were then filled with water for a pre - soak period of 24 hours. Testing began after a pre -soak period. At the beginning of the test, the pipes were refilled with water and readings were taken at standardized time intervals. Percolation rates are provided in the following table: TEST RESULTS Test Location (depth, feet bgs) Soil Classification Slowest Measured Percolation Rate (in/hr.) Correlated Infiltration Rate1 (in/hr.) P-1 (0 to 5 ft) Clayey Sand (SC) 2 0.071 Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 9 TEST RESULTS Test Location (depth, feet bgs) Soil Classification Slowest Measured Percolation Rate (in/hr.) Correlated Infiltration Rate1 (in/hr.) P-2 (5 to 10 ft) Sandy Silt (ML) 2 0.070 1 If proposed infiltration system will mainly rely on vertical downward seepage, the correlated infiltration rates should be used. The infiltration rates were correlated using the Porchet method. With time, the bottoms of infiltration systems tend to plug with organics, sediments, and other debris. Long term maintenance will likely be required to remove these deleterious materials to help reduce decreases in actual percolation rates. The percolation tests were performed with clear water, whereas the storm water will likely not be clear, but may contain organics, fines, and grease/oil. The presence of these deleterious materials will tend to decrease the rate that water percolates from the infiltration systems. Design of the stormwater infiltration systems should account for the presence of these materials and should incorporate structures/devices to remove these deleterious materials. A safety factor should be applied to these measured rates. Based on the soils encountered in our borings, we expect the percolation rates of the soils could be different than measured in the field due to variations in fines and gravel content. The design elevation and size of the proposed infiltration system should account for this expected variability in infiltration rates. Infiltration testing should be performed after construction of the infiltration system to verify the design infiltration rates. It should be noted that siltation and vegetation growth along wi th other factors may affect the infiltration rates of the infiltration areas. The actual infiltration rate may vary from the values reported here. Infiltration systems should be located a minimum of 10 feet from any existing or proposed foundation system . Geotechnical Overview The site appears suitable for the proposed construction based upon geotechnical conditions encountered in the test borings, provided that the recommendations provided in this report are implemented in the design and construction pha ses of this project. The subsurface materials generally consisted of medium dense to dense sand with varying amounts silts interbedded with sandy silt extending to the maximum depth of the borings. Groundwater was encountered at approximately 22.7 feet bgs in boring B -1. Our explorations indicate the site has approximately 1 to 2 feet of fill material within portions of the site. The fill soils consiste d of clayey sand or silty sand. The estimated Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 10 depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. Typically fill soils should be removed and replaced prior to new construction. However, this fill was likely placed during the grading and relatively recent construction of the Wal -Mart shopping center and based on past history with Wal -Mart projects grading and inspection documentation likely exists. Furthermore, In -situ density tests measured from samples taken from our borings indicate that these soils received adequate compaction testing during placement. However, Terracon recommends that records of the testing and inspection of grading in this area be reviewed prior to start of construction of this outlying Fuel Facility . The proposed structures may be supported on shallow spread footing foundations bearing on engineered fill, or on drilled shafts. Engineered fill should extend to a minimum depth of 2 feet below the bottom of foundations, or 3 feet below existing grades, whichever is greater. The excavation should be widened laterally at least 8 inches for each 12 inches of fill placed below footing base elevations. Grading for the proposed station should incorporate the limits of the overexcavation plus a lateral distance of 2 feet beyond the outside edge of perimeter footings , where possible. On-site silty sand soils are suitable for reuse as engineered fill within 2 feet of the bottom of proposed shallow foundations and floor slabs. On -site clayey sand soils exhibit medium expansive potential when saturated under confining pressures of 2,000 psf (typical footing loads). We recommend that on -site clayey sand soils not be used within 2 feet below the bottom of shallow foundations or floor slabs. These soils may be used for general site grading an d beneath pavements. Overexcavation and replacement is not required for support of drilled shaft foundations. Due to the presence of liquefiable soils between depths of 23 and 28 feet below existing ground surface we recommend that drilled shafts not be ex tended past a depth of 22 feet and be designed based on skin friction resistances alone with end bearing capacities ignored. If shafts are required to extend past this depth, then we recommend that shallow foundation be used to support the structure or Te rracon should be notified as additional recommendations related to down drag forces should be provided to the designer. Geotechnical engineering recommendations for foundation systems and other earth connected phases of the project are outlined below. The recommendations contained in this report are based upon the results of field and laboratory testing (presented in the Exploration Results ), engineering analyses, and our current understanding of the proposed proje ct. The General Comments section provides an understanding of the report limitations. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 11 Earthwork The following presents recommendations for site preparation, excavation, subgrade preparation, and placement of engineere d fills on the project. The recommendations presented for the design and construction of foundations are contingent upon following the recommendations outlined in this section. Earthwork on the project should be observed and evaluated by Terracon. The e valuation of earthwork should include observation and testing of engineered fill, subgrade preparation, foundation of bearing soils, and other geotechnical conditions exposed during construction of the project. Site Preparation Prior to placing fill, exist ing debris, pavements, and other deleterious materials should be removed from proposed foundation and pavement areas. Exposed surfaces within these areas should be free of mounds and depressions which could prevent uniform compaction. The site should be in itially graded to create a relatively level surface to receive fill and provide for a relatively uniform thickness of fill beneath proposed structures. Our explorations indicate the site has approximately 2 feet of fill materials across the site. The fill soils consisted of silty sand. The estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. Based on our review of Google Earth imagery, it is apparent that the fill materials are associated with the grading and development of the existing shopping center onsite between August 2019 and August 2021 . Terracon does not have any documentation to show if the grading operations were monitored or the fill materials have been compacted and tested. Typically fill soils should be removed and replaced prior to new construction. However, this fill was likely pla ced during the grading and relatively recent construction of the Wal -Mart shopping center and based on past history with Wal -Mart projects grading and inspection documentation likely exists. Furthermore, In -situ density tests measured from samples taken fr om our borings indicate that these soils received adequate compaction testing during placement. If such documentation exists, Terracon should be notified and the recommendations in this report may be appropriately modified or confirmed. Evidence of utiliti es such as manhole covers, and utility markings was observed onsite. Although no evidence underground facilities such as septic tanks, cesspools, or basements were observed during the site reconnaissance, such features could be encountered during construction. If unexpected fills or underground facilities are encountered, such features should be removed, and the excavation thoroughly cleaned prior to backfill placement and/or construction. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 12 Subgrade Preparation The proposed s ervice building and canopies may be supported by a shallow concrete foundation system bearing on engineered fill . The canopy structures may also be considered to be supported on drilled shafts. The proposed structures may be supported by a shallow foundation supported on engineered fill extending to a minimum depth of 2 feet below the bottom of foundations , or 3 feet below existing grade, whichever is greater . Grading for the proposed station should incorporate the limits of the overexcavation plus a lateral distance of 2 feet beyond the outside edge of perimeter footings. Overexcavation and replacement is not required for support of drilled shaft foundations. Subgrade soils beneath proposed exterior slabs should be scarified to a minimum depth of 12 inches, moisture conditioned, and compacted. The moisture content and compaction of subgrade soils should be maintained until slab or pavement construction. All exposed areas which will receive fill, once properly cleared and benched where necessary, should be scarified to a minimum depth of 10 inches, moisture conditioned as necessary, and compacted per the compaction requirements in this report. Compacted structural fill soils should then be placed to the proposed design grade and the moisture content and compaction of subgrade soils should be maintained until foundation construction. Based upon the subsurface conditi ons determined from the geotechnical exploration, subgrade soils exposed during construction are anticipated to be relatively workable; however, the workability of the subgrade may be affected by precipitation, repetitive construction traffic or other fact ors. If unworkable conditions develop, workability may be improved by scarifying and drying. Excavation We anticipate that excavations for the proposed construction can be accomplished with conventional earthmoving equipment. The bottom of excavations sho uld be thoroughly cleaned of loose soils and disturbed materials prior to backfill placement and/or construction. Onsite soils consist of cohesionless sandy soils. Such soils have the tendency to cave and slough during excavations. Therefore, formwork may be needed for foundation excavations. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 13 The walls of the proposed excavation should be shored or sloped in conformance with OSHA excavation and trench safety standards. If any excavation is extended to a depth of more than 20 feet, it will be necessary to h ave the side slopes designed by a professional engineer. We recommend that the underground storage tanks be over -excavated by about 2 feet in plan area to provide adequate access around the excavation for underground storage tanks construction. The walls o f the proposed excavation should be shored or sloped in conformance with OSHA excavation and trench safety standards. If any excavation is extended to a depth of more than 20 feet, it will be necessary to have the side slopes designed by a professional engineer. Soils from the excavation should not be stockpiled higher than six 6 feet or within ten 10 feet of the edge of an open trench. Construction of open cuts adjacent to existing structures, including underground pipes, is not recommended within a 1½ H:1V plane extending beyond and down from the perimeter of the structure. Cuts that are proposed within five 5 feet of light standards, other utilities, underground structures, and pavement should be provided with temporary shoring. Onsite soils consist of cohesion less sandy soils. Therefore, OSHA Soil Type C should be utilized for sloping considerations and on -site soils shall be sloped at a minimum of 1.5H:1V. Furthermore, benching is not permitted. It may be necessary for the contractor to retain a geotechnical e ngineer to monitor the soils exposed in all excavations and provide engineering services for slopes. This will provide an opportunity to monitor the soils encountered and to modify the excavation slopes as necessary. It also offers an opportunity to veri fy the stability of the excavation slopes during construction Individual contractors are responsible for designing and constructing stable, temporary excavations. Excavations should be sloped or shored in the interest of safety following local, and federal regulations, including current OSHA excavation and trench safety standards. Fill Material and Placement All fill materials should be inorganic soils free of vegetation, debris, and fragments larger than six inches in size. Pea gravel or other open -graded materials should not be used as fill or backfill without the prior approval of the geotechnical engineer. Clean on -site soils or approved imported materials may be used as fill material for the following: Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 14 ■ general site grading ■ pavement areas Due to the medium expansion potential of the on -site clayey sand soils, we recommend that these materials not be used within 2 feet of the bottom of floor slabs or shallow foundations. Engineered fill used to support these elements should consist of on -site silty sand soils or imported low volume change soils. Imported soils for use as fill material within proposed structure areas should conform to low volume change materials as indicated in the following specifications: Percent Finer by Weight Gradation (ASTM C 136) 3” ..................................................................................... 100 No. 4 Sieve ................................................................... 50-100 No. 200 Sieve .............................................................. 40(max) ■ Liquid Limit ............................................................ 30 (max) ■ Plasticity Index....................................................... 15 (max) ■ Maximum Expansion Index* ..................................... 20 (max) *ASTM D4829 The contractor shall notify the Geotechnical Engineer of import sources sufficiently ahead of their use so that the sources can be observed and approved as to the physical characteristic of the import material. For all import material, the contractor shall also submit current verified reports from a recognized analytical laboratory indicating that the import has a "not applicable" (Class S0) potential for sulfate attack based upon current ACI criteria and is "mildly corrosive" to ferrous metal and coppe r. The reports shall be accompanied by a written statement from the contractor that the laboratory test results are representative of all import material that will be brought to the job. Engineered fill should be placed and compacted in horizontal lifts, u sing equipment and procedures that will produce recommended moisture contents and densities throughout the lift. Fill lifts should not exceed 10 inches loose thickness. Compaction Requirements Recommended compaction and moisture content criteria for engin eered fill materials are as follows: Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 15 Material Type and Location Per the Modified Proctor Test (ASTM D 1557) Minimum Compaction Requirement Range of Moisture Contents for Compaction Above Optimum Minimum Maximum On-site approved soils and low volume change imported fill: Beneath foundations: 90% -1% +3% Beneath interior slabs: 90% -1% +3% Fill greater than 5 feet in depth: 95% -1% +3% Beneath pavements: 95% -1% +3% Utility trenches*: 90% -1% +3% Exterior Slabs: 90% -1% +3% Bottom of excavation receiving fill: 90% -1% +3% Miscellaneous backfill: 90% -1% +3% Aggregate base (beneath pavements): 95% -1% +3% *upper 12 inches should be compacted to 95% within structural areas. Low -volume change imported soils should be used in structural areas Utility Trench Backfill We anticipate that the on -site soils will provide suitable support for underground utilities and piping that may be installed. Any soft and/or unsuitable material encountered at the bottom of excavations should be removed and be replaced with an adequate bedding material . A non -expansive granular material with a sand equivalent greater than 30 should be used for bedding and shading of utilities, unless allowed or specified otherwise by the utility manufacturer. On-site materials are considered suitable for backfill of utility and pipe trenches from 1 foot above the top of the pipe to the final ground surface, provided the material is free of organic matter and deleterious substances. Trench backfill should be mechanically placed and compacted as discussed earlier in this report. Compaction of initial lifts should be accomplished with hand -operated tampers or other lightweight compactors. Where trenches are placed beneath footings, the backfill shoul d satisfy the gradation and expansion index requirements of engineered fill Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 16 discussed in this report. Flooding or jetting for placement and compaction of backfill is not recommended. Grading and Drainage All grades must provide effective drainage away from the proposed structure during and after construction and should be maintained throughout the life of the structure. Water retained next to the structure can result in soil movements greater than those discussed in this report. Greater movements can result in unacceptable differential foundation movements, cracked slabs and walls, and roof leaks . Planters and other surface features which could retain water in areas adjacent to the building or pavements should be sealed or eliminated. In areas where sidewalk s or paving do not immediately adjoin the structure, we recommend that protective slopes be provided with a minimum grade of approximately 5 percent for at least 10 feet from perimeter walls. Backfill against footings, exterior walls, and in utility and sp rinkler line trenches should be well compacted and free of all construction debris to reduce the possibility of moisture infiltration. We recommend a minimum horizontal setback distance of 10 feet from the perimeter of any structure and the high -water elevation of the nearest storm - water retention basin. Roof and canopy drainage should discharge into splash blocks or extensions when the ground surface beneath such features is not protected by exterior slabs or paving. Sprinkler systems and landscaped irrigation should not be installed within 5 feet of foundation walls. Exterior Slab Design and Construction Compacted subgrade composed of on -site clayey soils will expand with increasing moisture content; therefore, exterior concrete slabs may heave, resulting in cracking or vertical offsets. The potential for damage would be greatest where exterior slabs are constructed adjacent to the building or other structural elements. To reduce the potential for damage caused by movement, we recommend: ■ exterior slabs should be supported directly on subgrade fill (not ABC) with no, or very low expansion potential; ■ strict moisture -density control during placement of subgrade fills; ■ maintain proper subgrade moisture until placement of slabs; ■ placement of effective control joint s on relatively close centers and isolation joints between slabs and other structural elements; ■ provision for adequate drainage in areas adjoining the slabs; ■ use of designs which allow vertical movement between the exterior slabs and adjoining structural elements. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 17 E arthwork Construction Considerations Upon completion of filling and grading, care should be taken to maintain the subgrade water content p rior to construction of pavements. Construction traffic over the completed subgrades should be avoided to the extent practical . The site should also be graded to prevent ponding of surface water on the prepared subgrades or in excavations. Water collecting over or adjacent to construction areas should be removed. If the subgrade desiccates, saturates, or is disturbed, the affecte d material should be removed, or the materials should be scarified, moisture conditioned, and recompacted prior to pavement construction. Should unstable subgrade conditions develop stabilization measures will need to be employed. Stabilization measures may include placement of aggregate base and multi - axial geogrid. Use of lime, fly ash, kiln dust or cement could also be considered as a stabilization technique. Laboratory evaluation is recommended to determine the effect of chemical stabilization on subgra de soils prior to construction. We recommend that the earthwork portion of this project be completed during extended periods of dry weather if possible. If earthwork is completed during the wet season (typically November through April) it may be necessar y to take extra precautionary measures to protect subgrade soils. Wet season earthwork operations may require additional mitigative measures beyond that which would be expected during the drier summer and fall months. This could include diversion of surf ace runoff around exposed soils and draining of ponded water on the site. Once subgrades are established, it may be necessary to protect the exposed subgrade soils from construction traffic. Based on our understanding of the project, we anticipate that excavations up to 15 feet below existing grade for the installation of the underground storage tanks are planned for this project. The sides of below grade structure excavations may either be sloped or formed with vertical cuts. For vertical sided excavati ons greater than 5 feet in depth, the excavations will require the use of shoring, bracing or some form of retention to prevent sloughing and caving of the soil into the excavation. As a safety measure, no equipment should be operated within 5 feet of the edge of the excavation and no materials should be stockpiled within 10 feet of the excavation. Excavations should not approach closer than a distance equal to the depth of excavation from existing structures/facilities without some form of protection for the facilities. Proper berming or ditching should be performed to divert any surface runoff away from the excavation. The individual contractor(s) is responsible for designing and constructing stable, temporary excavations as required to maintain stability of both the excavation sides and bottom. Excavations should be sloped or shored in the interest of safety following local, and federal regulations, including current Occupational Safety and Health Administration (OSHA) excavation and trench safety standar ds. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 18 As a minimum, excavations should be performed in accordance with OSHA 29 CFR, Part 1926, Subpart P, “Excavations” and its appendices, and in accordance with any applicable local, and/or state regulations. Construction site safety is the sole responsib ility of the contractor who controls the means, methods, and sequencing of construction operations. Under no circumstances shall the information provided herein be interpreted to mean Terracon is assuming responsibility for construction site safety, or the contractor's activities; such responsibility shall neither be implied nor inferred. Construction Observation and Testing The geotechnical engineer should be retained during the cons truction phase of the project to observe earthwork and to perform necessary tests and observations during subgrade preparation, proof -rolling, placement and compaction of controlled compacted fills, backfilling of excavations to the completed subgrade. The exposed subgrade and each lift of compacted fill should be tested, evaluated, and reworked, as necessary, as recommended by the Geotechnical Engineer prior to placement of additional lifts. Each lift of fill should be tested for density and water content at a frequency of at least one test for every 2,500 square feet of compacted fill in the building areas and 5,000 square feet in pavement areas. Where not specified by local ordinance, one density and water content test should be performed for every 50 linear feet of compacted utility trench backfill . This testing frequency criteria may be adjusted during construction as specified by the geotechnical engineer of record. In areas of foundation excavations, the bearing subgrade should be evaluated by the Geotechnical Engineer. If unanticipated conditions are observed, the Geotechnical Engineer should prescribe mitigation options. In addition to the documentation of the essential parameters necessary for construction, the continuation of the Geotechnical Engineer into the construc tion phase of the project provides the continuity to maintain the Geotechnical Engineer’s evaluation of subsurface conditions, including assessing variations and associated design changes. Shallow Foundations We anticipate that the proposed service buildin g and canopies may be supported on s pread footings. If the site has been prepared in accordance with the requirements noted in Earthwork, the following design parameters are applicable for shallow foundations. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 19 Shallow Foundation Design Recommendations Item Description Foundation System Spread footings Maximum Net Allowable Bearing Pressure 1 2,500 psf up to 4 feet wide 2,000 psf up to 6 feet wide 1,500 psf up to 8 feet wide Required Bearing Stratum 2 Engineered fill extending to a minimum of 2 feet below the bottom of foundations , or 3 feet below existing grade, whichever is greater. Ultimate Passive Resistance 3 375 pcf Ultimate Coefficient of Sliding Friction 4 0.32 Minimum Embedment Below Finished Grade 5 18 inches Minimum Dimensions Columns: 24 inches Walls: 18 inches Estimated Total Settlement from Structural Loads About ½ inch Estimated Differential Settlement 2,6 About 1/2 of total settlement over a horizontal distance of 40 feet 1. The maximum net allowable bearing pressure is the pressure in excess of the minimum surrounding overburden pressure at the footing base elevation. An appropriate factor of safety has been applied. These bearing press ures can be increased by 1/3 for transient loads unless those loads have been factored to account for transient conditions. 2. Unsuitable or soft soils should be overexcavated and replaced per the recommendations presented in Earthwork. 3. Use of passive earth pressures require the sides of the excavation for the spread footing foundation to be nearly vertical and the concrete placed neat against these vertical faces or that the footing forms be removed, and compacted structural fill be placed against the vertical footing face. Assumes no hydrostatic pressure. 4. Can be used to compute sliding resistance where foundations are placed on suitable soil/materials. Should be neglected for foundations subject to net uplift condi tions. A factor of safety of 1.5 is recommended. 5. For sloping ground, maintain depth below the lowest adjacent exterior grade within 5 horizontal feet of the structure 6. Differential settlements are noted for equivalent -loaded foundations and bearing elevation as measured over a span of 50 feet. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 20 Settlement calculations were performed utilizing Westergaard and Hough’s methods 4 to estimate the static settlement for various foundations widths with an allowable settlement of 1 /2 -inch. This brings total anticipated settlement, including seismic settlement, for shallow foundations to approximately 2 inches with, differential settlem ent of approximately 1 inch over a distance of 40 feet. The structural engineer should confirm that foundations and supporting structure connections are designed to meet these tolerances. Finished grade is defined as the lowest adjacent grade within five f eet of the foundation for perimeter (or exterior) footings. The allowable foundation bearing pressure applies to dead loads plus design live load conditions. The design bearing pressure may be increased by one -third when considering total loads that include wind or seismic conditions. The weight of foundation concrete below grade may be neglected in dead load computations. Foundation should be reinforced as necessary to reduce the potential for distress caused by differential foundation movement. Foundation excavations should be observed by the geotechnical engineer. If the soil conditions encountered differ significantly from those presented in this report, supplemental recommendation will be required. Design Parameters – Overturning and Uplift Loads Uplift resistance of spread footings can be developed from the effective weight of the footing and the overlying soils. As illustrated on the subsequent figure, the effective weight of the soil prism defined by diagonal planes extending up from the top o f the perimeter of the foundation to the ground surface at an angle, , of 20 degrees from the vertical can be included in uplift resistance. The maximum allowable uplift capacity should be taken as a sum of the effective weight of soil plus the dead weigh t of the foundation, divided by an appropriate factor of safety. A maximum total unit weight of 120 pcf should be used for the backfill. 4 FHWA Geotechnical Engineering Circular No. 6 – Shallow Foundations, FHWA – SA-02-054 Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 21 Foundations subject to overturning loads should be sized to maintain the entire foundation area in contact with t he bearing surface during the load event. This condition requires that the load eccentricity be maintained in the central third of the foundation (e.g., e < b/6), and may require foundation widening or additional foundation weight beyond that provided by p roportioning for uplift alone . Foundation Construction Considerations Finished grade is defined as the lowest adjacent grade within five feet of the foundation for perimeter (or exterior) footings. The allowable foundation bearing pressure applies to dead loads plus design live load conditions. The design bearing pres sure may be increased by one -third when considering total loads that include wind or seismic conditions. The weight of the foundation concrete below grade may be neglected in dead load computations. Foundations should be reinforced as necessary to reduc e the potential for distress caused by differential foundation movement. Foundation excavations should be observed by the geotechnical engineer. If the soil conditions encountered differ significantly from those presented in this report, supplemental reco mmendations will be required . Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 22 Deep Foundations Drilled Shaft Design Recommendations Proposed canopies may be supported on drilled shafts. Total required embedment of the drilled shaft should be determined by the structural engineer based on structural loading and parameters provided in this report. Drilled Shaft Axial Loading Due to the presence of liquefiable soils between depths of about 2 3 feet and 30 feet below existing ground surface, drilled piers should not rely on end bearing . Furthermore we recommend that these piers be limited to a depth of 22 feet. Allowable skin friction charts are attached to our Supporting Information section at the end of this report. The resistances presented for allowable side friction include a factor of safety of 2.5. These values are based on compressive capacity. If design includes an uplift scenario, then the design should be based on 60% of the presented values for allowable side friction but the calculation may also include the weight of the foundation. Drilled piers should have a minimum (center -to-center) spacing of three diameters. Closer spacing may require a reduction in axial load capacity. Axial capacity reduction can be determined by comparing the allowable axial capacity determined from the sum of individual piers in a group versus the capacity calculated using the perimeter and base of the pier group acting as a unit. The lesser of the two capacities should be used in design. The allowable uplift capacities should only be based on the side frict ion of the shaft; however, the weight of the foundation should be added to these values to obtain the actual allowable uplift capacities for drilled shafts. Tensile reinforcement should extend to the bottom of shafts subjected to uplift loading. Drilled Sh aft Lateral Loading Based on our review of the subsurface conditions in the area of the proposed hydrogen station, our laboratory testing, and the Standard Penetration Test (SPT) results, engineering properties have been estimated for the soils conditions as shown in the following table. Due to potential for disturbance within the upper soils around the shaft, lateral and axial capacity of soils within the upper 2 feet should be neglected. Recommended geotechnical parameters for lateral load analyses by ot hers of drilled shaft foundations have been developed for use in the LPILE computer program. The Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 23 following table summarizes input values for use in LPILE analyses. LPILE estimated values of k h may be used. Since deflection or a service limit criterion will most likely control lateral capacity design, no safety/resistance factor is included with the parameters. Stratigraphy1 L-Pile Soil Model 2 Cohesion (psf) ’ (pcf)2 Layer Depth Below Finished Grade (feet) 1 2 Sand 32 125 7.5 -- 2 7.5 Sand 31 -- 120 15 3 15 Sand 33 -- 120 20 4 20 Stiff Clay w/o Water -- 1,900 120 22 1. See Subsurface Profile in Geotechnical Characterization for more details on Stratigraphy. 2. Definition of Terms:  Internal friction angle ’’: Effective unit weight 3. Default K and E50 values may be utilized. 4. Water table is at approximately 23 feet The load capacities provided herein are based on the stresses induced in the supporting soil strata. The structural capacity of the shafts/piles should be checked to assure they can safely accommodate the combined stresses induced by axial and lateral forces. Lateral deflections of shafts/piles should be evaluated using an appropriate analysis method, and will depend upon the pile’s diameter, length, configuration, stiffness and “fixed head” or “free head” condition. We can provide additional analyses and estimates of lateral deflections for specific loading conditions upon request. The load -carrying capacity of shafts/piles may be increased by increasing the diameter and/or length. When piers are used in groups, the lateral capacit ies of the piers in the second, third, and subsequent rows of the group should be reduced as compared to the capacity of a single, independent pier. Guidance for applying p -multiplier factors to the p values in the p-y curves for each row of pier foundatio ns within a pier group are as follows: Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 24 1. Front row: Pm = 0.8 2. Second row: Pm = 0.4 3. Third and subsequent row: Pm= 0.3 For the case of a single row of piers supporting a laterally loaded grade beam, group action for lateral resistance of piers would need to be considered when spacing is less than five pier diameters (measured center -to-center). However, spacing closer than 3D (where D is the diameter of the pier) is not recommended due to the potential for the installation of a new pier disturbi ng an adjacent installed pier, likely resulting in axial capacity reduction. Drilled Shaft Construction Considerations Drilling to design depths should be possible with conventional single flight power augers. Due to presence of granular soils, caving of soils within the drilled shaft excavations should be anticipated. Temporary steel casing will likely be required to properly drill and clean shafts prior to concrete placement. If foundation concrete cannot be placed in dry conditions, a tremie should be used for concrete placement. If shafts extend below the depth of groundwater, a tremie should be used for concrete placement. Drilled shaft foundation concrete should be placed immediately after completion of drilling and cleaning. If foundation concrete cannot be placed in dry conditions, a tremie should be used for concrete placement. Due to potential sloughing and raveling, foundation concrete quantities may exceed calculated geometric volumes. In the event drilled hole walls slough during drilling, te mporary steel casing may be required to properly drilled shafts prior to concrete placement. We recommend the use of slurry drilling methods with polymers method to keep the solids in suspension during the drilling. Drilled shaft foundation concrete should be placed within 6 inches of the shaft base of the slurry -filled excavation immediately after completion of drilling and Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 25 cleaning. The tremie should remain inserted several feet into the fresh concrete as it displaces the slurry upward and until placemen t is complete. The slurry should have a sand content no greater than 1% at the time concrete placement commences. The maximum unit weight of the slurry should be established in consultation with Terracon. As an alternative to temporary casing, the shaft e xcavation may be backfilled with a slurry mix in order to help stabilize sloughing sidewalls of the excavation, allowed to dry, and re-drilled through the backfill. The slurry mix design should be submitted to the Geotechnical Engineer for review and appro val If casing is used for drilled shaft construction, it should be withdrawn in a slow continuous manner maintaining a sufficient head of concrete to prevent infiltration of water or the creation of voids in shaft concrete. Shaft concrete should have a re latively high fluidity when placed in cased shaft holes or through a tremie. Shaft concrete with slump in the range of 6 to 8 inches is recommended. Closely spaced shafts should be drilled and filled alternatively, allowing the concrete to set at least ei ght hours before drilling the adjacent shaft. All excavations should be filled with concrete as soon after drilling as possible. In no event should shaft holes be left open overnight. Formation of mushrooms or enlargements at the tops of shafts should be a voided during shaft drilling. If mushrooms develop at the tops of the shafts during drilling, sono -tubes should be placed at the shaft tops to help isolate the shafts. Free-fall concrete placement in drilled piers will only be acceptable if provisions are taken to avoid striking the concrete on the sides of the hole or reinforcing steel. The use of a bottom -dump hopper, or an “elephant's trunk” discharging near the bottom of the hole where concrete segregation will be minimized, is recommended. We recommend that all drilled shaft installations be observed on a full -time basis by an experienced geotechnical engineer in order to evaluate that the soils encountered are consistent with the recommended design parameters. If the subsurface soil conditions encount ered differ significantly from those presented in this report, supplemental recommendations will be required. The Geotechnical Engineer should observe the installation of drilled piers to verify the soil conditions and the diameter and depth of piers. Dril led piers should be constructed true and plumb. Drilled pier end bearing surfaces must be thoroughly cleaned prior to concrete placement. A representative of the Geotechnical Engineer should inspect the bearing surface and foundation pier configuration. If the subsurface soil conditions encountered differ significantly from those presented in this report, supplemental recommendations will be required. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 26 The contractor should check for gas and/or oxygen deficiency before any workers enter the excavation for observation and manual cleanup. All necessary monitoring and safety precautions as required by OSHA, State or local codes should be strictly enforced. Floor Slabs Description Recommendation Interior floor system Slab-on-grade concrete Floor slab support Engineered fill extending to a minimum depth of 2 feet below the bottom of foundations, or 3 feet below existing grade whichever is greater. Subbase Minimum 4 -inches of Aggregate Base The use of a vapor retarder should be considered beneath concrete slabs on grade covered with wood, tile, carpet, or other moisture sensitive or impervious coverings, or when the slab will support equipment sensitive to moisture. When conditions warrant the use of a vapor retarder, the slab designer shou ld refer to ACI 302 and/or ACI 360 for procedures and cautions regarding the use and placement of a vapor retarder. Saw-cut control joints should be placed in the slab to help control the location and extent of cracking. For additional recommendations refe r to the ACI Design Manual. Joints or cracks should be sealed with a water -proof, non-extruding compressible compound specifically recommended for heavy duty concrete pavement and wet environments. Where floor slabs are tied to perimeter walls or turn -down slabs to meet structural or other construction objectives, our experience indicates differential movement between the walls and slabs will likely be observed in adjacent slab expansion joints or floor slab cracks beyond the length of the structural dowels . The Structural Engineer should account for potential differential settlement through use of sufficient control joints, appropriate reinforcing or other means. Design parameters for floor slabs assume the requirements for Earthwork have been followed. Specific attention should be given to positive drainage away from the structure and positive drainage of the aggregate base beneath the floor slab. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 27 Lateral Earth Pressures Design Parameters Recommended equivalent fluid pressures for cantilever shoring based on onsite native soils are as follows: Item Recommended Value 1,2 Active Case 40 psf/ft Passive Case3 375 psf/ft At-Rest Case 60 psf/ft 1. The values are based on engineered fill materials used as backfill. 2. Uniform, horizontal backfill, compacted to at least 90% of the ASTM D1557 maximum dry density, rendering a maximum unit weight of 125 pcf. 3. Use of passive earth pressures require the sides of the excavation for the foundation to be nearly vertical and the concrete placed neat against these vertical faces or that the foundation forms be removed and compacted engineered fill be placed against the vertical foundation face The lateral earth pressures herein do not include any factor of safety and are not applicable for submerged soils/hydrostatic loading. Additional recommendations may be necessary if such conditions are to be included in the design. The design of retaining structures and shoring systems should consider surcharge loads imposed on the foundations. In addition, the design should take into consideration new and existing footing loads and anticipated vehicular loads in the vicinity of the proposed basement walls . In general, surcharge loads should be considered where they are located within a horizontal distance behind the wall equal to the height of the wall. Surcharge loads acting at the top of the wall should be applied to the wall over the backfill as a unifo rm pressure over the entire wall height and should be added to the static earth pressures. Surcharge stresses due to point loads, line loads, and those of limited extent, such as compaction equipment, should be evaluated using elastic theory. For the desi gn of braced shoring, we recommend such shoring be designed using a rectangular -shaped distribution of lateral earth pressure of 23H psf, where H (in units of feet) is the height of the braced shoring. Surcharge loads from the drive lanes should be also considered in the design of the shoring. Fill against foundation and retaining walls should be compacted to densities specified in the Earthwork section of this report. Compaction of each lift adjacent to walls should be Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 28 accomplished with hand-operated tampe rs or other lightweight compactors. Over - compaction may cause excessive lateral earth pressures on the wall. The design of the shored excavation should be performed by an engineer knowledgeable and experienced with the on -site soil conditions. The contrac tor should be aware that slope height, slope inclination or excavation depths should in no case exceed those specified in local, state or federal safety regulations, e.g., OSHA Health and Safety Standards for Excavation, 29 CFR Part 1926, or successor regu lations. Such regulations are strictly enforced and, if not followed, the owner or the contractor could be liable for substantial penalties. Pavements General Pavement Comments Pavement designs are provided for the traffic conditions and pavement life cond itions as noted in Project Description and in the following sections of this report. A critical aspect of pavement performance is site preparation. Pavement designs noted in this section must be applied to the site which has been prepared as recommended in the Earthwork section. Pavement Design Parameters Asphalt concrete the Portland cement concrete pavement sections thickness was based on lab testing results. A lab-tested design R-Value of 9 was used to calculate the asphalt concrete pavement thickness sections and the Portland cement concrete pavement sections. R-value testing should be completed prior to pavement construction to verify the design R-value. R-value testing may be required prior to pavement construction to verify the design R -value. The structural sections are predicated upon proper compact ion of the utility trench backfills and the subgrade soils as prescribed by in Earthwork, with the upper 12 inches of subgrade soils and all aggregate base material brought to a minimum relative compaction of 95 percent in accordance with ASTM D 1557 prior to paving. The aggregate base should meet Caltrans requirements for Class 2 base. Assuming the pavement subgrades will be prepared as recommended within this report, the following pavement sections should be considered minimu ms for this project for the traffic loading listed in the table below. Pavement calculations are based on geotechnical specifications provided by Wal -Mart using the AASHTO 1993 method. Design criteria for both standard and heavy -duty Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 29 pavements are based o n 18 -kip Equivalent Single Axle Load (ESAL) values as shown in the tables below, using a terminal serviceability of 2.0, reliability of 85%, initial serviceability of 4.2, and a standard deviation of 0.45 for flexible pavements and 0.35 for rigid pavements . If more specific traffic information becomes available for the site, we should be contacted to reevaluate the pavement calculations. Pavement Section Thicknesses The following table provides our opinion of minimum thickness for AC sections: Asphaltic Concrete Design Layer Thickness (inches) Standard Duty 2 Heavy Duty 3 AC 1, 3 3 4 Aggregate Base 1 4 7 1. All materials should meet the Caltrans Standard Specifications for Highway Construction. 2. 2,200 ESAL 3. 335,800 ESAL 4. Flexible pavement structural sections were calculated utilizing the AASHTO 1993 method. The following table provides our estimated minimum thickness of PCC pavements. Portland Cement Concrete Design Layer Thickness (inches) Standard Duty 2 Heavy Duty 3 PCC 1 5 6 Aggregate Base 1 4 4 1. All materials should meet the Caltrans Standard Specifications for Highway Construction. 2. 2,200 ESAL 3. 335,800 ESAL 4. Flexible pavement structural sections were calculated utilizing the AASHTO 1993 method. Pavement Drainage Pavements should be sloped to provide rapid drainage of surface water. Water allowed to pond on or adjacent to the pavements could saturate the subgrade and contribute to premature pavement deterioration. In addition, the pavement subgrade should be Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 30 graded to provide positive drainage within the granular base section. Appropriate sub - drainage or connection to a suitable daylight outlet should be provided to remove water from the granular subbase. Pavement Maintenance The pavement sections represent minimum recommended thicknesses and, as such, periodic upkeep should be anticipated. Preventive maintenance should be planned and provided for through an on -going pavement management program. Maintenance activities are intended to slow the rate of pavement deterio ration and to preserve the pavement investment. Pavement care consists of both localized (e.g., crack and joint sealing and patching) and global maintenance (e.g., surface sealing). Additional engineering consultation is recommended to determine the type a nd extent of a cost - effective program. Even with periodic maintenance, some movements and related cracking may still occur, and repairs may be required. Pavement performance is affected by its surroundings. In addition to providing preventive maintenance, the civil engineer should consider the following recommendations in the design and layout of pavements: ■ Final grade adjacent to paved areas should slope down from the edges at a minimum 2%. ■ Subgrade and pavement surfaces should have a minimum 2% slope to p romote proper surface drainage. ■ Install pavement drainage systems surrounding areas anticipated for frequent wetting. ■ Install joint sealant and seal cracks immediately. ■ Seal all landscaped areas in or adjacent to pavements to reduce moisture migration to subgrade soils. ■ Place compacted, low permeability backfill against the exterior side of curb and gutter. ■ Place curb, gutter and/or sidewalk directly on clay subgrade soils rather than on unbound granular base course materials. General Comments Our analysis and opinions are based upon our understanding of the project, the geotechnical conditions in the area, and the data obtained from our site exploration. Variations will occur between exploration point locations or due to the modifying effects o f construction or weather. The nature and extent of such variations may not become evident until during or after construction. Terracon should be retained as the Geotechnical Engineer, where noted in this report, to provide observation and testing Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities | Environmental | Geotechnical | Materials 31 services during pertinent construction phases. If variations appear, we can provide further evaluation and supplemental recommendations. If variations are noted in the absence of our observation and testing services on -site, we should be immediately notified so th at we can provide evaluation and supplemental recommendations. Our Scope of Services does not include either specifically or by implication any environmental or biological (e.g., mold, fungi, bacteria) assessment of the site or identification or preventio n of pollutants, hazardous materials or conditions. If the owner is concerned about the potential for such contamination or pollution, other studies should be undertaken. Our services and any correspondence are intended for the sole benefit and exclusive u se of our client for specific application to the project discussed and are accomplished in accordance with generally accepted geotechnical engineering practices with no third - party beneficiaries intended. Any third -party access to services or correspondenc e is solely for information purposes to support the services provided by Terracon to our client. Reliance upon the services and any work product is limited to our client and is not intended for third parties. Any use or reliance of the provided information by third parties is done solely at their own risk. No warranties, either express or implied, are intended or made. Site characteristics as provided are for design purposes and not to estimate excavation cost. Any use of our report in that regard is done at the sole risk of the excavating cost estimator as there may be variations on the site that are not apparent in the data that could significantly effect excavation cost. Any parties charged with estimating excavation costs should seek their own site char acterization for specific purposes to obtain the specific level of detail necessary for costing. Site safety and cost estimating including excavation support and dewatering requirements/design are the responsibility of others. Construction and site development have the potential to affect adjacent prop erties. Such impacts can include damages due to vibration, modification of groundwater/surface water flow during construction, foundation movement due to undermining or subsidence from excavation , as well as noise or air quality concerns. Evaluation of these items on nearby properties are commonly associated with contractor means and methods and are not addressed in this report. The owner and contractor should consider a preconstruction/precondition survey of surrounding development. If changes in the nature, design, or location of the project are planned, our conclusions and recommendations shall not be considered valid unless we review the changes and either verify or modify our conclusions in writing. Facilities |Environmental |Geotechnical | Materials Figures Contents: GeoModel 1,255 1,260 1,265 1,270 1,275 1,280 1,285 1,290 1,295 1,300 1,305 1,310 ELEVATION (MSL) (feet)Layering shown on this figure has been developed by the geotechnical engineer for purposes of modeling the subsurface conditions as required for the subsequent geotechnical engineering for this project. Numbers adjacent to soil column indicate depth below ground surface. NOTES: B-1B-2B-3 B-4 B-5B-6 P-1 P-2 Legend This is not a cross section. This is intended to display the Geotechnical Model only. See individual logs for more detailed conditions. GeoModel 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Lake Elsinore Fuel Center 145 W Walnut St Gardena, CA First Water Observation Groundwater levels are temporal. The levels shown are representative of the date and time of our exploration. Significant changes are possible over time. Water levels shown are as measured during and/or after drilling. In some cases, boring advancement methods mask the presence/absence of groundwater. See individual logs for details. Asphalt Aggregate Base Course Silty Sand Sandy Silt Clayey Sand Silty Clay with Sand Model Layer Layer Name General Description 1 - 3 stiff to hard 4 very dense 2 medium dense to dense Fill - Clayey Sand Sandy Silt / Silty Clay with Sand Silty Sand Clayey Sand / Silty Sand 2 3 2 3 2 4 22.7 7.5 10 20 30 40 50.3 2 3 2 3 7.5 10 15 16.5 1 2 3 2 1.5 7.5 10 16.5 1 2 3 2 2 10 15 21.5 2 6.5 2 6.5 1 5 1 3 2 10 Elevations are estimated based on Google Earth Imagery and our site visit. Facilities |Environmental |Geotechnical | Materials Attachments Facilities |Environmental |Geotechnical | Materials Exploration and Testing Procedures Field Exploration Number of Borings Approximate Boring Depth (feet)Location 1 20 feet Proposed Underground Storage Tanks 1 50 feet Proposed Service Building 2 15 feet Proposed Fuel Station – Canopy Area 2 5 feet Proposed pavement area 2 5 and 10 feet Percolation Test Area Boring Layout and Elevations: Terracon personnel provided the boring layout using handheld GPS equipment (estimated horizontal accuracy of about ±10 feet) and referencing existing site features. Approximate ground surface elevations were estimated using Google Earth. If elevations and a more precise boring layout are desired, we recommend borings be surveyed. Subsurface Exploration Procedures: We advanced the borings in the proposed fuel station with a truck-mounted drill rig using continuous hollow stem flight. Four samples were obtained in the upper 10 feet of each boring and at intervals of 5 feet thereafter. Test samples were collected during drilling in general accordance with the appropriate ASTM methods using Standard Penetration Testing (SPT) and sampling using either standard split-spoon or Modified California samplers. A sampling spoon was driven into the ground by a 140 pound automatic hammer falling a distance of 30 inches. The number of blows required to advance the sampling spoon the last 12 inches of a normal 18 inch penetration was recorded as the Standard Penetration Test (SPT) resistance value, also referred to as N-values. The N-values are indicated on the boring logs at the test depths. The samples were placed in appropriate containers, taken to our soil laboratory for testing, and classified by a geotechnical engineer. For safety purposes, all borings were backfilled with auger cuttings after their completion. We also observed the boreholes while drilling and at the completion of drilling for the presence of groundwater. Groundwater was encountered in boring B-1 at approximately 22.7 feet bgs. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities |Environmental |Geotechnical | Materials The sampling depths, penetration distances, and other sampling information was recorded on the field boring logs. The samples were placed in appropriate containers and taken to our soil laboratory for testing and classification by a Geotechnical Engineer. Our exploration team prepared field boring logs as part of the drilling operations. These field logs included visual classifications of the materials observed during drilling and our interpretation of the subsurface conditions between samples. Final boring logs were prepared from the field logs. The final boring logs represent the Geotechnical Engineer's interpretation of the field logs and include modifications based on observations and tests of the samples in our laboratory. Laboratory Testing The project engineer reviewed the field data and assigned laboratory tests. The laboratory testing program included the following types of tests: ■Moisture Content ■Dry Unit Weight ■Atterberg Limits ■Compaction ■Swell Consolidation Test ■Direct Shear ■Corrosivity ■R-value ■BTEX The laboratory testing program often included examination of soil samples by an engineer. Based on the results of our field and laboratory programs, we described and classified the soil samples in accordance with the Unified Soil Classification System. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities |Environmental |Geotechnical | Materials Site Location and Exploration Plans Contents: Site Location Plan Exploration Plan Note: All attachments are one page unless noted above. Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities |Environmental |Geotechnical | Materials Note to Preparer: This is a large table with outside borders. Just click inside the table above this text box, then paste your GIS Toolbox image. When paragraph markers are turned on you may notice a line of hidden text above and outside the table – please leave that alone. Limit editing to inside the table. Site Location DIAGRAM IS FOR GENERAL LOCATION ONLY, AND IS NOT INTENDED FOR CONSTRUCTION PURPOSES MAP PROVIDED BY MICROSOFT BING MAPS Geotechnical Engineering Report Lake Elsinore Walmart Fuel Station | Lake Elsinore, Riverside County, CA May 29, 2024 | Terracon Project No. LA245068 Facilities |Environmental |Geotechnical | Materials Note to Preparer: This is a large table with outside borders. Just click inside the table above this text box, then paste your GIS Toolbox image. When paragraph markers are turned on you may notice a line of hidden text above and outside the table – please leave that alone. Limit editing to inside the table. Exploration Plan DIAGRAM IS FOR GENERAL LOCATION ONLY, AND IS NOT INTENDED FOR CONSTRUCTION PURPOSES MAP PROVIDED BY MICROSOFT BING MAPS LEGEND Approximate Boring Locations Approximate Percolation Test Locations Exploration and Laboratory Results Contents: Boring Logs (B-1 through B-6 and P-1 and P-2) Atterberg Limits Compaction Graph Swell Consolidation Test Graph Direct Shear Graph Corrosion Results R-value Results BTEX Analytical Results ASPHALT, 3'' thickness AGGREGATE BASE COURSE, 5'' thickness SILTY SAND (SM), trace gravel, brown dense medium dense SANDY SILT (ML), light brown to brown, hard SILTY SAND (SM), trace gravel, dark brown, medium dense SANDY SILT (ML), brown, very stiff stiff Boring Log No. B-1 Water LevelObservationsDepth (Ft.)5 10 15 20 25 30 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 44 40 7.2 10.2 11.6 133 121 109 NP 0.3 0.7 7.5 10.0 20.0 30.0 5-23-50/6" 11-14-13 N=27 14-25-35 11-11-10 N=21 9-11-20 7-10-14 N=24 2-3-5 N=8 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-10-2024 Boring Completed 04-10-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level Observations While drilling See Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6935° Longitude: -117.3338° Depth (Ft.)Field TestResults2 3 2 3 CLAYEY SAND (SC), trace gravel, brown, medium dense light brown to brown SILTY SAND (SM), light brown to brown, very dense Boring Terminated at 50.3 Feet Boring Log No. B-1 Water LevelObservationsDepth (Ft.)35 40 45 50 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel Layer38 40.0 50.3 4-7-8 N=15 2-5-8 N=13 50/6" 50/5" 50/4" 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-10-2024 Boring Completed 04-10-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level Observations While drilling See Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6935° Longitude: -117.3338° Depth (Ft.)Field TestResults2 4 ASPHALT, 3'' thickness AGGREGATE BASE COURSE, 7'' thickness CLAYEY SAND (SC), trace gravel, brown dense SANDY SILT (ML), brown, hard SILTY SAND (SM), brown, medium dense SANDY SILT (ML), brown, very stiff Boring Terminated at 16.5 Feet Boring Log No. B-2 Water LevelObservationsDepth (Ft.)5 10 15 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 55 10.4 9.3 112 111 0.3 0.8 7.5 10.0 15.0 16.5 19-21-40 14-16-21 N=37 17-19-24 6-10-13 N=23 8-14-17 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-09-2024 Boring Completed 04-09-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6937° Longitude: -117.3339° Depth (Ft.)Field TestResults2 3 2 3 ASPHALT, 3'' thickness AGGREGATE BASE COURSE, 5'' thickness FILL - CLAYEY SAND (SC), trace gravel, brown CLAYEY SAND (SC), brown dense medium dense SILTY CLAY WITH SAND (CL-ML), hard SILTY SAND (SM), light brown, dense medium dense Boring Terminated at 16.5 Feet Boring Log No. B-3 Water LevelObservationsDepth (Ft.)5 10 15 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 71 8.3 10.0 11.6 129 112 111 23-16-7 0.3 0.7 1.5 7.5 10.0 16.5 6-20-40 10-13-16 N=29 20-27-38 11-14-17 N=31 9-14-23 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-09-2024 Boring Completed 04-09-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6935° Longitude: -117.3342° Depth (Ft.)Field TestResults1 2 3 2 ASPHALT, 4'' thickness AGGREGATE BASE COURSE, 5'' thickness FILL - CLAYEY SAND (SC), brown CLAYEY SAND (SC), brown trace gravel, dense medium dense SANDY SILT (ML), brown, stiff SILTY SAND (SM), brown, medium dense Boring Terminated at 21.5 Feet Boring Log No. B-4 Water LevelObservationsDepth (Ft.)5 10 15 20 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 44 6.6 10.0 13.6 127 124 106 0.3 0.8 2.0 10.0 15.0 21.5 15-28-40 11-12-13 N=25 14-24-27 6-6-5 N=11 8-14-20 4-4-8 N=12 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-09-2024 Boring Completed 04-09-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI Depth (Ft.)Field TestResultsSee Exploration PlanLocation: Latitude: 33.6934° Longitude: -117.3340° 1 2 3 2 ASPHALT, 3'' thickness AGGREGATE BASE COURSE, 6'' thickness CLAYEY SAND (SC), brown medium dense Boring Terminated at 6.5 Feet Boring Log No. B-5 Water LevelObservationsDepth (Ft.)5 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 10.2 8.0 123 126 0.3 0.8 6.5 6-13-25 16-23-35 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-09-2024 Boring Completed 04-09-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6933° Longitude: -117.3338° Depth (Ft.)Field TestResults2 ASPHALT, 3'' thickness AGGREGATE BASE COURSE, 5'' thickness CLAYEY SAND (SC), brown dense Boring Terminated at 6.5 Feet Boring Log No. B-6 Water LevelObservationsDepth (Ft.)5 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 27 7.0 4.8 133 130 0.3 0.7 6.5 23-30-32 21-31-45 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-09-2024 Boring Completed 04-09-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6937° Longitude: -117.3341° Depth (Ft.)Field TestResults2 ASPHALT, 3'' thickness AGGREGATE BASE COURSE, 4'' thickness FILL - CLAYEY SAND (SC), trace gravel, brown CLAYEY SAND (SC), brown medium dense Boring Terminated at 5 Feet Boring Log No. P-1 Water LevelObservationsDepth (Ft.)5 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 43 9.9 128 0.3 0.6 2.0 5.0 9-11-19 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-10-2024 Boring Completed 04-10-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6932° Longitude: -117.3342° Depth (Ft.)Field TestResults1 ASPHALT, 4'' thickness AGGREGATE BASE COURSE, 3'' thickness FILL - CLAYEY SAND (SC), light brown SANDY SILT (ML), light brown brown, hard Boring Terminated at 10 Feet Boring Log No. P-2 Water LevelObservationsDepth (Ft.)5 10 Facilities | Environmental | Geotechnical | MaterialsGraphic LogModel LayerThe estimated depth of fill should not be considered exact due to the similarity of lithology, color, and densities of the graded materials and native soils. 70 10.3 113 0.3 0.6 2.0 10.0 22-50/6" 29260 Central Ave | Lake Elsinore, CA Terracon Project No. LA245068 Gardena, CA 145 W Walnut St Drill Rig GT-16 Hammer Type Automatic Driller 2R Drilling Logged by AS Boring Started 04-10-2024 Boring Completed 04-10-2024 Abandonment Method Boring backfilled with Auger Cuttings Surface capped with asphalt Advancement Method 8'' Hollow Stem Auger Notes Water Level ObservationsSee Exploration and Testing Procedures for a description of field and laboratory procedures used and additional data (If any). See Supporting Information for explanation of symbols and abbreviations. Lake Elsinore Fuel Center Sample TypePercentFinesWaterContent (%)Dry UnitWeight (pcf)Atterberg Limits LL-PL-PI See Exploration PlanLocation: Latitude: 33.6934° Longitude: -117.3341° Depth (Ft.)Field TestResults1 3 0 10 20 30 40 50 60 0 10 20 30 40 50 60 70 80 90 100 110"A" LineASTM D4318 CH or O H CL or OL ML or OL MH or OH NP 7 44.2 70.8 SM CL-ML NP 16 NP 7 44.2 70.8 SM CL-ML NP 16 NP 23 SILTY SAND SILTY CLAY with SAND Atterberg Limit Results "U" LineLiquid Limit LL PL PI Fines USCS DescriptionFinesPlasticity IndexCL - ML 16 4 7 Facilities | Environmental | Geotechnical | Materials 0 - 5 7.5 - 9 B-1 B-3 Boring ID Depth (Ft) 145 W Walnut St Gardena, CATerracon Project No. LA245068 29260 Central Ave | Lake Elsinore, CA Lake Elsinore Walmart Fuel Center 50 54 58 62 66 70 74 78 82 86 90 94 98 102 106 110 114 118 122 126 130 134 138 142 0 5 10 15 20 25 30 35 40 45 Curves of 100% Saturation for Specific Gravity Equal to: 2.80 2.70 2.60 Moisture-Density Relationship Dry Density (pcf)Water Content (%) ASTM D1557-Method B Facilities | Environmental | Geotechnical | Materials 145 W Walnut St Gardena, CATerracon Project No. LA245068 29260 Central Ave | Lake Elsinore, CA Description of Materials Optimum Water Content (%) Maximum Dry Density Test Method (pcf) ASTM D1557-Method B 132.3 8.3 Fines (%)PIPLLL CLAYEY SAND Fraction > mm size B-6 0 - 5 Depth (Ft)Boring ID Lake Elsinore Walmart Fuel Center -4.0 -3.5 -3.0 -2.5 -2.0 -1.5 -1.0 -0.5 0 0.5 1.0 1.5 2.0 100 1,000 10,000Axial Strain (%)Pressure (psf) ASTM D4546 One-Dimensional Swell or Collapse Facilities | Environmental | Geotechnical | Materials Notes: water added at 2000 psf 10.2123 (pcf) WC (%)Description USCS SCCLAYEY SAND Boring ID Depth (Ft) 2.5 - 4B-5 145 W Walnut St Gardena, CATerracon Project No. LA245068 29260 Central Ave | Lake Elsinore, CA Lake Elsinore Walmart Fuel Center USCS γd (pcf)W(%) CL-ML 112 10.0 Boring ID Peak Shear Stress (psf) Ultimate Shear Stress (psf) Normal Stress (psf) Depth (ft) B-3 7.5 Description Silty Clay with Sand 2000 4000 1224 1812 2628 260 Direct Shear Test ASTM D3080 840 1140 2304 Peak Ultimate φ°C (psf)φ°C (psf) 25.0 820 27.0 1000 0 500 1000 1500 2000 2500 3000 0 500 1000 1500 2000 2500 3000 3500 4000 4500Shear Stress (psf)Normal Stress (psf) Peak Ultimate Peak Ultimate 145 W Walnut St Terracon Project No. LA245068 Gardena, CA 29260 Central Ave | Lake Elsinore, CA Lake Elsinore Walmart Fuel Center 750 Pilot Road, Suite F Las Vegas, Nevada 89119 (702) 597-9393 Client Date Received:Lab No.: 24-0146 Analyzed By: 8.14 0.01 Nil 242 +728 B-3 4/22/2024 Results of Corrosion Analysis Sample Number Sample Location Terracon (LA)Sample Submitted By: 530 3977 -- Kimley-Horn and Associates Inc Project Lake Elsinore Fuel Center Sample Depth (ft.) 0.0-5.0 pH Analysis, ASTM G51 Water Soluble Sulfate (SO4), ASTM C 1580 (Percent %) Sulfides, AWWA 4500-S D, (mg/Kg) Chlorides, ASTM D512, (mg/kg) Red-Ox, ASTM G200, (mV) Total Salts, AWWA 2520 B, (mg/Kg) Saturated Minimum Resistivity, ASTM G-57, (ohm-cm) The tests were performed in general accordance with applicable ASTM and AWWA test methods. This report is exclusively for the use of the client indicated above and shall not be reproduced except in full without the written consent of our company. Test results transmitted herein are only applicable to the actual samples tested at the location(s) referenced and are not necessarily indicative of the properties of other apparently similar or identical materials. Laboratory Coordinator Nathan Campo Job No.LA245068 Date.5/3/2024 LABORATORY RECORD OF TESTS MADE ON BASE, SUBBASE, AND BASEMENT SOILS CLIENT:Kimley-Horn and Associates PROJECT Lake Elsinore Fuel Center LOCATION: R-VALUE # :B-5 T.I. : A B C D COMPACTOR AIR PRESSURE P.S.I.50 100 125 INITIAL MOISTURE %8.0 8.0 8.0 WATER ADDED, ML 35 25 15 WATER ADDED %3.3 2.4 1.4 MOISTURE AT COMPACTION %11.3 10.4 9.4 HEIGHT OF BRIQUETTE 2.54 2.46 2.48 WET WEIGHT OF BRIQUETTE 1154 1137 1155 DENSITY LB. PER CU.FT.123.7 126.9 129.0 STABILOMETER PH AT 1000 LBS.62 52 48 2000 LBS.146 131 123 DISPLACEMENT 4.00 3.80 3.70 R-VALUE 6 13 17 EXUDATION PRESSURE 200 380 480 THICK. INDICATED BY STAB.0.00 0.00 0.00 EXPANSION PRESSURE 0 9 14 THICK. INDICATED BY E.P.0.00 0.30 0.47 R-Value:9 6 13 17 0 100 200 300 400 500 600 024681012141618 EXUDATION PRESSURE PSIR-VALUE EXUDATION CHART Supporting Information Contents: Liquefaction Analyses Shaft Analyses General Notes Unified Soil Classification System Geotechnical Investigation Fact Sheet LiquefyPro CivilTech Software USA www.civiltech.comTERRACON CONSULTANTS, INC. LIQUEFACTION ANALYSIS LA245068 Lake Elsinore Plate A-1 Hole No.=B-1 Water Depth=22.7 ft Surface Elev.=1306 Magnitude=6.7 Acceleration=0.966g (ft)0 10 20 30 40 50 60 70 55 125 44 27 125 44 39 120 55 21 120 40 20 120 40 24 120 55 8 120 55 15 120 38 13 120 38 50 120 40 50 120 40 50 120 40 SILTY SAND SANDY SILT SILTY SAND SANDY SILT CLAYEY SAND SILTY SAND Raw Unit FinesSPT Weight %Shear Stress Ratio CRR CSR fs1 Shaded Zone has Liquefaction Potential 0 2 Soil Description Factor of Safety 0 51 Settlement Saturated Unsaturat. S = 1.51 in. 0 (in.) 10 fs1=1 fs2=1.30 fs2 ******************************************************************************************************* LIQUEFACTION ANALYSIS SUMMARY Copyright by CivilTech Software www.civiltechsoftware.com ******************************************************************************************************* Font: Courier New, Regular, Size 8 is recommended for this report. Licensed to , 5/6/2024 8:05:28 AM Input File Name: C:\Users\vvnguyen\Downloads\LA245068.liq Title: LA245068 Subtitle: Lake Elsinore Surface Elev.=1306 Hole No.=B-1 Depth of Hole= 50.00 ft Water Table during Earthquake= 22.70 ft Water Table during In-Situ Testing= 22.70 ft Max. Acceleration= 0.97 g Earthquake Magnitude= 6.70 Input Data: Surface Elev.=1306 Hole No.=B-1 Depth of Hole=50.00 ft Water Table during Earthquake= 22.70 ft Water Table during In-Situ Testing= 22.70 ft Max. Acceleration=0.97 g Earthquake Magnitude=6.70 No-Liquefiable Soils: Based on Analysis 1. SPT or BPT Calculation. 2. Settlement Analysis Method: Tokimatsu, M-correction 3. Fines Correction for Liquefaction: Idriss/Seed 4. Fine Correction for Settlement: During Liquefaction* 5. Settlement Calculation in: All zones* 6. Hammer Energy Ratio, Ce = 1.42 7. Borehole Diameter, Cb= 1.15 8. Sampling Method, Cs= 1.2 9. User request factor of safety (apply to CSR) , User= 1.3 Plot two CSR (fs1=1, fs2=User) 10. Use Curve Smoothing: Yes* * Recommended Options In-Situ Test Data: Depth SPT gamma Fines ft pcf % ____________________________________ 2.50 55.00 125.00 44.00 5.00 27.00 125.00 44.00 7.50 39.00 120.00 55.00 10.00 21.00 120.00 40.00 15.00 20.00 120.00 40.00 20.00 24.00 120.00 55.00 25.00 8.00 120.00 55.00 30.00 15.00 120.00 38.00 35.00 13.00 120.00 38.00 40.00 50.00 120.00 40.00 45.00 50.00 120.00 40.00 50.00 50.00 120.00 40.00 ____________________________________ Output Results: Settlement of Saturated Sands=1.19 in. Settlement of Unsaturated Sands=0.32 in. Total Settlement of Saturated and Unsaturated Sands=1.51 in. Differential Settlement=0.753 to 0.994 in. Depth CRRm CSRfs F.S.S_sat. S_dry S_all ft in.in.in. _______________________________________________________ 2.50 2.67 0.62 5.00 1.19 0.32 1.51 3.00 2.67 0.62 5.00 1.19 0.32 1.51 3.50 2.67 0.62 5.00 1.19 0.32 1.50 4.00 2.67 0.62 5.00 1.19 0.31 1.50 4.50 2.67 0.62 5.00 1.19 0.31 1.50 5.00 2.67 0.62 5.00 1.19 0.31 1.50 5.50 2.67 0.62 5.00 1.19 0.31 1.50 6.00 2.67 0.62 5.00 1.19 0.31 1.50 6.50 2.67 0.62 5.00 1.19 0.31 1.50 7.00 2.67 0.62 5.00 1.19 0.31 1.49 7.50 2.67 0.62 5.00 1.19 0.30 1.49 8.00 2.67 0.62 5.00 1.19 0.30 1.49 8.50 2.67 0.62 5.00 1.19 0.30 1.49 9.00 2.67 0.61 5.00 1.19 0.29 1.48 9.50 2.67 0.61 5.00 1.19 0.29 1.48 10.00 2.67 0.61 5.00 1.19 0.29 1.47 10.50 2.67 0.61 5.00 1.19 0.28 1.47 11.00 2.67 0.61 5.00 1.19 0.28 1.47 11.50 2.67 0.61 5.00 1.19 0.27 1.46 12.00 2.67 0.61 5.00 1.19 0.27 1.45 12.50 2.67 0.61 5.00 1.19 0.26 1.45 13.00 2.67 0.61 5.00 1.19 0.25 1.44 13.50 2.67 0.61 5.00 1.19 0.24 1.43 14.00 2.67 0.61 5.00 1.19 0.23 1.42 14.50 2.67 0.61 5.00 1.19 0.22 1.41 15.00 2.67 0.61 5.00 1.19 0.21 1.40 15.50 2.67 0.61 5.00 1.19 0.20 1.39 16.00 2.67 0.60 5.00 1.19 0.19 1.37 16.50 2.67 0.60 5.00 1.19 0.17 1.36 17.00 2.67 0.60 5.00 1.19 0.16 1.35 17.50 2.67 0.60 5.00 1.19 0.14 1.33 18.00 2.67 0.60 5.00 1.19 0.13 1.32 18.50 2.67 0.60 5.00 1.19 0.11 1.30 19.00 2.67 0.60 5.00 1.19 0.09 1.28 19.50 2.67 0.60 5.00 1.19 0.07 1.26 20.00 2.67 0.60 5.00 1.19 0.05 1.24 20.50 2.67 0.60 5.00 1.19 0.04 1.23 21.00 2.67 0.60 5.00 1.19 0.04 1.22 21.50 2.67 0.60 5.00 1.19 0.03 1.22 22.00 2.67 0.60 5.00 1.19 0.02 1.21 22.50 2.67 0.59 5.00 1.19 0.01 1.20 23.00 2.67 0.60 4.47 1.18 0.00 1.18 23.50 0.58 0.60 0.95*1.16 0.00 1.16 24.00 0.42 0.61 0.68*1.10 0.00 1.10 24.50 0.35 0.61 0.56*1.03 0.00 1.03 25.00 0.29 0.62 0.47*0.95 0.00 0.95 25.50 0.31 0.63 0.50*0.86 0.00 0.86 26.00 0.33 0.63 0.53*0.78 0.00 0.78 26.50 0.36 0.64 0.56*0.71 0.00 0.71 27.00 0.38 0.64 0.60*0.63 0.00 0.63 27.50 0.41 0.65 0.64*0.56 0.00 0.56 28.00 0.49 0.65 0.76*0.50 0.00 0.50 28.50 0.65 0.65 0.99*0.45 0.00 0.45 29.00 2.67 0.66 4.05 0.41 0.00 0.41 29.50 2.67 0.66 4.03 0.38 0.00 0.38 30.00 2.67 0.67 4.00 0.37 0.00 0.37 30.50 2.67 0.67 3.99 0.35 0.00 0.35 31.00 2.67 0.67 3.98 0.34 0.00 0.34 31.50 2.68 0.67 3.99 0.31 0.00 0.31 32.00 2.68 0.67 3.98 0.29 0.00 0.29 32.50 2.68 0.68 3.96 0.25 0.00 0.25 33.00 2.67 0.68 3.95 0.22 0.00 0.22 33.50 2.67 0.68 3.93 0.17 0.00 0.17 34.00 0.57 0.68 0.84*0.13 0.00 0.13 34.50 0.52 0.68 0.77*0.08 0.00 0.08 35.00 0.49 0.68 0.72*0.03 0.00 0.03 35.50 2.65 0.68 3.89 0.00 0.00 0.00 36.00 2.65 0.68 3.88 0.00 0.00 0.00 36.50 2.65 0.68 3.87 0.00 0.00 0.00 37.00 2.64 0.68 3.86 0.00 0.00 0.00 37.50 2.64 0.68 3.86 0.00 0.00 0.00 38.00 2.64 0.68 3.85 0.00 0.00 0.00 38.50 2.63 0.69 3.84 0.00 0.00 0.00 39.00 2.63 0.69 3.84 0.00 0.00 0.00 39.50 2.62 0.69 3.83 0.00 0.00 0.00 40.00 2.62 0.69 3.82 0.00 0.00 0.00 40.50 2.62 0.69 3.82 0.00 0.00 0.00 41.00 2.61 0.69 3.81 0.00 0.00 0.00 41.50 2.61 0.69 3.81 0.00 0.00 0.00 42.00 2.61 0.68 3.81 0.00 0.00 0.00 42.50 2.60 0.68 3.80 0.00 0.00 0.00 43.00 2.60 0.68 3.80 0.00 0.00 0.00 43.50 2.60 0.68 3.80 0.00 0.00 0.00 44.00 2.59 0.68 3.80 0.00 0.00 0.00 44.50 2.59 0.68 3.80 0.00 0.00 0.00 45.00 2.59 0.68 3.80 0.00 0.00 0.00 45.50 2.58 0.68 3.79 0.00 0.00 0.00 46.00 2.58 0.68 3.79 0.00 0.00 0.00 46.50 2.58 0.68 3.79 0.00 0.00 0.00 47.00 2.57 0.68 3.79 0.00 0.00 0.00 47.50 2.57 0.68 3.80 0.00 0.00 0.00 48.00 2.57 0.68 3.80 0.00 0.00 0.00 48.50 2.56 0.67 3.80 0.00 0.00 0.00 49.00 2.56 0.67 3.80 0.00 0.00 0.00 49.50 2.56 0.67 3.80 0.00 0.00 0.00 50.00 2.55 0.67 3.80 0.00 0.00 0.00 _______________________________________________________ * F.S.<1, Liquefaction Potential Zone (F.S. is limited to 5, CRR is limited to 2,CSR is limited to 2) Units: Unit: qc, fs, Stress or Pressure = atm (1.0581tsf); Unit Weight = pcf; Depth = ft; Settlement = in. ____________________________________________________________________________________ 1 atm (atmosphere) = 1 tsf (ton/ft2) CRRm Cyclic resistance ratio from soils CSRsf Cyclic stress ratio induced by a given earthquake (with user request factor of safety) F.S.Factor of Safety against liquefaction, F.S.=CRRm/CSRsf S_sat Settlement from saturated sands S_dry Settlement from Unsaturated Sands S_all Total Settlement from Saturated and Unsaturated Sands NoLiq No-Liquefy Soils Side Resistance/F.S. (tons) Allowable Skin Friction Depth (ft)0 10 20 30 40 50 60 70 80 90 0123456789101112131415161718192021Dia=2 ft Dia=2.5 ft Dia=3 ft Dia=3.5 ft Dia=4 ft Dia=4.5 ft Dia=5 ft Auger Cuttings Modified Dames & Moore Ring Sampler Grab Sample Standard Penetration Test Facilities | Environmental | Geotechnical | Materials less than 0.25 0.25 to 0.50 0.50 to 1.00 1.00 to 2.00 2.00 to 4.00 > 4.00 Unconfined Compressive Strength Qu (tsf) 145 W Walnut St Carson, CA N (HP) (T) (DCP) UC (PID) (OVA) Standard Penetration Test Resistance (Blows/Ft.) Hand Penetrometer Torvane Dynamic Cone Penetrometer Unconfined Compressive Strength Photo-Ionization Detector Organic Vapor Analyzer Water Level After a Specified Period of Time Water Level After a Specified Period of Time Cave In Encountered Water Level Field Tests Water Initially Encountered Sampling Water levels indicated on the soil boring logs are the levels measured in the borehole at the times indicated. Groundwater level variations will occur over time. In low permeability soils, accurate determination of groundwater levels is not possible with short term water level observations. General Notes Location And Elevation Notes Exploration point locations as shown on the Exploration Plan and as noted on the soil boring logs in the form of Latitude and Longitude are approximate. See Exploration and Testing Procedures in the report for the methods used to locate the exploration points for this project. Surface elevation data annotated with +/- indicates that no actual topographical survey was conducted to confirm the surface elevation. Instead, the surface elevation was approximately determined from topographic maps of the area. Soil classification as noted on the soil boring logs is based Unified Soil Classification System. Where sufficient laboratory data exist to classify the soils consistent with ASTM D2487 "Classification of Soils for Engineering Purposes" this procedure is used. ASTM D2488 "Description and Identification of Soils (Visual-Manual Procedure)" is also used to classify the soils, particularly where insufficient laboratory data exist to classify the soils in accordance with ASTM D2487. In addition to USCS classification, coarse grained soils are classified on the basis of their in-place relative density, and fine-grained soils are classified on the basis of their consistency. See "Strength Terms" table below for details. The ASTM standards noted above are for reference to methodology in general. In some cases, variations to methods are applied as a result of local practice or professional judgment. Exploration/field results and/or laboratory test data contained within this document are intended for application to the project as described in this document. Use of such exploration/field results and/or laboratory test data should not be used independently of this document. Relevance of Exploration and Laboratory Test Results Descriptive Soil Classification Strength Terms < 30 - 3 0 - 6 3 - 47 - 184 - 9 5 - 919 - 5810 - 29 Hard Very Stiff Stiff Medium Stiff Soft Very Soft > 30 15 - 30 10 - 1859 - 98 Relative Density of Coarse-Grained Soils (More than 50% retained on No. 200 sieve.) Density determined by Standard Penetration Resistance 30 - 50 19 - 42> 99> 50 > 42 8 - 15 4 - 8 2 - 4 0 - 1 Consistency of Fine-Grained Soils (50% or more passing the No. 200 sieve.) Consistency determined by laboratory shear strength testing, field visual-manual procedures or standard penetration resistance Very Loose Loose Medium Dense Dense Very Dense Standard Penetration or N-Value (Blows/Ft.) Ring Sampler (Blows/Ft.) Standard Penetration or N-Value (Blows/Ft.) Ring Sampler (Blows/Ft.)Relative Density Consistency Facilities |Environmental |Geotechnical | Materials Unified Soil Classification System Criteria for Assigning Group Symbols and Group Names Using Laboratory Tests A Soil Classification Group Symbol Group Name B Coarse-Grained Soils: More than 50% retained on No. 200 sieve Gravels: More than 50% of coarse fraction retained on No. 4 sieve Clean Gravels: Less than 5% fines C Cu≥4 and 1≤Cc≤3 E GW Well-graded gravel F Cu<4 and/or [Cc<1 or Cc>3.0]E GP Poorly graded gravel F Gravels with Fines: More than 12% fines C Fines classify as ML or MH GM Silty gravel F, G, H Fines classify as CL or CH GC Clayey gravel F, G, H Sands: 50% or more of coarse fraction passes No. 4 sieve Clean Sands: Less than 5% fines D Cu≥6 and 1≤Cc≤3 E SW Well-graded sand I Cu<6 and/or [Cc<1 or Cc>3.0]E SP Poorly graded sand I Sands with Fines: More than 12% fines D Fines classify as ML or MH SM Silty sand G, H, I Fines classify as CL or CH SC Clayey sand G, H, I Fine-Grained Soils: 50% or more passes the No. 200 sieve Silts and Clays: Liquid limit less than 50 Inorganic:PI > 7 and plots above “A” line J CL Lean clay K, L, M PI < 4 or plots below “A” line J ML Silt K, L, M Organic:𝐿𝐿 𝑛𝑣𝑑𝑛 𝑑𝑟𝑖𝑑𝑑 𝐿𝐿 𝑛𝑛𝑡 𝑑𝑟𝑖𝑑𝑑<0.75 OL Organic clay K, L, M, N Organic silt K, L, M, O Silts and Clays: Liquid limit 50 or more Inorganic:PI plots on or above “A” line CH Fat clay K, L, M PI plots below “A” line MH Elastic silt K, L, M Organic:𝐿𝐿 𝑛𝑣𝑑𝑛 𝑑𝑟𝑖𝑑𝑑 𝐿𝐿 𝑛𝑛𝑡 𝑑𝑟𝑖𝑑𝑑<0.75 OH Organic clay K, L, M, P Organic silt K, L, M, Q Highly organic soils:Primarily organic matter, dark in color, and organic odor PT Peat A Based on the material passing the 3-inch (75-mm) sieve. B If field sample contained cobbles or boulders, or both, add “with cobbles or boulders, or both” to group name. C Gravels with 5 to 12% fines require dual symbols: GW-GM well- graded gravel with silt, GW-GC well-graded gravel with clay, GP-GM poorly graded gravel with silt, GP-GC poorly graded gravel with clay. D Sands with 5 to 12% fines require dual symbols: SW-SM well- graded sand with silt, SW-SC well-graded sand with clay, SP-SM poorly graded sand with silt, SP-SC poorly graded sand with clay. E Cu = D60/D10 Cc = F If soil contains ≥ 15% sand, add “with sand” to group name. G If fines classify as CL-ML, use dual symbol GC-GM, or SC-SM. H If fines are organic, add “with organic fines” to group name. I If soil contains ≥ 15% gravel, add “with gravel” to group name. J If Atterberg limits plot in shaded area, soil is a CL-ML, silty clay. K If soil contains 15 to 29% plus No. 200, add “with sand” or “with gravel,” whichever is predominant. L If soil contains ≥ 30% plus No. 200 predominantly sand, add “sandy” to group name. M If soil contains ≥ 30% plus No. 200, predominantly gravel, add “gravelly” to group name. N PI ≥ 4 and plots on or above “A” line. O PI < 4 or plots below “A” line. P PI plots on or above “A” line. Q PI plots below “A” line. 6010 2 30 DxD )(D GEOTECHNICAL INVESTIGATION FACT SHEET Include this form in the Geotechnical Report as an Appendix. PROJECT LOCATION: ________________________________________________________________ Engineer: _______________________________________________ Phone #: ___________________ Geotechnical Engineering Co.: _______________________________ Report Date:_________________ Ground Water Elevation: ____________________ Fill Soils Characteristics: (If encountered) Date Groundwater Measured: ________________ Maximum Liquid Limit: ______________ Topsoil/Stripping Depth: ____________________ Maximum Plasticity Index: ____________ Undercut (If Required): _____________________ Specified Compaction: ______________ Standard Proctor Results: (Attach plots.) Moisture Content Range: ____________ pH: ___________________________________ Corrective actions required for construction based on pH level noted:________________________________________ Resistivity: ___________________________________ Corrective actions required for construction based on resistivity level noted: _______________________________________________ Cement Type: ___________________________________ Recommended local DOT subbase/base material (reference section plan in Foundation Subsurface Preparation): ___________________________________________________________________________________ September 25, 2018 18 of 24 Recommended Compaction Control Tests: 1 Test for Each ________ Sq. Ft. each Lift (bldg. area) 1 Test for Each ________ Sq. Ft. each Lift (parking area) Structural Fill Maximum Lift Thickness _______ in. (Measured loose) Subgrade Design CBR value = _____________. COMPONENT ASPHALT CONCRETE Standard heavy standard heavy Stabilized Subgrade ______ ______ ______ ______ (If Applicable) Base Material ______ ______ ______ ______ (Stone, Sand/Shell, etc.) Asphalt Base Course ______ ______ Leveling Binder Course ______ ______ Surface Course ______ ______ ______ ______ NOTE: This information shall not be used separately from the geotechnical report . 29260 Central Ave., Lake Elsinore, Riverside County, CA Joshua R.Morgan (949) 864-2048 Terracon Consultants 22.7 5/29/2024 4/10/2024 N/A 24 inches beneath slab and footings 23 7 Per Fill Compaction Re- quirements Consult Corrosion Engineer Consult Corrosion Engineer No restrictions Base course shall conform to Section 26 of Caltrans "Standard Specifications" 8.14 3,977 ohm-cm 2,500 5,000 10 R-value =9 3" 4" 4" 7" 5" 4" 6" 4" September 25, 2018 20 of 24 FOUNDATION DESIGN CRITERIA Include this form in the Geotechnical Report as an Appendix. PROJECT LOCATION: ________________________________________________________________ Engineer: _______________________________________________ Phone #: ___________________ Geotechnical Engineering Co.: _______________________________ Report Date:_________________ Foundation type: ______________________________________________________________________ Allowable bearing pressure: ______________________________ Factor of Safety: _________________ Minimum footing dimensions: Individual: _________________ Continuous: ____________________ Minimum footing embedment: Exterior: __________________ Interior: ________________________ Frost depth: _____________________________ Maximum foundation settlements: Total: __________________ Differential: ______________ Slab: Potential vertical rise: _____________________________ Capillary Break (not a vapor barrier) describe: _______________________________________________ Subgrade reaction modulus: __________ psi/in Method obtained: __________________ Active Equivalent Fluid Pressures _______________________________________________________ Passive Equivalent Fluid Pressures________________________________________________________ Perimeter Drains (describe): Building: _____________________________________________________ Retaining Walls : _______________________________________________ Retaining Wall: At rest pressure: _____________________________________ Coefficient of friction: ______________________________________ COMMENTS: ______________________________________________________________________________ ______________________________________________________________________________________ ______________________________________________________________________________________ ________ 29260 Central Ave.,Lake Elsinore,Riverside County, CA Joshua R. Morgan (949) 864-2048 Terracon Consultants 5/29/2024 Spread footings, drilled shafts 2,500 psf up to 4 feet wide 2,000 psf up to 6 feet wide 1,500 psf up to 8 feet wide3 24-inch 18-inch 18-inch 18-inch Not applicable 1/2-inch static, 2 inches total 1/2 total over 40ft Not applicable On-site soils considered suitable 150 Engineered Fill 40 psf/ft 375 psf/ft (ULTIMATE VALUE) Not applicable Not applicable Not applicable Not applicable APPENDIX B WQMP ADDENDUM WQMP Addendum 29260 Central Ave., Lake Elsinore, CA 92532 APN: 377090053; 3770090052 April 2025 PREPARED FOR: City of Lake Elsinore 130 S Main Street Lake Elsinore, CA 02530 (951) 674-3124 PREPARED BY: 1100 Town and Country Rd, Suite 700 Orange, CA 92868 (714) 939-1030 Copyright © 2025 Kimley-Horn and Associates, Inc. This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. i Certification by Engineer ______________________________________04/30/2025_________ Jacobe Glaze, P.E No. 89734 Date ii Contents 1.0 Project Description .............................................................................................................. 1 1.1 Existing Conditions ............................................................................................................. 1 1.2 Proposed Conditions............................................................................................................ 1 1.3 Adjusted BMP Calculations ................................................................................................ 3 1.4 Conclusion ........................................................................................................................... 4 Appendices Appendix A –Site Plan Exhibit for adjusted DMAs with Proposed Fuel Station Appendix B – Previously Approved WQMP For the Existing Wal-Mart Supercenter 1 1.0 Project Description The project site is located within the existing Wal-Mart 2077 Supercenter’s parking lot, on the western corner of APN: 377090053. The project proposes a fuel station 8 fueling pumps, an associated convenience store, asphalt pavement, concrete pavement, wet and dry utility, and landscaping. There is additional parking to be proposed on the backside of the main Wal-Mart supercenter. 1.1 Existing Conditions Under the existing conditions, this site is a parking lot where the portion of the project lies within the existing DMAs 5,7, and 9B, of the previously approved WQMP. The additional parking proposed on the back of the store is within DMA 2. The See appendix B. Table 1 shows a summary of the existing parking lot conditions for imperviousness. Table 1: Existing Impervious Data DMA Total Area (sf) Impervious Area (sf) Pervious Area (sf) Effective Impervious Fraction 2 39,680 22,617 17,063 0.57 5 93,970 88,332 5,638 0.94 7 138,732 131,795 6,937 0.95 9B 24,786 20,572 4,214 0.83 TOTAL 297,168 263,316 33,852 1.2 Proposed Conditions Stormwater will follow the same flow patterns as the overall site but will have modified DMAs and sub-DMAs. For the fueling area activities to route water to a proposed oil water separator for pre-treatment of potential contaminants typical to a fuel station prior to reaching the LID BMPs in place. The fuel station maintains the drainage patterns of the overall site with adjustments to DMA boundaries. See appendix A. Below is table 2 for the changes proposed to DMA adjustments, and to the overall conditions for imperviousness. The sub-DMA areas are fully impervious and are denoted in Appendix A. Table 2: Proposed Impervious Data DMA Total Area (sf) Impervious Area (sf) Pervious Area (sf) Effective Impervious Fraction 2 39,680 27,367 12,313 0.68 *5 96,946 88,636 8,310 0.91 5A 5,419 5,419 0 1.0 5B 2,262 2,262 0 1.0 7 135,775 128,682 7,093 0.95 9B 17,086 14,341 2,745 0.84 TOTAL 297,168 266,707 30,461 *5 combined with 5A, and 5B has a proposed total area of 104,627 square feet with effective impervious fraction 0.92. They operate within DMA5 but are subject to pretreatment for the proposed fueling area activities. 2 Table 2 shows a net increase to the impervious area fractions within DMA 2 and DMA 9B only. All other adjustments improved the pervious surfaces and maintained the same effective impervious fraction or improved it. Per the existing approved WQMP report in appendix B the site is being treated using a flow-based Oldcastle Precast BioPod Units operating in parallel. See appendix B for more information pertaining to the BMPs in place on the site. The methodology for the fuel station and affected changes are in align with Santa Ana Watershed Guidance Documents section 2.3.1 and utilizes the Santa Ana Watershed BMP Design Flowrate Worksheet. 3 1.3 Adjusted BMP Calculations Date I = 0.20 in/hr DMA Type/ID DMA Area (square feet) Post-Project Surface Type (use pull-down menu) Effective Imperivous Fraction, If DMA Runoff Factor DMA Areas x Runoff Factor Design Rainfall Intensity (in/hr) Design Flow Rate (cfs) Proposed Flow Rate (cfs) 1 34009 Mixed Surface Types 0.48 0.33 11110.6 2 39680 Mixed Surface Types 0.68 0.475431 18865.1 3 21522 Mixed Surface Types 0.85 0.661269 14231.8 4 9759 Mixed Surface Types 0.68 0.475431 4639.7 5 104627 Mixed Surface Types 0.92 0.760002 79516.8 7 135775 Mixed Surface Types 0.95 0.806978 109567.4 8 57256 Mixed Surface Types 0.77 0.565223 32362.4 9A 17941 Mixed Surface Types 0.83 0.635671 11404.6 9B 17086 Mixed Surface Types 0.84 0.648332 11077.4 10 18380 Mixed Surface Types 0.93 0.775336 14250.7 O1 23764 Mixed Surface Types 0.82 0.623282 14811.7 O23 54048 Mixed Surface Types 0.83 0.635671 34356.8 O4 29597 Mixed Surface Types 0.78 0.576334 17057.7 R1 70530 Roofs 1 0.892 62912.8 R2 45414 Roofs 1 0.892 40509.3 R3 42434 Roofs 1 0.892 37851.1 1 1 1 1 1 1 1 1 1 721822 514525.9 0.20 2.4 2.58 Notes: Santa Ana Watershed - BMP Design Flow Rate, QBMP (Rev. 10-2011) Legend: Required Entries Calculated Cells (Note this worksheet shall only be used in conjunction with BMP designs from the LID BMP Design Handbook ) Company Name Kimley-Horn 4/30/2025 Designed by Kimley-Horn Case No Company Project Number/Name Wal-Mart 2077 Fuel Lake Elsinore Design Rainfall Intensity TotalDMAs BMP Identification BMP NAME / ID Must match Name/ID used on BMP Design Calculation Sheet Design Rainfall Depth Drainage Management Area Tabulation Insert additional rows if needed to accommodate all DMAs draining to the BMP 4 1.4 Conclusion In conclusion, the following was covered in the addendum: • The proposed conditions increase the impervious area of the overall site by 3,391 square feet • The proposed fuel station adjustment of the drainage management area boundaries slightly and effective impervious fractions were adjusted for affected DMAs 2,5,7,9B • DMAs 5, and 7 effective impervious fractions were maintained or improved and warranted no concerns to the existing BMPs. • Proposed conditions demonstrate that the site is still in compliance with he existing BMPs in place following the Stata Ana Watershed -BMP Design Flow Rate worksheet showing the minimum Design Flow Rate to be 2.4 cubic feet per second, and remaining below the previously approved 2.58 cubic feet per second. Appendix A Site Plan Exhibit for adjusted DMAs with Proposed Fuel Station CRANE STALLAN STSD SD SD SD SDSD SDSDSDSD SDSDSDSDSDSD SDSDSDSDSDSDSD SD SD SDSD SD SDSD SD SD SD SD SD SDSDSD SD SD SD SD SD SD S D SDSD SD SDSDSDSDSDCENTRAL AVE3RD STCAMBERN AVE DMA 5 DMA 7 DMA 8 DMA 4 DMA 10 DMA 3 DMA 2 DMA 1 PROPOSED BUILDING FF=1303 DMA R1 DMA R2DMA R3FRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRFRDMA S1 DMA S2 DMA 11 DMA O23 DMA O1 DMA O4 DMA 9A DMA 9B DEXTER AVE LA FITNESS NOT A PART SHOPPING CENTER NOT A PART DMA 11 REVISIONS APPR.DATE CITY OF LAKE ELSINOREMARK WALMART SUPERCENTER #2077-07 ON-SITE IMPROVEMENT PLANS 30 Executive Park, Suite 100 Irvine, CA 92614 t: 949 296 0450 f: 949 296 0479 WQMP-01 WQMP SITE PLAN LEGEND CONTRACTOR SHALL CONTACT 811 FOR LOCATION OF ALL UTILITIES, AT LEAST 72 HOURS PRIOR TO BEGINNING CONSTRUCTION ALERT TO CONTRACTOR: DEWATERING NOTE: KEY NOTES DMA 7 FR FR FR LID BMP SIZING SD AREAS PERMANENT SOURCE CONTROLS AREA MADE AVAILABLE FOR LID BMPS CB104 12" RD. DRAIN BASIN CB108RD 12" RD. DRAIN BASIN CB108RD 12" RD. DRAIN BASIN CB108RD 12" RD. DRAIN BASIN SEE ADJUSTED VALUES HERON DMA CB PER 30 DMA5A DMA5B LID BMP SIZING SEE DMA MODIFICATIONS ON THE LEFT TABLE HEREON MODIFIED SUMMARY OF DMA AREA CHANGES DMA 2 TOTAL AREA: ±39,680 TO REMAIN THE SAME ΔPERVIOUS AREA: -4,750 SF DMA 5 TOTAL AREA: 93,970 SF -> 97,207 SF ΔPERVIOUS AREA: +2,672 SF DMA 5A TOTAL AREA: 5,419 SF ΔPERVIOUS AREA: 0 SF DMA 5B TOTAL AREA: 2,262 SF ΔPERVIOUS AREA: 0 SF DMA 7 TOTAL AREA: ±138,732 SF -> ±135,775 SF ΔPERVIOUS AREA: +156 SF DMA 9B: TOTAL AREA: 24,786 SF -> 17,086 SF ΔPERVIOUS AREA: -1,469 SF ================================= NET ΔPERVIOUS AREA: -3,391 SF SEE ADJUSTED VALUES HERON SEE ADJUSTED VALUES HERON SEE RIGHT HERON SEE RIGHT HERON SEE RIGHT HERON KIMLEY-HORN AND ASSOCIATES IS UTILIZING THE EXISITNG WQMP EXHIBIT TO DEMONSTRATE A VISUAL OF AREA CHANGES PRESENTED IN THE ADDENDUM. THIS IS NOT TO BE USED FOR CONSTRUCTION, NOR DOES THIS DETERMINE ANY ASPECTS OF THE DESIGN OF THE PROPOSED FUEL STATION. THIS EXHIBIT PDF IS TO BE USED AS A TOOL TO UNDERSTAND THE WQMP ADDENDUM. CB127 36"x36" SQ. GRATE S D DMA SDDMA SD0.92 0.68 0.84 Appendix B Previously Approved WQMP For the Existing Wal-Mart Supercenter APPENDIX C TRAFFIC IMPACT ANALYSIS Traffic Impact Analysis For the: Proposed Walmart Fuel Station In the City of Lake Elsinore August 2025 Approved by Jason D. Pack, PE, on-call traffic engineer for the City of Lake Elsinore. Recommend that a traffic management plan to control on-site queuing be conditioned onto the project along with any improvements noted within the study. 08.25.2025 TRAFFIC IMPACT ANALYSIS FOR THE PROPOSED WALMART FUEL STATION IN THE CITY OF LAKE ELSINORE Prepared by: Kimley-Horn and Associates, Inc. 1100 Town and Country Road, Suite 700 Orange, California 92868 August 2025 TABLE OF CONTENTS Page INTRODUCTION ....................................................................................................................................................................... 1 Purpose and Study Objectives....................................................................................................................................... 1 Project Overview ................................................................................................................................................................ 1 ANALYSIS SCENARIOS AND METHODOLOGY ............................................................................................................. 4 Analysis Scenarios ............................................................................................................................................................. 4 Intersection Analysis – HCM Methodology .............................................................................................................. 4 Level of Service Standards .............................................................................................................................................. 6 Thresholds of Significance .............................................................................................................................................. 6 STUDY AREA .............................................................................................................................................................................. 6 AREA CONDITIONS ................................................................................................................................................................. 7 Existing Street System ...................................................................................................................................................... 7 Transit Service ..................................................................................................................................................................... 9 Existing Traffic Volumes ................................................................................................................................................. 9 Peak Hour Operating Conditions .......................................................................................................................... 10 Opening Year 2026 Conditions ........................................................................................................................................ 10 Peak Hour Operating Conditions ............................................................................................................................... 10 PROJECT TRAFFIC ................................................................................................................................................................ 15 Project Trip Generation ................................................................................................................................................. 15 Trip Distribution and Assignment............................................................................................................................. 15 OPENING YEAR 2026 PLUS PROJECT CONDITIONS ............................................................................................... 21 Peak Hour Operating Conditions ............................................................................................................................... 21 CUMULATIVE CONDITIONS .............................................................................................................................................. 24 Cumulative Projects ........................................................................................................................................................ 24 Opening Year 2026 Cumulative .................................................................................................................................. 24 Peak Hour Operating Conditions .......................................................................................................................... 24 Opening Year 2026 Cumulative with Project ....................................................................................................... 30 Peak Hour Operating Conditions .......................................................................................................................... 30 I-15/SR-74 (CENTRAL AVENUE) INTERCHANGE IMPROVEMENT PROJECT ............................................. 33 RECOMMENDED IMPROVEMENTS ................................................................................................................................ 34 Opening Year 2026 Cumulative with Project ....................................................................................................... 34 DRIVEWAY QUEUING ANALYSIS .................................................................................................................................... 39 Driveway Queue Mitigation ......................................................................................................................................... 41 OFF-SITE (I-15 OFF RAMPS) QUEUING ANALYSIS .................................................................................................. 41 SITE ACCESS AND CIRCULATION ................................................................................................................................... 45 PARKING ASSESSMENT ...................................................................................................................................................... 45 SUMMARY OF FINDINGS AND CONCLUSIONS .......................................................................................................... 47 LIST OF FIGURES Page Figure 1 – Vicinity Map ......................................................................................................................................................... 2 Figure 2 – Project Site Plan .................................................................................................................................................. 3 Figure 3 – Existing Lane Configuration and Traffic Control .................................................................................. 8 Figure 4 – Existing Condition Traffic Volumes .......................................................................................................... 11 Figure 5 – Opening Year 2026 Traffic Volumes ........................................................................................................ 13 Figure 6 – Project Trip Distribution............................................................................................................................... 17 Figure 7 – Project-Related Traffic Volumes ................................................................................................................ 18 Figure 8 – Pass-By Traffic Volumes................................................................................................................................ 19 Figure 9 – Total Project Traffic Volumes ..................................................................................................................... 20 Figure 10 – Opening Year 2026 with Project Traffic Volumes ........................................................................... 23 Figure 11 – Cumulative Project Locations .................................................................................................................. 26 Figure 12 - Cumulative Projects Traffic Volumes ..................................................................................................... 27 Figure 13 – Opening Year 2026 Cumulative Traffic Volumes ............................................................................. 28 Figure 14 – Opening Year 2026 Plus Project traffic Volumes ............................................................................. 31 LIST OF TABLES Page Table 1 – Summary of Intersection Operation – Existing Conditions .............................................................. 12 Table 2 – Summary of Intersection operation OY 2026 ........................................................................................ 14 Table 3 – Summary of Project Trip Generation......................................................................................................... 16 Table 4– Summary of Intersection Operation – Opening Year 2026 Plus Project ...................................... 22 Table 5– Summary of Cumulative Project Trip Generation ................................................................................. 25 Table 6 – Summary of Intersection Operation – Opening Year 2026 Cumulative ...................................... 29 Table 7 – Summary of Intersection Operation – Opening Year 2026 Cumulative Plus Project ............ 32 Table 8 – Summary of Intersection Operation with Recommended Improvements................................. 36 Table 9 – Recommended Improvements with Coordinated vs. Uncoordinated Central Avenue. ........ 37 Table 10 – Summary of Project Fair Share .................................................................................................................. 38 Table 11 – Driveway Queueing with Recommended Improvements .............................................................. 43 Table 12 – Summary of I-15 Off Ramps Queue Length Analysis ........................................................................ 44 Table 13 – Summary of Parking Requirements ........................................................................................................ 46 APPENDICES APPENDIX A: APPROVED SCOPING AGREEMENT APPENDIX B: TRAFFIC COUNT DATA SHEETS APPENDIX C: INTERSECTION ANALYSIS WORKSHEETS APPENDIX D: CUMULATIVE PROJECT INFORMATION APPENDIX E.1: INTERSECTION ANALYSIS WORKSHEET – RECOMMENDED IMPROVEMENTS APPENDIX E.2: INTERSECTION ANALYSIS WORKSHEET – RECOMMENDED IMPROVEMENTS WITH COORDINATED INTERSECTIONS ON CENTRAL AVENUE APPENDIX F: I-15/SR-74 (CENTRAL AVENUE) INTERCHANGE IMPROVEMENT PROJECT APPENDIX G.1: DRIVEWAY AND OFF-SITE QUEUING ANALYSIS WORKSHEET APPENDIX G.2: DRIVEWAY QUEUING ANALYSIS WORKSHEET - RECOMMENDED IMPROVEMENTS Lake Elsinore Walmart Fuel Station - 1 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 TRAFFIC IMPACT ANALYSIS FOR THE PROPOSED WALMART FUEL STATION IN THE CITY OF LAKE ELSINORE INTRODUCTION Purpose and Study Objectives This Traffic Impact Analysis has been prepared to address the traffic-related effects of the proposed Walmart Fuel Station at 29260 Central Avenue in the City of Lake Elsinore. This traffic study has been conducted in accordance with the requirements stated in the City of Lake Elsinore Traffic Impact Analysis Preparation Guide (June 2020, revised November 2022). This report includes a description of existing traffic conditions in the surrounding area, estimated project trip generation and distribution, future traffic growth, and an assessment of project-related effects on the transportation system. Where necessary, circulation system improvements have been identified to address project-related effects at the study locations. Project Overview The applicant proposes to construct a new fuel station with twenty fueling positions and a 1,618 square-foot convenience store within the existing parking lot of a Walmart Neighborhood Market located east of the intersection of Central Avenue and Dexter Avenue. The project location is shown in Figure 1. The project site plan is shown on Figure 2. The project is anticipated to open in 2026. Note that the convenience store square footage has increased since approval of the study Scoping Agreement (previously 1,556 square feet). The change in square footage does not impact trip generation, and therefore no changes are required to the previously approved scope. Additionally, as of July 24, 2025, the project site plan has been revised to include a total of 16 vehicle fueling positions. Prior to the revision, the site plan reflected a configuration including 20 fueling positions, which was included as part of the approved study Scoping Agreement. Per discussion with City staff, in order to maintain a conservative analysis and assess worst-case project impacts, this Traffic Impact Analysis will evaluate the 20 fueling position configuration. The proposed project will be in an existing, shared-use parking lot. Existing ingress and egress will be facilitated via four existing driveways into the Walmart Neighborhood Market parking lot. Two full-access driveways, one on Cambern Avenue and one on Dexter Avenue, and two right-in-right-out driveways, one on Cambern Avenue and one on Central Avenue allow direct access to the proposed project. PROPOSEDPROJECT SITEDexter AveCambern AveCentral Ave I-15 NB Off RampI-15 SB On RampI-15 NB On RampI-15 SB Off Ramp3rd St Crane StCorona Freeway (I-15)FIGURE 1VICINITY MAP- 2 - FIGURE 2PROJECT SITE PLAN- 3 - Lake Elsinore Walmart Fuel Station - 4 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 ANALYSIS SCENARIOS AND METHODOLOGY Analysis Scenarios Based on the City of Lake Elsinore Traffic Impact Analysis Preparation Guide, the project will be evaluated in the morning and evening peak hours for the following conditions: · Existing Conditions · Opening Year 2026 · Opening Year 2026 with Project · Opening Year 2026 Cumulative · Opening Year 2026 Cumulative with Project If the analysis shows that improvements are required based on project-related effect criteria, then the Opening Year 2026 Cumulative with Project scenario will be analyzed. Intersection Analysis – HCM Methodology This study includes evaluation of morning and evening peak hour operations at eight study intersections, including four project driveways. Peak hour intersection operations at study intersections and driveways were evaluated using Synchro 12 software per methods prescribed in the Highway Capacity Manual 7th Edition (HCM), consistent with the City of Lake Elsinore Traffic Impact Analysis Preparation Guide. For signalized intersections, the HCM methodology estimates the average delay (in average seconds per vehicle) for each of the movements through the intersection, considering a number of factors, including the number of lanes, volume of traffic, and the signal timing phasing. For unsignalized intersections, the HCM methodology analysis determines the average total delay for each vehicle making any movement from the stop-controlled minor street, as well as left turns from the major street. Delay values are calculated based on the relationship between traffic on the major street and the availability of acceptable gaps in the traffic stream through which conflicting traffic movements can be made. HCM methodology will not analyze stop-controlled intersections with 4+ through lanes on the major street. In order to generate HCM results for intersection #5 (Driveway 1 at Central Avenue) a dummy intersection was created in between Intersections #1 and #5 to decrease the number of southbound through lanes from 4 to 3. The southbound through lanes are inaccessible via the project driveway due to a raised median; therefore, there will be no impact to LOS at Intersection #5. The HCM delay forecast translates to a Level of Service designation, ranging from LOS A to LOS F. A summary of each Level of Service and the corresponding delay is provided in the following chart: Lake Elsinore Walmart Fuel Station - 5 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 LEVEL OF SERVICE DEFINITIONS Level of Service Description A No approach phase is fully utilized by traffic and no vehicle waits longer than one red indication. Typically, the approach appears quite open, turns are made easily and nearly all drivers find freedom of operation. B This service level represents stable operation, where an occasional approach phase is fully utilized, and a substantial number are approaching full use. Many drivers begin to feel restricted within platoons of vehicles. C This level still represents stable operating conditions. Occasionally drivers may have to wait through more than one red signal indication, and backups may develop behind turning vehicles. Most drivers feel somewhat restricted but not objectionably so. D This level encompasses a zone of increasing restriction, approaching instability at the intersection. Delays to approaching vehicles may be substantial during short peaks within the peak period; however, enough cycles with lower demand occur to permit periodic clearance of developing queues, thus preventing excessive backups. E Capacity occurs at the upper end of this service level. It represents the most vehicles that any particular intersection approach can accommodate. Full utilization of every signal cycle is seldom attained no matter how great the demand. F This level describes forced flow operations at low speeds, where volumes exceed capacity. These conditions usually result from queues of vehicles backing up from a restriction downstream. Speeds are reduced substantially, and stoppages may occur for short or long periods of time due to the congestion. In the extreme case, both speed and volume can drop to zero. LEVEL OF SERVICE CRITERIA FOR SIGNALIZED AND UNSIGNALIZED INTERSECTIONS Level of Service Signalized Intersection (Average delay per vehicle, in seconds) 1 Unsignalized Intersections (Average delay per vehicle, in seconds) 2 A < 10 0 – 10 B > 10 – 20 > 10 – 15 C > 20 – 35 > 15 – 25 D > 35 – 55 > 25 – 35 E > 55 – 80 > 35 – 50 F > 80 > 50 1 Source: Highway Capacity Manual (HCM 7th Edition), Exhibit 19-8. 2 Source: Highway Capacity Manual (HCM 7th Edition), Exhibit 20-2. Lake Elsinore Walmart Fuel Station - 6 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Level of Service Standards The City of Lake Elsinore, in general, requires that peak-hour intersections operate at LOS “D” or better to be considered acceptable. Therefore, any City intersection operating at LOS “E” or LOS “F” will be considered deficient. However, LOS “E” will be considered acceptable in both the Main Street Overlay area and the Ballpark District Planning Districts in an effort to increase activity and revitalize these areas. Any intersection operating at LOS “F” will be considered deficient. Thresholds of Significance A project impact would be considered significant if the addition of project traffic causes the LOS to go from an acceptable to an unacceptable level. STUDY AREA This traffic study includes documentation of existing conditions, future conditions, and identification of project-related effects at the following study locations: 1. Cambern Avenue at Central Avenue 2. Dexter Avenue at Central Avenue 3. I-15 NB Ramps at Central Avenue 4. I-15 SB Ramps at Central Avenue D1. Driveway 1 at Central Avenue D2. Driveway 2 at Cambern Avenue D3. Driveway 3 at Cambern Avenue D4. Driveway 4 at Dexter Avenue The study locations were established in consultation with City of Lake Elsinore staff through the Scoping Letter Agreement process. A copy of the approved Scoping Agreement is provided in Appendix A. Lake Elsinore Walmart Fuel Station - 7 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 AREA CONDITIONS Existing Street System Regional access to the site is provided primarily by the Corona Freeway (I-15). Direct access to the project site is provided via Central Avenue, Cambern Avenue and Dexter Avenue. Existing lane configurations and intersection controls at the study intersections are shown in Figure 3. The following provides a description of the roadways surrounding the project site. Central Avenue – Central Avenue is a six-lane roadway with three lanes in each direction within the project vicinity. Central Avenue is designated as an Augmented Urban Arterial in the project vicinity in the City of Lake Elsinore Circulation Element. On-street parking is prohibited along the roadway and the posted speed limits are 40 mph south of Intersection #2 (Dexter Avenue at Central) and 50 mph north of Intersection #2. There are no bike lanes provided on either side of the roadway. Dexter Avenue – Dexter Avenue is a two-lane roadway with one lane in each direction within the project vicinity. On-street parking is prohibited along the roadway and the posted speed limit is 45 mph west of Intersection #2 and 35 mph east of Intersection #2. Dexter Avenue is designated as a Collector in the City of Lake Elsinore Circulation Element. There are no bike lanes provided on either side of the roadway. Cambern Avenue – Cambern Avenue is a four-lane roadway with two lanes in each direction within the project vicinity. On-street parking is prohibited along the roadway and the posted speed limit is 40 mph. Cambern Avenue is designated as Secondary in the City of Lake Elsinore Circulation Element. Dedicated bike lanes are provided in both directions along Cambern Avenue between Central Avenue and Driveway #3. Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ram p I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I- 1 5 ) - 8 - LEGEND: = Turn or Through Lane = Signal = Stop Sign = Study Intersection 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave OVLOVL FIGURE 3 EXISTING LANE CONFIGURATION AND TRAFFIC CONTROL OVL = Right Turn Overlap Lake Elsinore Walmart Fuel Station - 9 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Transit Service Transit service within the project area is provided by Riverside Transit Agency, which serves the cities of Riverside, Lake Elsinore, and other surrounding communities. The closest bus stop in the project vicinity is located at the intersection of Cambern Avenue and Central Avenue, approximately 0.25 miles north of the project site. A description of the bus routes serving the project area is provided below. Route 8 – Route 8 operates within the communities of Lake Elsinore and Wildomar. Route 8 operates on weekdays from approximately 5:40 AM to 8:30 PM with approximately 60-minute headways (the time between bus arrivals). On the weekends, Route 8 operates from approximately 6:00 AM to 7:30 PM with approximately 60-minute headways. Route 9 – Route 9 operates within the communities of Perris and Lake Elsinore. Route 9 operates on weekdays from approximately 6:00 AM to 8:00 PM with approximately 90-minute headways. On the weekends, Route 9 operates from approximately 6:00 AM to 7:30 PM with approximately 60-minute headway. Existing Traffic Volumes Existing morning peak hour and evening peak hour counts were conducted at the study intersections on a typical weekday in April 2025, while schools were in session. Counts were collected using pole mounted cameras, which were post-processed and reviewed for accuracy by count technicians prior to distribution. Peak hour intersection traffic count worksheets are provided in Appendix B. Existing morning and evening peak hour volumes are presented in Figure 4. To verify legitimacy of data collected at the I-15 NB and SB ramp intersections, Kimley-Horn corresponded with the count collection team (Counts Unlimited) in June 2025. The count team re- reviewed volumes at the intersections and found the volumes to be correct relative to what was observed. Additionally, the count team noted all lanes were open, and no construction or accidents occurred during the collection period. The count team noted that visually, higher-than-usual congestion was observed for vehicles heading toward Central Avenue (northbound), which may have factored into the collected volumes. The observed congestion indicates the collected volumes are constrained, and do not reflect the true demand at the intersections. To properly account for demand, the additional vehicles queued at the I-15 NB and SB ramp intersections were added to the existing turning movement counts. Per discussion with the City, queued vehicle volumes were derived using measured peak hour queue lengths via Google Maps typical traffic data, consistent with the peak hours of the collected turning movement data. To maintain a conservative analysis, queue lengths were taken from the PM peak hour and applied to both peak hours, since the lengths appear greater. The lengths were assumed to be equivalent to lane/ramp capacity for the SB off-ramp and northbound through movement at the I-15 SB ramp intersection, and to the NB off-ramp and northbound through movement at the I-15 NB Lake Elsinore Walmart Fuel Station - 10 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 ramp intersection. The queue lengths were subsequently divided by 25 feet per vehicle to determine the number of queued vehicles. The queued vehicles were then distributed to either a left-turn, right- turn, or through movement where applicable, based on the existing movement distribution from the collected turning movement counts. Peak Hour Operating Conditions Intersection Level of Service analysis was conducted for the morning and evening peak hours using the analysis procedures and assumptions described previously in this report. The results of the intersection analysis for Existing Conditions are shown on Table 1. Copies of Existing Conditions intersection analysis worksheets are provided in Appendix C. Review of this table indicates that the following study intersections would operate at an unacceptable Level of Service: · #3 – I-15 NB Ramps at Central Avenue: AM - LOS E · #4 – I-15 SB Ramps at Central Avenue: AM – LOS E Opening Year 2026 Conditions The project opening year (the year the project would be constructed and occupied) is anticipated to be 2026. Based on consultation with City staff and RIVCOM link-level volume annual growth, an ambient growth rate of 2.0% per year to Opening Year 2026 was applied to existing traffic volumes. It should be noted that RIVCOM link-level volume data was interpolated for years 2025 to 2026 for Central Avenue, Dexter Avenue, Collier Avenue, 3rd Street, and Camino Del Norte within the project vicinity. Interpolation encompassed a base model year of 2018 and a future model year of 2045. The resulting weighted average growth rate was 1.93%, which was rounded to 2.00% to maintain a conservative analysis. The link volumes for each roadway are included at the end of Appendix B. The resulting peak hour turning movement volumes at the study locations are shown in Figure 5. Peak Hour Operating Conditions Intersection Level of Service analysis was conducted for the morning and evening peak hours for the Opening Year 2026 conditions. The results are shown on Table 2. Intersection analysis worksheets for Opening Year 2026 conditions are provided in Appendix C. Review of this table indicates that with the addition of Cumulative Project traffic, the following study intersections would operate at an unacceptable Level of Service: · #3 – I-15 NB Ramps at Central Avenue: AM - LOS E It should be noted that several intersections demonstrated a decrease in delay from Existing to Opening Year conditions. This is due to the use of 0.95 Peak Hour Factor (PHF) in Opening Year conditions per City guidelines. The 0.95 PHF results in an adjusted flow (Vehicles Per Hour) lower than Existing conditions, as existing PHFs were far lower than 0.95 for most approaches. Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ram p I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I- 1 5 ) - 11 - 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes FIGURE 4 EXISTING CONDITION TRAFFIC VOLUMES TABLE 1 SUMMARY OF INTERSECTION OPERATION EXISTING CONDITIONS Traffic AM Peak Hour PM Peak Hour Int. # Intersection Control Delay LOS Delay LOS 1 Cambern Avenue at Central Avenue S 24.4 C 36.9 D 2 Dexter Avenue at Central Avenue S 31.9 C 24.1 C 3 I-15 NB Ramps at Central Avenue S 55.5 E 28.3 C 4 I-15 SB Ramps at Central Avenue S 56.0 E 50.0 D 5 Driveway 1 at Central Avenue U 26.1 D 26.1 D 6 Driveway 2 at Cambern Avenue U 9.2 A 10.4 B 7 Driveway 3 at Cambern Avenue U 11.3 B 15.1 C 8 Driveway 4 at Dexter Avenue U 15.3 C 17.0 C Notes: - Intersection operation is expressed in average delay for signalized and unsignalized intersections. - Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach. - Bold and Shaded values indicate intersections operating at an unacceptable Level of Service - S = Signalized, U=Unsignalized Lake Elsinore Walmart Fuel Station Traffic Impact Analysis - 12 - Kimley-Horn and Associates, Inc. August 2025 Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ram p I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I- 1 5 ) - 13 - FIGURE 5 OPENING YEAR 2026 TRAFFIC VOLUMES 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes Traffic AM Peak Hour PM Peak Hour Int. # Intersection Control Delay LOS Delay LOS 1 Cambern Avenue at Central Avenue S 22.1 C 38.3 D 2 Dexter Avenue at Central Avenue S 27.8 C 23.3 C 3 I-15 NB Ramps at Central Avenue S 57.6 E 29.6 C 4 I-15 SB Ramps at Central Avenue S 49.9 D 46.3 D 5 Driveway 1 at Central Avenue U 22.7 C 22.7 C 6 Driveway 2 at Cambern Avenue U 9.0 A 10.3 B 7 Driveway 3 at Cambern Avenue U 10.3 B 13.9 B 8 Driveway 4 at Dexter Avenue U 11.8 B 15.8 C - Bold and Shaded values indicate intersections operating at an unacceptable Level of Service - Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach. Note: - Intersection operation is expressed in average delay for signalized and unsignalized intersections. - S = Signalized, U=Unsignalized TABLE 2 SUMMARY OF INTERSECTION OPERATION OPENING YEAR 2026 Lake Elsinore Walmart Fuel Station Traffic Impact Analysis - 14 - Kimley-Horn and Associates, Inc. August 2025 Lake Elsinore Walmart Fuel Station - 15 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 PROJECT TRAFFIC Project Trip Generation Peak hour trips for the proposed project were calculated using the trip generation rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Trip rates are based on the following ITE Land Use Category: · LU 944 – Gasoline/Service Station It is recognized that not all inbound and outbound trips to the proposed project will be “new” trips on the roadway system in the vicinity of the project site. Some trips to the project site will consist of “pass-by” trips -- motorists who are already traveling on the surrounding roadways from one place to another. Common pass-by trips for a gas station would be individuals who stop at the project site on the way to work, home, or school. In this instance, pass-by trips would also encompass diverted link trips, where vehicles traveling on I-15 exit to make a stop at the fuel station, and enter back on to I-15 once fueling is complete. Based on the latest version of the ITE Trip Generation Manual, 11th Edition, a pass-by rate of 63% in the morning peak hour and 57% in the evening peak hour were applied to the trips for the proposed land use. Since the Trip Generation Manual does not provide pass-by rates for daily trip generation, the average of the AM and the PM pass-by trip rate of 60% was applied. The resulting trip rates and the project trip generation estimates are shown on Table 3. The project is estimated to generate approximately 1,376 trips daily, with 76 trips in the morning peak hour (38 inbound, 38 outbound) and 120 trips in the evening peak hour (60 inbound, 60 outbound). Trip Distribution and Assignment Trip distribution assumptions for the project were based on the proximity to regional and local roadways and existing travel patterns. Trip distribution percentages at each study intersection were applied to the project trip generation to determine the project trips through each intersection. Project trip distribution assumptions are shown in Figure 6. Based on the proposed project trip distribution, project trips were assigned through the study intersections. Figure 7 shows new project trips that would be added to the study intersections. However, these trips do not include pass-by trips, which would typically be added to project driveways but not to non-adjacent study intersections; pass-by trips are assumed to be part of the existing flow of traffic until reaching the project site (or project vicinity with diverted trips). Pass-by trips are shown on Figure 8 and are added to the project-related volumes shown on Figure 7, in order to determine the total project trips at each study intersection. The total project trips are shown on Figure 9. TABLE 3SUMMARY OF PROJECT TRIP GENERATIONLAKE ELSINORE WALMART FUEL STATIONTrip Generation Rates 1ITE AM Peak Hour PM Peak HourLand Use Code Unit Daily In Out Total In Out TotalGasoline/Service Station 944 Fueling Position 172.01 5.14 5.14 10.28 6.955 6.955 13.91Trip Generation EstimatesAM Peak Hour PM Peak HourLand Use Quantity Unit Daily In Out Total In Out TotalGasoline/Service Station 20 Fueling Position 3,440 103 103 206 139 139 278Pass-by/Diverted Link Trips (60% Daily, 63% AM, 57% PM) 1,2-2,064 -65 -65 -130 -79 -79 -158Net Trips 1,376 38 38 76 60 60 120Total Project Trips 1,376 38 38 76 60 60 1201 Source: Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition2 Note: The Trip Generation Manual does not provide pass-by rates for daily trip generation. The daily pass-by trip percentage shown is the average of the AM and the PM pass-by trip percentages.Lake Elsinore Walmart Fuel StationTraffic Impact Analysis - 16 -Kimley-Horn and Associates, Inc.August 2025 Dexter AveCambern AveCentral Ave I-15 NB Off RampI-15 SB On RampI-15 NB On RampI-15 SB Off Ramp3rd St Crane St PROPOSEDPROJECT SITELEGEND:= Study Intersection= Trip Distribution= Pass-By Trip DistributionFIGURE 6PROJECT TRIP DISTRIBUTION Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ram p I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE - 18 - 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave FIGURE 7 PROJECT RELATED TRAFFIC VOLUMES LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ra m p I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I- 1 5 ) - 19 - FIGURE 8 PASS BY TRAFFIC VOLUMES 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ra m p I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I- 1 5 ) - 20 - FIGURE 9 TOTAL PROJECT TRAFFIC VOLUMES 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes Lake Elsinore Walmart Fuel Station - 21 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 OPENING YEAR 2026 PLUS PROJECT CONDITIONS Project-related traffic was added to the Opening Year 2026 traffic volumes, and the resulting morning and evening peak hour volumes are presented in Figure 10. Peak Hour Operating Conditions Intersection Level of Service analysis was conducted for the morning and evening peak hours for the Opening Year 2026 With Project conditions. The results of the intersection analysis are shown on Table 4. Copies of intersection analysis worksheets for this scenario are provided in Appendix C. Review of this table indicates that with the addition of Project traffic, the following study intersections would operate at an unacceptable Level of Service: · #3 – I-15 NB Ramps at Central Avenue: AM - LOS E · #4 – I-15 SB Ramps at Central Avenue: PM – LOS E AM Peak Hour PM Peak HourInt. # Intersection Delay LOS Delay LOS Delay LOS Delay LOS1 Cambern Avenue at Central Avenue S22.1 C 22.3 C 0.2 No 38.3 D 40.4 D 2.1 No2 Dexter Avenue at Central Avenue S27.8 C 33.3 C 5.5 No 23.3 C 29.5 C 6.2 No3 I-15 NB Ramps at Central Avenue S57.6E65.3E7.7 No 29.6 C 33.1 C 3.5 No4 I-15 SB Ramps at Central Avenue S49.9 D 51.9 D 2.0 No 46.3 D 56.4E10.1 Yes5 Driveway 1 at Central Avenue U22.7 C 22.7 C 0.0 No 22.7 C 22.7 C 0.0 No6 Driveway 2 at Cambern AvenueU9.0 A 9.0 A 0.0 No 10.3 B 10.4 B 0.1 No7 Driveway 3 at Cambern AvenueU10.3 B 10.4 B 0.1 No 13.9 B 14.2 B 0.3 No8 Driveway 4 at Dexter AvenueU11.8 B 14.4 B 2.6 No 15.8 C 19.0 C 3.2 No - Bold and Shaded values indicate intersections operating at an unacceptable Level of ServiceWith ProjectTraffic ControlChange in DelaySubstantial Effect?Change in Delay - S = Signalized, U=UnsignalizedSubstantial Effect?- Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach.Notes:- Intersection operation is expressed in average delay for signalized and unsignalized intersections.TABLE 4SUMMARY OF INTERSECTION OPERATIONOPENING YEAR 2026 WITH PROJECT CONDITIONSWithout Project With Project Without ProjectLake Elsinore Walmart Fuel StationTraffic Impact Analysis- 22 -Kimley-Horn and Associates, Inc.August 2025 Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ramp I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I-15) - 23 - FIGURE 10 OPENING YEAR 2026 WITH PROJECT TRAFFIC VOLUMES 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes Lake Elsinore Walmart Fuel Station - 24 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 CUMULATIVE CONDITIONS Cumulative Projects In addition to ambient growth, Cumulative Project traffic volumes were added to existing traffic volumes. Information about Cumulative Projects in the area was provided by the City of Lake Elsinore. Cumulative Projects consist of any project that has been approved but is not yet constructed/occupied, and projects that are in various stages of the application and approval process but have not yet been approved. A summary of Cumulative Projects in the project vicinity and the trip generation associated with each is provided on Table 5. The locations of the Cumulative Projects are shown on Figure 11. Cumulative project trip generation and locations were previously approved by City staff as part of the Scoping Agreement. Trip generation information for the Cumulative Projects was derived either from approved traffic studies, where available; or developed by Kimley-Horn if approved traffic studies were not available. Likewise, trip distribution and assignment for the Cumulative Projects were either derived from approved traffic studies, where available; or were developed by Kimley-Horn if approved traffic studies were not available. Project information and trip distribution assumptions for Cumulative Projects are provided in Appendix D. Traffic volumes associated with Cumulative Projects were compiled for each of the study intersections and are shown on Figure 12. Opening Year 2026 Cumulative Trips generated by Cumulative Projects and the ambient traffic growth in Opening Year 2026 were added together to obtain traffic volumes for Opening Year 2026 Cumulative conditions and are shown in Figure 13. Peak Hour Operating Conditions Intersection Level of Service analysis was conducted for the Opening Year 2026 Cumulative conditions. The results of the intersection analysis are shown on Table 6. Intersection analysis worksheets for this scenario are provided in Appendix C. Review of this table indicates that with the addition of Cumulative Project traffic, the following study intersections would operate at an unacceptable Level of Service: · #1 – Cambern Avenue at Central Avenue: PM – LOS F · #3 – I-15 NB Ramps at Central Avenue: AM - LOS F, PM – LOS E · #4 – I-15 SB Ramps at Central Avenue: AM - LOS E, PM – LOS E Trip Generation Estimates Proj #Description Land Use Daily In Out Total In Out Total Single-Family Detached Housing 1,306 DU 12,316 238 677 915 773 454 1,227 Single-Family Attached Housing 120 DU 864 18 40 58 39 29 68 Single-Family Detached Housing 745 DU 7,025 136 386 522 441 259 700 Single-Family Attached Housing 290 DU 2,088 43 96 139 94 71 165 Shopping Plaza (40-150k)145.000 KSF 13,701 317 194 511 628 681 1,309 3 South Shore I & II Single-Family Detached Housing 921 DU 8,685 168 477 645 545 321 866 4 Lakeshore Town Center Shopping Center (>150k)237.400 KSF 8,786 124 76 200 387 420 807 5 Fairway Business Park General Light Industrial 216.600 KSF 1,055 141 19 160 20 121 141 Multifamily Housing (Mid-Rise)230 DU 1,044 20 66 86 55 35 90 Single-Family Attached Housing 84 DU 605 13 28 41 27 21 48 Single-Family Detached Housing 137 DU 1,292 25 71 96 81 48 129 7 Kassab Travel Center Travel Center 1 17.200 KSF 4,190 150 148 298 165 161 326 Hotel 97 Room 775 25 20 45 29 28 57 Strip Retail Plaza (<40k)37.500 KSF 2,042 53 35 88 124 124 248 Single-Family Detached Housing 141 DU 1,330 26 73 99 83 49 132 Hotel 130 Room 1,039 34 26 60 39 38 77 Strip Retail Plaza (<40k)29.500 KSF 1,606 42 28 70 97 97 194 Fast-Food Restaurant w/ Drive-thru 3.860 KSF 1,804 88 84 172 66 61 127 Strip Retail Plaza (<40k)11.690 KSF 637 17 11 28 39 39 78 11 The Lakeview Plaza Shopping Plaza (40-150k)43.000 KSF 4,063 94 58 152 186 202 388 12 Xebec Building Company General Light Industrial 51.000 KSF 248 33 5 38 5 29 34 13 North Elsinore Business Park General Light Industrial 95.000 KSF 463 62 8 70 9 53 62 Fast-Food Restaurant w/ Drive-thru 6.000 KSF 2,805 137 131 268 103 95 198 Convenience Store/Gasoline Station 16 Fueling Position 4,242 128 128 256 147 147 294 Automated Car Wash 4.100 KSF 0 0 0 0 29 29 58 Supermarket 43.000 KSF 4,035 73 50 123 192 192 384 15 Collier Commercial Properties General Light Industrial 11.900 KSF 58 8 1 9 1 7 8 16 Mason Motorsports General Light Industrial 25.500 KSF 124 17 2 19 2 14 16 Fast-Food Restaurant w/ Drive-thru 2.600 KSF 1,215 59 57 116 45 41 86 Coffee/Donut Shop w/ D.T.0.630 KSF 336 28 27 55 12 12 24 18 The Bedrock Company General Light Industrial 39.780 KSF 194 26 4 30 4 22 26 19 Hampton Inn & Suites Hotel 101 Room 807 26 20 46 30 29 59 20 3rd & Cambern Apartments Multifamily Housing (Low-Rise)75 DU 506 7 23 30 24 14 38 21 Starbucks Coffee Shop Coffee/Donut Shop w/ D.T.4.400 KSF 2,348 193 185 378 86 86 172 22 Minthorn Industrial General Light Industrial 37.000 KSF 180 24 3 27 3 21 24 23 Collier Retail Shops Strip Retail Plaza (<40k)7.200 KSF 392 10 7 17 24 24 48 24 Elsinore Heights Warehousing 555.000 KSF 949 73 22 95 28 72 100 25 Echo Suites Hotel Hotel 124 Room 991 32 25 57 37 36 73 Multifamily Housing (Low-Rise)36 DU 243 3 11 14 12 7 19 Strip Retail Plaza (<40k)2.900 KSF 158 4 3 7 10 10 20 27 Fleming and Sons Concrete Yard General Light Industrial 7.600 KSF 37 5 1 6 1 4 5 28 Baker Street Industrial General Light Industrial 1,000.500 KSF 4,872 651 89 740 91 559 650 Total Project Trips 100,150 3,371 3,415 6,786 4,813 4,762 9,575 Source: 1 Trip Generation from "Traffic Impact Study, Kassab Travel Center, City of Lake Elsinore, CA" from Dudek (April 2020). 1 Ramsgate 2 Spyglass Ranch DU = Dwelling Unit, KSF = 1,000 Square Feet 26 Reflections Lake Elsinore TABLE 5 SUMMARY OF CUMULATIVE PROJECTS TRIP GENERATION 8 North Peak Plaza 9 Nichols Ranch 14 Evergreen Development 17 Jack in the Box El Toro Quantity Units AM Peak Hour PM Peak Hour 6 Dexter Village 10 PDG Lake Elsinore Lake Elsinore Walmart Fuel Station Traffic Impact Analysis - 25 -Kimley-Horn and Associates, Inc. June 2025August 15INTERSTATE3 r d S t 2 n d S t C e n t r a l A v e C r a n e S tCollier AveDexter AveCambern AveConard AveR i v e r s i d e D r Pasadena St3 r d S t C h a n e y S t Minthorn StCamino del NorteMain S t Rosetta Canyon DrPROJECTSITELEGEND:= Cumulative ProjectFIGURE 11CUMULATIVE PROJECT LOCATIONS- 26 - Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ra m p I-15 S B O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I- 1 5 ) - 27 - FIGURE 12 CUMULATIVE PROJECTS TRAFFIC VOLUMES 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ramp I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I-15) - 28 - FIGURE 13 OPENING YEAR 2026 CUMULATIVE TRAFFIC VOLUMES 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes TABLE 6 SUMMARY OF INTERSECTION OPERATION OPENING YEAR 2026 CUMULATIVE Traffic AM Peak Hour PM Peak Hour Int. # Intersection Control Delay LOS Delay LOS 1 Cambern Avenue at Central Avenue S 30.5 C 92.2 F 2 Dexter Avenue at Central Avenue S 34.5 C 29.7 C 3 I-15 NB Ramps at Central Avenue S 114.2 F 64.2 E 4 I-15 SB Ramps at Central Avenue S 72.5 E 76.0 E 5 Driveway 1 at Central Avenue U 28.7 D 26.8 D 6 Driveway 2 at Cambern Avenue U 9.9 A 11.6 B 7 Driveway 3 at Cambern Avenue U 10.5 B 14.6 B 8 Driveway 4 at Dexter Avenue U 15.3 C 19.4 C Notes: - Intersection operation is expressed in average delay for signalized and unsignalized intersections. - Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach. - Bold and Shaded values indicate intersections operating at an unacceptable Level of Service. Lake Elsinore Walmart Fuel Station Traffic Impact Analysis - 29 - Kimley-Horn and Associates, Inc. August 2025 Lake Elsinore Walmart Fuel Station - 30 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Opening Year 2026 Cumulative with Project Project-related traffic from the proposed Lake Elsinore Walmart Fuel development was added to the Opening Year 2026 Cumulative traffic volumes, and the resulting Opening Year 2026 Cumulative with Project traffic volumes are shown on Figure 14. Peak Hour Operating Conditions Intersection Level of Service analysis was conducted for the morning and evening peak hours for Opening Year 2026 Cumulative with Project conditions. The results of the intersection analysis are shown in Table 7. Copies of intersection analysis worksheets for this scenario are provided in Appendix C. Review of this table indicates the following study intersections would continue to operate at an unacceptable Level of Service with the addition of project traffic: · #1 – Cambern Avenue at Central Avenue: PM – LOS F · #3 – I-15 NB Ramps at Central Avenue: AM - LOS F, PM – LOS E · #4 – I-15 SB Ramps at Central Avenue: AM - LOS E, PM – LOS F Dexter Ave Cambern Ave Central AveI-15 N B O f f R a m p I-15 SB On Ramp I-15 NB On Ramp I-15 SB O f f R a m p 3rd StCrane StPROPOSED PROJECT SITE Corona Freeway (I-15) - 31 - 2. Dexter Ave at Central Ave 4. I-15 SB Ramps at Central Ave 3. I-15 NB Ramps at Central Ave D2. Driveway 2 at Cambern Ave 1. Cambern Ave at Central Ave D3. Driveway 3 at Cambern Ave D4. Driveway 4 at Dexter Ave D1. Driveway 1 at Central Ave FIGURE 14 OPENING YEAR 2026 CUMULATIVE PLUS PROJECT TRAFFIC VOLUMES LEGEND: = Study Intersection = AM(PM) Peak Hour Turning Movement Volumes AM Peak Hour PM Peak HourInt. # Intersection Delay LOS Delay LOS Delay LOS Delay LOS1 Cambern Avenue at Central Avenue S30.5 C 30.5 C 0.0 No92.2F93.7F1.5 Yes2 Dexter Avenue at Central Avenue S34.5 C 43.7 D 9.2 No29.7C 39.0 D 9.3 No3 I-15 NB Ramps at Central Avenue S114.2F124.2F10.0 No64.2E75.5E11.3 No4 I-15 SB Ramps at Central Avenue S72.5E75.9E3.4 No76.0E88.3F12.3 No5 Driveway 1 at Central Avenue U28.7 D 28.9 D 0.2 No26.8D 26.8 D 0.0 No6 Driveway 2 at Cambern AvenueU9.9 A 9.9 A 0.0 No11.6B 11.7 B 0.1 No7 Driveway 3 at Cambern AvenueU10.5 B 10.6 B 0.1 No14.6B 14.9 B 0.3 No8 Driveway 4 at Dexter AvenueU15.3 C 17.4 C 2.1 No19.4C 24.4 C 5.0 No - Bold and Shaded values indicate intersections operating at an unacceptable Level of Service. - Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach.TABLE 7SUMMARY OF INTERSECTION OPERATIONOPENING YEAR 2026 CUMUATIVE WITH PROJECT Without Project With ProjectChange in DelayTraffic ControlSubstantial Effect?Without Project With ProjectChange in DelaySubstantial Effect?Notes:- Intersection operation is expressed in average delay for signalized and unsignalized intersections.Lake Elsinore Walmart Fuel StationTraffic Impact Analysis- 32 - Kimley-Horn and Associates, Inc.August 2025 Lake Elsinore Walmart Fuel Station - 33 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 I-15/SR-74 (CENTRAL AVENUE) INTERCHANGE IMPROVEMENT PROJECT The City of Lake Elsinore, in cooperation with the California Department of Transportation (Caltrans), is proposing improvements to the Interstate 15 (I-15)/State Route 74 (SR-74) (Central Avenue) interchange located in Lake Elsinore. The I-15/SR-74 Interchange Improvement Project is needed to improve traffic conditions, reduce congestion at the interchange, and help alleviate traffic at surrounding local intersections within the Project area. Per discussion with City staff and review of preliminary concept design plans published on the City’s website, the I-15/SR-74 (Central Avenue) Interchange Improvement Project proposes improvements to several study intersections analyzed as part of this TIA. Proposed improvements to the intersections are as follows: Intersection #1: Cambern Avenue at Central Avenue · NB Approach: Road widening includes adding a third though lane. · SB Approach: Road widening includes adding a second left turn lane, adding a third dedicated through lane and replacing existing dedicated right turn lane with a shared through-right turn lane. · EB Approach: Road widening includes adding a second left turn lane and replacing existing shared through-right lane with a separate dedicated through lane and a dedicated right turn lane. · WB Approach: Replacing existing dedicated right turn lane with a shared through-right turn lane and reducing the number of existing left turn lanes from two to one. Intersection #2: Dexter Avenue at Central Avenue · NB Approach: Road widening includes adding a second left turn lane and replacing the existing dedicated right lane with a shared through-right lane. · SB Approach: Replacing the existing four dedicated through lanes with two dedicated through lanes and a shared through-right lane. A hardscaped median is proposed which could accommodate a dedicated left turn lane in the future. · WB Approach: Road widening includes adding a dedicated through lane. Intersection #3: I-15 NB Ramps at Central Avenue · NB Approach: Replacing existing left turn lane with a fourth through lane and eliminating northbound left turn movements with a hardscaped median. · SB Approach: Removing existing right turn lane and eliminating southbound right turn movements. · EB Approach: Removing the existing I-15 NB on-ramp entirely and replacing with a northbound loop off-ramp that provides direct connectivity to SR-74 (Central Avenue) southbound. · WB Approach: Replacing all existing lanes with three dedicated right turn lanes, eliminating all through and left turn movements with a new proposed median. Lake Elsinore Walmart Fuel Station - 34 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Intersection #4: I-15 SB Ramps at Central Avenue · NB Approach: Replacing the existing dedicated right lane with a through-right turn lane. · SB Approach: Adding a third through lane. · EB Approach: Adding a second dedicated left turn lane and replacing the shared left-through- right lane with a shared through-left turn lane. · WB Approach: On-ramp widening with an addition of a third lane. Intersection #5: Driveway 1 at Central Avenue · NB Approach: Adding a dedicated left turn lane. · Signalization of southbound approach, eastbound approach, and northbound left turn. Intersection #6: Driveway 2 at Central Avenue · EB: Adding a dedicated right turn lane. Furthermore, the project proposes additional improvements to the I-15 freeway and surrounding roadways/intersections which will significantly impact the operations at the study intersection. Additional improvements are as follows: · Adding a signalized I-15 NB hook on and off-ramps to the west of Dexter Avenue as a substitute for the eliminated I-15 NB on-ramp at Central Avenue. · The northbound hook off-ramp features a single lane exit from I-15 and provides one left and one right-turn lane at the Dexter Avenue intersection. More information about this project is provided in Appendix F. RECOMMENDED IMPROVEMENTS Opening Year 2026 Cumulative with Project Based on the City of Lake Elsinore LOS standards and criteria noted earlier in the report, it is shown that the LOS at the following intersections are unacceptable under Opening Year 2026 Cumulative with Project conditions: #1 – Cambern Avenue at Central Avenue: PM – LOS F #3 – I-15 NB Ramps at Central Avenue: AM - LOS F, PM – LOS E #4 – I-15 SB Ramps at Central Avenue: AM - LOS E, PM – LOS E Per discussion with City staff, the deficiencies observed at Intersections #3 and #4 will be alleviated with the improvements planned in the I-15/SR-74 Interchange Improvement Project mentioned earlier in this report. Therefore, no further mitigation will be proposed for Intersection #3 and #4. Lake Elsinore Walmart Fuel Station - 35 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Implementation of the following improvements are recommended to address the deficiencies at Intersection #1: · Increase cycle length to 120 seconds · Add protected eastbound left turn phasing · Add westbound right turn overlap phasing · Increase relative green time for phases four and seven A summary of the intersection operation before and after implementation of the recommended improvements is provided on Table 8. Copies of intersection analysis worksheets with improvements are provided in Appendix E.1. To account for potential existing or future signal coordination along the studied corridor of Central Avenue, further LOS analysis was conducted with the improvements recommended above, where all signalized study intersections along Central Avenue were coordinated. The purpose of this analysis was to determine whether the recommended modified cycle length at Intersection #1 would negatively affect corridor coordination. Upon implementation of coordinated signal timing at Intersection #1 through #4, a 0.3 second delay increase and 3.6 second delay increase were observed at Intersection #1 and #2 respectively. Similarly, a 6.2 second delay decrease and 4.4 second delay decrease were observed at Intersection #3 and #4 respectively. The observed changes in delay were not significant enough to change the LOS designation previously observed at these intersections; subsequently, the recommended timing improvements would not negatively affect coordinated Central Avenue corridor signal timing, should it be present or implemented in the future. The results of the analysis are summarized in Table 9. Copies of intersection analysis worksheets with improvements on coordinated Central Avenue corridor are provided in Appendix E.2. Recommended improvements may include a combination of fee payments to established programs (i.e., TUMF), construction of specific improvements, payment of a fair-share contribution toward future improvements, or a combination of these approaches. The fair share proportion for non- programmed improvements at deficient study intersections is shown on Table 10. For programmed improvements, the developer will pay into the regional transportation fee program. Delay LOS Delay LOS Delay LOS• Increase cycle length to 120 seconds • Add protected eastbound left turn phasing • Add westbound right turn overlap phasing • Increase relative green time for phases four and sevenTABLE 8SUMMARY OF INTERSECTION OPERATIONWITH RECOMMENDED IMPROVEMENTSPeak HourProposed Traffic ControlWith ProjectInt. # Intersection ImprovementsWithout ProjectWith ImprovementsOPENING YEAR 2025 CUMULATIVE PLUS PROJECT - S = Signalized - Delay values for signalized intersections represent the sum of average vehicle delay on all intersection approaches. Notes: - Bold and Shaded values indicate intersections operating at an unacceptable Level of Service. PM S 92.2FD53.6F93.71Cambern Avenue at Central Avenue Lake Elsinore Walmart Fuel StationTraffic Impact Study - 36 - Kimley-Horn and Associates, Inc.August 2025 Analysis Int. # Intersection Delay LOS Delay LOS1 Cambern Avenue at Central Avenue S53.6 D 53.9 D 0.3 No2 Dexter Avenue at Central Avenue S39.0 D 42.6 D 3.6 No3 I-15 NB Ramps at Central Avenue S75.5E69.3E-6.2 No4 I-15 SB Ramps at Central Avenue S88.3F83.9F-4.4 No - Bold and Shaded values indicate intersections operating at an unacceptable Level of Service. TABLE 9SUMMARY OF INTERSECTION OPERATIONRECOMMENDED IMPROVEMENTS WITH COORDINATED VS. UNCOORDINATED CENTRAL AVENUETraffic ControlUncoordinated CoordinatedChange in DelaySubstantial Effect?Notes:- Intersection operation is expressed in average delay for signalized and unsignalized intersections.- Delay values for unsignalized intersections represent the average vehicle delay on the worst (highest delay) intersection approach.OY 2026 CUMULATIVE PP PM SCENARIOLake Elsinore Walmart Fuel StationTraffic Impact Analysis- 37 -Kimley-Horn and Associates, Inc.August 2025 TABLE 10SUMMARY OF PROJECT FAIR SHARE OPENING YEAR 2025 CUMULATIVEAM Peak Hour PM Peak HourTotal Volume Total Project Total Volume Total ProjectInt. # Intersection 2025 2026 Growth Trips %-age 2025 2026 Growth Trips %-age1 Cambern Avenue at Central Avenue 2,959 3,579 620 12 1.9% 3,766 4,564 798 18 2.3%Notes: - Fair Share percentage is to be applied to non-programmed improvements.Lake Elsinore Walmart Fuel Station Traffic Impact Analysis- 38 -Kimley-Horn and Associates, Inc.August 2025 Lake Elsinore Walmart Fuel Station - 39 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 DRIVEWAY QUEUING ANALYSIS The 95th percentile queuing capacity was analyzed at the project driveways. The 95th percentile queue is defined as the queue length that has only a 5% probability of being exceeded during the analysis period: in other words, the typical worst-case queue. The goal of the analysis was to demonstrate the 95th percentile queue can be contained within the provided storage without disrupting the flow of traffic at surrounding drive aisles in the Walmart parking lot. The distance per vehicle was assumed to be 20 feet, to account for the length of the passenger vehicle and spacing from the next queued vehicle. For the 95th percentile queue, the following stop-controlled egress movements were evaluated for Opening Year 2026 Cumulative and Opening Year 2026 Cumulative with Project scenarios to compare and determine the impact of project related trips on driveway queuing. · Westbound movements at Intersection #5 (Driveway 1 at Central Avenue) · Northbound movements at Intersection #6 (Driveway 2 at Cambern Avenue) · Northbound movements at Intersection #7 (Driveway 3 at Cambern Avenue) · Southbound movements at Intersection #8 (Driveway 4 at Dexter Avenue) The results of the analysis are summarized below. Driveway queuing analysis worksheets are provided in Appendix G.1. Intersection #5 (Driveway 1 at Central Avenue) · Queue Storage – 180 ft Opening Year 2026 Cumulative · Morning Peak Hour 95th Percentile Queue – 53 ft (just under 3 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 154 ft (just under 8 passenger vehicles) Opening Year 2026 Cumulative 2026 with Project · Morning Peak Hour 95th Percentile Queue – 35 ft (just under 2 passenger vehicles) · Evening Peak Hour 95th Percentile Queue - 163 ft (just over 8 passenger vehicles) Intersection #6 (Driveway 2 at Cambern Avenue) · Queue Storage – 100 ft Opening Year 2026 Cumulative · Morning Peak Hour 95th Percentile Queue – 49 ft (just over 2 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 71 ft (just under 4 passenger vehicles) Opening Year 2026 Cumulative with Project · Morning Peak Hour 95th Percentile Queue – 50 ft (just under 3 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 68 ft (just over 3 passenger vehicles) Lake Elsinore Walmart Fuel Station - 40 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Intersection #7 (Driveway 3 at Cambern Avenue) · Queue Storage – 120 ft Opening Year 2026 Cumulative · Morning Peak Hour 95th Percentile Queue – 55 ft (just under 3 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 102 ft (just over 5 passenger vehicles) Opening Year 2026 Cumulative with Project · Morning Peak Hour 95th Percentile Queue – 62 ft (just over 3 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 112 ft (just under 6 passenger vehicles) Intersection #8 (Driveway 4 at Dexter Avenue) · Queue Storage – 390 ft (155 ft to the nearest driveway access) Opening Year 2026 Cumulative · Morning Peak Hour 95th Percentile Queue – 529 ft (just over 26 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 484 ft (just over 24 passenger vehicles) Opening Year 2026 Cumulative with Project · Morning Peak Hour 95th Percentile Queue – 465 ft (just over 23 passenger vehicles) · Evening Peak Hour 95th Percentile Queue – 415 ft (just under 21 passenger vehicles) Based on the HCM 95th percentile queueing analysis, it was found that the longest driveway queues are expected to be approximately 529 ft during AM peak hour under Opening Year 2026 Cumulative condition, on the southbound movement on Driveway #4 at Dexter Avenue. The existing storage lengths before intersecting with an internal drive aisle is 155 ft (to the nearest driveway access). There may be instances where vehicle queues conflict with the on-site drive aisle. At intersection #8 (Driveway 4 at Dexter Avenue), the excessive queuing is largely due to the diverted pass by trips exiting Driveway 4 via southbound right turn and attempting to make a westbound left turn at Intersection #2 (Dexter Avenue at Central Avenue) to get back on I-15 NB. Intersection #2 provides only one protected westbound left turn lane; the number of vehicles waiting to turn would fill the available lane capacity, resulting in a backup of vehicles on Driveway 4 who are unable to make the southbound right. However, with the addition of the dedicated westbound through lane at Intersection #2 (Dexter Avenue at Central Avenue) and proposed new I-15 NB hook on and off-ramps to the west of Dexter Avenue (mentioned earlier as part of the I-15/SR-74 (Central Avenue) Interchange Improvement Project) it is expected that driveway queues at Intersection #8 (Driveway 4 at Dexter Avenue) will be reduced significantly, since vehicles can travel straight through Dexter Avenue to get to the I-15 NB on-ramp rather than waiting to make a westbound left turn. It should be noted that excessive westbound queuing is present both with and without the project at Intersection #2. Lake Elsinore Walmart Fuel Station - 41 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 Driveway Queue Mitigation While the proposed I-15/SR-74 (Central Avenue) Interchange Improvement project is projected to be completed by opening of the Walmart Fuel Station project, the timeline is subject to change and may experience delays. In the event the proposed I-15/SR-74 (Central Avenue) Interchange Improvement project is not completed before opening of the proposed Walmart Fuel Station, the 95th percentile driveway queues may impact site circulation. The following intersection demonstrated a 95th percentile queue exceeding available storage: · #8 - Driveway 4 at Dexter Avenue: PM (Opening Year 2026 Cumulative Plus Project) With the assumption that the proposed I-15/SR-74 (Central Avenue) Interchange Improvement project would not be completed before opening of the proposed Walmart Fuel Station, the following improvements are recommended to alleviate driveway queueing deficiencies mentioned above: Intersection #2 (Dexter Avenue at Central Avenue) · Increase cycle length to 120 seconds and increase relative green time for phase three (westbound left turn). Increasing the cycle length to 120 seconds and increasing relative green time for phase three would allow the westbound left turn queues at Intersection #2 to clear more frequently, thereby allowing southbound right turns from Driveway 4 to occur more frequently. Therefore, the timing adjustments at Intersection #2 in conjunction with the improvements at Intersection #1 would also reduce 95th percentile queues to be contained within available storage at Intersection #8. The 95th percentile queuing results before and after application of the improvements at Intersection #2 and the earlier mentioned improvements at Intersection #1 are shown in Table 11. Copies of driveway queuing analysis worksheets with improvements on are provided in Appendix G.2. While the proposed improvements would reduce 95th percentile queues to be contained within available storage at Driveway 4, the reduced queues (up to 200 feet) may still periodically obstruct the adjacent intersecting commercial access driveway (approximately 155 feet north of Dexter Avenue). Accordingly, per discussion with City staff, the City will condition a Traffic Management Plan (TMP) to be developed to further mitigate on-site queuing. OFF-SITE (I-15 OFF RAMPS) QUEUING ANALYSIS Queue lengths at the I-15 NB and SB off-ramps were assessed at the following locations under Existing, Opening Year 2026, Opening Year 2026 Plus Project, Opening Year 2026 Cumulative and Opening Year 2026 Cumulative Plus Project conditions: · Intersection #3: I-15 NB Ramps at Central Avenue o Westbound Left Turn o Westbound Through Movements Lake Elsinore Walmart Fuel Station - 42 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 o Westbound Right Turn · Intersection #4: I-15 SB Ramps at Central Avenue o Eastbound Left Turn o Eastbound Through Movements o Eastbound Right Turn Results of the I-15 NB and SB off-ramps queuing analysis are summarized in Table 12. Based on the results, all analyzed movements at both Intersections #3 and #4 will exceed the existing storage length under Opening Year 2026 Cumulative conditions and Opening Year 2026 Cumulative Plus Project conditions in the PM peak period. However, with the proposed I-15 NB hook on and off-ramps to the west of Dexter Avenue, mentioned earlier as part of the I-15/SR-74 (Central Avenue) Interchange Improvement Project, it is expected that excessive queueing at Intersection #3 will be reduced significantly as a result of the separate northbound loop off-ramp providing direct southbound connectivity to Central Avenue, whereas the modified “existing” off-ramp would provide direct northbound connectivity to Central Avenue. Similarly, it is expected that excessive queueing at Intersection #4 will be reduced significantly as a result of the additional lane, geometry adjustments and increased storage length for the southbound off-ramp. Off-site queuing analysis worksheets are provided in Appendix G.1 TABLE 11SUMMARY OF DRIVEWAY QUEUEING WITH AND WITHOUT IMPROVEMENTS Without ImprovementWith ImprovementWithout ImprovementWith ImprovementAM 529 57 465 200PM 484 60 415 191Driveway 4 (#8)Notes: - Shaded values indicate 95th percentile queue length exceeding existing storage. SB 390Intersection MovementStorage Lane Capacity (ft/ln)Peak HourPeak Hour Queue Length (ft/ln)Opening Year 2026 CumulativeOpening Year 2026 Cumulative Plus ProjectLake Elsinore Walmart Fuel Station Traffic Impact Analysis- 43 - Kimley-Horn and Associates, Inc.August 2025 TABLE 12SUMMARY OF I-15 OFF-RAMPS QUEUE LENGTH ANALYSIS Average Queue95th PercentileAverage Queue95th PercentileAverage Queue95th PercentileAverage Queue95th PercentileAverage Queue95th PercentileAM 72 144 109 194 112 199 157 248 157 256PM 150 331 152 318 177 346 310 355 322 375AM 111 179 165 257 169 253 222 309 204 286PM 391 1107 311 867 436 1190 1245 1423 1221 1546AM 76 146 90 202 103 202 157 294 142 257PM 159 340 153 318 186 364 128 398 267 498AM 62 135 78 154 85 160 118 202 218 106PM 91 179 106 196 96 182 281 438 292 333AM 143 219 133 208 147 218 180 240 252 165PM 149 224 168 238 163 240 1135 1994 1450 1466AM 54 163 58 151 71 175 112 223 197 98PM 36 120 50 150 41 138 196 428 90 334Intersection MovementStorage Lane Capacity (ft/ln)Peak HourPeak Hour Queue Length (ft/ln)Existing Opening Year 2026Opening Year 2026Plus Project Opening Year 2026 CumulativeOpening Year 2026 Cumulative Plus ProjectWBL 330 - Shaded values indicate 95th percentile queue length exceeding existing storage. WBR330Notes: EBR 330330I-15 NB off ramp at Central Avenue (#3)EBT 15201300I-15 SB off ramp at Central Avenue (#4)EBLWBTLake Elsinore Walmart Fuel Station Traffic Impact Analysis- 44 - Kimley-Horn and Associates, Inc.August 2025 Lake Elsinore Walmart Fuel Station - 45 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 SITE ACCESS AND CIRCULATION Vehicular access to the project site would be provided via four existing driveways located on Central Avenue, Cambern Avenue, and Dexter Avenue. The existing driveways are one right-in right-out driveway at Central Avenue, one right-in right-out driveway at Cambern Avenue, one full-movement driveway at Cambern Avenue, and one full-movement driveway on Dexter Avenue, respectively. Based on project trip generation and typical fueling times, there are expected to be no queues at the proposed fuel pumps on site, and thereby no impacts to site circulation in the immediate vicinity of the project. PARKING ASSESSMENT The City of Lake Elsinore Municipal Code has established regulations regarding minimum parking requirements for all development sites, based on the type of land use. This parking assessment will encompass the proposed Walmart Fuel Station and the adjacent existing Walmart Supercenter as the proposed project site is located in the shared parking lot with the existing Walmart Supercenter. A summary of the City’s parking requirements for the project site is provided in Table 13. Per LEMC Section 17.148.030.D of the City of Lake Elsinore Municipal Code, the parking requirement for the proposed project site is 7 parking spaces and the required parking spaces for the Walmart Supercenter is 618. The total parking requirement for the existing Walmart Supercenter and the proposed project site is 625 parking spaces, resulting in a surplus of 1 parking space. Parking RequiredUnit QuantityCode 1ParkingProposed Convenience Store Building Area SF 1,618 0.004 7Existing Walmart Building Area w/ Garden Center SF 154,487 0.004 618Total Land Use AreaSF 156,105 0.004 625625626 1 Source: City of Lake Elsinore Municipal Code, Section 17.148.030TABLE 13WALMART FUEL STATION - LAKE ELSINORESUMMARY OF PARKING REQUIREMENTSTotal Parking RequiredTotal Parking ProposedLake Elsinore Walmart Fuel StationTraffic Impact Study - 46 -Kimley-Horn and Associates, Inc.August 2025 Lake Elsinore Walmart Fuel Station - 47 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 SUMMARY OF FINDINGS AND CONCLUSIONS · The project site is located to the east of Central Avenue and Dexter Avenue intersection. · Relative to the site plan configuration evaluated as part of this analysis, the project proposes to construct a new fuel station with twenty fueling positions and a 1,618 square-foot convenience store. · Vehicular access to the project site would be provided via one right-in right-out driveway at Central Avenue, one right-in right-out driveway at Cambern Avenue, one full-movement driveway at Cambern Avenue, and one full-movement driveway on Dexter Avenue. · Morning and evening peak hour operating conditions were evaluated at the study intersections for the following study scenarios: o Existing Conditions o Opening Year 2026 o Opening Year 2026 with Project o Opening Year 2026 Cumulative o Opening Year 2026 Cumulative with Project · Under Existing Conditions, all study intersections currently operate at an acceptable LOS. · Under Opening Year 2026 Conditions, all study intersections would continue to operate at an acceptable LOS. · Under Opening Year 2026 with Project conditions, all study intersections would continue to operate at an acceptable LOS. · The project is estimated to generate approximately 1,376 net new daily trips with 76 net new trips in the AM peak hour and 120 net new trips in the PM peak hour. · Under Existing conditions, the following study intersections would operate at an unacceptable Level of Service: o #3 – I-15 NB Ramps at Central Avenue: AM - LOS E o #4 – I-15 SB Ramps at Central Avenue: AM – LOS E · Under Opening Year 2026 conditions, the following study intersections would operate at an unacceptable Level of Service: o #3 – I-15 NB Ramps at Central Avenue: AM - LOS E · Under Opening Year 2026 Plus Project conditions, the following study intersections would operate at an unacceptable Level of Service: o #3 – I-15 NB Ramps at Central Avenue: AM - LOS E o #4 – I-15 SB Ramps at Central Avenue: PM – LOS E Lake Elsinore Walmart Fuel Station - 48 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 · Under Opening Year 2026 Cumulative conditions, the following study intersections would operate at an unacceptable Level of Service: o #1 – Cambern Avenue at Central Avenue: PM – LOS F o #3 – I-15 NB Ramps at Central Avenue: AM - LOS F, PM – LOS E o #4 – I-15 SB Ramps at Central Avenue: AM - LOS E, PM – LOS E · Under Opening Year 2026 Cumulative with Project conditions, the following study intersections would operate at an unacceptable Level of Service: o #1 – Cambern Avenue at Central Avenue: PM – LOS F o #3 – I-15 NB Ramps at Central Avenue: AM - LOS F, PM – LOS E o #4 – I-15 SB Ramps at Central Avenue: AM - LOS E, PM – LOS E · Recommended improvements were provided to address the deficiencies at Intersection #1- Cambern Avenue and Central Avenue, including the following: o Increase cycle length to 120 seconds o Add protected eastbound left turn phasing o Add westbound right turn overlap phasing o Increase relative green time for phases four and seven · Recommended improvements may include a combination of fee payments to established programs, construction of specific improvements, payment of a fair-share contribution toward future improvements, or a combination of these approaches. · The City of Lake Elsinore, in cooperation with Caltrans, is proposing improvements to the Interstate 15 (I-15)/State Route 74 (SR-74) (Central Avenue) interchange. · Proposed improvements to the Interstate 15 (I-15)/State Route 74 (SR-74) (Central Avenue) interchange would reduce driveway, and off-site (I-15 Off Ramps) queueing deficiencies currently observed with existing lane configurations. · Improvements are recommended at Intersection #2 (Dexter Avenue at Central Avenue) to alleviate driveway queuing deficiencies observed only in the event where the proposed I-15/SR- 74 (Central Avenue) Interchange Improvement project is not completed before the opening of the proposed Walmart Fuel Station. These potential improvements include the following: o Increase cycle length to 120 seconds and increase relative green time for phase three (westbound left turn). Lake Elsinore Walmart Fuel Station - 49 - Kimley-Horn & Associates, Inc. Traffic Impact Analysis August 2025 · While the proposed improvements would reduce 95th percentile queues to be contained within available storage at Driveway 4, the reduced queues may still periodically obstruct the adjacent intersecting commercial access driveway. Accordingly, per discussion with City staff, the City will condition a Traffic Management Plan (TMP) to be developed to further mitigate on-site queuing. · Based on the City of Lake Elsinore Municipal Code, the parking requirement for both the proposed project and the adjacent existing Walmart Supercenter would be 625 parking spaces. The proposed project would provide 65 spaces in addition to the 626 existing parking spaces, resulting in a surplus of 1 parking space, compared to City code. APPENDIX A APPROVED SCOPING AGREEMENT Traffic Impact Analysis -23- May 2022 Preparation Guide Exhibit B SCOPING AGREEMENT FOR TRAFFIC IMPACT STUDY This letter acknowledges the City of Lake Elsinore requirements for traffic impact analysis of the following project. The analysis must follow the City of Lake Elsinore Traffic Study Guidelines dated May 2020. Case No. (i.e. TR, PM, CUP, PP) Related Cases - SP No. Provide SP No. and list of other approved or active projects within the SP. EIR No. GPA No. CZ No. Project Name: Project Address: Project Description: Consultant Developer Name: Address: Telephone: A. Trip Generation Source: (ITE 11th Edition or other as approved) Current GP Land Use Proposed Land Use Current Zoning Proposed Zoning Current Trip Generation Proposed Trip Generation (PCE) In Out Total In Out Total AM Trips PM Trips Internal Trip Allowance Yes No ( % Trip Discount) Pass-By Trip Allowance Yes No ( % Trip Discount) Internal and Pass-By trip allowance percentages shall be per NCHRP 684 and the ITE Trip Generation Manual. The pass-by trips at adjacent study area intersections and project driveways shall be indicated on a report figure. Internal trips that use external streets shall be indicated on a report figure. B. Trip Geographic Distribution: N % S % E % W % (Attach exhibit for detailed assignment) C. Background Traffic Project Build-out Year: Phase Year(s), if needed: _____________________________ Annual Ambient Growth Rate: % Other area projects to be analyzed: (to be provided by the City planning department) Model/Forecast methodology New fuel station with 20 fueling positions and a 1,556 square-foot convenience store within the existing parkinglot of Walmart 2077. 29260 Central Avenue, Lake Elsinore, CA 92532 Lake Elsinore Walmart 2077 Fuel Station Kimley-Horn and Associates, Inc. 1100 Town and Country Rd Suite 700, Orange, CA 92868 (714) 939-1030 Walmart, Inc. 29260 Central Avenue, Lake Elsinore, CA 92532 (951) 245-5990 Business District’s General Commercial (C2) CUP (2024-04) Commercial 38 38 76 60 60 120 (63% AM, 57% PM, 60% Daily, ) 22025 25 20 30 25 Existing + Ambient Growth + Cumulative Projects + Project 15 15 35 35 Traffic Impact Analysis -24- May 2022 Preparation Guide Exhibit B – Scoping Agreement – Page 2 D. Study intersections: (NOTE: Subject to revision after other projects, trip generation and distribution are determined, or comments from other agencies.) 1. 2. 3. 4. 5. E. Study Roadway Segments: (NOTE: Subject to revision after other projects, trip generation and distribution are determined, or comments from other agencies.) 1. 2. 3. 4. 5. E. Other Jurisdictional Impacts Is this project within one-mile radius of another jurisdiction or a State Highway? Yes No If so, name of Agency: F. Site Plan (please attach figure) G. Specific issues to be addressed in the Study (in addition to the standard analysis described in the Guideline) (To be filled out by City) H. Existing Conditions Traffic count data must be new or recent within 1 calendar year. Provide traffic count dates if using other than new counts. Date of counts:__________________________________________________ I. Traffic Study Requirements Traffic Study Required: ___ ____________________________________________ Focused Study Required: ___ ____________________________________________ Except from Analysis: ___ ____________________________________________ Recommended by: _____________________________ ________ Consultant’s Representative Date Scoping Agreement Submitted on _____________ Revised on ___________________ Approved Scoping Agreement: _________________________ ________ City of Lake Elsinore Engineering Date Department 6. 7. 8. 9. 10. 6. 7. 8. 9. 10. Central Avenue and Cambern Avenue Central Avenue and Dexter Avenue Central Avenue and I-15 Northbound On/Off-ramps Central Avenue and I-15 Southbound On/Off-ramps Central Avenue and Driveway 1 Cambern Avenue and Driveway 2 Cambern Avenue and Driveway 3 Dexter Avenue and Driveway 4 Caltrans Timothy Chan, PE 8/20/2024 8/20/2024 04.17.2025 Approved by Jason D. Pack, TEFehr & PeersContract Reviewer for City of Lake Elsinore Dallas Willey 4/9/2025 kimley-horn.com 1100 W Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 April 9, 2025 Paul Fizer, PE City of Lake Elsinore Senior Engineer RE:Traffic Impact Analysis (TIA) Scope of Work for the Proposed Walmart Fuel Station at 29260 Central Ave in the City of Lake Elsinore Kimley-Horn and Associates, Inc. is pleased to submit this Scope of Work for the proposed Walmart Fuel Station at 29260 Central Ave in the City of Lake Elsinore. The scope of the traffic impact analysis is summarized below. This scope of work is based on a review of the City of Lake Elsinore Traffic Impact Analysis Preparation Guide (June 2020, Revised November 2022). Project Description The applicant proposes to construct a new fuel station with twenty fueling positions and a 1,556 square-foot convenience store within the existing parking lot of a Walmart Neighborhood Market located east of the intersection of Central Avenue and Dexter Avenue. The project location is shown in Figure 1. The project site plan is shown on Figure 2. The project is anticipated to open in 2025. The proposed project will be in an existing, shared-use parking lot. Existing ingress and egress will be facilitated via four existing driveways into the Walmart Neighborhood Market parking lot. Two full-access driveways, one on Cambern Avenue and one on Dexter Ave, allow direct access to the proposed project. Two right-in-right-out driveways, one on Cambern Avenue and one on Central Avenue provide access to the parking lot. Study Scenarios The following study scenarios will be included for analysis: ·Existing Conditions ·Opening Year 2025 ·Opening Year 2025 with Project ·Opening Year 2025 Cumulative ·Opening Year 2025 Cumulative with Project It should be noted that while the project is anticipated to open at the end of 2025, ambient growth will still be applied consistent with a true opening year relative to existing conditions. Traffic Growth Opening Year 2025 traffic, without the addition of the proposed project traffic, will be determined by growing existing volumes by 2% per year, and by adding traffic from cumulative projects in the City to the study intersections. A list of cumulative projects was provided by the City and is summarized on Table 1, with the associated traffic for each cumulative project within a 2-mile radius of the project site. The location of these cumulative projects is provided on Figure 3. WALMART FUEL STATION - STORE #71686056 W 13400 S., HERRIMAN, UT 84096 Trip Generation Estimates Proj #Description Land Use Daily In Out Total In Out Total Single-Family Detached Housing 1,306 DU 12,316 238 677 915 773 454 1,227 Single-Family Attached Housing 120 DU 864 18 40 58 39 29 68 Single-Family Detached Housing 745 DU 7,025 136 386 522 441 259 700 Single-Family Attached Housing 290 DU 2,088 43 96 139 94 71 165 Shopping Plaza (40-150k)145.000 KSF 13,701 317 194 511 628 681 1,309 3 South Shore I & II Single-Family Detached Housing 921 DU 8,685 168 477 645 545 321 866 4 Lakeshore Town Center Shopping Center (>150k)237.400 KSF 8,786 124 76 200 387 420 807 5 Fairway Business Park General Light Industrial 216.600 KSF 1,055 141 19 160 20 121 141 Multifamily Housing (Mid-Rise)230 DU 1,044 20 66 86 55 35 90 Single-Family Attached Housing 84 DU 605 13 28 41 27 21 48 Single-Family Detached Housing 137 DU 1,292 25 71 96 81 48 129 7 Kassab Travel Center Travel Center 1 17.200 KSF 4,190 150 148 298 165 161 326 Hotel 97 Room 775 25 20 45 29 28 57 Strip Retail Plaza (<40k)37.500 KSF 2,042 53 35 88 124 124 248 Single-Family Detached Housing 141 DU 1,330 26 73 99 83 49 132 Hotel 130 Room 1,039 34 26 60 39 38 77 Strip Retail Plaza (<40k)29.500 KSF 1,606 42 28 70 97 97 194 Fast-Food Restaurant w/ Drive-thru 3.860 KSF 1,804 88 84 172 66 61 127 Strip Retail Plaza (<40k)11.690 KSF 637 17 11 28 39 39 78 11 The Lakeview Plaza Shopping Plaza (40-150k)43.000 KSF 4,063 94 58 152 186 202 388 12 Xebec Building Company General Light Industrial 51.000 KSF 248 33 5 38 5 29 34 13 North Elsinore Business Park General Light Industrial 95.000 KSF 463 62 8 70 9 53 62 Fast-Food Restaurant w/ Drive-thru 6.000 KSF 2,805 137 131 268 103 95 198 Convenience Store/Gasoline Station 16 Fueling Position 4,242 128 128 256 147 147 294 Automated Car Wash 4.100 KSF 0 0 0 0 29 29 58 Supermarket 43.000 KSF 4,035 73 50 123 192 192 384 15 Collier Commercial Properties General Light Industrial 11.900 KSF 58 8 1 9 1 7 8 16 Mason Motorsports General Light Industrial 25.500 KSF 124 17 2 19 2 14 16 Fast-Food Restaurant w/ Drive-thru 2.600 KSF 1,215 59 57 116 45 41 86 Coffee/Donut Shop w/ D.T.0.630 KSF 336 28 27 55 12 12 24 18 The Bedrock Company General Light Industrial 39.780 KSF 194 26 4 30 4 22 26 19 Hampton Inn & Suites Hotel 101 Room 807 26 20 46 30 29 59 20 3rd & Cambern Apartments Multifamily Housing (Low-Rise)75 DU 506 7 23 30 24 14 38 21 Starbucks Coffee Shop Coffee/Donut Shop w/ D.T.4.400 KSF 2,348 193 185 378 86 86 172 22 Minthorn Industrial General Light Industrial 37.000 KSF 180 24 3 27 3 21 24 23 Collier Retail Shops Strip Retail Plaza (<40k)7.200 KSF 392 10 7 17 24 24 48 24 Elsinore Heights Warehousing 555.000 KSF 949 73 22 95 28 72 100 25 Echo Suites Hotel Hotel 124 Room 991 32 25 57 37 36 73 Multifamily Housing (Low-Rise)36 DU 243 3 11 14 12 7 19 Strip Retail Plaza (<40k)2.900 KSF 158 4 3 7 10 10 20 27 Fleming and Sons Concrete Yard General Light Industrial 7.600 KSF 37 5 1 6 1 4 5 28 Baker Street Industrial General Light Industrial 1,000.500 KSF 4,872 651 89 740 91 559 650 Total Project Trips 100,150 3,371 3,415 6,786 4,813 4,762 9,575 Source: 1 Trip Generation from "Traffic Impact Study, Kassab Travel Center, City of Lake Elsinore, CA" from Dudek (April 2020). 1 Ramsgate 2 Spyglass Ranch DU = Dwelling Unit, KSF = 1,000 Square Feet 26 Reflections Lake Elsinore TABLE 1 SUMMARY OF CUMULATIVE PROJECTS TRIP GENERATION 8 North Peak Plaza 9 Nichols Ranch 14 Evergreen Development 17 Jack in the Box El Toro Quantity Units AM Peak Hour PM Peak Hour 6 Dexter Village 10 PDG Lake Elsinore Lake Elsinore Walmart 2077 Fuel Station Scoping Agreement - 4 -Kimley-Horn and Associates, Inc. April 2025 15INTERSTATE3 r d S t 2 n d S t C e n t r a l A v e C r a n e S tCollier AveDexter AveCambern AveConard AveR i v e r s i d e D r Pasadena St3 r d S t C h a n e y S t Minthorn StCamino del NorteMain S t Rosetta Canyon DrLEGEND:= Cumulative Project Page 6 kimley-horn.com 1100 W Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 Study Methodology Intersection Level of Service calculations will be based on the Highway Capacity Manual (7th Edition) and will be conducted using the Synchro 12 software. Intersection analysis parameters will be based on the assumptions and values presented in the City’s Traffic Impact Analysis Guidelines. Project Trip Generation Peak hour trips for the proposed project were calculated using the trip generation rates published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Trip rates are based on the following ITE Land Use Category: · LU 944 – Gasoline/Service Station It is recognized that not all inbound and outbound trips to the proposed project will be “new” trips on the roadway system in the vicinity of the project site. Some trips to the project site will consist of “pass-by” trips -- motorists who are already traveling on the surrounding roadways from one place to another. Common pass-by trips for a gas station would be individuals who stop at the project site on the way to work, home, or school. In this instance, pass-by trips would also encompass diverted link trips, where vehicles traveling on I-15 exit to make a stop at the fuel station, and enter back on to I-15 once fueling is complete. Based on the latest version of the ITE Trip Generation Manual, 11th Edition, a pass-by rate of 63% in the morning peak hour and 57% in the evening peak hour were applied to the trips for the proposed land use. Since the Trip Generation Manual does not provide pass-by rates for daily trip generation, the average of the AM and the PM pass-by trip rate of 60% was applied. The resulting trip rates and the project trip generation estimates are shown on Table 2. The project is estimated to generate approximately 76 trips in the morning peak hour (38 inbound, 38 outbound) and 120 trips in the evening peak hour (60 inbound, 60 outbound). Study Intersections The following study intersections are proposed, and are shown on Figure 4: 1. Central Avenue and Cambern Avenue 2. Central Avenue and Dexter Avenue 3. Central Avenue and I-15 Northbound On/Off-ramps 4. Central Avenue and I-15 Southbound On/Off-ramps D1. Central Avenue and Driveway 1 D2. Cambern Avenue and Driveway 2 D3. Cambern Avenue and Driveway 3 D4. Dexter Avenue and Driveway 4 Kimley-Horn is aware of the impending I-15 and Central Avenue interchange improvement project, and will work with City staff to incorporate into the analysis as needed. TABLE 2 SUMMARY OF PROJECT TRIP GENERATION LAKE ELSINORE WALMART FUEL STATION Trip Generation Rates 1 ITE AM Peak Hour PM Peak Hour Land Use Code Unit Daily In Out Total In Out Total Gasoline/Service Station 944 Fueling Position 172.01 5.14 5.14 10.28 6.955 6.955 13.91 Trip Generation Estimates AM Peak Hour PM Peak Hour Land Use Quantity Unit Daily In Out Total In Out Total Gasoline/Service Station 20 Fueling Position 3,440 103 103 206 139 139 278 Pass-by/Diverted Link Trips (60% Daily, 63% AM, 57% PM)1,2 -2,064 -65 -65 -130 -79 -79 -158 Net Trips 1,376 38 38 76 60 60 120 Total Project Trips 1,376 38 38 76 60 60 120 1 Source: Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition 2 Note: The Trip Generation Manual does not provide pass-by rates for daily trip generation. The daily pass-by trip percentage shown is the average of the AM and the PM pass-by trip percentages. Lake Elsinore Walmart 2077 Fuel Station Scoping Agreement - 7 - Kimley-Horn and Associates, Inc. April 2025 LEGEND:Trip DistributionPercentageXX%Study IntersectionPass-by/DivertedLink Trip DistributionPercentage( XX% )4 Page 9 kimley-horn.com 1100 W Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 Existing Traffic Counts Existing traffic volumes will be collected and analyzed for each of the study intersections during weekday morning (7am-9am) and evening (4pm-6pm) peak hours. Project Trip Distribution Project trip distribution assumptions are shown on Figure 4. On-Site Queueing, Circulation, Site Access, and Parking Project traffic will be analyzed for on-site circulation, site access, and fuel station queueing to determine if project traffic impacts any access points during peak study periods. The project’s proposed parking will also be evaluated. Safety and Operational Analysis The study will review the need for additional turn lanes and/or excessive queueing at the study intersections from the project or cumulative projects traffic. Furthermore, I-15 off-ramp queueing will be analyzed at study intersections #3 and #4. Traffic Signal Warrant Analysis A peak hour traffic signal warrant analysis at unsignalized study intersections will be conducted as part of the traffic study. VMT Screening With the passage of Senate Bill (SB) 743 by the California Legislature in September 2013, VMT has become an important indicator for determining if a new development will result in a “significant transportation impact” as required by the California Environmental Quality Act (CEQA). Under SB 743, the state Office of Planning and Research (OPR) was charged with developing new guidelines for evaluating transportation impacts under CEQA in order to replace methods measuring automobile delay and Level of Service. In response to this mandate, the Office of Planning and Research proposed, and the California Natural Resources Agency adopted CEQA Guidelines Section 15064.3, which indicates that VMT exceeding an applicable threshold of significance is the most appropriate measure for evaluating a project’s transportation impacts. Section 15064.3 goes on to clarify that except for projects regarding roadway capacity, “…a project’s effect on automobile delay does not constitute a significant environmental impact.” The OPR further elaborates on VMT metrics within the Technical Advisory on Evaluating Transportation Impacts in CEQA document, published in December 2018. Subsequently, the City of Lake Elsinore, via the Traffic Impact Analysis Preparation Guide (June 2020) has established VMT screening thresholds of significance for projects within the City. Page 10 kimley-horn.com 1100 W Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 The City’s VMT guidelines provide details on appropriate screening thresholds that can be used to identify when a proposed land use project is anticipated to result in a less-than-significant impact without conducting a more detailed analysis. The City’s screening criteria are as follows: 1. Transit Priority Area (TPA) Screening 2. Low VMT Area Screening 3. Project Type Screening Transit Priority Area (TPA) Screening High quality transit provides a viable option for many to replace automobile trips transit trips resulting in an overall reduction in VMT. Projects may be presumed to cause a less-than- significant impact if they are located within a ½ mile of an existing major transit stop; and maintains a service interval frequency of 15 minutes or less during the morning and afternoon peak commute periods. The project is not located near an existing major transit stop and therefore does not meet the Projects near High Quality Transit Screening criteria. The Projects near High Quality Transit Screening threshold is not met. Low VMT Area Screening A project located within a low VMT generating area as determined by the City’s guidelines and the Western Riverside Council of Governments (WRCOG) VMT Screening Tool would be considered to have a less-than-significant transportation impact. Based on the WRCOG VMT Screening Tool results (see Attachment 1), the proposed project is not located within a low VMT area (0% below City Baseline). Therefore, the project does not meet the Map-Based Screening criteria. The Map-Based Screening threshold is not met. Project Type Screening Retail projects less than 50,000 square feet may be presumed to cause a less-than-significant impact if the project is local-serving as determined by the Transportation Department. Since the project will involve the construction of Local-serving gas station; therefore, the project would be screened out based on project type. The Project Type Screening threshold is met. In accordance with the Technical Advisory and with City of Lake Elsinore’s Guidelines, it is appropriate that the proposed project be presumed to result in a less-than-significant VMT impact and support the goals of SB 743. No further VMT assessment is anticipated. Page 11 kimley-horn.com 1100 W Town and Country Road, Suite 700, Orange, CA 92868 714 939 1030 APPROVED: By: _____ . Paul Fizer, PE City of Lake Elsinore APPENDIX B TRAFFIC COUNT WORKSHEETS File Name : 01_LKE_Cen_Cam AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: Cambern Avenue Weather: Clear Groups Printed- Total Volume Central Avenue Southbound Cambern Avenue Westbound Central Avenue Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 16 294 8 318 15 6 7 28 12 204 3 219 9 2 7 18 583 07:15 AM 16 339 14 369 8 8 18 34 9 231 1 241 18 3 9 30 674 07:30 AM 24 371 12 407 15 6 10 31 10 180 44 234 14 12 12 38 710 07:45 AM 22 402 30 454 22 13 12 47 18 189 3 210 23 4 9 36 747 Total 78 1406 64 1548 60 33 47 140 49 804 51 904 64 21 37 122 2714 08:00 AM 22 341 42 405 31 29 17 77 30 147 81 258 35 11 17 63 803 08:15 AM 23 242 22 287 18 21 16 55 38 235 14 287 24 19 27 70 699 08:30 AM 19 294 16 329 12 6 7 25 40 214 10 264 31 15 18 64 682 08:45 AM 31 235 17 283 23 13 15 51 22 137 24 183 31 13 13 57 574 Total 95 1112 97 1304 84 69 55 208 130 733 129 992 121 58 75 254 2758 Grand Total 173 2518 161 2852 144 102 102 348 179 1537 180 1896 185 79 112 376 5472 Apprch %6.1 88.3 5.6 41.4 29.3 29.3 9.4 81.1 9.5 49.2 21 29.8 Total %3.2 46 2.9 52.1 2.6 1.9 1.9 6.4 3.3 28.1 3.3 34.6 3.4 1.4 2 6.9 Central Avenue Southbound Cambern Avenue Westbound Central Avenue Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 24 371 12 407 15 6 10 31 10 180 44 234 14 12 12 38 710 07:45 AM 22 402 30 454 22 13 12 47 18 189 3 210 23 4 9 36 747 08:00 AM 22 341 42 405 31 29 17 77 30 147 81 258 35 11 17 63 803 08:15 AM 23 242 22 287 18 21 16 55 38 235 14 287 24 19 27 70 699 Total Volume 91 1356 106 1553 86 69 55 210 96 751 142 989 96 46 65 207 2959 % App. Total 5.9 87.3 6.8 41 32.9 26.2 9.7 75.9 14.4 46.4 22.2 31.4 PHF .948 .843 .631 .855 .694 .595 .809 .682 .632 .799 .438 .861 .686 .605 .602 .739 .921 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 01_LKE_Cen_Cam AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: Cambern Avenue Weather: Clear Central Avenue Cambern Avenue Cambern Avenue Central Avenue Right 106 Thru 1356 Left 91 InOut Total 902 1553 2455 Right55 Thru69 Left86 OutTotalIn279 210 489 Left 96 Thru 751 Right 142 Out TotalIn 1507 989 2496 Left96 Thru46 Right65 TotalOutIn271 207 478 Peak Hour Begins at 07:30 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:15 AM 07:30 AM 07:45 AM 08:00 AM +0 mins.16 339 14 369 15 6 10 31 18 189 3 210 35 11 17 63 +15 mins.24 371 12 407 22 13 12 47 30 147 81 258 24 19 27 70 +30 mins.22 402 30 454 31 29 17 77 38 235 14 287 31 15 18 64 +45 mins.22 341 42 405 18 21 16 55 40 214 10 264 31 13 13 57 Total Volume 84 1453 98 1635 86 69 55 210 126 785 108 1019 121 58 75 254 % App. Total 5.1 88.9 6 41 32.9 26.2 12.4 77 10.6 47.6 22.8 29.5 PHF .875 .904 .583 .900 .694 .595 .809 .682 .788 .835 .333 .888 .864 .763 .694 .907 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 01_LKE_Cen_Cam PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: Cambern Avenue Weather: Clear Groups Printed- Total Volume Central Avenue Southbound Cambern Avenue Westbound Central Avenue Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 36 284 53 373 27 22 48 97 21 339 14 374 79 31 17 127 971 04:15 PM 48 280 28 356 20 32 60 112 22 331 14 367 79 32 20 131 966 04:30 PM 33 268 35 336 20 28 54 102 30 324 19 373 62 38 12 112 923 04:45 PM 41 261 33 335 18 28 64 110 21 300 14 335 68 31 20 119 899 Total 158 1093 149 1400 85 110 226 421 94 1294 61 1449 288 132 69 489 3759 05:00 PM 46 277 62 385 19 38 43 100 18 339 28 385 70 26 12 108 978 05:15 PM 36 231 35 302 17 29 51 97 27 315 18 360 47 29 10 86 845 05:30 PM 29 218 42 289 33 27 38 98 39 333 12 384 50 28 19 97 868 05:45 PM 32 232 40 304 18 19 36 73 42 342 15 399 63 26 13 102 878 Total 143 958 179 1280 87 113 168 368 126 1329 73 1528 230 109 54 393 3569 Grand Total 301 2051 328 2680 172 223 394 789 220 2623 134 2977 518 241 123 882 7328 Apprch %11.2 76.5 12.2 21.8 28.3 49.9 7.4 88.1 4.5 58.7 27.3 13.9 Total %4.1 28 4.5 36.6 2.3 3 5.4 10.8 3 35.8 1.8 40.6 7.1 3.3 1.7 12 Central Avenue Southbound Cambern Avenue Westbound Central Avenue Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM 04:15 PM 48 280 28 356 20 32 60 112 22 331 14 367 79 32 20 131 966 04:30 PM 33 268 35 336 20 28 54 102 30 324 19 373 62 38 12 112 923 04:45 PM 41 261 33 335 18 28 64 110 21 300 14 335 68 31 20 119 899 05:00 PM 46 277 62 385 19 38 43 100 18 339 28 385 70 26 12 108 978 Total Volume 168 1086 158 1412 77 126 221 424 91 1294 75 1460 279 127 64 470 3766 % App. Total 11.9 76.9 11.2 18.2 29.7 52.1 6.2 88.6 5.1 59.4 27 13.6 PHF .875 .970 .637 .917 .963 .829 .863 .946 .758 .954 .670 .948 .883 .836 .800 .897 .963 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 01_LKE_Cen_Cam PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: Cambern Avenue Weather: Clear Central Avenue Cambern Avenue Cambern Avenue Central Avenue Right 158 Thru 1086 Left 168 InOut Total 1794 1412 3206 Right221 Thru126 Left77 OutTotalIn370 424 794 Left 91 Thru 1294 Right 75 Out TotalIn 1227 1460 2687 Left279 Thru127 Right64 TotalOutIn375 470 845 Peak Hour Begins at 04:15 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:15 PM 04:15 PM 05:00 PM 04:00 PM +0 mins.48 280 28 356 20 32 60 112 18 339 28 385 79 31 17 127 +15 mins.33 268 35 336 20 28 54 102 27 315 18 360 79 32 20 131 +30 mins.41 261 33 335 18 28 64 110 39 333 12 384 62 38 12 112 +45 mins.46 277 62 385 19 38 43 100 42 342 15 399 68 31 20 119 Total Volume 168 1086 158 1412 77 126 221 424 126 1329 73 1528 288 132 69 489 % App. Total 11.9 76.9 11.2 18.2 29.7 52.1 8.2 87 4.8 58.9 27 14.1 PHF .875 .970 .637 .917 .963 .829 .863 .946 .750 .971 .652 .957 .911 .868 .863 .933 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 02_LKE_Cen_Dex AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: Dexter Avenue Weather: Clear Groups Printed- Total Volume Central Avenue Southbound Dexter Avenue Westbound Central Avenue Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 18 283 18 319 34 10 16 60 57 209 27 293 6 5 41 52 724 07:15 AM 15 329 13 357 24 19 5 48 60 225 18 303 14 5 46 65 773 07:30 AM 14 325 13 352 34 26 6 66 61 213 29 303 13 12 52 77 798 07:45 AM 11 354 34 399 34 48 7 89 89 228 31 348 7 19 72 98 934 Total 58 1291 78 1427 126 103 34 263 267 875 105 1247 40 41 211 292 3229 08:00 AM 11 347 45 403 29 82 3 114 108 236 37 381 21 25 118 164 1062 08:15 AM 19 266 17 302 32 58 3 93 93 286 36 415 26 51 143 220 1030 08:30 AM 13 301 21 335 36 24 7 67 61 237 36 334 14 28 101 143 879 08:45 AM 16 278 17 311 37 26 9 72 61 218 43 322 11 17 41 69 774 Total 59 1192 100 1351 134 190 22 346 323 977 152 1452 72 121 403 596 3745 Grand Total 117 2483 178 2778 260 293 56 609 590 1852 257 2699 112 162 614 888 6974 Apprch %4.2 89.4 6.4 42.7 48.1 9.2 21.9 68.6 9.5 12.6 18.2 69.1 Total %1.7 35.6 2.6 39.8 3.7 4.2 0.8 8.7 8.5 26.6 3.7 38.7 1.6 2.3 8.8 12.7 Central Avenue Southbound Dexter Avenue Westbound Central Avenue Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM 07:45 AM 11 354 34 399 34 48 7 89 89 228 31 348 7 19 72 98 934 08:00 AM 11 347 45 403 29 82 3 114 108 236 37 381 21 25 118 164 1062 08:15 AM 19 266 17 302 32 58 3 93 93 286 36 415 26 51 143 220 1030 08:30 AM 13 301 21 335 36 24 7 67 61 237 36 334 14 28 101 143 879 Total Volume 54 1268 117 1439 131 212 20 363 351 987 140 1478 68 123 434 625 3905 % App. Total 3.8 88.1 8.1 36.1 58.4 5.5 23.7 66.8 9.5 10.9 19.7 69.4 PHF .711 .895 .650 .893 .910 .646 .714 .796 .813 .863 .946 .890 .654 .603 .759 .710 .919 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 02_LKE_Cen_Dex AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: Dexter Avenue Weather: Clear Central Avenue Dexter Avenue Dexter Avenue Central Avenue Right 117 Thru 1268 Left 54 InOut Total 1075 1439 2514 Right20 Thru212 Left131 OutTotalIn317 363 680 Left 351 Thru 987 Right 140 Out TotalIn 1833 1478 3311 Left68 Thru123 Right434 TotalOutIn680 625 1305 Peak Hour Begins at 07:45 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:15 AM 07:45 AM 07:45 AM 07:45 AM +0 mins.15 329 13 357 34 48 7 89 89 228 31 348 7 19 72 98 +15 mins.14 325 13 352 29 82 3 114 108 236 37 381 21 25 118 164 +30 mins.11 354 34 399 32 58 3 93 93 286 36 415 26 51 143 220 +45 mins.11 347 45 403 36 24 7 67 61 237 36 334 14 28 101 143 Total Volume 51 1355 105 1511 131 212 20 363 351 987 140 1478 68 123 434 625 % App. Total 3.4 89.7 6.9 36.1 58.4 5.5 23.7 66.8 9.5 10.9 19.7 69.4 PHF .850 .957 .583 .937 .910 .646 .714 .796 .813 .863 .946 .890 .654 .603 .759 .710 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 02_LKE_Cen_Dex PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: Dexter Avenue Weather: Clear Groups Printed- Total Volume Central Avenue Southbound Dexter Avenue Westbound Central Avenue Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 25 308 14 347 41 44 16 101 71 323 44 438 28 39 91 158 1044 04:15 PM 15 290 15 320 37 26 19 82 57 318 43 418 28 31 72 131 951 04:30 PM 21 244 18 283 37 33 26 96 46 313 40 399 19 20 71 110 888 04:45 PM 29 340 10 379 30 21 21 72 50 333 43 426 19 20 60 99 976 Total 90 1182 57 1329 145 124 82 351 224 1287 170 1681 94 110 294 498 3859 05:00 PM 22 265 15 302 41 42 19 102 72 344 50 466 19 23 51 93 963 05:15 PM 18 260 14 292 37 21 13 71 62 360 51 473 27 18 56 101 937 05:30 PM 18 251 19 288 42 34 13 89 74 335 56 465 22 30 64 116 958 05:45 PM 18 267 17 302 36 44 9 89 62 405 50 517 22 30 67 119 1027 Total 76 1043 65 1184 156 141 54 351 270 1444 207 1921 90 101 238 429 3885 Grand Total 166 2225 122 2513 301 265 136 702 494 2731 377 3602 184 211 532 927 7744 Apprch %6.6 88.5 4.9 42.9 37.7 19.4 13.7 75.8 10.5 19.8 22.8 57.4 Total %2.1 28.7 1.6 32.5 3.9 3.4 1.8 9.1 6.4 35.3 4.9 46.5 2.4 2.7 6.9 12 Central Avenue Southbound Dexter Avenue Westbound Central Avenue Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM 22 265 15 302 41 42 19 102 72 344 50 466 19 23 51 93 963 05:15 PM 18 260 14 292 37 21 13 71 62 360 51 473 27 18 56 101 937 05:30 PM 18 251 19 288 42 34 13 89 74 335 56 465 22 30 64 116 958 05:45 PM 18 267 17 302 36 44 9 89 62 405 50 517 22 30 67 119 1027 Total Volume 76 1043 65 1184 156 141 54 351 270 1444 207 1921 90 101 238 429 3885 % App. Total 6.4 88.1 5.5 44.4 40.2 15.4 14.1 75.2 10.8 21 23.5 55.5 PHF .864 .977 .855 .980 .929 .801 .711 .860 .912 .891 .924 .929 .833 .842 .888 .901 .946 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 02_LKE_Cen_Dex PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: Dexter Avenue Weather: Clear Central Avenue Dexter Avenue Dexter Avenue Central Avenue Right 65 Thru 1043 Left 76 InOut Total 1588 1184 2772 Right54 Thru141 Left156 OutTotalIn384 351 735 Left 270 Thru 1444 Right 207 Out TotalIn 1437 1921 3358 Left90 Thru101 Right238 TotalOutIn476 429 905 Peak Hour Begins at 05:00 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 04:15 PM 05:00 PM 04:00 PM +0 mins.25 308 14 347 37 26 19 82 72 344 50 466 28 39 91 158 +15 mins.15 290 15 320 37 33 26 96 62 360 51 473 28 31 72 131 +30 mins.21 244 18 283 30 21 21 72 74 335 56 465 19 20 71 110 +45 mins.29 340 10 379 41 42 19 102 62 405 50 517 19 20 60 99 Total Volume 90 1182 57 1329 145 122 85 352 270 1444 207 1921 94 110 294 498 % App. Total 6.8 88.9 4.3 41.2 34.7 24.1 14.1 75.2 10.8 18.9 22.1 59 PHF .776 .869 .792 .877 .884 .726 .817 .863 .912 .891 .924 .929 .839 .705 .808 .788 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 03_LKE_Cen_15N AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Northbound Ramps Weather: Clear Groups Printed- Total Volume Central Avenue Southbound I-15 Northbound Off Ramp Westbound Central Avenue Northbound I-15 Northbound On Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 0 208 145 353 67 0 109 176 17 174 0 191 0 0 0 0 720 07:15 AM 0 285 116 401 73 0 138 211 9 192 0 201 0 0 0 0 813 07:30 AM 0 297 98 395 90 0 125 215 15 189 0 204 0 0 0 0 814 07:45 AM 0 366 88 454 123 1 113 237 11 213 0 224 0 0 0 0 915 Total 0 1156 447 1603 353 1 485 839 52 768 0 820 0 0 0 0 3262 08:00 AM 0 388 93 481 101 3 150 254 25 255 0 280 0 0 0 0 1015 08:15 AM 0 320 96 416 98 0 121 219 27 285 0 312 0 0 0 0 947 08:30 AM 0 332 117 449 85 1 91 177 30 256 0 286 0 0 0 0 912 08:45 AM 0 254 80 334 83 1 90 174 31 220 0 251 0 0 0 0 759 Total 0 1294 386 1680 367 5 452 824 113 1016 0 1129 0 0 0 0 3633 Grand Total 0 2450 833 3283 720 6 937 1663 165 1784 0 1949 0 0 0 0 6895 Apprch %0 74.6 25.4 43.3 0.4 56.3 8.5 91.5 0 0 0 0 Total %0 35.5 12.1 47.6 10.4 0.1 13.6 24.1 2.4 25.9 0 28.3 0 0 0 0 Central Avenue Southbound I-15 Northbound Off Ramp Westbound Central Avenue Northbound I-15 Northbound On Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM 07:45 AM 0 366 88 454 123 1 113 237 11 213 0 224 0 0 0 0 915 08:00 AM 0 388 93 481 101 3 150 254 25 255 0 280 0 0 0 0 1015 08:15 AM 0 320 96 416 98 0 121 219 27 285 0 312 0 0 0 0 947 08:30 AM 0 332 117 449 85 1 91 177 30 256 0 286 0 0 0 0 912 Total Volume 0 1406 394 1800 407 5 475 887 93 1009 0 1102 0 0 0 0 3789 % App. Total 0 78.1 21.9 45.9 0.6 53.6 8.4 91.6 0 0 0 0 PHF .000 .906 .842 .936 .827 .417 .792 .873 .775 .885 .000 .883 .000 .000 .000 .000 .933 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 03_LKE_Cen_15N AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Northbound Ramps Weather: Clear Central Avenue I-15 Northbound On Ramp I-15 Northbound Off Ramp Central Avenue Right 394 Thru 1406 Left 0 InOut Total 1484 1800 3284 Right475 Thru5 Left407 OutTotalIn0 887 887 Left 93 Thru 1009 Right 0 Out TotalIn 1813 1102 2915 Left0 Thru0 Right0 TotalOutIn492 0 492 Peak Hour Begins at 07:45 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:45 AM 07:30 AM 08:00 AM 07:00 AM +0 mins.0 366 88 454 90 0 125 215 25 255 0 280 0 0 0 0 +15 mins.0 388 93 481 123 1 113 237 27 285 0 312 0 0 0 0 +30 mins.0 320 96 416 101 3 150 254 30 256 0 286 0 0 0 0 +45 mins.0 332 117 449 98 0 121 219 31 220 0 251 0 0 0 0 Total Volume 0 1406 394 1800 412 4 509 925 113 1016 0 1129 0 0 0 0 % App. Total 0 78.1 21.9 44.5 0.4 55 10 90 0 0 0 0 PHF .000 .906 .842 .936 .837 .333 .848 .910 .911 .891 .000 .905 .000 .000 .000 .000 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 03_LKE_Cen_15N PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Northbound Ramps Weather: Clear Groups Printed- Total Volume Central Avenue Southbound I-15 Northbound Off Ramp Westbound Central Avenue Northbound I-15 Northbound On Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 304 110 414 62 0 144 206 7 284 0 291 0 0 0 0 911 04:15 PM 0 305 92 397 37 0 132 169 10 304 0 314 0 0 0 0 880 04:30 PM 0 280 84 364 39 0 144 183 6 291 0 297 0 0 0 0 844 04:45 PM 0 278 136 414 31 1 146 178 7 282 0 289 0 0 0 0 881 Total 0 1167 422 1589 169 1 566 736 30 1161 0 1191 0 0 0 0 3516 05:00 PM 0 237 120 357 54 0 160 214 16 292 0 308 0 0 0 0 879 05:15 PM 0 272 88 360 94 0 159 253 13 352 0 365 0 0 0 0 978 05:30 PM 0 259 80 339 78 0 152 230 12 343 0 355 0 0 0 0 924 05:45 PM 0 256 91 347 70 1 156 227 15 338 0 353 0 0 0 0 927 Total 0 1024 379 1403 296 1 627 924 56 1325 0 1381 0 0 0 0 3708 Grand Total 0 2191 801 2992 465 2 1193 1660 86 2486 0 2572 0 0 0 0 7224 Apprch %0 73.2 26.8 28 0.1 71.9 3.3 96.7 0 0 0 0 Total %0 30.3 11.1 41.4 6.4 0 16.5 23 1.2 34.4 0 35.6 0 0 0 0 Central Avenue Southbound I-15 Northbound Off Ramp Westbound Central Avenue Northbound I-15 Northbound On Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM 0 237 120 357 54 0 160 214 16 292 0 308 0 0 0 0 879 05:15 PM 0 272 88 360 94 0 159 253 13 352 0 365 0 0 0 0 978 05:30 PM 0 259 80 339 78 0 152 230 12 343 0 355 0 0 0 0 924 05:45 PM 0 256 91 347 70 1 156 227 15 338 0 353 0 0 0 0 927 Total Volume 0 1024 379 1403 296 1 627 924 56 1325 0 1381 0 0 0 0 3708 % App. Total 0 73 27 32 0.1 67.9 4.1 95.9 0 0 0 0 PHF .000 .941 .790 .974 .787 .250 .980 .913 .875 .941 .000 .946 .000 .000 .000 .000 .948 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 03_LKE_Cen_15N PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Northbound Ramps Weather: Clear Central Avenue I-15 Northbound On Ramp I-15 Northbound Off Ramp Central Avenue Right 379 Thru 1024 Left 0 InOut Total 1952 1403 3355 Right627 Thru1 Left296 OutTotalIn0 924 924 Left 56 Thru 1325 Right 0 Out TotalIn 1320 1381 2701 Left0 Thru0 Right0 TotalOutIn436 0 436 Peak Hour Begins at 05:00 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 05:00 PM 05:00 PM 04:00 PM +0 mins.0 304 110 414 54 0 160 214 16 292 0 308 0 0 0 0 +15 mins.0 305 92 397 94 0 159 253 13 352 0 365 0 0 0 0 +30 mins.0 280 84 364 78 0 152 230 12 343 0 355 0 0 0 0 +45 mins.0 278 136 414 70 1 156 227 15 338 0 353 0 0 0 0 Total Volume 0 1167 422 1589 296 1 627 924 56 1325 0 1381 0 0 0 0 % App. Total 0 73.4 26.6 32 0.1 67.9 4.1 95.9 0 0 0 0 PHF .000 .957 .776 .960 .787 .250 .980 .913 .875 .941 .000 .946 .000 .000 .000 .000 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 04_LKE_Cen_15S AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Southbound Ramps Weather: Clear Groups Printed- Total Volume Central Avenue Southbound I-15 Southbound On Ramp Westbound Central Avenue Northbound I-15 Southbound Off Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 88 209 0 297 0 0 0 0 0 125 94 219 79 0 38 117 633 07:15 AM 128 232 0 360 0 0 0 0 0 114 111 225 80 0 46 126 711 07:30 AM 123 258 0 381 0 0 0 0 0 131 142 273 77 1 49 127 781 07:45 AM 140 347 0 487 0 0 0 0 0 138 105 243 83 0 64 147 877 Total 479 1046 0 1525 0 0 0 0 0 508 452 960 319 1 197 517 3002 08:00 AM 143 343 0 486 0 0 0 0 0 226 147 373 54 0 54 108 967 08:15 AM 133 299 0 432 0 0 0 0 0 209 123 332 104 0 54 158 922 08:30 AM 167 274 0 441 0 0 0 0 0 207 145 352 80 0 48 128 921 08:45 AM 102 232 0 334 0 0 0 0 0 177 99 276 80 0 39 119 729 Total 545 1148 0 1693 0 0 0 0 0 819 514 1333 318 0 195 513 3539 Grand Total 1024 2194 0 3218 0 0 0 0 0 1327 966 2293 637 1 392 1030 6541 Apprch %31.8 68.2 0 0 0 0 0 57.9 42.1 61.8 0.1 38.1 Total %15.7 33.5 0 49.2 0 0 0 0 0 20.3 14.8 35.1 9.7 0 6 15.7 Central Avenue Southbound I-15 Southbound On Ramp Westbound Central Avenue Northbound I-15 Southbound Off Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM 07:45 AM 140 347 0 487 0 0 0 0 0 138 105 243 83 0 64 147 877 08:00 AM 143 343 0 486 0 0 0 0 0 226 147 373 54 0 54 108 967 08:15 AM 133 299 0 432 0 0 0 0 0 209 123 332 104 0 54 158 922 08:30 AM 167 274 0 441 0 0 0 0 0 207 145 352 80 0 48 128 921 Total Volume 583 1263 0 1846 0 0 0 0 0 780 520 1300 321 0 220 541 3687 % App. Total 31.6 68.4 0 0 0 0 0 60 40 59.3 0 40.7 PHF .873 .910 .000 .948 .000 .000 .000 .000 .000 .863 .884 .871 .772 .000 .859 .856 .953 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 04_LKE_Cen_15S AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Southbound Ramps Weather: Clear Central Avenue I-15 Southbound Off Ramp I-15 Southbound On Ramp Central Avenue Right 0 Thru 1263 Left 583 InOut Total 1101 1846 2947 Right0 Thru0 Left0 OutTotalIn1103 0 1103 Left 0 Thru 780 Right 520 Out TotalIn 1483 1300 2783 Left321 Thru0 Right220 TotalOutIn0 541 541 Peak Hour Begins at 07:45 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:45 AM 07:00 AM 08:00 AM 07:45 AM +0 mins.140 347 0 487 0 0 0 0 0 226 147 373 83 0 64 147 +15 mins.143 343 0 486 0 0 0 0 0 209 123 332 54 0 54 108 +30 mins.133 299 0 432 0 0 0 0 0 207 145 352 104 0 54 158 +45 mins.167 274 0 441 0 0 0 0 0 177 99 276 80 0 48 128 Total Volume 583 1263 0 1846 0 0 0 0 0 819 514 1333 321 0 220 541 % App. Total 31.6 68.4 0 0 0 0 0 61.4 38.6 59.3 0 40.7 PHF .873 .910 .000 .948 .000 .000 .000 .000 .000 .906 .874 .893 .772 .000 .859 .856 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 04_LKE_Cen_15S PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Southbound Ramps Weather: Clear Groups Printed- Total Volume Central Avenue Southbound I-15 Southbound On Ramp Westbound Central Avenue Northbound I-15 Southbound Off Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 108 258 0 366 0 0 0 0 0 202 70 272 108 2 32 142 780 04:15 PM 133 230 0 363 0 0 0 0 0 206 39 245 119 0 19 138 746 04:30 PM 113 197 0 310 0 0 0 0 0 208 70 278 94 1 20 115 703 04:45 PM 114 186 0 300 0 0 0 0 0 220 46 266 92 0 19 111 677 Total 468 871 0 1339 0 0 0 0 0 836 225 1061 413 3 90 506 2906 05:00 PM 83 187 0 270 0 0 0 0 0 215 63 278 112 1 21 134 682 05:15 PM 104 265 0 369 0 0 0 0 0 234 58 292 121 0 23 144 805 05:30 PM 112 234 0 346 0 0 0 0 0 248 57 305 137 1 26 164 815 05:45 PM 107 224 0 331 0 0 0 0 0 245 82 327 150 1 31 182 840 Total 406 910 0 1316 0 0 0 0 0 942 260 1202 520 3 101 624 3142 Grand Total 874 1781 0 2655 0 0 0 0 0 1778 485 2263 933 6 191 1130 6048 Apprch %32.9 67.1 0 0 0 0 0 78.6 21.4 82.6 0.5 16.9 Total %14.5 29.4 0 43.9 0 0 0 0 0 29.4 8 37.4 15.4 0.1 3.2 18.7 Central Avenue Southbound I-15 Southbound On Ramp Westbound Central Avenue Northbound I-15 Southbound Off Ramp Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM 83 187 0 270 0 0 0 0 0 215 63 278 112 1 21 134 682 05:15 PM 104 265 0 369 0 0 0 0 0 234 58 292 121 0 23 144 805 05:30 PM 112 234 0 346 0 0 0 0 0 248 57 305 137 1 26 164 815 05:45 PM 107 224 0 331 0 0 0 0 0 245 82 327 150 1 31 182 840 Total Volume 406 910 0 1316 0 0 0 0 0 942 260 1202 520 3 101 624 3142 % App. Total 30.9 69.1 0 0 0 0 0 78.4 21.6 83.3 0.5 16.2 PHF .906 .858 .000 .892 .000 .000 .000 .000 .000 .950 .793 .919 .867 .750 .815 .857 .935 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 04_LKE_Cen_15S PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: I-15 Southbound Ramps Weather: Clear Central Avenue I-15 Southbound Off Ramp I-15 Southbound On Ramp Central Avenue Right 0 Thru 910 Left 406 InOut Total 1462 1316 2778 Right0 Thru0 Left0 OutTotalIn669 0 669 Left 0 Thru 942 Right 260 Out TotalIn 1011 1202 2213 Left520 Thru3 Right101 TotalOutIn0 624 624 Peak Hour Begins at 05:00 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 04:00 PM 05:00 PM 05:00 PM +0 mins.108 258 0 366 0 0 0 0 0 215 63 278 112 1 21 134 +15 mins.133 230 0 363 0 0 0 0 0 234 58 292 121 0 23 144 +30 mins.113 197 0 310 0 0 0 0 0 248 57 305 137 1 26 164 +45 mins.114 186 0 300 0 0 0 0 0 245 82 327 150 1 31 182 Total Volume 468 871 0 1339 0 0 0 0 0 942 260 1202 520 3 101 624 % App. Total 35 65 0 0 0 0 0 78.4 21.6 83.3 0.5 16.2 PHF .880 .844 .000 .915 .000 .000 .000 .000 .000 .950 .793 .919 .867 .750 .815 .857 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 05_LKE_Cen_DW1 PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: Driveway 1 Weather: Clear Groups Printed- Total Volume Central Avenue Southbound Driveway 1 Westbound Central Avenue Northbound Lake Elsinore Market Place Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 314 12 326 0 0 12 12 0 382 28 410 0 0 47 47 795 04:15 PM 0 266 11 277 0 0 4 4 0 341 32 373 0 0 45 45 699 04:30 PM 0 257 15 272 0 0 9 9 0 338 20 358 0 0 43 43 682 04:45 PM 0 332 13 345 0 0 7 7 0 346 19 365 0 0 43 43 760 Total 0 1169 51 1220 0 0 32 32 0 1407 99 1506 0 0 178 178 2936 05:00 PM 0 272 11 283 0 0 6 6 0 359 32 391 0 0 38 38 718 05:15 PM 0 278 12 290 0 0 14 14 0 402 41 443 0 0 36 36 783 05:30 PM 0 257 16 273 0 0 9 9 0 380 37 417 0 0 45 45 744 05:45 PM 0 250 5 255 0 0 3 3 0 395 27 422 0 0 40 40 720 Total 0 1057 44 1101 0 0 32 32 0 1536 137 1673 0 0 159 159 2965 Grand Total 0 2226 95 2321 0 0 64 64 0 2943 236 3179 0 0 337 337 5901 Apprch %0 95.9 4.1 0 0 100 0 92.6 7.4 0 0 100 Total %0 37.7 1.6 39.3 0 0 1.1 1.1 0 49.9 4 53.9 0 0 5.7 5.7 Central Avenue Southbound Driveway 1 Westbound Central Avenue Northbound Lake Elsinore Market Place Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 0 332 13 345 0 0 7 7 0 346 19 365 0 0 43 43 760 05:00 PM 0 272 11 283 0 0 6 6 0 359 32 391 0 0 38 38 718 05:15 PM 0 278 12 290 0 0 14 14 0 402 41 443 0 0 36 36 783 05:30 PM 0 257 16 273 0 0 9 9 0 380 37 417 0 0 45 45 744 Total Volume 0 1139 52 1191 0 0 36 36 0 1487 129 1616 0 0 162 162 3005 % App. Total 0 95.6 4.4 0 0 100 0 92 8 0 0 100 PHF .000 .858 .813 .863 .000 .000 .643 .643 .000 .925 .787 .912 .000 .000 .900 .900 .959 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 05_LKE_Cen_DW1 PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: Driveway 1 Weather: Clear Central Avenue Lake Elsinore Market Place Driveway Driveway 1 Central Avenue Right 52 Thru 1139 Left 0 InOut Total 1523 1191 2714 Right36 Thru0 Left0 OutTotalIn129 36 165 Left 0 Thru 1487 Right 129 Out TotalIn 1301 1616 2917 Left0 Thru0 Right162 TotalOutIn52 162 214 Peak Hour Begins at 04:45 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 04:30 PM 05:00 PM 04:00 PM +0 mins.0 314 12 326 0 0 9 9 0 359 32 391 0 0 47 47 +15 mins.0 266 11 277 0 0 7 7 0 402 41 443 0 0 45 45 +30 mins.0 257 15 272 0 0 6 6 0 380 37 417 0 0 43 43 +45 mins.0 332 13 345 0 0 14 14 0 395 27 422 0 0 43 43 Total Volume 0 1169 51 1220 0 0 36 36 0 1536 137 1673 0 0 178 178 % App. Total 0 95.8 4.2 0 0 100 0 91.8 8.2 0 0 100 PHF .000 .880 .850 .884 .000 .000 .643 .643 .000 .955 .835 .944 .000 .000 .947 .947 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 05_LKE_Cen_DW1 PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Central Avenue E/W: Driveway 1 Weather: Clear Groups Printed- Total Volume Central Avenue Southbound Driveway 1 Westbound Central Avenue Northbound Lake Elsinore Market Place Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 314 12 326 0 0 12 12 0 382 28 410 0 0 47 47 795 04:15 PM 0 266 11 277 0 0 4 4 0 341 32 373 0 0 45 45 699 04:30 PM 0 257 15 272 0 0 9 9 0 338 20 358 0 0 43 43 682 04:45 PM 0 332 13 345 0 0 7 7 0 346 19 365 0 0 43 43 760 Total 0 1169 51 1220 0 0 32 32 0 1407 99 1506 0 0 178 178 2936 05:00 PM 0 272 11 283 0 0 6 6 0 359 32 391 0 0 38 38 718 05:15 PM 0 278 12 290 0 0 14 14 0 402 41 443 0 0 36 36 783 05:30 PM 0 257 16 273 0 0 9 9 0 380 37 417 0 0 45 45 744 05:45 PM 0 250 5 255 0 0 3 3 0 395 27 422 0 0 40 40 720 Total 0 1057 44 1101 0 0 32 32 0 1536 137 1673 0 0 159 159 2965 Grand Total 0 2226 95 2321 0 0 64 64 0 2943 236 3179 0 0 337 337 5901 Apprch %0 95.9 4.1 0 0 100 0 92.6 7.4 0 0 100 Total %0 37.7 1.6 39.3 0 0 1.1 1.1 0 49.9 4 53.9 0 0 5.7 5.7 Central Avenue Southbound Driveway 1 Westbound Central Avenue Northbound Lake Elsinore Market Place Driveway Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 0 332 13 345 0 0 7 7 0 346 19 365 0 0 43 43 760 05:00 PM 0 272 11 283 0 0 6 6 0 359 32 391 0 0 38 38 718 05:15 PM 0 278 12 290 0 0 14 14 0 402 41 443 0 0 36 36 783 05:30 PM 0 257 16 273 0 0 9 9 0 380 37 417 0 0 45 45 744 Total Volume 0 1139 52 1191 0 0 36 36 0 1487 129 1616 0 0 162 162 3005 % App. Total 0 95.6 4.4 0 0 100 0 92 8 0 0 100 PHF .000 .858 .813 .863 .000 .000 .643 .643 .000 .925 .787 .912 .000 .000 .900 .900 .959 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 05_LKE_Cen_DW1 PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Central Avenue E/W: Driveway 1 Weather: Clear Central Avenue Lake Elsinore Market Place Driveway Driveway 1 Central Avenue Right 52 Thru 1139 Left 0 InOut Total 1523 1191 2714 Right36 Thru0 Left0 OutTotalIn129 36 165 Left 0 Thru 1487 Right 129 Out TotalIn 1301 1616 2917 Left0 Thru0 Right162 TotalOutIn52 162 214 Peak Hour Begins at 04:45 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 04:30 PM 05:00 PM 04:00 PM +0 mins.0 314 12 326 0 0 9 9 0 359 32 391 0 0 47 47 +15 mins.0 266 11 277 0 0 7 7 0 402 41 443 0 0 45 45 +30 mins.0 257 15 272 0 0 6 6 0 380 37 417 0 0 43 43 +45 mins.0 332 13 345 0 0 14 14 0 395 27 422 0 0 43 43 Total Volume 0 1169 51 1220 0 0 36 36 0 1536 137 1673 0 0 178 178 % App. Total 0 95.8 4.2 0 0 100 0 91.8 8.2 0 0 100 PHF .000 .880 .850 .884 .000 .000 .643 .643 .000 .955 .835 .944 .000 .000 .947 .947 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 06_LKE_DW2_Cam AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Driveway 2 E/W: Cambern Avenue Weather: Clear Groups Printed- Total Volume Gated Construction Driveway Southbound Cambern Avenue Westbound Driveway 2 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 0 0 0 0 0 27 0 27 0 0 5 5 0 12 7 19 51 07:15 AM 0 0 1 1 0 30 1 31 0 0 4 4 0 13 8 21 57 07:30 AM 0 0 1 1 0 26 1 27 0 0 2 2 0 28 11 39 69 07:45 AM 0 0 1 1 0 48 0 48 0 0 2 2 0 22 10 32 83 Total 0 0 3 3 0 131 2 133 0 0 13 13 0 75 36 111 260 08:00 AM 0 0 0 0 0 77 0 77 0 0 5 5 0 23 16 39 121 08:15 AM 0 0 2 2 0 53 1 54 0 0 8 8 0 41 11 52 116 08:30 AM 0 0 0 0 0 28 0 28 0 0 5 5 0 32 13 45 78 08:45 AM 0 0 0 0 0 52 0 52 0 0 9 9 0 23 24 47 108 Total 0 0 2 2 0 210 1 211 0 0 27 27 0 119 64 183 423 Grand Total 0 0 5 5 0 341 3 344 0 0 40 40 0 194 100 294 683 Apprch %0 0 100 0 99.1 0.9 0 0 100 0 66 34 Total %0 0 0.7 0.7 0 49.9 0.4 50.4 0 0 5.9 5.9 0 28.4 14.6 43 Gated Construction Driveway Southbound Cambern Avenue Westbound Driveway 2 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 08:00 AM 08:00 AM 0 0 0 0 0 77 0 77 0 0 5 5 0 23 16 39 121 08:15 AM 0 0 2 2 0 53 1 54 0 0 8 8 0 41 11 52 116 08:30 AM 0 0 0 0 0 28 0 28 0 0 5 5 0 32 13 45 78 08:45 AM 0 0 0 0 0 52 0 52 0 0 9 9 0 23 24 47 108 Total Volume 0 0 2 2 0 210 1 211 0 0 27 27 0 119 64 183 423 % App. Total 0 0 100 0 99.5 0.5 0 0 100 0 65 35 PHF .000 .000 .250 .250 .000 .682 .250 .685 .000 .000 .750 .750 .000 .726 .667 .880 .874 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 06_LKE_DW2_Cam AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Driveway 2 E/W: Cambern Avenue Weather: Clear Gated Construction Driveway Cambern Avenue Cambern Avenue Driveway 2 Right 2 Thru 0 Left 0 InOut Total 1 2 3 Right1 Thru210 Left0 OutTotalIn146 211 357 Left 0 Thru 0 Right 27 Out TotalIn 64 27 91 Left0 Thru119 Right64 TotalOutIn212 183 395 Peak Hour Begins at 08:00 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:30 AM 08:00 AM 08:00 AM 08:00 AM +0 mins.0 0 1 1 0 77 0 77 0 0 5 5 0 23 16 39 +15 mins.0 0 1 1 0 53 1 54 0 0 8 8 0 41 11 52 +30 mins.0 0 0 0 0 28 0 28 0 0 5 5 0 32 13 45 +45 mins.0 0 2 2 0 52 0 52 0 0 9 9 0 23 24 47 Total Volume 0 0 4 4 0 210 1 211 0 0 27 27 0 119 64 183 % App. Total 0 0 100 0 99.5 0.5 0 0 100 0 65 35 PHF .000 .000 .500 .500 .000 .682 .250 .685 .000 .000 .750 .750 .000 .726 .667 .880 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 06_LKE_DW2_Cam PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Driveway 2 E/W: Cambern Avenue Weather: Clear Groups Printed- Total Volume Gated Construction Driveway Southbound Cambern Avenue Westbound Driveway 2 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 0 1 1 0 103 1 104 0 0 27 27 0 45 35 80 212 04:15 PM 0 0 0 0 0 102 0 102 0 0 28 28 0 46 33 79 209 04:30 PM 0 0 0 0 0 98 0 98 0 0 27 27 0 73 27 100 225 04:45 PM 0 0 0 0 0 115 0 115 0 0 35 35 0 50 39 89 239 Total 0 0 1 1 0 418 1 419 0 0 117 117 0 214 134 348 885 05:00 PM 0 0 0 0 0 92 0 92 0 0 21 21 0 66 25 91 204 05:15 PM 0 0 0 0 0 105 0 105 0 0 35 35 0 53 34 87 227 05:30 PM 0 0 0 0 0 96 0 96 0 0 20 20 0 36 25 61 177 05:45 PM 0 0 0 0 0 78 0 78 0 0 26 26 0 46 28 74 178 Total 0 0 0 0 0 371 0 371 0 0 102 102 0 201 112 313 786 Grand Total 0 0 1 1 0 789 1 790 0 0 219 219 0 415 246 661 1671 Apprch %0 0 100 0 99.9 0.1 0 0 100 0 62.8 37.2 Total %0 0 0.1 0.1 0 47.2 0.1 47.3 0 0 13.1 13.1 0 24.8 14.7 39.6 Gated Construction Driveway Southbound Cambern Avenue Westbound Driveway 2 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 0 0 0 0 0 98 0 98 0 0 27 27 0 73 27 100 225 04:45 PM 0 0 0 0 0 115 0 115 0 0 35 35 0 50 39 89 239 05:00 PM 0 0 0 0 0 92 0 92 0 0 21 21 0 66 25 91 204 05:15 PM 0 0 0 0 0 105 0 105 0 0 35 35 0 53 34 87 227 Total Volume 0 0 0 0 0 410 0 410 0 0 118 118 0 242 125 367 895 % App. Total 0 0 0 0 100 0 0 0 100 0 65.9 34.1 PHF .000 .000 .000 .000 .000 .891 .000 .891 .000 .000 .843 .843 .000 .829 .801 .918 .936 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 06_LKE_DW2_Cam PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Driveway 2 E/W: Cambern Avenue Weather: Clear Gated Construction Driveway Cambern Avenue Cambern Avenue Driveway 2 Right 0 Thru 0 Left 0 InOut Total 0 0 0 Right0 Thru410 Left0 OutTotalIn360 410 770 Left 0 Thru 0 Right 118 Out TotalIn 125 118 243 Left0 Thru242 Right125 TotalOutIn410 367 777 Peak Hour Begins at 04:30 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 04:00 PM 04:30 PM 04:30 PM +0 mins.0 0 1 1 0 103 1 104 0 0 27 27 0 73 27 100 +15 mins.0 0 0 0 0 102 0 102 0 0 35 35 0 50 39 89 +30 mins.0 0 0 0 0 98 0 98 0 0 21 21 0 66 25 91 +45 mins.0 0 0 0 0 115 0 115 0 0 35 35 0 53 34 87 Total Volume 0 0 1 1 0 418 1 419 0 0 118 118 0 242 125 367 % App. Total 0 0 100 0 99.8 0.2 0 0 100 0 65.9 34.1 PHF .000 .000 .250 .250 .000 .909 .250 .911 .000 .000 .843 .843 .000 .829 .801 .918 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 07_LKE_DW3_Cam AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Driveway 3 E/W: Cambern Avenue Weather: Clear Groups Printed- Total Volume Gated Driveway Southbound Cambern Avenue Westbound Driveway 3 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 0 0 0 0 0 18 0 18 9 0 1 10 0 13 1 14 42 07:15 AM 0 0 0 0 1 19 0 20 10 0 3 13 0 11 2 13 46 07:30 AM 0 0 0 0 2 13 0 15 11 0 2 13 0 24 4 28 56 07:45 AM 0 0 0 0 5 40 1 46 7 0 5 12 0 18 3 21 79 Total 0 0 0 0 8 90 1 99 37 0 11 48 0 66 10 76 223 08:00 AM 0 0 0 0 5 52 0 57 19 0 4 23 0 20 3 23 103 08:15 AM 0 0 0 0 3 32 0 35 18 0 4 22 0 33 12 45 102 08:30 AM 0 0 0 0 2 12 0 14 9 0 3 12 0 24 5 29 55 08:45 AM 0 0 0 0 1 24 0 25 21 0 4 25 0 21 4 25 75 Total 0 0 0 0 11 120 0 131 67 0 15 82 0 98 24 122 335 Grand Total 0 0 0 0 19 210 1 230 104 0 26 130 0 164 34 198 558 Apprch %0 0 0 8.3 91.3 0.4 80 0 20 0 82.8 17.2 Total %0 0 0 0 3.4 37.6 0.2 41.2 18.6 0 4.7 23.3 0 29.4 6.1 35.5 Gated Driveway Southbound Cambern Avenue Westbound Driveway 3 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 0 0 0 0 2 13 0 15 11 0 2 13 0 24 4 28 56 07:45 AM 0 0 0 0 5 40 1 46 7 0 5 12 0 18 3 21 79 08:00 AM 0 0 0 0 5 52 0 57 19 0 4 23 0 20 3 23 103 08:15 AM 0 0 0 0 3 32 0 35 18 0 4 22 0 33 12 45 102 Total Volume 0 0 0 0 15 137 1 153 55 0 15 70 0 95 22 117 340 % App. Total 0 0 0 9.8 89.5 0.7 78.6 0 21.4 0 81.2 18.8 PHF .000 .000 .000 .000 .750 .659 .250 .671 .724 .000 .750 .761 .000 .720 .458 .650 .825 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 07_LKE_DW3_Cam AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Driveway 3 E/W: Cambern Avenue Weather: Clear Gated Driveway Cambern Avenue Cambern Avenue Driveway 3 Right 0 Thru 0 Left 0 InOut Total 1 0 1 Right1 Thru137 Left15 OutTotalIn110 153 263 Left 55 Thru 0 Right 15 Out TotalIn 37 70 107 Left0 Thru95 Right22 TotalOutIn192 117 309 Peak Hour Begins at 07:30 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 07:00 AM 07:30 AM 08:00 AM 08:00 AM +0 mins.0 0 0 0 2 13 0 15 19 0 4 23 0 20 3 23 +15 mins.0 0 0 0 5 40 1 46 18 0 4 22 0 33 12 45 +30 mins.0 0 0 0 5 52 0 57 9 0 3 12 0 24 5 29 +45 mins.0 0 0 0 3 32 0 35 21 0 4 25 0 21 4 25 Total Volume 0 0 0 0 15 137 1 153 67 0 15 82 0 98 24 122 % App. Total 0 0 0 9.8 89.5 0.7 81.7 0 18.3 0 80.3 19.7 PHF .000 .000 .000 .000 .750 .659 .250 .671 .798 .000 .938 .820 .000 .742 .500 .678 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 07_LKE_DW3_Cam PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Driveway 3 E/W: Cambern Avenue Weather: Clear Groups Printed- Total Volume Gated Driveway Southbound Cambern Avenue Westbound Driveway 3 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 0 0 0 0 9 35 0 44 46 0 5 51 0 37 11 48 143 04:15 PM 0 0 0 0 4 51 0 55 32 0 9 41 0 43 10 53 149 04:30 PM 0 0 0 0 4 33 0 37 40 0 9 49 0 59 9 68 154 04:45 PM 0 0 0 0 7 44 0 51 36 1 8 45 0 45 7 52 148 Total 0 0 0 0 24 163 0 187 154 1 31 186 0 184 37 221 594 05:00 PM 0 0 0 0 6 36 0 42 31 0 8 39 0 49 12 61 142 05:15 PM 0 0 0 0 6 47 0 53 30 0 6 36 0 47 11 58 147 05:30 PM 0 0 0 0 8 45 0 53 38 0 11 49 0 37 5 42 144 05:45 PM 0 0 0 0 6 30 0 36 27 0 11 38 0 44 6 50 124 Total 0 0 0 0 26 158 0 184 126 0 36 162 0 177 34 211 557 Grand Total 0 0 0 0 50 321 0 371 280 1 67 348 0 361 71 432 1151 Apprch %0 0 0 13.5 86.5 0 80.5 0.3 19.3 0 83.6 16.4 Total %0 0 0 0 4.3 27.9 0 32.2 24.3 0.1 5.8 30.2 0 31.4 6.2 37.5 Gated Driveway Southbound Cambern Avenue Westbound Driveway 3 Northbound Cambern Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 0 0 0 0 9 35 0 44 46 0 5 51 0 37 11 48 143 04:15 PM 0 0 0 0 4 51 0 55 32 0 9 41 0 43 10 53 149 04:30 PM 0 0 0 0 4 33 0 37 40 0 9 49 0 59 9 68 154 04:45 PM 0 0 0 0 7 44 0 51 36 1 8 45 0 45 7 52 148 Total Volume 0 0 0 0 24 163 0 187 154 1 31 186 0 184 37 221 594 % App. Total 0 0 0 12.8 87.2 0 82.8 0.5 16.7 0 83.3 16.7 PHF .000 .000 .000 .000 .667 .799 .000 .850 .837 .250 .861 .912 .000 .780 .841 .813 .964 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 07_LKE_DW3_Cam PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Driveway 3 E/W: Cambern Avenue Weather: Clear Gated Driveway Cambern Avenue Cambern Avenue Driveway 3 Right 0 Thru 0 Left 0 InOut Total 1 0 1 Right0 Thru163 Left24 OutTotalIn215 187 402 Left 154 Thru 1 Right 31 Out TotalIn 61 186 247 Left0 Thru184 Right37 TotalOutIn317 221 538 Peak Hour Begins at 04:00 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 04:00 PM 04:45 PM 04:00 PM 04:30 PM +0 mins.0 0 0 0 7 44 0 51 46 0 5 51 0 59 9 68 +15 mins.0 0 0 0 6 36 0 42 32 0 9 41 0 45 7 52 +30 mins.0 0 0 0 6 47 0 53 40 0 9 49 0 49 12 61 +45 mins.0 0 0 0 8 45 0 53 36 1 8 45 0 47 11 58 Total Volume 0 0 0 0 27 172 0 199 154 1 31 186 0 200 39 239 % App. Total 0 0 0 13.6 86.4 0 82.8 0.5 16.7 0 83.7 16.3 PHF .000 .000 .000 .000 .844 .915 .000 .939 .837 .250 .861 .912 .000 .847 .813 .879 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 08_LKE_DW4_Dex AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Driveway 4/Dexter Place E/W: Dexter Avenue Weather: Clear Groups Printed- Total Volume Driveway 4 Southbound Dexter Avenue Westbound Dexter Place Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 07:00 AM 2 0 9 11 0 44 1 45 4 0 0 4 4 24 2 30 90 07:15 AM 2 0 4 6 1 44 0 45 0 0 2 2 2 28 0 30 83 07:30 AM 1 0 5 6 0 41 1 42 4 0 1 5 6 37 0 43 96 07:45 AM 3 0 2 5 0 82 3 85 2 0 2 4 6 41 0 47 141 Total 8 0 20 28 1 211 5 217 10 0 5 15 18 130 2 150 410 08:00 AM 1 0 9 10 2 113 1 116 3 0 1 4 7 64 0 71 201 08:15 AM 2 2 9 13 0 68 2 70 2 1 1 4 8 78 0 86 173 08:30 AM 1 0 8 9 1 49 1 51 1 0 4 5 8 59 0 67 132 08:45 AM 1 1 7 9 0 50 2 52 4 1 1 6 7 46 1 54 121 Total 5 3 33 41 3 280 6 289 10 2 7 19 30 247 1 278 627 Grand Total 13 3 53 69 4 491 11 506 20 2 12 34 48 377 3 428 1037 Apprch %18.8 4.3 76.8 0.8 97 2.2 58.8 5.9 35.3 11.2 88.1 0.7 Total %1.3 0.3 5.1 6.7 0.4 47.3 1.1 48.8 1.9 0.2 1.2 3.3 4.6 36.4 0.3 41.3 Driveway 4 Southbound Dexter Avenue Westbound Dexter Place Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 AM 07:45 AM 3 0 2 5 0 82 3 85 2 0 2 4 6 41 0 47 141 08:00 AM 1 0 9 10 2 113 1 116 3 0 1 4 7 64 0 71 201 08:15 AM 2 2 9 13 0 68 2 70 2 1 1 4 8 78 0 86 173 08:30 AM 1 0 8 9 1 49 1 51 1 0 4 5 8 59 0 67 132 Total Volume 7 2 28 37 3 312 7 322 8 1 8 17 29 242 0 271 647 % App. Total 18.9 5.4 75.7 0.9 96.9 2.2 47.1 5.9 47.1 10.7 89.3 0 PHF .583 .250 .778 .712 .375 .690 .583 .694 .667 .250 .500 .850 .906 .776 .000 .788 .805 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 08_LKE_DW4_Dex AM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Driveway 4/Dexter Place E/W: Dexter Avenue Weather: Clear Driveway 4 Dexter Avenue Dexter Avenue Dexter Place Right 28 Thru 2 Left 7 InOut Total 37 37 74 Right7 Thru312 Left3 OutTotalIn257 322 579 Left 8 Thru 1 Right 8 Out TotalIn 5 17 22 Left29 Thru242 Right0 TotalOutIn348 271 619 Peak Hour Begins at 07:45 AM Total Volume Peak Hour Data North Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 08:00 AM 07:45 AM 08:00 AM 08:00 AM +0 mins.1 0 9 10 0 82 3 85 3 0 1 4 7 64 0 71 +15 mins.2 2 9 13 2 113 1 116 2 1 1 4 8 78 0 86 +30 mins.1 0 8 9 0 68 2 70 1 0 4 5 8 59 0 67 +45 mins.1 1 7 9 1 49 1 51 4 1 1 6 7 46 1 54 Total Volume 5 3 33 41 3 312 7 322 10 2 7 19 30 247 1 278 % App. Total 12.2 7.3 80.5 0.9 96.9 2.2 52.6 10.5 36.8 10.8 88.8 0.4 PHF .625 .375 .917 .788 .375 .690 .583 .694 .625 .500 .438 .792 .938 .792 .250 .808 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 08_LKE_DW4_Dex PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 1 City of Lake Elsinore N/S: Driveway 4/Dexter Place E/W: Dexter Avenue Weather: Clear Groups Printed- Total Volume Driveway 4 Southbound Dexter Avenue Westbound Dexter Place Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total 04:00 PM 4 0 13 17 0 67 4 71 7 1 5 13 19 80 2 101 202 04:15 PM 4 0 13 17 1 81 5 87 2 0 1 3 11 64 1 76 183 04:30 PM 3 0 9 12 2 73 4 79 4 0 1 5 11 72 1 84 180 04:45 PM 2 0 9 11 3 59 6 68 3 0 1 4 7 61 0 68 151 Total 13 0 44 57 6 280 19 305 16 1 8 25 48 277 4 329 716 05:00 PM 2 0 11 13 1 79 5 85 2 0 1 3 13 73 0 86 187 05:15 PM 4 0 12 16 1 65 6 72 2 1 3 6 6 67 0 73 167 05:30 PM 5 0 7 12 1 70 12 83 4 1 1 6 16 78 1 95 196 05:45 PM 1 0 22 23 0 65 9 74 3 0 1 4 21 82 1 104 205 Total 12 0 52 64 3 279 32 314 11 2 6 19 56 300 2 358 755 Grand Total 25 0 96 121 9 559 51 619 27 3 14 44 104 577 6 687 1471 Apprch %20.7 0 79.3 1.5 90.3 8.2 61.4 6.8 31.8 15.1 84 0.9 Total %1.7 0 6.5 8.2 0.6 38 3.5 42.1 1.8 0.2 1 3 7.1 39.2 0.4 46.7 Driveway 4 Southbound Dexter Avenue Westbound Dexter Place Northbound Dexter Avenue Eastbound Start Time Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Left Thru Right App. Total Int. Total Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 05:00 PM 05:00 PM 2 0 11 13 1 79 5 85 2 0 1 3 13 73 0 86 187 05:15 PM 4 0 12 16 1 65 6 72 2 1 3 6 6 67 0 73 167 05:30 PM 5 0 7 12 1 70 12 83 4 1 1 6 16 78 1 95 196 05:45 PM 1 0 22 23 0 65 9 74 3 0 1 4 21 82 1 104 205 Total Volume 12 0 52 64 3 279 32 314 11 2 6 19 56 300 2 358 755 % App. Total 18.8 0 81.2 1 88.9 10.2 57.9 10.5 31.6 15.6 83.8 0.6 PHF .600 .000 .591 .696 .750 .883 .667 .924 .688 .500 .500 .792 .667 .915 .500 .861 .921 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 File Name : 08_LKE_DW4_Dex PM Site Code : 10825381 Start Date : 4/15/2025 Page No : 2 City of Lake Elsinore N/S: Driveway 4/Dexter Place E/W: Dexter Avenue Weather: Clear Driveway 4 Dexter Avenue Dexter Avenue Dexter Place Right 52 Thru 0 Left 12 InOut Total 90 64 154 Right32 Thru279 Left3 OutTotalIn318 314 632 Left 11 Thru 2 Right 6 Out TotalIn 5 19 24 Left56 Thru300 Right2 TotalOutIn342 358 700 Peak Hour Begins at 05:00 PM Total Volume Peak Hour Data North Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Each Approach Begins at: 05:00 PM 04:15 PM 04:00 PM 05:00 PM +0 mins.2 0 11 13 1 81 5 87 7 1 5 13 13 73 0 86 +15 mins.4 0 12 16 2 73 4 79 2 0 1 3 6 67 0 73 +30 mins.5 0 7 12 3 59 6 68 4 0 1 5 16 78 1 95 +45 mins.1 0 22 23 1 79 5 85 3 0 1 4 21 82 1 104 Total Volume 12 0 52 64 7 292 20 319 16 1 8 25 56 300 2 358 % App. Total 18.8 0 81.2 2.2 91.5 6.3 64 4 32 15.6 83.8 0.6 PHF .600 .000 .591 .696 .583 .901 .833 .917 .571 .250 .400 .481 .667 .915 .500 .861 Counts Unlimited, Inc. PO Box 1178 Corona, CA 92878 (951) 268-6268 2018 2025 2026 2045 % GrowthCAM DEL NORTE3,031.314,744.504,989.249,639.355.16%COLLIER AVE12,771.5415,567.2415,966.6223,554.942.57%DEXTER AVE3,742.904,499.694,607.816,661.962.40%CENTRAL AVE36,158.0038,429.7338,754.2644,920.400.84%3RD ST1,573.322,978.263,178.976,992.376.74%Weighted Average1.93%APPENDIX B SUMMARY OF RIVCOM GROWTH RATE JUSTIFICATIONLake Elsinore Walmart Fuel StationTraffic Impact Study Kimley-Horn and Associates, Inc.August 2025 APPENDIX C INTERSECTION ANALYSIS WORKSHEETS HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)96 46 65 86 69 55 96 751 142 91 1356 106 Future Volume (veh/h)96 46 65 86 69 55 96 751 142 91 1356 106 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 130 62 88 126 101 81 112 873 165 106 1577 123 Peak Hour Factor 0.74 0.74 0.74 0.68 0.68 0.68 0.86 0.86 0.86 0.86 0.86 0.86 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 335 146 208 193 583 494 177 1685 840 135 1773 791 Arrive On Green 0.21 0.21 0.21 0.06 0.31 0.31 0.05 0.47 0.47 0.08 0.50 0.50 Sat Flow, veh/h 1202 699 992 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 130 0 150 126 101 81 112 873 165 106 1577 123 Grp Sat Flow(s),veh/h/ln 1202 0 1692 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 8.3 0.0 6.7 3.1 3.4 3.2 2.8 14.8 4.7 5.1 34.7 3.7 Cycle Q Clear(g_c), s 8.3 0.0 6.7 3.1 3.4 3.2 2.8 14.8 4.7 5.1 34.7 3.7 Prop In Lane 1.00 0.59 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 335 0 354 193 583 494 177 1685 840 135 1773 791 V/C Ratio(X)0.39 0.00 0.42 0.65 0.17 0.16 0.63 0.52 0.20 0.78 0.89 0.16 Avail Cap(c_a), veh/h 335 0 354 199 583 494 199 1685 840 226 1886 841 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.4 0.0 29.7 40.1 21.7 21.7 40.3 15.9 10.7 39.4 19.6 11.8 Incr Delay (d2), s/veh 3.4 0.0 3.7 7.0 0.6 0.7 5.3 0.3 0.1 9.5 5.5 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.6 0.0 2.9 1.5 1.5 1.2 1.2 5.2 1.4 2.4 13.1 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 33.8 0.0 33.4 47.1 22.4 22.4 45.6 16.2 10.8 48.8 25.0 11.9 LnGrp LOS C C D C C D B B D C B Approach Vol, veh/h 280 308 1150 1806 Approach Delay, s/veh 33.6 32.5 18.3 25.5 Approach LOS C C B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 31.0 10.6 45.1 8.9 22.1 8.4 47.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 27.0 11.0 40.0 5.0 18.0 5.0 46.0 Max Q Clear Time (g_c+I1), s 5.4 7.1 16.8 5.1 10.3 4.8 36.7 Green Ext Time (p_c), s 0.7 0.1 6.2 0.0 0.7 0.0 6.6 Intersection Summary HCM 7th Control Delay, s/veh 24.4 HCM 7th LOS C HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 68 123 434 131 212 20 351 987 140 54 1268 117 Future Volume (veh/h) 68 123 434 131 212 20 351 987 140 54 1268 117 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 96 173 611 164 265 25 394 1109 157 61 1425 131 Peak Hour Factor 0.71 0.71 0.71 0.80 0.80 0.80 0.89 0.89 0.89 0.89 0.89 0.89 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 122 371 700 198 406 38 434 2346 728 78 1673 412 Arrive On Green 0.07 0.20 0.20 0.11 0.24 0.24 0.24 0.46 0.46 0.04 0.26 0.26 Sat Flow, veh/h 1781 1870 1585 1781 1683 159 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 96 173 611 164 0 290 394 1109 157 61 1425 131 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1842 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 4.5 7.0 17.0 7.7 0.0 12.2 18.4 12.8 5.1 2.9 18.0 5.7 Cycle Q Clear(g_c), s 4.5 7.0 17.0 7.7 0.0 12.2 18.4 12.8 5.1 2.9 18.0 5.7 Prop In Lane 1.00 1.00 1.00 0.09 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 122 371 700 198 0 444 434 2346 728 78 1673 412 V/C Ratio(X)0.78 0.47 0.87 0.83 0.00 0.65 0.91 0.47 0.22 0.78 0.85 0.32 Avail Cap(c_a), veh/h 146 371 700 208 0 444 499 2346 728 166 1727 426 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh39.3 30.3 21.7 37.3 0.0 29.3 31.5 16.0 13.9 40.5 30.1 25.6 Incr Delay (d2), s/veh 20.6 0.9 11.7 22.5 0.0 3.4 18.9 0.7 0.7 15.1 4.2 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.6 3.0 12.4 4.5 0.0 5.6 9.7 4.7 1.8 1.5 6.8 2.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 59.9 31.2 33.4 59.8 0.0 32.7 50.4 16.7 14.6 55.6 34.3 26.0 LnGrp LOS E C C E C D B B E C C Approach Vol, veh/h 880 454 1660 1617 Approach Delay, s/veh 35.8 42.5 24.5 34.5 Approach LOS D D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.8 43.4 13.5 21.0 24.9 26.3 9.9 24.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s8.0 39.0 10.0 17.0 24.0 23.0 7.0 20.0 Max Q Clear Time (g_c+I1), s4.9 14.8 9.7 19.0 20.4 20.0 6.5 14.2 Green Ext Time (p_c), s 0.0 8.7 0.0 0.0 0.5 2.2 0.0 0.8 Intersection Summary HCM 7th Control Delay, s/veh 31.9 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 407 5 475 93 1009 0 0 1406 394 Future Volume (veh/h)0 0 0 407 5 475 93 1009 0 0 1406 394 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 652 0 353 106 1147 0 0 1496 419 Peak Hour Factor 0.87 0.87 0.87 0.88 0.88 0.88 0.94 0.94 0.94 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 1430 0 636 136 2560 0 0 1922 597 Arrive On Green 0.40 0.00 0.40 0.08 0.50 0.00 0.00 0.38 0.38 Sat Flow, veh/h 3563 0 1585 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 652 0 353 106 1147 0 0 1496 419 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 11.0 0.0 14.1 4.8 11.9 0.0 0.0 21.2 18.4 Cycle Q Clear(g_c), s 11.0 0.0 14.1 4.8 11.9 0.0 0.0 21.2 18.4 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1430 0 636 136 2560 0 0 1922 597 V/C Ratio(X)0.46 0.00 0.55 0.78 0.45 0.00 0.00 0.78 0.70 Avail Cap(c_a), veh/h 1430 0 636 238 3043 0 0 2111 655 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 18.0 0.0 19.0 37.3 13.2 0.0 0.0 22.6 21.7 Incr Delay (d2), s/veh 1.1 0.0 3.5 9.3 0.1 0.0 0.0 1.8 3.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.5 0.0 5.5 2.4 4.2 0.0 0.0 8.0 6.7 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 19.1 0.0 22.4 46.6 13.3 0.0 0.0 24.4 24.8 LnGrp LOS B C D B C C Approach Vol, veh/h 1005 1253 1915 Approach Delay, s/veh 20.3 16.1 24.5 Approach LOS C B C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 37.0 45.2 10.3 35.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 49.0 11.0 34.0 Max Q Clear Time (g_c+I1), s 16.1 13.9 6.8 23.2 Green Ext Time (p_c), s 3.6 10.4 0.1 7.7 Intersection Summary HCM 7th Control Delay, s/veh 20.9 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 321 0 220 0 0 0 0 780 520 583 1263 0 Future Volume (veh/h) 321 0 220 0 0 0 0 780 520 583 1263 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 453 0 171 0 897 598 614 1329 0 Peak Hour Factor 0.86 0.86 0.86 0.87 0.87 0.87 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 966 0 430 0 1926 598 726 2255 0 Arrive On Green 0.27 0.00 0.27 0.00 0.38 0.38 0.21 0.63 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 453 0 171 0 897 598 614 1329 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 9.0 0.0 7.5 0.0 11.3 32.0 14.5 18.5 0.0 Cycle Q Clear(g_c), s 9.0 0.0 7.5 0.0 11.3 32.0 14.5 18.5 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 966 0 430 0 1926 598 726 2255 0 V/C Ratio(X)0.47 0.00 0.40 0.00 0.47 1.00 0.85 0.59 0.00 Avail Cap(c_a), veh/h 966 0 430 0 1926 598 937 2472 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh25.8 0.0 25.3 0.0 20.0 26.4 32.2 9.0 0.0 Incr Delay (d2), s/veh 1.6 0.0 2.7 0.0 0.2 36.8 5.8 0.3 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.7 0.0 2.9 0.0 4.1 17.0 6.3 5.7 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 27.4 0.0 28.0 0.0 20.1 63.2 37.9 9.4 0.0 LnGrp LOS C C C E D A Approach Vol, veh/h 624 1495 1943 Approach Delay, s/veh 27.6 37.4 18.4 Approach LOS C D B Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 21.8 36.0 27.0 57.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 23.0 32.0 23.0 59.0 Max Q Clear Time (g_c+I1), s 16.5 34.0 11.0 20.5 Green Ext Time (p_c), s 1.3 0.0 1.8 12.4 Intersection Summary HCM 7th Control Delay, s/veh 26.8 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 162 0 0 36 0 1487 129 0 1139 52 Future Vol, veh/h 0 0 162 0 0 36 0 1487 129 0 1139 52 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 92 92 92 64 92 64 92 91 91 86 86 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 176 0 0 56 0 1634 142 0 1324 57 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --662 --817 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 347 0 0 274 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --347 --274 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v25.64 21.48 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--347 274 - HCM Lane V/C Ratio --0.508 0.205 - HCM Control Delay (s/veh)--25.6 21.5 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--2.7 0.8 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 119 64 0 210 1 0 0 27 0 0 2 Future Vol, veh/h 0 119 64 0 210 1 0 0 27 0 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 92 88 88 68 68 92 75 92 75 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 135 73 0 309 1 0 0 36 0 0 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --104 --154 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 931 0 0 864 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------931 --864 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 0 0 9.02 9.18 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)931 ----864 HCM Lane V/C Ratio 0.039 ----0.003 HCM Control Delay (s/veh)9 ----9.2 HCM Lane LOS A ----A HCM 95th %tile Q(veh)0.1 ----0 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 95 22 15 137 1 55 0 15 0 0 0 Future Vol, veh/h 0 95 22 15 137 1 55 0 15 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 0 ----- Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 92 65 65 67 67 92 76 92 76 92 92 92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 146 34 22 204 1 72 0 20 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 180 0 0 310 -90 322 429 102 Stage 1 ------163 --249 249 - Stage 2 ------147 --73 180 - Critical Hdwy ---4.14 --7.54 -6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 --6.54 5.54 - Critical Hdwy Stg 2 ------6.54 --6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 -3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1393 --619 0 950 607 517 933 Stage 1 0 -----823 0 -733 699 - Stage 2 0 -----841 0 -928 749 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1393 --609 -950 584 508 933 Mov Cap-2 Maneuver ------609 --584 508 - Stage 1 ------823 --720 687 - Stage 2 ------826 --909 749 - Approach EB WB NB SB HCM Control Delay, s/v 0 0.84 11.34 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)659 --355 --- HCM Lane V/C Ratio 0.14 --0.016 --- HCM Control Delay (s/veh)11.3 --7.6 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)0.5 --0 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/19/2025 Existing AM 7:57 am 03/31/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 29 242 0 3 312 7 8 1 8 7 2 28 Future Vol, veh/h 29 242 0 3 312 7 8 1 8 7 2 28 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 79 79 92 92 69 69 92 92 92 71 92 71 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 37 306 0 3 452 10 9 1 9 10 2 39 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 462 0 0 306 0 0 840 849 306 844 844 457 Stage 1 ------380 380 -464 464 - Stage 2 ------460 469 -380 380 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1099 --1254 --285 298 734 283 300 603 Stage 1 ------642 614 -579 564 - Stage 2 ------581 561 -642 614 - Platoon blocked, %---- Mov Cap-1 Maneuver 1099 --1254 --253 285 734 267 287 603 Mov Cap-2 Maneuver ------253 285 -267 287 - Stage 1 ------616 589 -576 562 - Stage 2 ------539 559 -608 589 - Approach EB WB NB SB HCM Control Delay, s/v 0.9 0.06 15.26 13.64 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)369 193 --13 --468 HCM Lane V/C Ratio 0.05 0.033 --0.003 --0.11 HCM Control Delay (s/veh)15.3 8.4 0 -7.9 0 -13.6 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.1 --0 --0.4 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)279 127 64 77 126 221 91 1294 75 168 1086 158 Future Volume (veh/h)279 127 64 77 126 221 91 1294 75 168 1086 158 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 310 141 71 81 133 233 96 1362 79 183 1180 172 Peak Hour Factor 0.90 0.90 0.90 0.95 0.95 0.95 0.95 0.95 0.95 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 367 332 167 136 686 581 156 1382 679 198 1616 721 Arrive On Green 0.28 0.28 0.28 0.04 0.37 0.37 0.05 0.39 0.39 0.11 0.45 0.45 Sat Flow, veh/h 1016 1173 591 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 310 0 212 81 133 233 96 1362 79 183 1180 172 Grp Sat Flow(s),veh/h/ln 1016 0 1764 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 25.5 0.0 8.8 2.1 4.4 9.8 2.5 34.2 2.7 9.2 24.4 6.0 Cycle Q Clear(g_c), s 25.5 0.0 8.8 2.1 4.4 9.8 2.5 34.2 2.7 9.2 24.4 6.0 Prop In Lane 1.00 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 367 0 499 136 686 581 156 1382 679 198 1616 721 V/C Ratio(X)0.84 0.00 0.42 0.60 0.19 0.40 0.62 0.99 0.12 0.92 0.73 0.24 Avail Cap(c_a), veh/h 367 0 499 154 686 581 192 1382 679 198 1616 721 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.2 0.0 26.3 42.5 19.4 21.2 42.2 27.2 15.5 39.6 20.0 15.0 Incr Delay (d2), s/veh 20.5 0.0 2.6 4.9 0.6 2.1 3.9 20.7 0.1 43.2 1.7 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.6 0.0 3.9 0.9 1.9 3.6 1.1 16.7 0.9 6.1 9.1 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 53.7 0.0 28.9 47.5 20.1 23.2 46.1 48.0 15.6 82.9 21.7 15.2 LnGrp LOS D C D C C D D B F C B Approach Vol, veh/h 522 447 1537 1535 Approach Delay, s/veh 43.6 26.7 46.2 28.3 Approach LOS D C D C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 37.0 14.0 39.0 7.5 29.5 8.1 44.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 10.0 35.0 4.0 25.0 5.0 40.0 Max Q Clear Time (g_c+I1), s 11.8 11.2 36.2 4.1 27.5 4.5 26.4 Green Ext Time (p_c), s 1.4 0.0 0.0 0.0 0.0 0.0 6.8 Intersection Summary HCM 7th Control Delay, s/veh 36.9 HCM 7th LOS D HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 90 101 238 156 141 54 270 1444 207 76 1043 65 Future Volume (veh/h) 90 101 238 156 141 54 270 1444 207 76 1043 65 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 100 112 264 181 164 63 290 1553 223 78 1064 66 Peak Hour Factor 0.90 0.90 0.90 0.86 0.86 0.86 0.93 0.93 0.93 0.98 0.98 0.98 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 129 302 556 222 275 106 337 2324 721 100 2074 511 Arrive On Green 0.07 0.16 0.16 0.12 0.21 0.21 0.19 0.46 0.46 0.06 0.32 0.32 Sat Flow, veh/h 1781 1870 1585 1781 1287 494 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 100 112 264 181 0 227 290 1553 223 78 1064 66 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1781 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 4.4 4.2 10.3 7.8 0.0 9.1 12.5 18.8 7.1 3.4 10.6 2.3 Cycle Q Clear(g_c), s 4.4 4.2 10.3 7.8 0.0 9.1 12.5 18.8 7.1 3.4 10.6 2.3 Prop In Lane 1.00 1.00 1.00 0.28 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 129 302 556 222 0 381 337 2324 721 100 2074 511 V/C Ratio(X)0.78 0.37 0.47 0.82 0.00 0.60 0.86 0.67 0.31 0.78 0.51 0.13 Avail Cap(c_a), veh/h 248 378 620 338 0 450 495 2324 721 158 2074 511 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh36.1 29.6 20.0 33.7 0.0 28.0 31.1 16.9 13.7 36.8 21.8 18.9 Incr Delay (d2), s/veh 9.5 0.8 0.6 8.8 0.0 1.5 10.0 1.5 1.1 12.1 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.1 1.8 3.6 3.8 0.0 3.8 6.0 6.7 2.5 1.7 3.6 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 45.6 30.3 20.6 42.6 0.0 29.5 41.1 18.4 14.8 48.9 22.0 19.1 LnGrp LOS D C C D C D B B D C B Approach Vol, veh/h 476 408 2066 1208 Approach Delay, s/veh 28.2 35.3 21.2 23.5 Approach LOS C D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s8.5 40.0 13.9 16.8 19.0 29.5 9.7 20.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 36.0 15.0 16.0 22.0 21.0 11.0 20.0 Max Q Clear Time (g_c+I1), s5.4 20.8 9.8 12.3 14.5 12.6 6.4 11.1 Green Ext Time (p_c), s 0.0 9.7 0.2 0.5 0.5 4.2 0.1 0.8 Intersection Summary HCM 7th Control Delay, s/veh 24.1 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 296 1 627 56 1325 0 0 1024 379 Future Volume (veh/h)0 0 0 296 1 627 56 1325 0 0 1024 379 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 217 0 805 59 1395 0 0 1056 391 Peak Hour Factor 0.91 0.91 0.91 0.95 0.95 0.95 0.97 0.97 0.97 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 898 0 1599 76 2041 0 0 1579 490 Arrive On Green 0.50 0.00 0.50 0.04 0.40 0.00 0.00 0.31 0.31 Sat Flow, veh/h 1781 0 3170 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 217 0 805 59 1395 0 0 1056 391 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 5.7 0.0 14.1 2.7 18.8 0.0 0.0 15.0 18.8 Cycle Q Clear(g_c), s 5.7 0.0 14.1 2.7 18.8 0.0 0.0 15.0 18.8 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 898 0 1599 76 2041 0 0 1579 490 V/C Ratio(X)0.24 0.00 0.50 0.78 0.68 0.00 0.00 0.67 0.80 Avail Cap(c_a), veh/h 898 0 1599 150 2452 0 0 1778 552 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 11.7 0.0 13.7 39.5 20.6 0.0 0.0 25.1 26.4 Incr Delay (d2), s/veh 0.6 0.0 1.1 15.7 0.6 0.0 0.0 0.8 7.3 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 0.0 4.9 1.5 7.1 0.0 0.0 5.7 7.6 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 12.3 0.0 14.9 55.2 21.3 0.0 0.0 25.9 33.7 LnGrp LOS B B E C C C Approach Vol, veh/h 1022 1454 1447 Approach Delay, s/veh 14.3 22.6 28.0 Approach LOS B C C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.0 37.3 7.5 29.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 42.0 40.0 7.0 29.0 Max Q Clear Time (g_c+I1), s 16.1 20.8 4.7 20.8 Green Ext Time (p_c), s 4.5 10.1 0.0 4.9 Intersection Summary HCM 7th Control Delay, s/veh 22.4 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 520 3 101 0 0 0 0 942 260 406 910 0 Future Volume (veh/h) 520 3 101 0 0 0 0 942 260 406 910 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 643 0 79 0 1024 283 456 1022 0 Peak Hour Factor 0.86 0.86 0.86 0.92 0.92 0.92 0.89 0.89 0.89 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 1423 0 633 0 1427 443 575 1767 0 Arrive On Green 0.40 0.00 0.40 0.00 0.28 0.28 0.17 0.50 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 643 0 79 0 1024 283 456 1022 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 10.3 0.0 2.4 0.0 14.0 12.2 9.8 15.7 0.0 Cycle Q Clear(g_c), s 10.3 0.0 2.4 0.0 14.0 12.2 9.8 15.7 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 1423 0 633 0 1427 443 575 1767 0 V/C Ratio(X)0.45 0.00 0.12 0.00 0.72 0.64 0.79 0.58 0.00 Avail Cap(c_a), veh/h 1423 0 633 0 1777 552 891 2336 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh17.1 0.0 14.7 0.0 25.2 24.5 31.1 13.8 0.0 Incr Delay (d2), s/veh 1.0 0.0 0.4 0.0 1.1 1.7 2.7 0.3 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.9 0.0 0.8 0.0 5.4 4.4 4.1 5.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 18.1 0.0 15.1 0.0 26.3 26.2 33.8 14.1 0.0 LnGrp LOS B B C C C B Approach Vol, veh/h 722 1307 1478 Approach Delay, s/veh 17.8 26.3 20.1 Approach LOS B C C Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 16.9 25.7 35.0 42.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 20.0 27.0 31.0 51.0 Max Q Clear Time (g_c+I1), s 11.8 16.0 12.3 17.7 Green Ext Time (p_c), s 1.1 5.7 2.5 8.2 Intersection Summary HCM 7th Control Delay, s/veh 21.9 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 162 0 0 36 0 1487 129 0 1139 52 Future Vol, veh/h 0 0 162 0 0 36 0 1487 129 0 1139 52 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 90 90 90 64 64 64 91 91 91 86 86 86 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 180 0 0 56 0 1634 142 0 1324 60 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --662 --817 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 347 0 0 274 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --347 --274 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v26.08 21.48 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--347 274 - HCM Lane V/C Ratio --0.519 0.205 - HCM Control Delay (s/veh)--26.1 21.5 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--2.9 0.8 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 242 125 0 410 0 0 0 118 0 0 0 Future Vol, veh/h 0 242 125 0 410 0 0 0 118 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 92 92 92 89 89 89 84 84 84 25 25 25 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 263 136 0 461 0 0 0 140 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --199 --230 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 808 0 0 772 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------808 --772 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 0 0 10.39 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)808 ----- HCM Lane V/C Ratio 0.174 ----- HCM Control Delay (s/veh)10.4 ----0 HCM Lane LOS B ----A HCM 95th %tile Q(veh)0.6 ----- HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 184 37 24 163 0 154 1 31 0 0 0 Future Vol, veh/h 0 184 37 24 163 0 154 1 31 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 0 ----- Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 81 81 81 85 85 85 91 91 91 25 25 25 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 227 46 28 192 0 169 1 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 273 0 0 402 498 136 362 521 96 Stage 1 ------250 250 -248 248 - Stage 2 ------152 248 -114 273 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1287 --533 472 887 569 458 942 Stage 1 0 -----732 699 -734 700 - Stage 2 0 -----835 700 -878 683 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1287 --520 461 887 533 448 942 Mov Cap-2 Maneuver ------520 461 -533 448 - Stage 1 ------732 699 -717 684 - Stage 2 ------815 684 -843 683 - Approach EB WB NB SB HCM Control Delay, s/v 0 1.13 15.07 0 HCM LOS C A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)559 --462 --- HCM Lane V/C Ratio 0.364 --0.022 --- HCM Control Delay (s/veh)15.1 --7.9 0.1 -0 HCM Lane LOS C --A A -A HCM 95th %tile Q(veh)1.7 --0.1 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/19/2025 Existing PM 9:55 am 05/14/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 56 300 2 3 279 32 11 2 6 12 0 52 Future Vol, veh/h 56 300 2 3 279 32 11 2 6 12 0 52 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 86 86 86 92 92 92 79 79 79 70 70 70 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 65 349 2 3 303 35 14 3 8 17 0 74 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 338 0 0 351 0 0 790 825 350 808 809 321 Stage 1 ------480 480 -327 327 - Stage 2 ------310 345 -480 481 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1221 --1208 --308 308 693 300 315 720 Stage 1 ------567 554 -686 648 - Stage 2 ------700 636 -567 554 - Platoon blocked, %---- Mov Cap-1 Maneuver 1221 --1208 --257 286 693 273 293 720 Mov Cap-2 Maneuver ------257 286 -273 293 - Stage 1 ------529 518 -683 645 - Stage 2 ------626 634 -521 517 - Approach EB WB NB SB HCM Control Delay, s/v 1.27 0.08 16.96 12.82 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)325 281 --17 --551 HCM Lane V/C Ratio 0.074 0.053 --0.003 --0.166 HCM Control Delay (s/veh)17 8.1 0 -8 0 -12.8 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.2 --0 --0.6 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)98 47 66 88 70 56 98 766 145 93 1383 108 Future Volume (veh/h)98 47 66 88 70 56 98 766 145 93 1383 108 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 103 49 69 93 74 59 103 806 153 98 1456 114 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 377 163 229 155 607 514 168 1638 801 126 1717 766 Arrive On Green 0.23 0.23 0.23 0.04 0.32 0.32 0.05 0.46 0.46 0.07 0.48 0.48 Sat Flow, veh/h 1257 703 990 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 103 0 118 93 74 59 103 806 153 98 1456 114 Grp Sat Flow(s),veh/h/ln 1257 0 1692 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 5.7 0.0 4.8 2.2 2.3 2.2 2.4 13.2 4.4 4.5 29.9 3.3 Cycle Q Clear(g_c), s 5.7 0.0 4.8 2.2 2.3 2.2 2.4 13.2 4.4 4.5 29.9 3.3 Prop In Lane 1.00 0.58 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 377 0 392 155 607 514 168 1638 801 126 1717 766 V/C Ratio(X)0.27 0.00 0.30 0.60 0.12 0.11 0.61 0.49 0.19 0.78 0.85 0.15 Avail Cap(c_a), veh/h 377 0 392 208 607 514 208 1707 832 235 1963 876 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.8 0.0 26.4 39.0 19.8 19.7 38.8 15.7 11.3 38.0 18.8 12.0 Incr Delay (d2), s/veh 1.8 0.0 2.0 3.7 0.4 0.5 3.6 0.2 0.1 9.8 3.3 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.8 0.0 2.0 1.0 1.0 0.8 1.1 4.6 1.3 2.2 10.9 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 28.6 0.0 28.4 42.8 20.2 20.2 42.5 15.9 11.4 47.9 22.2 12.1 LnGrp LOS C C D C C D B B D C B Approach Vol, veh/h 221 226 1062 1668 Approach Delay, s/veh 28.5 29.5 17.8 23.0 Approach LOS C C B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 31.0 9.9 42.4 7.7 23.3 8.0 44.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 27.0 11.0 40.0 5.0 18.0 5.0 46.0 Max Q Clear Time (g_c+I1), s 4.3 6.5 15.2 4.2 7.7 4.4 31.9 Green Ext Time (p_c), s 0.5 0.1 5.8 0.0 0.6 0.0 8.4 Intersection Summary HCM 7th Control Delay, s/veh 22.1 HCM 7th LOS C HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 69 125 443 134 216 20 358 1007 143 55 1293 119 Future Volume (veh/h) 69 125 443 134 216 20 358 1007 143 55 1293 119 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 73 132 466 141 227 21 377 1060 151 58 1361 125 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 94 380 695 175 419 39 419 2379 738 74 1751 431 Arrive On Green 0.05 0.20 0.20 0.10 0.25 0.25 0.24 0.47 0.47 0.04 0.27 0.27 Sat Flow, veh/h 1781 1870 1585 1781 1686 156 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 73 132 466 141 0 248 377 1060 151 58 1361 125 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1842 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 3.4 5.1 17.0 6.5 0.0 9.8 17.2 11.7 4.7 2.7 16.3 5.2 Cycle Q Clear(g_c), s 3.4 5.1 17.0 6.5 0.0 9.8 17.2 11.7 4.7 2.7 16.3 5.2 Prop In Lane 1.00 1.00 1.00 0.08 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 94 380 695 175 0 458 419 2379 738 74 1751 431 V/C Ratio(X)0.78 0.35 0.67 0.81 0.00 0.54 0.90 0.45 0.20 0.78 0.78 0.29 Avail Cap(c_a), veh/h 149 380 695 213 0 458 511 2379 738 170 1768 435 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh39.2 28.6 18.7 37.0 0.0 27.3 31.0 15.1 13.2 39.7 28.1 24.1 Incr Delay (d2), s/veh 12.8 0.5 2.5 16.9 0.0 1.3 16.5 0.6 0.6 15.9 2.2 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.7 2.2 7.0 3.6 0.0 4.3 8.8 4.2 1.7 1.4 5.9 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 51.9 29.1 21.2 53.9 0.0 28.6 47.5 15.7 13.8 55.6 30.4 24.4 LnGrp LOS D C C D C D B B E C C Approach Vol, veh/h 671 389 1588 1544 Approach Delay, s/veh 26.1 37.8 23.1 30.8 Approach LOS C D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.5 43.0 12.2 21.0 23.7 26.8 8.4 24.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s8.0 39.0 10.0 17.0 24.0 23.0 7.0 20.0 Max Q Clear Time (g_c+I1), s4.7 13.7 8.5 19.0 19.2 18.3 5.4 11.8 Green Ext Time (p_c), s 0.0 8.4 0.0 0.0 0.5 3.3 0.0 0.8 Intersection Summary HCM 7th Control Delay, s/veh 27.8 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 415 5 485 95 1029 0 0 1434 402 Future Volume (veh/h)0 0 0 415 5 485 95 1029 0 0 1434 402 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 610 0 330 100 1083 0 0 1509 423 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 1434 0 638 129 2552 0 0 1934 600 Arrive On Green 0.40 0.00 0.40 0.07 0.50 0.00 0.00 0.38 0.38 Sat Flow, veh/h 3563 0 1585 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 610 0 330 100 1083 0 0 1509 423 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 10.1 0.0 12.9 4.5 11.0 0.0 0.0 21.4 18.5 Cycle Q Clear(g_c), s 10.1 0.0 12.9 4.5 11.0 0.0 0.0 21.4 18.5 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1434 0 638 129 2552 0 0 1934 600 V/C Ratio(X)0.43 0.00 0.52 0.78 0.42 0.00 0.00 0.78 0.70 Avail Cap(c_a), veh/h 1434 0 638 239 3052 0 0 2118 657 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 17.7 0.0 18.5 37.4 13.0 0.0 0.0 22.5 21.6 Incr Delay (d2), s/veh 0.9 0.0 3.0 9.6 0.1 0.0 0.0 1.8 3.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.1 0.0 5.0 2.3 3.9 0.0 0.0 8.0 6.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 18.6 0.0 21.5 47.0 13.1 0.0 0.0 24.2 24.7 LnGrp LOS B C D B C C Approach Vol, veh/h 940 1183 1932 Approach Delay, s/veh 19.6 16.0 24.3 Approach LOS B B C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 37.0 45.0 9.9 35.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 49.0 11.0 34.0 Max Q Clear Time (g_c+I1), s 14.9 13.0 6.5 23.4 Green Ext Time (p_c), s 3.4 9.7 0.1 7.7 Intersection Summary HCM 7th Control Delay, s/veh 20.8 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 327 0 224 0 0 0 0 796 530 595 1288 0 Future Volume (veh/h) 327 0 224 0 0 0 0 796 530 595 1288 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 417 0 157 0 838 558 626 1356 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 967 0 430 0 1908 592 737 2254 0 Arrive On Green 0.27 0.00 0.27 0.00 0.37 0.37 0.21 0.63 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 417 0 157 0 838 558 626 1356 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 8.2 0.0 6.8 0.0 10.4 28.8 14.7 19.1 0.0 Cycle Q Clear(g_c), s 8.2 0.0 6.8 0.0 10.4 28.8 14.7 19.1 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 967 0 430 0 1908 592 737 2254 0 V/C Ratio(X)0.43 0.00 0.37 0.00 0.44 0.94 0.85 0.60 0.00 Avail Cap(c_a), veh/h 967 0 430 0 1928 598 938 2474 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh25.5 0.0 25.0 0.0 19.9 25.7 32.0 9.2 0.0 Incr Delay (d2), s/veh 1.4 0.0 2.4 0.0 0.2 23.3 6.0 0.4 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.4 0.0 2.6 0.0 3.8 13.7 6.4 5.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 26.9 0.0 27.4 0.0 20.0 49.0 38.1 9.5 0.0 LnGrp LOS C C C D D A Approach Vol, veh/h 574 1396 1982 Approach Delay, s/veh 27.0 31.6 18.5 Approach LOS C C B Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 22.1 35.7 27.0 57.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 23.0 32.0 23.0 59.0 Max Q Clear Time (g_c+I1), s 16.7 30.8 10.2 21.1 Green Ext Time (p_c), s 1.3 0.8 1.7 12.8 Intersection Summary HCM 7th Control Delay, s/veh 24.4 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 37 0 1517 132 0 1162 53 Future Vol, veh/h 0 0 165 0 0 37 0 1517 132 0 1162 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 39 0 1597 139 0 1223 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --612 --798 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 374 0 0 282 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --374 --282 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 22.7 19.79 0 0 HCM LOS C C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--374 282 - HCM Lane V/C Ratio --0.464 0.138 - HCM Control Delay (s/veh)--22.7 19.8 - HCM Lane LOS --C C - HCM 95th %tile Q(veh)--2.4 0.5 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 121 65 0 214 1 0 0 28 0 0 2 Future Vol, veh/h 0 121 65 0 214 1 0 0 28 0 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 127 68 0 225 1 0 0 29 0 0 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --98 --113 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 939 0 0 919 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------939 --919 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 0 0 8.96 8.93 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)939 ----919 HCM Lane V/C Ratio 0.031 ----0.002 HCM Control Delay (s/veh)9 ----8.9 HCM Lane LOS A ----A HCM 95th %tile Q(veh)0.1 ----0 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 97 22 15 140 1 56 0 15 0 0 0 Future Vol, veh/h 0 97 22 15 140 1 56 0 15 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 0 ----- Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 102 23 16 147 1 59 0 16 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 125 0 0 219 -63 230 304 74 Stage 1 ------114 --179 179 - Stage 2 ------105 --51 125 - Critical Hdwy ---4.14 --7.54 -6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 --6.54 5.54 - Critical Hdwy Stg 2 ------6.54 --6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 -3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1459 --718 0 989 705 608 973 Stage 1 0 -----879 0 -805 750 - Stage 2 0 -----889 0 -956 791 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1459 --710 -989 686 601 973 Mov Cap-2 Maneuver ------710 --686 601 - Stage 1 ------879 --796 742 - Stage 2 ------879 --940 791 - Approach EB WB NB SB HCM Control Delay, s/v 0 0.78 10.29 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)755 --348 --- HCM Lane V/C Ratio 0.099 --0.011 --- HCM Control Delay (s/veh)10.3 --7.5 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)0.3 --0 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/19/2025 _OY 2026 AM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 247 0 3 318 7 8 1 8 7 2 29 Future Vol, veh/h 30 247 0 3 318 7 8 1 8 7 2 29 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 32 260 0 3 335 7 8 1 8 7 2 31 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 342 0 0 260 0 0 665 672 260 668 668 338 Stage 1 ------323 323 -345 345 - Stage 2 ------342 348 -324 323 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1217 --1304 --373 377 779 372 379 704 Stage 1 ------689 650 -671 636 - Stage 2 ------673 634 -689 650 - Platoon blocked, %---- Mov Cap-1 Maneuver 1217 --1304 --343 365 779 354 367 704 Mov Cap-2 Maneuver ------343 365 -354 367 - Stage 1 ------668 631 -669 634 - Stage 2 ------640 632 -659 631 - Approach EB WB NB SB HCM Control Delay, s/v 0.87 0.07 13 11.76 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)468 195 --16 --572 HCM Lane V/C Ratio 0.038 0.026 --0.002 --0.07 HCM Control Delay (s/veh)13 8 0 -7.8 0 -11.8 HCM Lane LOS B A A -A A -B HCM 95th %tile Q(veh)0.1 0.1 --0 --0.2 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)285 130 65 79 129 225 93 1320 77 171 1108 161 Future Volume (veh/h)285 130 65 79 129 225 93 1320 77 171 1108 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 300 137 68 83 136 237 98 1389 81 180 1166 169 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 365 333 165 139 686 581 158 1382 680 198 1614 720 Arrive On Green 0.28 0.28 0.28 0.04 0.37 0.37 0.05 0.39 0.39 0.11 0.45 0.45 Sat Flow, veh/h 1009 1180 585 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 300 0 205 83 136 237 98 1389 81 180 1166 169 Grp Sat Flow(s),veh/h/ln 1009 0 1765 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 25.4 0.0 8.5 2.1 4.5 10.0 2.5 35.0 2.8 9.0 24.0 5.9 Cycle Q Clear(g_c), s 25.4 0.0 8.5 2.1 4.5 10.0 2.5 35.0 2.8 9.0 24.0 5.9 Prop In Lane 1.00 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 365 0 498 139 686 581 158 1382 680 198 1614 720 V/C Ratio(X)0.82 0.00 0.41 0.60 0.20 0.41 0.62 1.01 0.12 0.91 0.72 0.23 Avail Cap(c_a), veh/h 365 0 498 154 686 581 192 1382 680 198 1614 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.9 0.0 26.2 42.5 19.5 21.2 42.2 27.5 15.5 39.6 20.0 15.0 Incr Delay (d2), s/veh 18.5 0.0 2.5 5.3 0.6 2.1 4.2 25.4 0.1 39.7 1.6 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.1 0.0 3.7 1.0 2.0 3.7 1.1 17.9 0.9 5.9 8.9 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 51.5 0.0 28.7 47.8 20.1 23.3 46.3 52.9 15.5 79.3 21.6 15.2 LnGrp LOS D C D C C D F B E C B Approach Vol, veh/h 505 456 1568 1515 Approach Delay, s/veh 42.3 26.8 50.6 27.7 Approach LOS D C D C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 37.0 14.0 39.0 7.6 29.4 8.1 44.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 10.0 35.0 4.0 25.0 5.0 40.0 Max Q Clear Time (g_c+I1), s 12.0 11.0 37.0 4.1 27.4 4.5 26.0 Green Ext Time (p_c), s 1.4 0.0 0.0 0.0 0.0 0.0 6.8 Intersection Summary HCM 7th Control Delay, s/veh 38.3 HCM 7th LOS D HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 92 103 243 159 144 55 275 1473 211 78 1064 66 Future Volume (veh/h) 92 103 243 159 144 55 275 1473 211 78 1064 66 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 97 108 256 167 152 58 289 1551 222 82 1120 69 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 125 296 551 207 264 101 337 2354 731 105 2132 525 Arrive On Green 0.07 0.16 0.16 0.12 0.20 0.20 0.19 0.46 0.46 0.06 0.33 0.33 Sat Flow, veh/h 1781 1870 1585 1781 1290 492 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 97 108 256 167 0 210 289 1551 222 82 1120 69 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1782 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 4.2 4.0 9.8 7.1 0.0 8.3 12.3 18.4 6.9 3.5 11.0 2.4 Cycle Q Clear(g_c), s 4.2 4.0 9.8 7.1 0.0 8.3 12.3 18.4 6.9 3.5 11.0 2.4 Prop In Lane 1.00 1.00 1.00 0.28 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 125 296 551 207 0 364 337 2354 731 105 2132 525 V/C Ratio(X)0.77 0.36 0.47 0.81 0.00 0.58 0.86 0.66 0.30 0.78 0.53 0.13 Avail Cap(c_a), veh/h 251 383 624 342 0 456 502 2354 731 160 2132 525 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh35.7 29.3 19.8 33.6 0.0 28.0 30.7 16.3 13.2 36.2 21.1 18.2 Incr Delay (d2), s/veh 9.7 0.8 0.6 7.2 0.0 1.4 9.5 1.5 1.1 12.6 0.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.0 1.7 3.5 3.4 0.0 3.5 5.8 6.5 2.4 1.8 3.7 0.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 45.4 30.1 20.4 40.8 0.0 29.4 40.1 17.8 14.3 48.8 21.4 18.4 LnGrp LOS D C C D C D B B D C B Approach Vol, veh/h 461 377 2062 1271 Approach Delay, s/veh 28.0 34.5 20.5 23.0 Approach LOS C C C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s8.6 40.0 13.1 16.4 18.8 29.9 9.5 20.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 36.0 15.0 16.0 22.0 21.0 11.0 20.0 Max Q Clear Time (g_c+I1), s5.5 20.4 9.1 11.8 14.3 13.0 6.2 10.3 Green Ext Time (p_c), s 0.0 9.9 0.2 0.6 0.5 4.3 0.1 0.7 Intersection Summary HCM 7th Control Delay, s/veh 23.3 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 302 1 640 57 1352 0 0 1044 387 Future Volume (veh/h)0 0 0 302 1 640 57 1352 0 0 1044 387 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 212 0 788 60 1423 0 0 1099 407 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 890 0 1583 77 2070 0 0 1607 499 Arrive On Green 0.50 0.00 0.50 0.04 0.41 0.00 0.00 0.31 0.31 Sat Flow, veh/h 1781 0 3170 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 212 0 788 60 1423 0 0 1099 407 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 5.7 0.0 13.9 2.8 19.3 0.0 0.0 15.8 19.9 Cycle Q Clear(g_c), s 5.7 0.0 13.9 2.8 19.3 0.0 0.0 15.8 19.9 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 890 0 1583 77 2070 0 0 1607 499 V/C Ratio(X)0.24 0.00 0.50 0.78 0.69 0.00 0.00 0.68 0.82 Avail Cap(c_a), veh/h 890 0 1583 148 2429 0 0 1761 547 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 12.0 0.0 14.0 39.8 20.6 0.0 0.0 25.2 26.6 Incr Delay (d2), s/veh 0.6 0.0 1.1 15.4 0.7 0.0 0.0 1.0 8.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 0.0 4.9 1.5 7.4 0.0 0.0 6.1 8.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 12.6 0.0 15.1 55.3 21.3 0.0 0.0 26.2 35.3 LnGrp LOS B B E C C D Approach Vol, veh/h 1000 1483 1506 Approach Delay, s/veh 14.6 22.6 28.6 Approach LOS B C C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.0 38.1 7.6 30.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 42.0 40.0 7.0 29.0 Max Q Clear Time (g_c+I1), s 15.9 21.3 4.8 21.9 Green Ext Time (p_c), s 4.4 10.2 0.0 4.6 Intersection Summary HCM 7th Control Delay, s/veh 22.9 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 530 3 103 0 0 0 0 961 265 414 928 0 Future Volume (veh/h) 530 3 103 0 0 0 0 961 265 414 928 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 593 0 73 0 1012 279 436 977 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 1439 0 640 0 1423 442 556 1748 0 Arrive On Green 0.40 0.00 0.40 0.00 0.28 0.28 0.16 0.49 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 593 0 73 0 1012 279 436 977 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 9.1 0.0 2.2 0.0 13.7 11.8 9.3 14.8 0.0 Cycle Q Clear(g_c), s 9.1 0.0 2.2 0.0 13.7 11.8 9.3 14.8 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 1439 0 640 0 1423 442 556 1748 0 V/C Ratio(X)0.41 0.00 0.11 0.00 0.71 0.63 0.78 0.56 0.00 Avail Cap(c_a), veh/h 1439 0 640 0 1797 558 901 2362 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh16.4 0.0 14.3 0.0 24.9 24.2 30.9 13.7 0.0 Incr Delay (d2), s/veh 0.9 0.0 0.4 0.0 1.0 1.5 2.5 0.3 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.4 0.0 0.8 0.0 5.2 4.3 3.8 5.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 17.2 0.0 14.7 0.0 25.9 25.7 33.4 13.9 0.0 LnGrp LOS B B C C C B Approach Vol, veh/h 666 1291 1413 Approach Delay, s/veh 16.9 25.8 19.9 Approach LOS B C B Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 16.4 25.4 35.0 41.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 20.0 27.0 31.0 51.0 Max Q Clear Time (g_c+I1), s 11.3 15.7 11.1 16.8 Green Ext Time (p_c), s 1.1 5.7 2.3 7.7 Intersection Summary HCM 7th Control Delay, s/veh 21.6 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 37 0 1517 132 0 1162 53 Future Vol, veh/h 0 0 165 0 0 37 0 1517 132 0 1162 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 39 0 1597 139 0 1223 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --612 --798 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 374 0 0 282 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --374 --282 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 22.7 19.79 0 0 HCM LOS C C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--374 282 - HCM Lane V/C Ratio --0.464 0.138 - HCM Control Delay (s/veh)--22.7 19.8 - HCM Lane LOS --C C - HCM 95th %tile Q(veh)--2.4 0.5 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 247 128 0 418 0 0 0 120 0 0 0 Future Vol, veh/h 0 247 128 0 418 0 0 0 120 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 260 135 0 440 0 0 0 126 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --197 --220 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 811 0 0 784 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------811 --784 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 0 0 10.26 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)811 ----- HCM Lane V/C Ratio 0.156 ----- HCM Control Delay (s/veh)10.3 ----0 HCM Lane LOS B ----A HCM 95th %tile Q(veh)0.6 ----- HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 4.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 188 38 24 166 0 157 1 32 0 0 0 Future Vol, veh/h 0 188 38 24 166 0 157 1 32 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 0 ----- Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 198 40 25 175 0 165 1 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 238 0 0 356 443 119 325 463 87 Stage 1 ------218 218 -225 225 - Stage 2 ------138 225 -99 238 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1326 --575 508 910 605 494 954 Stage 1 0 -----764 721 -757 716 - Stage 2 0 -----851 716 -896 707 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1326 --563 497 910 569 485 954 Mov Cap-2 Maneuver ------563 497 -569 485 - Stage 1 ------764 721 -742 702 - Stage 2 ------834 702 -861 707 - Approach EB WB NB SB HCM Control Delay, s/v 0 1.09 13.9 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)602 --455 --- HCM Lane V/C Ratio 0.33 --0.019 --- HCM Control Delay (s/veh)13.9 --7.8 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)1.4 --0.1 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/19/2025 _OY 2026 PM 5:14 pm 05/08/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 57 306 2 3 285 33 11 2 6 12 0 53 Future Vol, veh/h 57 306 2 3 285 33 11 2 6 12 0 53 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 60 322 2 3 300 35 12 2 6 13 0 56 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 335 0 0 324 0 0 749 784 323 767 768 317 Stage 1 ------443 443 -324 324 - Stage 2 ------306 341 -443 444 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1225 --1236 --328 325 718 319 332 723 Stage 1 ------594 576 -689 650 - Stage 2 ------703 639 -594 575 - Platoon blocked, %---- Mov Cap-1 Maneuver 1225 --1236 --284 305 718 295 311 723 Mov Cap-2 Maneuver ------284 305 -295 311 - Stage 1 ------558 541 -686 648 - Stage 2 ------647 637 -551 541 - Approach EB WB NB SB HCM Control Delay, s/v 1.26 0.07 15.79 12.17 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)354 281 --16 --570 HCM Lane V/C Ratio 0.057 0.049 --0.003 --0.12 HCM Control Delay (s/veh)15.8 8.1 0 -7.9 0 -12.2 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.2 --0 --0.4 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)98 47 66 88 70 62 98 766 145 106 1376 108 Future Volume (veh/h)98 47 66 88 70 62 98 766 145 106 1376 108 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 103 49 69 93 74 65 103 806 153 112 1448 114 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 377 163 230 155 608 515 168 1600 784 143 1712 764 Arrive On Green 0.23 0.23 0.23 0.04 0.33 0.33 0.05 0.45 0.45 0.08 0.48 0.48 Sat Flow, veh/h 1250 703 990 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 103 0 118 93 74 65 103 806 153 112 1448 114 Grp Sat Flow(s),veh/h/ln 1250 0 1692 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 5.7 0.0 4.8 2.2 2.3 2.4 2.4 13.4 4.5 5.1 29.6 3.3 Cycle Q Clear(g_c), s 5.7 0.0 4.8 2.2 2.3 2.4 2.4 13.4 4.5 5.1 29.6 3.3 Prop In Lane 1.00 0.58 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 377 0 393 155 608 515 168 1600 784 143 1712 764 V/C Ratio(X)0.27 0.00 0.30 0.60 0.12 0.13 0.61 0.50 0.20 0.78 0.85 0.15 Avail Cap(c_a), veh/h 377 0 393 208 608 515 208 1712 835 236 1969 878 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.7 0.0 26.3 38.9 19.7 19.7 38.7 16.2 11.7 37.5 18.8 12.0 Incr Delay (d2), s/veh 1.8 0.0 2.0 3.7 0.4 0.5 3.6 0.2 0.1 9.1 3.2 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.8 0.0 2.0 1.0 1.0 0.9 1.0 4.7 1.4 2.4 10.7 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 28.5 0.0 28.3 42.6 20.1 20.2 42.4 16.5 11.8 46.5 22.0 12.1 LnGrp LOS C C D C C D B B D C B Approach Vol, veh/h 221 232 1062 1674 Approach Delay, s/veh 28.4 29.2 18.3 23.0 Approach LOS C C B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 31.0 10.7 41.4 7.7 23.3 8.0 44.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 27.0 11.0 40.0 5.0 18.0 5.0 46.0 Max Q Clear Time (g_c+I1), s 4.4 7.1 15.4 4.2 7.7 4.4 31.6 Green Ext Time (p_c), s 0.5 0.1 5.7 0.0 0.6 0.0 8.4 Intersection Summary HCM 7th Control Delay, s/veh 22.3 HCM 7th LOS C HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 69 126 443 196 217 20 358 1049 155 55 1293 119 Future Volume (veh/h) 69 126 443 196 217 20 358 1049 155 55 1293 119 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 73 133 466 206 228 21 377 1104 163 58 1361 125 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 94 372 687 208 443 41 418 2327 722 74 1691 417 Arrive On Green 0.05 0.20 0.20 0.12 0.26 0.26 0.23 0.46 0.46 0.04 0.26 0.26 Sat Flow, veh/h 1781 1870 1585 1781 1687 155 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 73 133 466 206 0 249 377 1104 163 58 1361 125 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1842 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 3.5 5.2 17.0 9.9 0.0 9.9 17.6 12.8 5.3 2.8 16.9 5.4 Cycle Q Clear(g_c), s 3.5 5.2 17.0 9.9 0.0 9.9 17.6 12.8 5.3 2.8 16.9 5.4 Prop In Lane 1.00 1.00 1.00 0.08 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 94 372 687 208 0 484 418 2327 722 74 1691 417 V/C Ratio(X)0.78 0.36 0.68 0.99 0.00 0.51 0.90 0.47 0.23 0.78 0.80 0.30 Avail Cap(c_a), veh/h 146 372 687 208 0 484 500 2327 722 167 1729 426 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh40.0 29.6 19.5 37.7 0.0 26.9 31.8 16.2 14.1 40.6 29.5 25.2 Incr Delay (d2), s/veh 12.9 0.6 2.7 59.3 0.0 0.9 17.5 0.7 0.7 15.9 2.8 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.8 2.3 7.3 7.6 0.0 4.3 9.1 4.7 1.9 1.5 6.3 2.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 52.9 30.2 22.2 97.0 0.0 27.8 49.2 16.9 14.9 56.5 32.3 25.6 LnGrp LOS D C C F C D B B E C C Approach Vol, veh/h 672 455 1644 1544 Approach Delay, s/veh 27.1 59.2 24.1 32.7 Approach LOS C E C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s7.6 43.0 14.0 21.0 24.1 26.5 8.5 26.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s8.0 39.0 10.0 17.0 24.0 23.0 7.0 20.0 Max Q Clear Time (g_c+I1), s4.8 14.8 11.9 19.0 19.6 18.9 5.5 11.9 Green Ext Time (p_c), s 0.0 8.7 0.0 0.0 0.5 2.9 0.0 0.8 Intersection Summary HCM 7th Control Delay, s/veh 31.3 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 415 5 509 95 1059 0 0 1464 426 Future Volume (veh/h)0 0 0 415 5 509 95 1059 0 0 1464 426 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 621 0 343 100 1115 0 0 1541 448 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 1426 0 635 129 2566 0 0 1949 605 Arrive On Green 0.40 0.00 0.40 0.07 0.50 0.00 0.00 0.38 0.38 Sat Flow, veh/h 3563 0 1585 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 621 0 343 100 1115 0 0 1541 448 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 10.4 0.0 13.6 4.5 11.5 0.0 0.0 22.0 20.1 Cycle Q Clear(g_c), s 10.4 0.0 13.6 4.5 11.5 0.0 0.0 22.0 20.1 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1426 0 635 129 2566 0 0 1949 605 V/C Ratio(X)0.44 0.00 0.54 0.78 0.43 0.00 0.00 0.79 0.74 Avail Cap(c_a), veh/h 1426 0 635 238 3036 0 0 2106 654 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 17.9 0.0 18.9 37.6 13.0 0.0 0.0 22.6 22.0 Incr Delay (d2), s/veh 1.0 0.0 3.3 9.6 0.1 0.0 0.0 2.0 4.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.3 0.0 5.3 2.3 4.1 0.0 0.0 8.3 7.4 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 18.9 0.0 22.2 47.2 13.2 0.0 0.0 24.5 26.1 LnGrp LOS B C D B C C Approach Vol, veh/h 964 1215 1989 Approach Delay, s/veh 20.1 16.0 24.9 Approach LOS C B C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 37.0 45.4 10.0 35.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 49.0 11.0 34.0 Max Q Clear Time (g_c+I1), s 15.6 13.5 6.5 24.0 Green Ext Time (p_c), s 3.5 10.0 0.1 7.4 Intersection Summary HCM 7th Control Delay, s/veh 21.2 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 352 0 224 0 0 0 0 801 530 619 1293 0 Future Volume (veh/h) 352 0 224 0 0 0 0 801 530 619 1293 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 444 0 157 0 843 558 652 1361 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 957 0 426 0 1896 589 759 2267 0 Arrive On Green 0.27 0.00 0.27 0.00 0.37 0.37 0.22 0.64 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 444 0 157 0 843 558 652 1361 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 8.9 0.0 6.9 0.0 10.6 29.2 15.5 19.2 0.0 Cycle Q Clear(g_c), s 8.9 0.0 6.9 0.0 10.6 29.2 15.5 19.2 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 957 0 426 0 1896 589 759 2267 0 V/C Ratio(X)0.46 0.00 0.37 0.00 0.44 0.95 0.86 0.60 0.00 Avail Cap(c_a), veh/h 957 0 426 0 1909 592 928 2449 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh26.2 0.0 25.4 0.0 20.3 26.1 32.1 9.1 0.0 Incr Delay (d2), s/veh 1.6 0.0 2.4 0.0 0.2 24.6 6.9 0.4 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.7 0.0 2.7 0.0 3.9 14.0 6.8 5.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 27.8 0.0 27.9 0.0 20.4 50.7 39.0 9.5 0.0 LnGrp LOS C C C D D A Approach Vol, veh/h 601 1401 2013 Approach Delay, s/veh 27.8 32.5 19.0 Approach LOS C C B Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 22.8 35.8 27.0 58.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 23.0 32.0 23.0 59.0 Max Q Clear Time (g_c+I1), s 17.5 31.2 10.9 21.2 Green Ext Time (p_c), s 1.3 0.6 1.7 12.8 Intersection Summary HCM 7th Control Delay, s/veh 25.0 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 44 0 1517 181 0 1162 53 Future Vol, veh/h 0 0 165 0 0 44 0 1517 181 0 1162 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 46 0 1597 191 0 1223 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --612 --798 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 374 0 0 282 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --374 --282 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 22.7 20.25 0 0 HCM LOS C C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--374 282 - HCM Lane V/C Ratio --0.464 0.164 - HCM Control Delay (s/veh)--22.7 20.2 - HCM Lane LOS --C C - HCM 95th %tile Q(veh)--2.4 0.6 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 121 79 0 220 1 0 0 28 0 0 2 Future Vol, veh/h 0 121 79 0 220 1 0 0 28 0 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 127 83 0 232 1 0 0 29 0 0 2 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --105 --116 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 929 0 0 915 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------929 --915 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 0 0 9 8.95 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)929 ----915 HCM Lane V/C Ratio 0.032 ----0.002 HCM Control Delay (s/veh)9 ----8.9 HCM Lane LOS A ----A HCM 95th %tile Q(veh)0.1 ----0 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 97 22 15 140 1 62 0 15 0 0 0 Future Vol, veh/h 0 97 22 15 140 1 62 0 15 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 0 ----- Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 102 23 16 147 1 65 0 16 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 125 0 0 219 -63 230 304 74 Stage 1 ------114 --179 179 - Stage 2 ------105 --51 125 - Critical Hdwy ---4.14 --7.54 -6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 --6.54 5.54 - Critical Hdwy Stg 2 ------6.54 --6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 -3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1459 --718 0 989 705 608 973 Stage 1 0 -----879 0 -805 750 - Stage 2 0 -----889 0 -956 791 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1459 --710 -989 686 601 973 Mov Cap-2 Maneuver ------710 --686 601 - Stage 1 ------879 --796 742 - Stage 2 ------879 --940 791 - Approach EB WB NB SB HCM Control Delay, s/v 0 0.78 10.37 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)751 --348 --- HCM Lane V/C Ratio 0.108 --0.011 --- HCM Control Delay (s/veh)10.4 --7.5 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)0.4 --0 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 43 247 0 3 318 7 8 1 8 7 2 91 Future Vol, veh/h 43 247 0 3 318 7 8 1 8 7 2 91 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 45 260 0 3 335 7 8 1 8 7 2 96 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 342 0 0 260 0 0 693 699 260 696 695 338 Stage 1 ------351 351 -345 345 - Stage 2 ------342 348 -351 351 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1217 --1304 --358 364 779 356 366 704 Stage 1 ------666 632 -671 636 - Stage 2 ------673 634 -666 632 - Platoon blocked, %---- Mov Cap-1 Maneuver 1217 --1304 --293 347 779 335 349 704 Mov Cap-2 Maneuver ------293 347 -335 349 - Stage 1 ------637 605 -669 634 - Stage 2 ------578 632 -629 605 - Approach EB WB NB SB HCM Control Delay, s/v 1.2 0.07 13.94 11.71 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)420 267 --16 --641 HCM Lane V/C Ratio 0.043 0.037 --0.002 --0.164 HCM Control Delay (s/veh)13.9 8.1 0 -7.8 0 -11.7 HCM Lane LOS B A A -A A -B HCM 95th %tile Q(veh)0.1 0.1 --0 --0.6 HCM 7th Signalized Intersection Summary 31:05/19/2025 _OY 2026 PP AM 5:19 pm 05/08/2025 Baseline Synchro 12 Report Page 9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h)0 0 0 0 0 0 Future Volume (veh/h)0 0 0 0 0 0 Initial Q (Qb), veh 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 Work Zone On Approach No No Adj Sat Flow, veh/h/ln 1870 1870 0 1870 Adj Flow Rate, veh/h 0 0 0 0 Peak Hour Factor 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 0 2 Cap, veh/h 2843 1268 0 2843 Arrive On Green 0.00 0.00 0.00 0.00 Sat Flow, veh/h 3647 1585 0 3741 Grp Volume(v), veh/h 0 0 0 0 Grp Sat Flow(s),veh/h/ln 1777 1585 0 1777 Q Serve(g_s), s 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 0.0 0.0 0.0 0.0 Prop In Lane 1.00 0.00 Lane Grp Cap(c), veh/h 2843 1268 0 2843 V/C Ratio(X)0.00 0.00 0.00 0.00 Avail Cap(c_a), veh/h 2843 1268 0 2843 HCM Platoon Ratio 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 0.00 0.00 0.00 Uniform Delay (d), s/veh 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.0 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 0.0 0.0 0.0 0.0 LnGrp LOS Approach Vol, veh/h 0 0 Approach Delay, s/veh 0.0 0.0 Approach LOS Timer - Assigned Phs 4 8 Phs Duration (G+Y+Rc), s 20.0 20.0 Change Period (Y+Rc), s 4.0 4.0 Max Green Setting (Gmax), s 16.0 16.0 Max Q Clear Time (g_c+I1), s 0.0 0.0 Green Ext Time (p_c), s 0.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 0.0 HCM 7th LOS A HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)285 130 65 79 129 234 93 1320 77 192 1096 161 Future Volume (veh/h)285 130 65 79 129 234 93 1320 77 192 1096 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 300 137 68 83 136 246 98 1389 81 202 1154 169 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 362 333 165 139 686 581 158 1382 680 198 1614 720 Arrive On Green 0.28 0.28 0.28 0.04 0.37 0.37 0.05 0.39 0.39 0.11 0.45 0.45 Sat Flow, veh/h 1001 1180 585 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 300 0 205 83 136 246 98 1389 81 202 1154 169 Grp Sat Flow(s),veh/h/ln 1001 0 1765 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 25.4 0.0 8.5 2.1 4.5 10.5 2.5 35.0 2.8 10.0 23.6 5.9 Cycle Q Clear(g_c), s 25.4 0.0 8.5 2.1 4.5 10.5 2.5 35.0 2.8 10.0 23.6 5.9 Prop In Lane 1.00 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 362 0 498 139 686 581 158 1382 680 198 1614 720 V/C Ratio(X)0.83 0.00 0.41 0.60 0.20 0.42 0.62 1.01 0.12 1.02 0.72 0.23 Avail Cap(c_a), veh/h 362 0 498 154 686 581 192 1382 680 198 1614 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.0 0.0 26.2 42.5 19.5 21.4 42.2 27.5 15.5 40.0 19.9 15.0 Incr Delay (d2), s/veh 19.1 0.0 2.5 5.3 0.6 2.3 4.2 25.4 0.1 69.4 1.5 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.2 0.0 3.7 1.0 2.0 3.9 1.1 17.9 0.9 7.9 8.8 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 52.2 0.0 28.7 47.8 20.1 23.6 46.3 52.9 15.5 109.4 21.4 15.2 LnGrp LOS D C D C C D F B F C B Approach Vol, veh/h 505 465 1568 1525 Approach Delay, s/veh 42.7 26.9 50.6 32.4 Approach LOS D C D C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 37.0 14.0 39.0 7.6 29.4 8.1 44.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 10.0 35.0 4.0 25.0 5.0 40.0 Max Q Clear Time (g_c+I1), s 12.5 12.0 37.0 4.1 27.4 4.5 25.6 Green Ext Time (p_c), s 1.4 0.0 0.0 0.0 0.0 0.0 6.8 Intersection Summary HCM 7th Control Delay, s/veh 40.1 HCM 7th LOS D HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 92 104 243 257 145 55 275 1539 231 78 1064 66 Future Volume (veh/h) 92 104 243 257 145 55 275 1539 231 78 1064 66 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 97 109 256 271 153 58 289 1620 243 82 1120 69 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 125 291 542 307 333 126 332 2167 673 105 1911 471 Arrive On Green 0.07 0.16 0.16 0.17 0.26 0.26 0.19 0.42 0.42 0.06 0.30 0.30 Sat Flow, veh/h 1781 1870 1585 1781 1292 490 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 97 109 256 271 0 211 289 1620 243 82 1120 69 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1782 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 4.5 4.4 10.8 12.6 0.0 8.5 13.4 22.7 8.8 3.9 12.6 2.7 Cycle Q Clear(g_c), s 4.5 4.4 10.8 12.6 0.0 8.5 13.4 22.7 8.8 3.9 12.6 2.7 Prop In Lane 1.00 1.00 1.00 0.27 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 125 291 542 307 0 460 332 2167 673 105 1911 471 V/C Ratio(X)0.78 0.37 0.47 0.88 0.00 0.46 0.87 0.75 0.36 0.78 0.59 0.15 Avail Cap(c_a), veh/h 231 353 594 315 0 460 462 2167 673 147 1911 471 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh38.8 32.1 21.9 34.3 0.0 26.5 33.5 20.6 16.6 39.4 25.4 21.9 Incr Delay (d2), s/veh 9.9 0.8 0.6 23.8 0.0 0.7 12.4 2.4 1.5 15.9 0.5 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.2 2.0 3.9 7.3 0.0 3.5 6.6 8.6 3.3 2.0 4.4 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 48.7 32.9 22.5 58.1 0.0 27.2 45.9 23.0 18.1 55.2 25.8 22.1 LnGrp LOS D C C E C D C B E C C Approach Vol, veh/h 462 482 2152 1271 Approach Delay, s/veh 30.5 44.6 25.5 27.5 Approach LOS C D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s9.0 40.0 18.6 17.2 19.8 29.2 9.9 25.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 36.0 15.0 16.0 22.0 21.0 11.0 20.0 Max Q Clear Time (g_c+I1), s5.9 24.7 14.6 12.8 15.4 14.6 6.5 10.5 Green Ext Time (p_c), s 0.0 8.1 0.0 0.5 0.5 3.6 0.1 0.7 Intersection Summary HCM 7th Control Delay, s/veh 28.7 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 302 1 679 57 1399 0 0 1091 426 Future Volume (veh/h)0 0 0 302 1 679 57 1399 0 0 1091 426 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 212 0 829 60 1473 0 0 1148 448 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 875 0 1557 77 2121 0 0 1661 516 Arrive On Green 0.49 0.00 0.49 0.04 0.42 0.00 0.00 0.33 0.33 Sat Flow, veh/h 1781 0 3170 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 212 0 829 60 1473 0 0 1148 448 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 5.9 0.0 15.4 2.9 20.3 0.0 0.0 16.7 22.7 Cycle Q Clear(g_c), s 5.9 0.0 15.4 2.9 20.3 0.0 0.0 16.7 22.7 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 875 0 1557 77 2121 0 0 1661 516 V/C Ratio(X)0.24 0.00 0.53 0.78 0.69 0.00 0.00 0.69 0.87 Avail Cap(c_a), veh/h 875 0 1557 146 2388 0 0 1732 537 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 12.6 0.0 15.0 40.5 20.5 0.0 0.0 25.1 27.1 Incr Delay (d2), s/veh 0.7 0.0 1.3 15.4 0.8 0.0 0.0 1.1 13.8 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.4 0.0 5.5 1.6 7.7 0.0 0.0 6.4 9.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 13.2 0.0 16.3 55.9 21.3 0.0 0.0 26.2 41.0 LnGrp LOS B B E C C D Approach Vol, veh/h 1041 1533 1596 Approach Delay, s/veh 15.7 22.7 30.4 Approach LOS B C C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.0 39.5 7.7 31.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 42.0 40.0 7.0 29.0 Max Q Clear Time (g_c+I1), s 17.4 22.3 4.9 24.7 Green Ext Time (p_c), s 4.6 10.2 0.0 3.1 Intersection Summary HCM 7th Control Delay, s/veh 23.9 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 569 3 103 0 0 0 0 969 265 453 936 0 Future Volume (veh/h) 569 3 103 0 0 0 0 969 265 453 936 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 634 0 73 0 1020 279 477 985 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 1413 0 629 0 1418 440 595 1780 0 Arrive On Green 0.40 0.00 0.40 0.00 0.28 0.28 0.17 0.50 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 634 0 73 0 1020 279 477 985 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 10.2 0.0 2.3 0.0 14.1 12.1 10.4 15.0 0.0 Cycle Q Clear(g_c), s 10.2 0.0 2.3 0.0 14.1 12.1 10.4 15.0 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 1413 0 629 0 1418 440 595 1780 0 V/C Ratio(X)0.45 0.00 0.12 0.00 0.72 0.63 0.80 0.55 0.00 Avail Cap(c_a), veh/h 1413 0 629 0 1764 548 884 2319 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh17.3 0.0 14.9 0.0 25.5 24.7 31.1 13.5 0.0 Incr Delay (d2), s/veh 1.0 0.0 0.4 0.0 1.1 1.6 3.3 0.3 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln3.9 0.0 0.8 0.0 5.4 4.4 4.3 5.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 18.3 0.0 15.3 0.0 26.6 26.4 34.3 13.7 0.0 LnGrp LOS B B C C C B Approach Vol, veh/h 707 1299 1462 Approach Delay, s/veh 18.0 26.5 20.5 Approach LOS B C C Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 17.5 25.7 35.0 43.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 20.0 27.0 31.0 51.0 Max Q Clear Time (g_c+I1), s 12.4 16.1 12.2 17.0 Green Ext Time (p_c), s 1.1 5.6 2.4 7.8 Intersection Summary HCM 7th Control Delay, s/veh 22.2 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 49 0 1517 210 0 1162 53 Future Vol, veh/h 0 0 165 0 0 49 0 1517 210 0 1162 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 52 0 1597 221 0 1223 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --612 --798 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 374 0 0 282 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --374 --282 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 22.7 20.59 0 0 HCM LOS C C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--374 282 - HCM Lane V/C Ratio --0.464 0.183 - HCM Control Delay (s/veh)--22.7 20.6 - HCM Lane LOS --C C - HCM 95th %tile Q(veh)--2.4 0.7 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 247 149 0 427 0 0 0 120 0 0 0 Future Vol, veh/h 0 247 149 0 427 0 0 0 120 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 260 157 0 449 0 0 0 126 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --208 --225 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 798 0 0 778 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------798 --778 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s/v 0 0 10.36 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)798 ----- HCM Lane V/C Ratio 0.158 ----- HCM Control Delay (s/veh)10.4 ----0 HCM Lane LOS B ----A HCM 95th %tile Q(veh)0.6 ----- HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 4.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 188 38 24 166 0 166 1 32 0 0 0 Future Vol, veh/h 0 188 38 24 166 0 166 1 32 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 0 ----- Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 198 40 25 175 0 175 1 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 238 0 0 356 443 119 325 463 87 Stage 1 ------218 218 -225 225 - Stage 2 ------138 225 -99 238 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1326 --575 508 910 605 494 954 Stage 1 0 -----764 721 -757 716 - Stage 2 0 -----851 716 -896 707 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1326 --563 497 910 569 485 954 Mov Cap-2 Maneuver ------563 497 -569 485 - Stage 1 ------764 721 -742 702 - Stage 2 ------834 702 -861 707 - Approach EB WB NB SB HCM Control Delay, s/v 0 1.09 14.15 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)600 --455 --- HCM Lane V/C Ratio 0.347 --0.019 --- HCM Control Delay (s/veh)14.2 --7.8 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)1.5 --0.1 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/19/2025 _OY 2026 PP PM 5:20 pm 05/08/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 3.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 78 306 2 3 285 33 11 2 6 12 0 152 Future Vol, veh/h 78 306 2 3 285 33 11 2 6 12 0 152 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 82 322 2 3 300 35 12 2 6 13 0 160 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 335 0 0 324 0 0 794 828 323 811 812 317 Stage 1 ------487 487 -324 324 - Stage 2 ------306 341 -487 488 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1225 --1236 --306 306 718 298 313 723 Stage 1 ------562 550 -689 650 - Stage 2 ------703 639 -562 550 - Platoon blocked, %---- Mov Cap-1 Maneuver 1225 --1236 --218 280 718 268 287 723 Mov Cap-2 Maneuver ------218 280 -268 287 - Stage 1 ------516 505 -686 648 - Stage 2 ------546 637 -509 505 - Approach EB WB NB SB HCM Control Delay, s/v 1.65 0.07 18.42 12.63 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)288 363 --16 --643 HCM Lane V/C Ratio 0.069 0.067 --0.003 --0.268 HCM Control Delay (s/veh)18.4 8.2 0 -7.9 0 -12.6 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.2 --0 --1.1 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)98 51 66 204 73 56 98 952 194 93 1574 108 Future Volume (veh/h)98 51 66 204 73 56 98 952 194 93 1574 108 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 103 54 69 215 77 59 103 1002 204 98 1657 114 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 339 153 195 197 575 487 166 1725 860 126 1805 805 Arrive On Green 0.20 0.20 0.20 0.06 0.31 0.31 0.05 0.49 0.49 0.07 0.51 0.51 Sat Flow, veh/h 1253 746 953 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 103 0 123 215 77 59 103 1002 204 98 1657 114 Grp Sat Flow(s),veh/h/ln 1253 0 1699 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 6.3 0.0 5.4 5.0 2.6 2.4 2.6 17.7 5.9 4.8 37.7 3.3 Cycle Q Clear(g_c), s 6.3 0.0 5.4 5.0 2.6 2.4 2.6 17.7 5.9 4.8 37.7 3.3 Prop In Lane 1.00 0.56 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 339 0 348 197 575 487 166 1725 860 126 1805 805 V/C Ratio(X)0.30 0.00 0.35 1.09 0.13 0.12 0.62 0.58 0.24 0.78 0.92 0.14 Avail Cap(c_a), veh/h 339 0 348 197 575 487 197 1725 860 223 1862 830 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.2 0.0 29.9 41.4 22.0 21.9 41.0 16.2 10.6 40.1 19.9 11.5 Incr Delay (d2), s/veh 2.3 0.0 2.8 91.1 0.5 0.5 4.4 0.5 0.1 10.0 7.6 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.0 0.0 2.4 4.5 1.2 0.9 1.1 6.2 1.8 2.3 14.7 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 32.5 0.0 32.7 132.5 22.4 22.4 45.4 16.7 10.7 50.1 27.6 11.5 LnGrp LOS C C F C C D B B D C B Approach Vol, veh/h 226 351 1309 1869 Approach Delay, s/veh 32.6 89.8 18.0 27.8 Approach LOS C F B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 31.0 10.2 46.6 9.0 22.0 8.2 48.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 27.0 11.0 40.0 5.0 18.0 5.0 46.0 Max Q Clear Time (g_c+I1), s 4.6 6.8 19.7 7.0 8.3 4.6 39.7 Green Ext Time (p_c), s 0.5 0.1 7.1 0.0 0.6 0.0 4.9 Intersection Summary HCM 7th Control Delay, s/veh 30.5 HCM 7th LOS C HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 125 443 184 216 45 358 1207 192 78 1569 127 Future Volume (veh/h) 79 125 443 184 216 45 358 1207 192 78 1569 127 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 83 132 466 194 227 47 377 1271 202 82 1652 134 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 365 680 204 376 78 417 2285 709 105 1754 432 Arrive On Green 0.06 0.20 0.20 0.11 0.25 0.25 0.23 0.45 0.45 0.06 0.27 0.27 Sat Flow, veh/h 1781 1870 1585 1781 1503 311 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 83 132 466 194 0 274 377 1271 202 82 1652 134 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1814 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 4.0 5.3 17.0 9.4 0.0 11.6 17.9 16.0 7.0 4.0 21.9 5.9 Cycle Q Clear(g_c), s 4.0 5.3 17.0 9.4 0.0 11.6 17.9 16.0 7.0 4.0 21.9 5.9 Prop In Lane 1.00 1.00 1.00 0.17 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 365 680 204 0 454 417 2285 709 105 1754 432 V/C Ratio(X)0.78 0.36 0.69 0.95 0.00 0.60 0.90 0.56 0.28 0.78 0.94 0.31 Avail Cap(c_a), veh/h 143 365 680 204 0 454 490 2285 709 163 1754 432 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh40.4 30.4 20.1 38.3 0.0 28.9 32.4 17.7 15.2 40.4 31.0 25.2 Incr Delay (d2), s/veh 17.4 0.6 2.9 48.5 0.0 2.3 18.3 1.0 1.0 11.7 10.7 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.2 2.3 7.6 6.7 0.0 5.1 9.4 5.9 2.6 2.0 9.0 2.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 57.8 31.0 23.0 86.9 0.0 31.1 50.7 18.7 16.3 52.1 41.7 25.6 LnGrp LOS E C C F C D B B D D C Approach Vol, veh/h 681 468 1850 1868 Approach Delay, s/veh 28.8 54.2 25.0 41.0 Approach LOS C D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s9.2 43.0 14.0 21.0 24.4 27.8 9.2 25.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s8.0 39.0 10.0 17.0 24.0 23.0 7.0 20.0 Max Q Clear Time (g_c+I1), s6.0 18.0 11.4 19.0 19.9 23.9 6.0 13.6 Green Ext Time (p_c), s 0.0 9.7 0.0 0.0 0.5 0.0 0.0 0.8 Intersection Summary HCM 7th Control Delay, s/veh 34.5 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 535 5 577 175 1186 0 0 1625 538 Future Volume (veh/h)0 0 0 535 5 577 175 1186 0 0 1625 538 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 761 0 399 184 1248 0 0 1711 566 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 1308 0 582 218 2778 0 0 1927 598 Arrive On Green 0.37 0.00 0.37 0.12 0.54 0.00 0.00 0.38 0.38 Sat Flow, veh/h 3563 0 1585 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 761 0 399 184 1248 0 0 1711 566 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 15.5 0.0 19.1 9.1 13.3 0.0 0.0 28.2 31.1 Cycle Q Clear(g_c), s 15.5 0.0 19.1 9.1 13.3 0.0 0.0 28.2 31.1 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1308 0 582 218 2778 0 0 1927 598 V/C Ratio(X)0.58 0.00 0.69 0.85 0.45 0.00 0.00 0.89 0.95 Avail Cap(c_a), veh/h 1308 0 582 218 2783 0 0 1931 599 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 22.9 0.0 24.1 38.6 12.4 0.0 0.0 26.2 27.1 Incr Delay (d2), s/veh 1.9 0.0 6.5 25.2 0.1 0.0 0.0 5.5 24.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.6 0.0 7.9 5.4 4.7 0.0 0.0 11.4 14.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 24.8 0.0 30.5 63.8 12.5 0.0 0.0 31.7 51.3 LnGrp LOS C C E B C D Approach Vol, veh/h 1160 1432 2277 Approach Delay, s/veh 26.8 19.1 36.6 Approach LOS C B D Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 37.0 52.9 15.0 37.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 49.0 11.0 34.0 Max Q Clear Time (g_c+I1), s 21.1 15.3 11.1 33.1 Green Ext Time (p_c), s 3.8 11.5 0.0 0.8 Intersection Summary HCM 7th Control Delay, s/veh 29.1 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 424 0 344 0 0 0 0 935 610 726 1468 0 Future Volume (veh/h) 424 0 344 0 0 0 0 935 610 726 1468 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 559 0 241 0 984 642 764 1545 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 924 0 411 0 1842 572 846 2312 0 Arrive On Green 0.26 0.00 0.26 0.00 0.36 0.36 0.24 0.65 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 559 0 241 0 984 642 764 1545 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 12.2 0.0 11.8 0.0 13.5 32.0 19.0 23.8 0.0 Cycle Q Clear(g_c), s 12.2 0.0 11.8 0.0 13.5 32.0 19.0 23.8 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 924 0 411 0 1842 572 846 2312 0 V/C Ratio(X)0.61 0.00 0.59 0.00 0.53 1.12 0.90 0.67 0.00 Avail Cap(c_a), veh/h 924 0 411 0 1842 572 896 2364 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh28.9 0.0 28.7 0.0 22.5 28.4 32.5 9.6 0.0 Incr Delay (d2), s/veh 2.9 0.0 6.0 0.0 0.3 76.1 12.0 0.7 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.2 0.0 4.9 0.0 5.1 23.2 8.9 7.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 31.8 0.0 34.7 0.0 22.8 104.5 44.5 10.3 0.0 LnGrp LOS C C C F D B Approach Vol, veh/h 800 1626 2309 Approach Delay, s/veh 32.7 55.0 21.6 Approach LOS C E C Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 25.7 36.0 27.0 61.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 23.0 32.0 23.0 59.0 Max Q Clear Time (g_c+I1), s 21.0 34.0 14.2 25.8 Green Ext Time (p_c), s 0.7 0.0 2.0 14.8 Intersection Summary HCM 7th Control Delay, s/veh 35.0 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 37 0 1610 132 0 1355 53 Future Vol, veh/h 0 0 165 0 0 37 0 1610 132 0 1355 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 39 0 1695 139 0 1426 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --713 --847 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 321 0 0 262 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --321 --262 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 28.68 21.13 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--321 262 - HCM Lane V/C Ratio --0.541 0.149 - HCM Ctrl Dly (s/v)--28.7 21.1 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--3 0.5 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 240 65 0 383 5 0 0 28 0 0 67 Future Vol, veh/h 0 240 65 0 383 5 0 0 28 0 0 67 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 253 68 0 403 5 0 0 29 0 0 71 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --161 --202 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 856 0 0 806 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------856 --806 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0 9.36 9.9 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)856 ----806 HCM Lane V/C Ratio 0.034 ----0.088 HCM Ctrl Dly (s/v)9.4 ----9.9 HCM Lane LOS A ----A HCM 95th %tile Q(veh)0.1 ----0.3 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 110 22 15 158 1 56 0 15 0 0 0 Future Vol, veh/h 0 110 22 15 158 1 56 0 15 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 ------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 116 23 16 166 1 59 0 16 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 139 0 0 242 326 69 256 337 83 Stage 1 ------127 127 -198 198 - Stage 2 ------115 199 -58 139 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1442 --692 591 979 677 583 960 Stage 1 0 -----863 790 -785 736 - Stage 2 0 -----878 735 -947 781 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1442 --684 584 979 658 576 960 Mov Cap-2 Maneuver ------684 584 -658 576 - Stage 1 ------863 790 -776 728 - Stage 2 ------868 727 -932 781 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0.71 10.49 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)730 --312 --- HCM Lane V/C Ratio 0.102 --0.011 --- HCM Ctrl Dly (s/v)10.5 --7.5 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)0.3 --0 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/29/2025 OY 2026 Cumulative AM 2:17 pm 05/12/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 1.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 341 0 3 392 7 8 1 8 7 2 29 Future Vol, veh/h 30 341 0 3 392 7 8 1 8 7 2 29 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 32 359 0 3 413 7 8 1 8 7 2 31 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 420 0 0 359 0 0 842 848 359 845 845 416 Stage 1 ------422 422 -423 423 - Stage 2 ------420 426 -423 422 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1139 --1200 --284 298 685 283 300 636 Stage 1 ------609 588 -609 588 - Stage 2 ------611 586 -609 588 - Platoon blocked, %---- Mov Cap-1 Maneuver 1139 --1200 --258 287 685 268 288 636 Mov Cap-2 Maneuver ------258 287 -268 288 - Stage 1 ------588 568 -607 586 - Stage 2 ------578 584 -580 568 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0.67 0.06 15.27 13.13 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)368 146 --13 --483 HCM Lane V/C Ratio 0.049 0.028 --0.003 --0.083 HCM Ctrl Dly (s/v)15.3 8.3 0 -8 0 -13.1 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.1 --0 --0.3 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)285 135 65 245 133 225 93 1648 139 171 1248 161 Future Volume (veh/h)285 135 65 245 133 225 93 1648 139 171 1248 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 300 142 68 258 140 237 98 1735 146 180 1314 169 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 359 332 159 154 686 581 158 1382 687 198 1614 720 Arrive On Green 0.28 0.28 0.28 0.04 0.37 0.37 0.05 0.39 0.39 0.11 0.45 0.45 Sat Flow, veh/h 1006 1195 572 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 300 0 210 258 140 237 98 1735 146 180 1314 169 Grp Sat Flow(s),veh/h/ln 1006 0 1767 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 25.0 0.0 8.8 4.0 4.6 10.0 2.5 35.0 5.2 9.0 28.8 5.9 Cycle Q Clear(g_c), s 25.0 0.0 8.8 4.0 4.6 10.0 2.5 35.0 5.2 9.0 28.8 5.9 Prop In Lane 1.00 0.32 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 359 0 491 154 686 581 158 1382 687 198 1614 720 V/C Ratio(X)0.83 0.00 0.43 1.68 0.20 0.41 0.62 1.26 0.21 0.91 0.81 0.23 Avail Cap(c_a), veh/h 359 0 491 154 686 581 192 1382 687 198 1614 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.4 0.0 26.6 43.0 19.5 21.2 42.2 27.5 15.9 39.6 21.3 15.0 Incr Delay (d2), s/veh 20.0 0.0 2.7 332.6 0.7 2.1 4.2 121.0 0.2 39.7 3.3 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.3 0.0 3.9 8.7 2.0 3.7 1.1 36.2 1.7 5.9 11.0 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 53.3 0.0 29.3 375.6 20.2 23.3 46.3 148.5 16.1 79.3 24.6 15.2 LnGrp LOS D C F C C D F B E C B Approach Vol, veh/h 510 635 1979 1663 Approach Delay, s/veh 43.4 165.8 133.7 29.6 Approach LOS D F F C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 37.0 14.0 39.0 8.0 29.0 8.1 44.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 10.0 35.0 4.0 25.0 5.0 40.0 Max Q Clear Time (g_c+I1), s 12.0 11.0 37.0 6.0 27.0 4.5 30.8 Green Ext Time (p_c), s 1.4 0.0 0.0 0.0 0.0 0.0 5.7 Intersection Summary HCM 7th Control Delay, s/veh 92.2 HCM 7th LOS F HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 103 243 210 144 84 275 1822 265 107 1330 77 Future Volume (veh/h) 104 103 243 210 144 84 275 1822 265 107 1330 77 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 109 108 256 221 152 88 289 1918 279 113 1400 81 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 139 292 543 260 249 144 333 2185 678 142 2067 509 Arrive On Green 0.08 0.16 0.16 0.15 0.22 0.22 0.19 0.43 0.43 0.08 0.32 0.32 Sat Flow, veh/h 1781 1870 1585 1781 1111 643 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 109 108 256 221 0 240 289 1918 279 113 1400 81 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1755 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 5.1 4.4 10.7 10.2 0.0 10.3 13.2 28.9 10.3 5.2 15.9 3.1 Cycle Q Clear(g_c), s 5.1 4.4 10.7 10.2 0.0 10.3 13.2 28.9 10.3 5.2 15.9 3.1 Prop In Lane 1.00 1.00 1.00 0.37 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 139 292 543 260 0 393 333 2185 678 142 2067 509 V/C Ratio(X)0.78 0.37 0.47 0.85 0.00 0.61 0.87 0.88 0.41 0.79 0.68 0.16 Avail Cap(c_a), veh/h 233 356 597 318 0 417 466 2185 678 148 2067 509 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh38.1 31.8 21.7 35.0 0.0 29.4 33.2 22.0 16.7 38.0 24.8 20.4 Incr Delay (d2), s/veh 9.2 0.8 0.6 16.5 0.0 2.4 12.1 5.4 1.8 24.2 0.9 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.4 1.9 3.8 5.4 0.0 4.4 6.5 11.4 3.8 3.1 5.5 1.1 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 47.3 32.6 22.3 51.5 0.0 31.7 45.3 27.4 18.5 62.2 25.7 20.6 LnGrp LOS D C C D C D C B E C C Approach Vol, veh/h 473 461 2486 1594 Approach Delay, s/veh 30.4 41.2 28.5 28.0 Approach LOS C D C C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s10.7 40.0 16.3 17.1 19.7 31.0 10.6 22.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 36.0 15.0 16.0 22.0 21.0 11.0 20.0 Max Q Clear Time (g_c+I1), s7.2 30.9 12.2 12.7 15.2 17.9 7.1 12.3 Green Ext Time (p_c), s 0.0 4.4 0.2 0.5 0.5 2.3 0.1 0.8 Intersection Summary HCM 7th Control Delay, s/veh 29.7 HCM 7th LOS C HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 399 1 801 181 1595 0 0 1230 516 Future Volume (veh/h)0 0 0 399 1 801 181 1595 0 0 1230 516 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 280 0 993 191 1679 0 0 1295 543 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 831 0 1479 139 2269 0 0 1645 511 Arrive On Green 0.47 0.00 0.47 0.08 0.44 0.00 0.00 0.32 0.32 Sat Flow, veh/h 1781 0 3170 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 280 0 993 191 1679 0 0 1295 543 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 9.0 0.0 21.9 7.0 24.5 0.0 0.0 20.7 29.0 Cycle Q Clear(g_c), s 9.0 0.0 21.9 7.0 24.5 0.0 0.0 20.7 29.0 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 831 0 1479 139 2269 0 0 1645 511 V/C Ratio(X)0.34 0.00 0.67 1.38 0.74 0.00 0.00 0.79 1.06 Avail Cap(c_a), veh/h 831 0 1479 139 2269 0 0 1645 511 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 15.2 0.0 18.6 41.5 20.7 0.0 0.0 27.7 30.5 Incr Delay (d2), s/veh 1.1 0.0 2.4 208.9 1.3 0.0 0.0 2.6 57.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 0.0 8.0 11.1 9.4 0.0 0.0 8.3 18.4 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 16.3 0.0 21.1 250.4 22.0 0.0 0.0 30.3 88.2 LnGrp LOS B C F C C F Approach Vol, veh/h 1273 1870 1838 Approach Delay, s/veh 20.0 45.3 47.4 Approach LOS C D D Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.0 44.0 11.0 33.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 42.0 40.0 7.0 29.0 Max Q Clear Time (g_c+I1), s 23.9 26.5 9.0 31.0 Green Ext Time (p_c), s 5.4 9.5 0.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 39.6 HCM 7th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 698 3 200 0 0 0 0 1160 389 536 1089 0 Future Volume (veh/h) 698 3 200 0 0 0 0 1160 389 536 1089 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 802 0 142 0 1221 409 564 1146 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 1296 0 576 0 1549 481 664 1928 0 Arrive On Green 0.36 0.00 0.36 0.00 0.30 0.30 0.19 0.54 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 802 0 142 0 1221 409 564 1146 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 15.8 0.0 5.3 0.0 18.7 20.7 13.4 18.6 0.0 Cycle Q Clear(g_c), s 15.8 0.0 5.3 0.0 18.7 20.7 13.4 18.6 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 1296 0 576 0 1549 481 664 1928 0 V/C Ratio(X)0.62 0.00 0.25 0.00 0.79 0.85 0.85 0.59 0.00 Avail Cap(c_a), veh/h 1296 0 576 0 1617 502 811 2126 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh22.3 0.0 19.0 0.0 27.2 27.9 33.2 13.2 0.0 Incr Delay (d2), s/veh 2.2 0.0 1.0 0.0 2.6 12.7 7.2 0.4 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln6.3 0.0 2.0 0.0 7.4 8.9 6.0 6.4 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 24.5 0.0 20.0 0.0 29.8 40.6 40.4 13.5 0.0 LnGrp LOS C B C D D B Approach Vol, veh/h 944 1630 1710 Approach Delay, s/veh 23.8 32.5 22.4 Approach LOS C C C Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 20.4 29.9 35.0 50.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 20.0 27.0 31.0 51.0 Max Q Clear Time (g_c+I1), s 15.4 22.7 17.8 20.6 Green Ext Time (p_c), s 1.0 3.2 3.0 9.4 Intersection Summary HCM 7th Control Delay, s/veh 26.6 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 37 0 1730 132 0 1303 53 Future Vol, veh/h 0 0 165 0 0 37 0 1730 132 0 1303 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 39 0 1821 139 0 1372 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --686 --911 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 335 0 0 238 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --335 --238 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 26.82 23.07 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--335 238 - HCM Lane V/C Ratio --0.519 0.164 - HCM Ctrl Dly (s/v)--26.8 23.1 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--2.8 0.6 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 485 128 0 628 5 0 0 120 0 0 94 Future Vol, veh/h 0 485 128 0 628 5 0 0 120 0 0 94 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 511 135 0 661 5 0 0 126 0 0 99 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --323 --331 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 673 0 0 665 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------673 --665 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0 11.58 11.36 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)673 ----665 HCM Lane V/C Ratio 0.188 ----0.149 HCM Ctrl Dly (s/v)11.6 ----11.4 HCM Lane LOS B ----B HCM 95th %tile Q(veh)0.7 ----0.5 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 4.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 208 38 24 187 0 157 1 32 0 0 0 Future Vol, veh/h 0 208 38 24 187 0 157 1 32 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 ------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 219 40 25 197 0 165 1 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 259 0 0 388 486 129 357 506 98 Stage 1 ------239 239 -247 247 - Stage 2 ------149 247 -110 259 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1303 --545 480 896 573 467 938 Stage 1 0 -----743 706 -735 700 - Stage 2 0 -----838 700 -883 692 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1303 --534 470 896 539 458 938 Mov Cap-2 Maneuver ------534 470 -539 458 - Stage 1 ------743 706 -720 686 - Stage 2 ------821 686 -849 692 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0 1 14.62 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)573 --409 --- HCM Lane V/C Ratio 0.349 --0.019 --- HCM Ctrl Dly (s/v)14.6 --7.8 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)1.6 --0.1 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/29/2025 OY 2026 Cumulative PM 2:19 pm 05/12/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 57 397 2 3 365 33 11 2 6 12 0 53 Future Vol, veh/h 57 397 2 3 365 33 11 2 6 12 0 53 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 60 418 2 3 384 35 12 2 6 13 0 56 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 419 0 0 420 0 0 929 964 419 947 948 402 Stage 1 ------539 539 -408 408 - Stage 2 ------391 425 -539 540 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1140 --1139 --248 255 634 241 261 649 Stage 1 ------527 522 -620 597 - Stage 2 ------634 586 -527 521 - Platoon blocked, %---- Mov Cap-1 Maneuver 1140 --1139 --210 237 634 220 242 649 Mov Cap-2 Maneuver ------210 237 -220 242 - Stage 1 ------490 486 -618 595 - Stage 2 ------577 584 -483 485 - Approach EB WB NB SB HCM Ctrl Dly, s/v 1.04 0.06 19.37 13.81 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)270 225 --13 --477 HCM Lane V/C Ratio 0.074 0.053 --0.003 --0.144 HCM Ctrl Dly (s/v)19.4 8.3 0 -8.2 0 -13.8 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.2 --0 --0.5 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)98 51 66 204 73 62 98 952 194 106 1567 108 Future Volume (veh/h)98 51 66 204 73 62 98 952 194 106 1567 108 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 103 54 69 215 77 65 103 1002 204 112 1649 114 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 338 153 196 197 576 488 166 1689 844 142 1803 804 Arrive On Green 0.21 0.21 0.21 0.06 0.31 0.31 0.05 0.48 0.48 0.08 0.51 0.51 Sat Flow, veh/h 1246 746 953 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 103 0 123 215 77 65 103 1002 204 112 1649 114 Grp Sat Flow(s),veh/h/ln 1246 0 1699 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 6.3 0.0 5.4 5.0 2.6 2.6 2.6 18.1 6.1 5.4 37.4 3.3 Cycle Q Clear(g_c), s 6.3 0.0 5.4 5.0 2.6 2.6 2.6 18.1 6.1 5.4 37.4 3.3 Prop In Lane 1.00 0.56 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 338 0 349 197 576 488 166 1689 844 142 1803 804 V/C Ratio(X)0.30 0.00 0.35 1.09 0.13 0.13 0.62 0.59 0.24 0.79 0.91 0.14 Avail Cap(c_a), veh/h 338 0 349 197 576 488 197 1689 844 223 1864 832 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 30.2 0.0 29.8 41.3 21.9 21.9 41.0 16.8 11.0 39.6 19.9 11.5 Incr Delay (d2), s/veh 2.3 0.0 2.8 90.5 0.5 0.6 4.4 0.6 0.1 9.4 7.4 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.0 0.0 2.4 4.5 1.2 1.0 1.1 6.4 1.8 2.6 14.5 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 32.5 0.0 32.6 131.8 22.4 22.5 45.3 17.4 11.1 49.0 27.2 11.5 LnGrp LOS C C F C C D B B D C B Approach Vol, veh/h 226 357 1309 1875 Approach Delay, s/veh 32.6 88.3 18.6 27.6 Approach LOS C F B C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 31.0 11.0 45.7 9.0 22.0 8.2 48.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 27.0 11.0 40.0 5.0 18.0 5.0 46.0 Max Q Clear Time (g_c+I1), s 4.6 7.4 20.1 7.0 8.3 4.6 39.4 Green Ext Time (p_c), s 0.5 0.1 7.1 0.0 0.6 0.0 5.1 Intersection Summary HCM 7th Control Delay, s/veh 30.5 HCM 7th LOS C HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 79 126 443 246 217 45 358 1249 204 78 1569 127 Future Volume (veh/h) 79 126 443 246 217 45 358 1249 204 78 1569 127 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 83 133 466 259 228 47 377 1315 215 82 1652 134 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 107 365 680 204 376 78 417 2285 709 105 1754 432 Arrive On Green 0.06 0.20 0.20 0.11 0.25 0.25 0.23 0.45 0.45 0.06 0.27 0.27 Sat Flow, veh/h 1781 1870 1585 1781 1504 310 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 83 133 466 259 0 275 377 1315 215 82 1652 134 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1815 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 4.0 5.4 17.0 10.0 0.0 11.7 17.9 16.7 7.6 4.0 21.9 5.9 Cycle Q Clear(g_c), s 4.0 5.4 17.0 10.0 0.0 11.7 17.9 16.7 7.6 4.0 21.9 5.9 Prop In Lane 1.00 1.00 1.00 0.17 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 107 365 680 204 0 454 417 2285 709 105 1754 432 V/C Ratio(X)0.78 0.36 0.69 1.27 0.00 0.61 0.90 0.58 0.30 0.78 0.94 0.31 Avail Cap(c_a), veh/h 143 365 680 204 0 454 490 2285 709 163 1754 432 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh40.4 30.4 20.1 38.6 0.0 28.9 32.4 17.9 15.4 40.4 31.0 25.2 Incr Delay (d2), s/veh 17.4 0.6 2.9 153.1 0.0 2.3 18.3 1.1 1.1 11.7 10.7 0.4 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.2 2.3 7.6 12.9 0.0 5.2 9.4 6.1 2.8 2.0 9.0 2.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 57.8 31.0 23.0 191.7 0.0 31.2 50.7 19.0 16.5 52.1 41.7 25.6 LnGrp LOS E C C F C D B B D D C Approach Vol, veh/h 682 534 1907 1868 Approach Delay, s/veh 28.8 109.0 25.0 41.0 Approach LOS C F C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s9.2 43.0 14.0 21.0 24.4 27.8 9.2 25.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s8.0 39.0 10.0 17.0 24.0 23.0 7.0 20.0 Max Q Clear Time (g_c+I1), s6.0 18.7 12.0 19.0 19.9 23.9 6.0 13.7 Green Ext Time (p_c), s 0.0 10.0 0.0 0.0 0.5 0.0 0.0 0.8 Intersection Summary HCM 7th Control Delay, s/veh 40.5 HCM 7th LOS D HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 535 5 601 175 1216 0 0 1655 562 Future Volume (veh/h)0 0 0 535 5 601 175 1216 0 0 1655 562 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 773 0 412 184 1280 0 0 1742 592 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 1306 0 581 218 2780 0 0 1929 599 Arrive On Green 0.37 0.00 0.37 0.12 0.54 0.00 0.00 0.38 0.38 Sat Flow, veh/h 3563 0 1585 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 773 0 412 184 1280 0 0 1742 592 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 15.8 0.0 20.0 9.1 13.7 0.0 0.0 29.0 33.4 Cycle Q Clear(g_c), s 15.8 0.0 20.0 9.1 13.7 0.0 0.0 29.0 33.4 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 1306 0 581 218 2780 0 0 1929 599 V/C Ratio(X)0.59 0.00 0.71 0.85 0.46 0.00 0.00 0.90 0.99 Avail Cap(c_a), veh/h 1306 0 581 218 2780 0 0 1929 599 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 23.0 0.0 24.4 38.7 12.5 0.0 0.0 26.4 27.8 Incr Delay (d2), s/veh 2.0 0.0 7.1 25.2 0.1 0.0 0.0 6.4 33.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.7 0.0 8.4 5.4 4.9 0.0 0.0 11.9 17.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 25.0 0.0 31.5 63.9 12.6 0.0 0.0 32.9 61.5 LnGrp LOS C C E B C E Approach Vol, veh/h 1185 1464 2334 Approach Delay, s/veh 27.3 19.0 40.1 Approach LOS C B D Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 37.0 53.0 15.0 38.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 49.0 11.0 34.0 Max Q Clear Time (g_c+I1), s 22.0 15.7 11.1 35.4 Green Ext Time (p_c), s 3.7 11.8 0.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 30.9 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 449 0 344 0 0 0 0 940 610 750 1473 0 Future Volume (veh/h) 449 0 344 0 0 0 0 940 610 750 1473 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 586 0 241 0 989 642 789 1551 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 918 0 408 0 1830 568 862 2320 0 Arrive On Green 0.26 0.00 0.26 0.00 0.36 0.36 0.25 0.65 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 586 0 241 0 989 642 789 1551 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 13.0 0.0 11.9 0.0 13.8 32.0 19.8 24.0 0.0 Cycle Q Clear(g_c), s 13.0 0.0 11.9 0.0 13.8 32.0 19.8 24.0 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 918 0 408 0 1830 568 862 2320 0 V/C Ratio(X)0.64 0.00 0.59 0.00 0.54 1.13 0.92 0.67 0.00 Avail Cap(c_a), veh/h 918 0 408 0 1830 568 890 2349 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh29.4 0.0 29.0 0.0 22.8 28.6 32.6 9.6 0.0 Incr Delay (d2), s/veh 3.4 0.0 6.1 0.0 0.3 78.9 13.6 0.7 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln5.6 0.0 4.9 0.0 5.2 23.6 9.4 7.5 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 32.8 0.0 35.1 0.0 23.1 107.5 46.2 10.3 0.0 LnGrp LOS C D C F D B Approach Vol, veh/h 827 1631 2340 Approach Delay, s/veh 33.5 56.3 22.4 Approach LOS C E C Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 26.3 36.0 27.0 62.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 23.0 32.0 23.0 59.0 Max Q Clear Time (g_c+I1), s 21.8 34.0 15.0 26.0 Green Ext Time (p_c), s 0.4 0.0 2.0 14.9 Intersection Summary HCM 7th Control Delay, s/veh 35.8 HCM 7th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 44 0 1610 181 0 1355 53 Future Vol, veh/h 0 0 165 0 0 44 0 1610 181 0 1355 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 46 0 1695 191 0 1426 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --713 --847 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 321 0 0 262 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --321 --262 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 28.68 21.67 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--321 262 - HCM Lane V/C Ratio --0.541 0.177 - HCM Ctrl Dly (s/v)--28.7 21.7 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--3 0.6 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 240 79 0 389 5 0 0 28 0 0 67 Future Vol, veh/h 0 240 79 0 389 5 0 0 28 0 0 67 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 253 83 0 409 5 0 0 29 0 0 71 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --168 --205 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 847 0 0 802 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------847 --802 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0 9.4 9.92 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)847 ----802 HCM Lane V/C Ratio 0.035 ----0.088 HCM Ctrl Dly (s/v)9.4 ----9.9 HCM Lane LOS A ----A HCM 95th %tile Q(veh)0.1 ----0.3 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 110 22 15 158 1 62 0 15 0 0 0 Future Vol, veh/h 0 110 22 15 158 1 62 0 15 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 ------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 116 23 16 166 1 65 0 16 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 139 0 0 242 326 69 256 337 83 Stage 1 ------127 127 -198 198 - Stage 2 ------115 199 -58 139 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1442 --692 591 979 677 583 960 Stage 1 0 -----863 790 -785 736 - Stage 2 0 -----878 735 -947 781 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1442 --684 584 979 658 576 960 Mov Cap-2 Maneuver ------684 584 -658 576 - Stage 1 ------863 790 -776 728 - Stage 2 ------868 727 -932 781 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0.71 10.58 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)726 --312 --- HCM Lane V/C Ratio 0.112 --0.011 --- HCM Ctrl Dly (s/v)10.6 --7.5 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)0.4 --0 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/29/2025 OY 2026 Cumulative PP AM 2:22 pm 05/12/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 43 341 0 3 392 7 8 1 8 7 2 91 Future Vol, veh/h 43 341 0 3 392 7 8 1 8 7 2 91 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 45 359 0 3 413 7 8 1 8 7 2 96 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 420 0 0 359 0 0 869 876 359 873 872 416 Stage 1 ------449 449 -423 423 - Stage 2 ------420 426 -450 449 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1139 --1200 --272 287 685 271 289 636 Stage 1 ------589 572 -609 588 - Stage 2 ------611 586 -589 572 - Platoon blocked, %---- Mov Cap-1 Maneuver 1139 --1200 --217 272 685 252 274 636 Mov Cap-2 Maneuver ------217 272 -252 274 - Stage 1 ------560 544 -607 586 - Stage 2 ------515 584 -551 544 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0.93 0.06 16.69 12.88 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)326 202 --13 --562 HCM Lane V/C Ratio 0.055 0.04 --0.003 --0.187 HCM Ctrl Dly (s/v)16.7 8.3 0 -8 0 -12.9 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.2 0.1 --0 --0.7 HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)285 135 65 245 133 234 93 1648 139 192 1236 161 Future Volume (veh/h)285 135 65 245 133 234 93 1648 139 192 1236 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 300 142 68 258 140 246 98 1735 146 202 1301 169 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 357 332 159 154 686 581 158 1382 687 198 1614 720 Arrive On Green 0.28 0.28 0.28 0.04 0.37 0.37 0.05 0.39 0.39 0.11 0.45 0.45 Sat Flow, veh/h 997 1195 572 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 300 0 210 258 140 246 98 1735 146 202 1301 169 Grp Sat Flow(s),veh/h/ln 997 0 1767 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 25.0 0.0 8.8 4.0 4.6 10.5 2.5 35.0 5.2 10.0 28.4 5.9 Cycle Q Clear(g_c), s 25.0 0.0 8.8 4.0 4.6 10.5 2.5 35.0 5.2 10.0 28.4 5.9 Prop In Lane 1.00 0.32 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 357 0 491 154 686 581 158 1382 687 198 1614 720 V/C Ratio(X)0.84 0.00 0.43 1.68 0.20 0.42 0.62 1.26 0.21 1.02 0.81 0.23 Avail Cap(c_a), veh/h 357 0 491 154 686 581 192 1382 687 198 1614 720 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.5 0.0 26.6 43.0 19.5 21.4 42.2 27.5 15.9 40.0 21.2 15.0 Incr Delay (d2), s/veh 20.6 0.0 2.7 332.6 0.7 2.3 4.2 121.0 0.2 69.4 3.1 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.3 0.0 3.9 8.7 2.0 3.9 1.1 36.2 1.7 7.9 10.8 1.9 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 54.1 0.0 29.3 375.6 20.2 23.6 46.3 148.5 16.1 109.4 24.3 15.2 LnGrp LOS D C F C C D F B F C B Approach Vol, veh/h 510 644 1979 1672 Approach Delay, s/veh 43.9 163.9 133.7 33.6 Approach LOS D F F C Timer - Assigned Phs 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 37.0 14.0 39.0 8.0 29.0 8.1 44.9 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 33.0 10.0 35.0 4.0 25.0 5.0 40.0 Max Q Clear Time (g_c+I1), s 12.5 12.0 37.0 6.0 27.0 4.5 30.4 Green Ext Time (p_c), s 1.5 0.0 0.0 0.0 0.0 0.0 5.9 Intersection Summary HCM 7th Control Delay, s/veh 93.4 HCM 7th LOS F Notes User approved pedestrian interval to be less than phase max green. HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 104 243 308 145 84 275 1888 285 107 1330 77 Future Volume (veh/h) 104 104 243 308 145 84 275 1888 285 107 1330 77 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 109 109 256 324 153 88 289 1987 300 113 1400 81 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 139 289 539 305 277 159 330 2101 652 142 1966 484 Arrive On Green 0.08 0.15 0.15 0.17 0.25 0.25 0.19 0.41 0.41 0.08 0.31 0.31 Sat Flow, veh/h 1781 1870 1585 1781 1114 641 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 109 109 256 324 0 241 289 1987 300 113 1400 81 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1755 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 5.3 4.6 11.1 15.0 0.0 10.5 13.8 32.8 12.0 5.5 16.9 3.3 Cycle Q Clear(g_c), s 5.3 4.6 11.1 15.0 0.0 10.5 13.8 32.8 12.0 5.5 16.9 3.3 Prop In Lane 1.00 1.00 1.00 0.37 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 139 289 539 305 0 436 330 2101 652 142 1966 484 V/C Ratio(X)0.79 0.38 0.47 1.06 0.00 0.55 0.87 0.95 0.46 0.80 0.71 0.17 Avail Cap(c_a), veh/h 224 342 584 305 0 436 448 2101 652 142 1966 484 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh39.6 33.2 22.7 36.3 0.0 28.7 34.6 24.8 18.7 39.6 27.0 22.2 Incr Delay (d2), s/veh 9.4 0.8 0.7 68.6 0.0 1.5 13.6 10.5 2.3 26.0 1.2 0.2 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.5 2.0 4.0 12.1 0.0 4.4 6.9 13.9 4.6 3.3 6.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 49.0 34.0 23.4 104.8 0.0 30.2 48.2 35.3 21.0 65.6 28.2 22.4 LnGrp LOS D C C F C D D C E C C Approach Vol, veh/h 474 565 2576 1594 Approach Delay, s/veh 31.7 73.0 35.1 30.5 Approach LOS C E D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.0 40.0 19.0 17.5 20.2 30.7 10.8 25.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 36.0 15.0 16.0 22.0 21.0 11.0 20.0 Max Q Clear Time (g_c+I1), s7.5 34.8 17.0 13.1 15.8 18.9 7.3 12.5 Green Ext Time (p_c), s 0.0 1.1 0.0 0.4 0.4 1.6 0.1 0.7 Intersection Summary HCM 7th Control Delay, s/veh 37.5 HCM 7th LOS D HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 399 1 840 181 1642 0 0 1277 555 Future Volume (veh/h)0 0 0 399 1 840 181 1642 0 0 1277 555 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 280 0 1034 191 1728 0 0 1344 584 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 831 0 1479 139 2269 0 0 1645 511 Arrive On Green 0.47 0.00 0.47 0.08 0.44 0.00 0.00 0.32 0.32 Sat Flow, veh/h 1781 0 3170 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 280 0 1034 191 1728 0 0 1344 584 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 9.0 0.0 23.2 7.0 25.6 0.0 0.0 21.8 29.0 Cycle Q Clear(g_c), s 9.0 0.0 23.2 7.0 25.6 0.0 0.0 21.8 29.0 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 831 0 1479 139 2269 0 0 1645 511 V/C Ratio(X)0.34 0.00 0.70 1.38 0.76 0.00 0.00 0.82 1.14 Avail Cap(c_a), veh/h 831 0 1479 139 2269 0 0 1645 511 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 0.00 0.00 1.00 1.00 Uniform Delay (d), s/veh 15.2 0.0 19.0 41.5 21.0 0.0 0.0 28.1 30.5 Incr Delay (d2), s/veh 1.1 0.0 2.8 208.9 1.6 0.0 0.0 3.3 85.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 0.0 8.6 11.1 9.9 0.0 0.0 8.8 22.4 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 16.3 0.0 21.8 250.4 22.6 0.0 0.0 31.4 116.2 LnGrp LOS B C F C C F Approach Vol, veh/h 1314 1919 1928 Approach Delay, s/veh 20.6 45.2 57.1 Approach LOS C D E Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.0 44.0 11.0 33.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 42.0 40.0 7.0 29.0 Max Q Clear Time (g_c+I1), s 25.2 27.6 9.0 31.0 Green Ext Time (p_c), s 5.5 9.1 0.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 43.4 HCM 7th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 737 3 200 0 0 0 0 1168 389 575 1097 0 Future Volume (veh/h) 737 3 200 0 0 0 0 1168 389 575 1097 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 843 0 142 0 1229 409 605 1155 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 1277 0 568 0 1535 477 698 1951 0 Arrive On Green 0.36 0.00 0.36 0.00 0.30 0.30 0.20 0.55 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 843 0 142 0 1229 409 605 1155 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 17.2 0.0 5.5 0.0 19.2 21.0 14.6 18.8 0.0 Cycle Q Clear(g_c), s 17.2 0.0 5.5 0.0 19.2 21.0 14.6 18.8 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 1277 0 568 0 1535 477 698 1951 0 V/C Ratio(X)0.66 0.00 0.25 0.00 0.80 0.86 0.87 0.59 0.00 Avail Cap(c_a), veh/h 1277 0 568 0 1595 495 799 2096 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh23.3 0.0 19.5 0.0 27.8 28.5 33.4 13.0 0.0 Incr Delay (d2), s/veh 2.7 0.0 1.1 0.0 2.9 13.7 9.0 0.4 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln7.0 0.0 2.0 0.0 7.7 9.2 6.7 6.5 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 26.0 0.0 20.6 0.0 30.8 42.2 42.4 13.4 0.0 LnGrp LOS C C C D D B Approach Vol, veh/h 985 1638 1760 Approach Delay, s/veh 25.2 33.6 23.4 Approach LOS C C C Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 21.5 30.0 35.0 51.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 20.0 27.0 31.0 51.0 Max Q Clear Time (g_c+I1), s 16.6 23.0 19.2 20.8 Green Ext Time (p_c), s 0.8 3.0 3.0 9.4 Intersection Summary HCM 7th Control Delay, s/veh 27.6 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 5 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 49 0 1730 210 0 1303 53 Future Vol, veh/h 0 0 165 0 0 49 0 1730 210 0 1303 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 52 0 1821 221 0 1372 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --686 --911 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 335 0 0 238 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --335 --238 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 26.82 24.27 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--335 238 - HCM Lane V/C Ratio --0.519 0.217 - HCM Ctrl Dly (s/v)--26.8 24.3 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--2.8 0.8 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 6 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 485 149 0 637 5 0 0 120 0 0 94 Future Vol, veh/h 0 485 149 0 637 5 0 0 120 0 0 94 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 511 157 0 671 5 0 0 126 0 0 99 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --334 --335 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 662 0 0 661 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------662 --661 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0 11.71 11.41 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)662 ----661 HCM Lane V/C Ratio 0.191 ----0.15 HCM Ctrl Dly (s/v)11.7 ----11.4 HCM Lane LOS B ----B HCM 95th %tile Q(veh)0.7 ----0.5 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 7 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 208 38 24 187 0 166 1 32 0 0 0 Future Vol, veh/h 0 208 38 24 187 0 166 1 32 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 ------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 219 40 25 197 0 175 1 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 259 0 0 388 486 129 357 506 98 Stage 1 ------239 239 -247 247 - Stage 2 ------149 247 -110 259 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1303 --545 480 896 573 467 938 Stage 1 0 -----743 706 -735 700 - Stage 2 0 -----838 700 -883 692 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1303 --534 470 896 539 458 938 Mov Cap-2 Maneuver ------534 470 -539 458 - Stage 1 ------743 706 -720 686 - Stage 2 ------821 686 -849 692 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0 1 14.92 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)571 --409 --- HCM Lane V/C Ratio 0.367 --0.019 --- HCM Ctrl Dly (s/v)14.9 --7.8 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)1.7 --0.1 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 05/29/2025 OY 2026 Cumulative PP PM 2:23 pm 05/12/2025 Baseline Synchro 12 Report Page 8 Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 78 397 2 3 365 33 11 2 6 12 0 152 Future Vol, veh/h 78 397 2 3 365 33 11 2 6 12 0 152 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 82 418 2 3 384 35 12 2 6 13 0 160 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 419 0 0 420 0 0 974 1008 419 991 992 402 Stage 1 ------583 583 -408 408 - Stage 2 ------391 425 -583 584 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1140 --1139 --231 240 634 225 246 649 Stage 1 ------498 498 -620 597 - Stage 2 ------634 586 -498 498 - Platoon blocked, %---- Mov Cap-1 Maneuver 1140 --1139 --157 217 634 199 222 649 Mov Cap-2 Maneuver ------157 217 -199 222 - Stage 1 ------451 452 -618 595 - Stage 2 ------476 584 -445 451 - Approach EB WB NB SB HCM Ctrl Dly, s/v 1.37 0.06 23.51 14.34 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)214 294 --13 --557 HCM Lane V/C Ratio 0.093 0.072 --0.003 --0.31 HCM Ctrl Dly (s/v)23.5 8.4 0 -8.2 0 -14.3 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.3 0.2 --0 --1.3 APPENDIX D CUMULATIVE PROJECT TRIP DISTRIBUTION CUMULATIVE PROJECTS - DISTRIBUTION TOTAL OF ALL CUMULATIVE PROJECTS AM Peak Hour NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1 Central Ave and Cambern Ave 0 92 1 0 191 0 0 0 0 2 0 0 2 Central Ave and Dexter Ave 0 83 49 11 182 0 0 0 0 50 0 10 3 Central Avenue and I-15 Northbound On/Off-ramps 80 73 0 0 128 105 0 0 0 120 0 59 4 Central Avenue and I-15 Southbound On/Off-ramps 0 93 80 105 143 0 59 0 120 0 0 0 5 Central Avenue and Driveway 1 0 93 0 0 193 0 0 0 0 0 0 0 6 Cambern Avenue and Driveway 2 0 0 0 0 0 0 0 67 0 0 117 0 7 Cambern Avenue and Driveway 3 0 0 0 0 0 0 0 1 0 0 2 0 8 Dexter Avenue and Driveway 4 0 0 0 0 0 0 0 82 0 0 59 0 PM Peak Hour NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1 Central Ave and Cambern Ave 0 211 2 0 140 0 0 0 0 1 0 0 2 Central Ave and Dexter Ave 0 203 54 11 130 0 0 0 0 51 0 10 3 Central Avenue and I-15 Northbound On/Off-ramps 124 138 0 0 95 84 0 0 0 97 0 120 4 Central Avenue and I-15 Southbound On/Off-ramps 0 142 124 84 107 0 120 0 97 0 0 0 5 Central Avenue and Driveway 1 0 213 0 0 141 0 0 0 0 0 0 0 6 Cambern Avenue and Driveway 2 0 0 0 0 0 0 0 173 0 0 134 0 7 Cambern Avenue and Driveway 3 0 0 0 0 0 0 0 2 0 0 1 0 8 Dexter Avenue and Driveway 4 0 0 0 0 0 0 0 73 0 0 61 0 Related Projects Trip Distribution, Totals 6/2/2025, 10:38 AM CUMULATIVE PROJECTS - HAND ENTERED FROM TRAFFIC STUDIES AM Peak Hour NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1 Central Ave and Cambern Ave 0 94 48 0 0 0 0 4 0 114 3 0 2 Central Ave and Dexter Ave 0 117 0 12 94 8 10 0 0 0 0 15 3 Central Avenue and I-15 Northbound On/Off-ramps 0 84 0 0 63 31 0 0 0 0 0 33 4 Central Avenue and I-15 Southbound On/Off-ramps 0 46 0 26 37 0 38 0 0 0 0 0 5 Central Avenue and Driveway 1 0 0 0 0 0 0 0 0 0 0 0 0 6 Cambern Avenue and Driveway 2 0 0 0 0 0 65 0 52 0 0 52 4 7 Cambern Avenue and Driveway 3 0 0 0 0 0 0 0 12 0 0 0 0 8 Dexter Avenue and Driveway 4 0 0 0 0 0 0 0 12 0 0 15 0 PM Peak Hour NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1 Central Ave and Cambern Ave 0 117 60 0 0 0 0 5 0 165 4 0 2 Central Ave and Dexter Ave 0 146 0 18 136 11 12 0 0 0 0 19 3 Central Avenue and I-15 Northbound On/Off-ramps 0 105 0 0 91 45 0 0 0 0 0 41 4 Central Avenue and I-15 Southbound On/Off-ramps 0 57 0 38 54 0 48 0 0 0 0 0 5 Central Avenue and Driveway 1 0 0 0 0 0 0 0 0 0 0 0 0 6 Cambern Avenue and Driveway 2 0 0 0 0 0 94 0 65 0 0 76 5 7 Cambern Avenue and Driveway 3 0 0 0 0 0 0 0 18 0 0 20 0 8 Dexter Avenue and Driveway 4 0 0 0 0 0 0 0 18 0 0 19 0 Related Projects Trip Distribution, Totals 6/2/2025, 10:38 AM TOTAL CUMULATIVE PROJECTS TRAFFIC AM Peak Hour NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1 Central Ave and Cambern Ave 0 186 49 0 191 0 0 4 0 116 3 0 2 Central Ave and Dexter Ave 0 200 49 23 276 8 10 0 0 50 0 25 3 Central Avenue and I-15 Northbound On/Off-ramps 80 157 0 0 191 136 0 0 0 120 0 92 4 Central Avenue and I-15 Southbound On/Off-ramps 0 139 80 131 180 0 97 0 120 0 0 0 5 Central Avenue and Driveway 1 0 93 0 0 193 0 0 0 0 0 0 0 6 Cambern Avenue and Driveway 2 0 0 0 0 0 65 0 119 0 0 169 4 7 Cambern Avenue and Driveway 3 0 0 0 0 0 0 0 13 0 0 2 0 8 Dexter Avenue and Driveway 4 0 0 0 0 0 0 0 94 0 0 74 0 PM Peak Hour NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 1 Central Ave and Cambern Ave 0 328 62 0 140 0 0 5 0 166 4 0 2 Central Ave and Dexter Ave 0 349 54 29 266 11 12 0 0 51 0 29 3 Central Avenue and I-15 Northbound On/Off-ramps 124 243 0 0 186 129 0 0 0 97 0 161 4 Central Avenue and I-15 Southbound On/Off-ramps 0 199 124 122 161 0 168 0 97 0 0 0 5 Central Avenue and Driveway 1 0 213 0 0 141 0 0 0 0 0 0 0 6 Cambern Avenue and Driveway 2 0 0 0 0 0 94 0 238 0 0 210 5 7 Cambern Avenue and Driveway 3 0 0 0 0 0 0 0 20 0 0 21 0 8 Dexter Avenue and Driveway 4 0 0 0 0 0 0 0 91 0 0 80 0 Related Projects Trip Distribution, Totals 6/2/2025, 10:38 AM Int. #:1 Mirror distribution?Y Entire Intersection TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Mirror distribution?AM In 0 68 1 0 34 0 0 0 0 0 0 0 AM Out 0 24 0 0 157 0 0 0 0 2 0 0 AM Tot 0 92 1 0 191 0 0 0 0 2 0 0 PM In 0 183 2 0 22 0 0 0 0 0 0 0 PM Out 0 28 0 0 118 0 0 0 0 1 0 0 PM Tot 0 211 2 0 140 0 0 0 0 1 0 0 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 165 0 17 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%10%0%0%0%0%0%0%0% AM Out AM Out 139 0 0 0 0 14 0 0 0 0 0 0 0 PM In 0%10%0%0%0%0%0%0%0%0%0%0%PM In 210 0 21 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%10%0%0%0%0%0%0%0%PM Out 205 0 0 0 0 21 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 20%AM In 256 0 51 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%20%0%0%0%0%0%0%0% AM Out AM Out 717 0 0 0 0 143 0 0 0 0 0 0 0 PM In 0%20%0%0%0%0%0%0%0%0%0%0%PM In 812 0 162 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%20%0%0%0%0%0%0%0%PM Out 483 0 0 0 0 97 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 7 0 0 1 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%10%0%0% AM Out AM Out 23 0 0 0 0 0 0 0 0 0 2 0 0 PM In 0%0%10%0%0%0%0%0%0%0%0%0%PM In 24 0 0 2 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%10%0%0%PM Out 14 0 0 0 0 0 0 0 0 0 1 0 0 Central Ave and Cambern Ave Related Projects Trip Distribution, Int1 6/2/2025, 10:40 AM Int. #:1 Central Ave and Cambern Ave Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 157 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 191 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 195 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 198 0 0 0 0 0 0 0 0 0 0 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 247 0 0 0 0 12 0 0 0 0 0 0 0 Y 0%5%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 83 0 4 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%0%0%0%PM In 114 0 0 0 0 6 0 0 0 0 0 0 0 PM Out 0%5%0%0%0%0%0%0%0%0%0%0%PM Out 238 0 12 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 105 0 0 0 0 11 0 0 0 0 0 0 0 Y 0%10%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 95 0 10 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%10%0%0%0%0%0%0%0%PM In 105 0 0 0 0 11 0 0 0 0 0 0 0 PM Out 0%10%0%0%0%0%0%0%0%0%0%0%PM Out 100 0 10 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int1 6/2/2025, 10:40 AM Int. #:1 Central Ave and Cambern Ave Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 226 0 0 0 0 11 0 0 0 0 0 0 0 Y 0%5%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 190 0 10 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%0%0%0%PM In 91 0 0 0 0 5 0 0 0 0 0 0 0 PM Out 0%5%0%0%0%0%0%0%0%0%0%0%PM Out 115 0 6 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int1 6/2/2025, 10:40 AM Int. #:2 Y TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 69 49 11 23 0 0 0 0 0 0 0 AM Out 0 14 0 0 159 0 0 0 0 50 0 10 AM Tot 0 83 49 11 182 0 0 0 0 50 0 10 PM In 0 185 54 11 11 0 0 0 0 0 0 0 PM Out 0 18 0 0 119 0 0 0 0 51 0 10 PM Tot 0 203 54 11 130 0 0 0 0 51 0 10 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 165 0 17 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%10%0%0%0%0%0%0%0% AM Out AM Out 139 0 0 0 0 14 0 0 0 0 0 0 0 PM In 0%10%0%0%0%0%0%0%0%0%0%0%PM In 210 0 21 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%10%0%0%0%0%0%0%0%PM Out 205 0 0 0 0 21 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 20%AM In 256 0 51 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%20%0%0%0%0%0%0%0% AM Out AM Out 717 0 0 0 0 143 0 0 0 0 0 0 0 PM In 0%20%0%0%0%0%0%0%0%0%0%0%PM In 812 0 162 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%20%0%0%0%0%0%0%0%PM Out 483 0 0 0 0 97 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%10%AM In 7 0 1 1 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%10%0%0%0%0%10%0%0% AM Out AM Out 23 0 0 0 0 2 0 0 0 0 2 0 0 PM In 0%10%10%0%0%0%0%0%0%0%0%0%PM In 24 0 2 2 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%10%0%0%0%0%10%0%0%PM Out 14 0 0 0 0 1 0 0 0 0 1 0 0 Central Ave and Dexter Ave Related Projects Trip Distribution, Int 2 6/2/2025, 10:42 AM Int. #:2 Central Ave and Dexter Ave Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 157 0 0 16 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%10%0%0% AM Out AM Out 191 0 0 0 0 0 0 0 0 0 19 0 0 PM In 0%0%10%0%0%0%0%0%0%0%0%0%PM In 195 0 0 20 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%10%0%0%PM Out 198 0 0 0 0 0 0 0 0 0 20 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 247 0 0 0 0 12 0 0 0 0 0 0 0 Y 0%5%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 83 0 4 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%0%0%0%PM In 114 0 0 0 0 6 0 0 0 0 0 0 0 PM Out 0%5%0%0%0%0%0%0%0%0%0%0%PM Out 238 0 12 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 30%10%AM In 105 0 0 32 11 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%30%0%10% AM Out AM Out 95 0 0 0 0 0 0 0 0 0 29 0 10 PM In 0%0%30%10%0%0%0%0%0%0%0%0%PM In 105 0 0 32 11 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%30%0%10%PM Out 100 0 0 0 0 0 0 0 0 0 30 0 10 Related Projects Trip Distribution, Int 2 6/2/2025, 10:42 AM Int. #:2 Central Ave and Dexter Ave Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 226 0 0 0 0 11 0 0 0 0 0 0 0 Y 0%5%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 190 0 10 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%0%0%0%PM In 91 0 0 0 0 5 0 0 0 0 0 0 0 PM Out 0%5%0%0%0%0%0%0%0%0%0%0%PM Out 115 0 6 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 2 6/2/2025, 10:42 AM Int. #:3 N TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 59 0 0 23 0 0 0 0 120 0 59 AM Out 80 14 0 0 105 105 0 0 0 0 0 0 AM Tot 80 73 0 0 128 105 0 0 0 120 0 59 PM In 0 120 0 0 11 0 0 0 0 97 0 120 PM Out 124 18 0 0 84 84 0 0 0 0 0 0 PM Tot 124 138 0 0 95 84 0 0 0 97 0 120 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%5%AM In 165 0 8 0 0 0 0 0 0 0 0 0 8 N 0%0%0%0%5%5%0%0%0%0%0%0% AM Out 5%5%AM Out 139 0 0 0 0 7 7 0 0 0 0 0 0 PM In 0%5%0%0%0%0%0%0%0%0%0%5%PM In 210 0 11 0 0 0 0 0 0 0 0 0 11 PM Out 0%0%0%0%5%5%0%0%0%0%0%0%PM Out 205 0 0 0 0 10 10 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%10%AM In 256 0 26 0 0 0 0 0 0 0 0 0 26 N 0%0%0%0%10%10%0%0%0%0%0%0% AM Out 10%10%AM Out 717 0 0 0 0 72 72 0 0 0 0 0 0 PM In 0%10%0%0%0%0%0%0%0%0%0%10%PM In 812 0 81 0 0 0 0 0 0 0 0 0 81 PM Out 0%0%0%0%10%10%0%0%0%0%0%0%PM Out 483 0 0 0 0 48 48 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%10%AM In 7 0 1 0 0 0 0 0 0 0 0 0 1 N 0%0%0%0%10%10%0%0%0%0%0%0% AM Out 10%10%AM Out 23 0 0 0 0 2 2 0 0 0 0 0 0 PM In 0%10%0%0%0%0%0%0%0%0%0%10%PM In 24 0 2 0 0 0 0 0 0 0 0 0 2 PM Out 0%0%0%0%10%10%0%0%0%0%0%0%PM Out 14 0 0 0 0 1 1 0 0 0 0 0 0 Central Avenue and I-15 Northbound On/Off-ramps Related Projects Trip Distribution, Int 3 6/2/2025, 10:44 AM Int. #:3 Central Avenue and I-15 Northbound On/Off-ramps Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%5%AM In 157 0 8 0 0 0 0 0 0 0 0 0 8 N 0%0%0%0%5%5%0%0%0%0%0%0% AM Out 5%5%AM Out 191 0 0 0 0 10 10 0 0 0 0 0 0 PM In 0%5%0%0%0%0%0%0%0%0%0%5%PM In 195 0 10 0 0 0 0 0 0 0 0 0 10 PM Out 0%0%0%0%5%5%0%0%0%0%0%0%PM Out 198 0 0 0 0 10 10 0 0 0 0 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%10%AM In 247 0 0 0 0 12 0 0 0 0 25 0 0 N 10%5%0%0%0%0%0%0%0%0%0%0% AM Out 10%5%AM Out 83 8 4 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%10%0%0%PM In 114 0 0 0 0 6 0 0 0 0 11 0 0 PM Out 10%5%0%0%0%0%0%0%0%0%0%0%PM Out 238 24 12 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 15%15%AM In 105 0 16 0 0 0 0 0 0 0 0 0 16 N 0%0%0%0%15%15%0%0%0%0%0%0% AM Out 15%15%AM Out 95 0 0 0 0 14 14 0 0 0 0 0 0 PM In 0%15%0%0%0%0%0%0%0%0%0%15%PM In 105 0 16 0 0 0 0 0 0 0 0 0 16 PM Out 0%0%0%0%15%15%0%0%0%0%0%0%PM Out 100 0 0 0 0 15 15 0 0 0 0 0 0 Related Projects Trip Distribution, Int 3 6/2/2025, 10:44 AM Int. #:3 Central Avenue and I-15 Northbound On/Off-ramps Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%15%AM In 226 0 0 0 0 11 0 0 0 0 34 0 0 N 15%5%0%0%0%0%0%0%0%0%0%0% AM Out 15%5%AM Out 190 29 10 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%15%0%0%PM In 91 0 0 0 0 5 0 0 0 0 14 0 0 PM Out 15%5%0%0%0%0%0%0%0%0%0%0%PM Out 115 17 6 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 20%AM In 306 0 0 0 0 0 0 0 0 0 61 0 0 N 20%0%0%0%0%0%0%0%0%0%0%0% AM Out 20%AM Out 214 43 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%20%0%0%PM In 360 0 0 0 0 0 0 0 0 0 72 0 0 PM Out 20%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 83 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 3 6/2/2025, 10:44 AM Enter only in blue cells Int. #:4 Central Avenue and I-15 Southbound On/Off-ramps N TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 0 0 0 143 0 59 0 120 0 0 0 AM Out 0 93 80 105 0 0 0 0 0 0 0 0 AM Tot 0 93 80 105 143 0 59 0 120 0 0 0 PM In 0 0 0 0 107 0 120 0 97 0 0 0 PM Out 0 142 124 84 0 0 0 0 0 0 0 0 PM Tot 0 142 124 84 107 0 120 0 97 0 0 0 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 165 0 0 0 0 0 0 8 0 0 0 0 0 N 0%0%0%5%0%0%0%0%0%0%0%0% AM Out 5%AM Out 139 0 0 0 7 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%5%0%0%0%0%PM In 210 0 0 0 0 0 0 11 0 0 0 0 0 PM Out 0%0%0%5%0%0%0%0%0%0%0%0%PM Out 205 0 0 0 10 0 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 256 0 0 0 0 0 0 26 0 0 0 0 0 N 0%0%0%10%0%0%0%0%0%0%0%0% AM Out 10%AM Out 717 0 0 0 72 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%10%0%0%0%0%0%PM In 812 0 0 0 0 0 0 81 0 0 0 0 0 PM Out 0%0%0%10%0%0%0%0%0%0%0%0%PM Out 483 0 0 0 48 0 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 7 0 0 0 0 0 0 1 0 0 0 0 0 N 0%0%0%10%0%0%0%0%0%0%0%0% AM Out 10%AM Out 23 0 0 0 2 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%10%0%0%0%0%0%PM In 24 0 0 0 0 0 0 2 0 0 0 0 0 PM Out 0%0%0%10%0%0%0%0%0%0%0%0%PM Out 14 0 0 0 1 0 0 0 0 0 0 0 0 Yellow cells calculate Related Projects Trip Distribution, Int 4 6/2/2025, 10:47 AM Int. #:4 Central Avenue and I-15 Southbound On/Off-ramps Zone #5 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 157 0 0 0 0 0 0 8 0 0 0 0 0 N 0%0%0%5%0%0%0%0%0%0%0%0% AM Out 5%AM Out 191 0 0 0 10 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%5%0%0%0%0%0%PM In 195 0 0 0 0 0 0 10 0 0 0 0 0 PM Out 0%0%0%5%0%0%0%0%0%0%0%0%PM Out 198 0 0 0 10 0 0 0 0 0 0 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 15%10%AM In 247 0 0 0 0 37 0 0 0 25 0 0 0 N 0%15%10%0%0%0%0%0%0%0%0%0% AM Out 15%10%AM Out 83 0 12 8 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%15%0%0%0%10%0%0%0%PM In 114 0 0 0 0 17 0 0 0 11 0 0 0 PM Out 0%15%10%0%0%0%0%0%0%0%0%0%PM Out 238 0 36 24 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 15%AM In 105 0 0 0 0 0 0 16 0 0 0 0 0 N 0%0%0%15%0%0%0%0%0%0%0%0% AM Out 15%AM Out 95 0 0 0 14 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%15%0%0%0%0%0%PM In 105 0 0 0 0 0 0 16 0 0 0 0 0 PM Out 0%0%0%15%0%0%0%0%0%0%0%0%PM Out 100 0 0 0 15 0 0 0 0 0 0 0 0 SE Mix of Industrial and Retail | 6,18,24 Related Projects Trip Distribution, Int 4 6/2/2025, 10:47 AM Int. #:4 Central Avenue and I-15 Southbound On/Off-ramps Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 20%15%AM In 226 0 0 0 0 45 0 0 0 34 0 0 0 N 0%20%15%0%0%0%0%0%0%0%0%0% AM Out 20%15%AM Out 190 0 38 29 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%20%0%0%0%15%0%0%0%PM In 91 0 0 0 0 18 0 0 0 14 0 0 0 PM Out 0%20%15%0%0%0%0%0%0%0%0%0%PM Out 115 0 23 17 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 20%20%AM In 306 0 0 0 0 61 0 0 0 61 0 0 0 N 0%20%20%0%0%0%0%0%0%0%0%0% AM Out 20%20%AM Out 214 0 43 43 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%20%0%0%0%20%0%0%0%PM In 360 0 0 0 0 72 0 0 0 72 0 0 0 PM Out 0%20%20%0%0%0%0%0%0%0%0%0%PM Out 416 0 83 83 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 4 6/2/2025, 10:47 AM Int. #:5 Y TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 69 0 0 34 0 0 0 0 0 0 0 AM Out 0 24 0 0 159 0 0 0 0 0 0 0 AM Tot 0 93 0 0 193 0 0 0 0 0 0 0 PM In 0 185 0 0 22 0 0 0 0 0 0 0 PM Out 0 28 0 0 119 0 0 0 0 0 0 0 PM Tot 0 213 0 0 141 0 0 0 0 0 0 0 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 165 0 17 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%10%0%0%0%0%0%0%0% AM Out AM Out 139 0 0 0 0 14 0 0 0 0 0 0 0 PM In 0%10%0%0%0%0%0%0%0%0%0%PM In 210 0 21 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%10%0%0%0%0%0%0%0%PM Out 205 0 0 0 0 21 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 20%AM In 256 0 51 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%20%0%0%0%0%0%0%0% AM Out AM Out 717 0 0 0 0 143 0 0 0 0 0 0 0 PM In 0%20%0%0%0%0%0%0%0%0%0%0%PM In 812 0 162 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%20%0%0%0%0%0%0%0%PM Out 483 0 0 0 0 97 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 7 0 1 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%10%0%0%0%0%0%0%0% AM Out AM Out 23 0 0 0 0 2 0 0 0 0 0 0 0 PM In 0%10%0%0%0%0%0%0%0%0%0%0%PM In 24 0 2 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%10%0%0%0%0%0%0%0%PM Out 14 0 0 0 0 1 0 0 0 0 0 0 0 Central Avenue and Driveway 1 Related Projects Trip Distribution, Int 5 6/2/2025, 10:51 AM Int. #:5 Central Avenue and Driveway 1 Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 157 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 191 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 195 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 198 0 0 0 0 0 0 0 0 0 0 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 247 0 0 0 0 12 0 0 0 0 0 0 0 Y 0%5%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 83 0 4 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%0%0%0%PM In 114 0 0 0 0 6 0 0 0 0 0 0 0 PM Out 0%5%0%0%0%0%0%0%0%0%0%0%PM Out 238 0 12 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 105 0 0 0 0 11 0 0 0 0 0 0 0 Y 0%10%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 95 0 10 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%10%0%0%0%0%0%0%0%PM In 105 0 0 0 0 11 0 0 0 0 0 0 0 PM Out 0%10%0%0%0%0%0%0%0%0%0%0%PM Out 100 0 10 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 5 6/2/2025, 10:51 AM Int. #:5 Central Avenue and Driveway 1 Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 5%AM In 226 0 0 0 0 11 0 0 0 0 0 0 0 Y 0%5%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 190 0 10 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%5%0%0%0%0%0%0%0%PM In 91 0 0 0 0 5 0 0 0 0 0 0 0 PM Out 0%5%0%0%0%0%0%0%0%0%0%0%PM Out 115 0 6 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 5 6/2/2025, 10:51 AM Int. #:6 Y TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 0 0 0 0 0 0 67 0 0 0 0 AM Out 0 0 0 0 0 0 0 0 0 0 117 0 AM Tot 0 0 0 0 0 0 0 67 0 0 117 0 PM In 0 0 0 0 0 0 0 173 0 0 0 0 PM Out 0 0 0 0 0 0 0 0 0 0 134 0 PM Tot 0 0 0 0 0 0 0 173 0 0 134 0 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 165 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 139 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%PM In 210 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 205 0 0 0 0 0 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 256 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 717 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 812 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 483 0 0 0 0 0 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 7 0 0 0 0 0 0 0 1 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%10%0% AM Out AM Out 23 0 0 0 0 0 0 0 0 0 0 2 0 PM In 0%0%0%0%0%0%0%10%0%0%0%0%PM In 24 0 0 0 0 0 0 0 2 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%10%0%PM Out 14 0 0 0 0 0 0 0 0 0 0 1 0 Cambern Avenue and Driveway 2 Related Projects Trip Distribution, Int 6 6/2/2025, 10:52 AM Int. #:6 Cambern Avenue and Driveway 2 Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 157 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 191 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 195 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 198 0 0 0 0 0 0 0 0 0 0 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 664 0 0 0 0 0 0 0 66 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%10%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 115 0 PM In 0%0%0%0%0%0%0%10%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 171 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%10%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 133 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 247 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 83 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 114 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 238 0 0 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 105 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 95 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 105 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 100 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 6 6/2/2025, 10:52 AM Int. #:6 Cambern Avenue and Driveway 2 Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 226 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 190 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 91 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 115 0 0 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 Y 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 6 6/2/2025, 10:52 AM Int. #:7 N TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 0 0 0 0 0 0 1 0 0 0 0 AM Out 0 0 0 0 0 0 0 0 0 0 2 0 AM Tot 0 0 0 0 0 0 0 1 0 0 2 0 PM In 0 0 0 0 0 0 0 2 0 0 0 0 PM Out 0 0 0 0 0 0 0 0 0 0 1 0 PM Tot 0 0 0 0 0 0 0 2 0 0 1 0 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 165 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 139 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%PM In 210 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 205 0 0 0 0 0 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 256 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 717 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 812 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 483 0 0 0 0 0 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 7 0 0 0 0 0 0 0 1 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%10%0% AM Out 10%AM Out 23 0 0 0 0 0 0 0 0 0 0 2 0 PM In 0%0%0%0%0%0%0%10%0%0%0%0%PM In 24 0 0 0 0 0 0 0 2 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%10%0%PM Out 14 0 0 0 0 0 0 0 0 0 0 1 0 Cambern Avenue and Driveway 3 Related Projects Trip Distribution, Int 7 6/2/2025, 10:53 AM Int. #:7 Cambern Avenue and Driveway 3 Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 157 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 191 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 195 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 198 0 0 0 0 0 0 0 0 0 0 0 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 247 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 83 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 114 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 238 0 0 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 105 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 95 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 105 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 100 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 7 6/2/2025, 10:53 AM Int. #:7 Cambern Avenue and Driveway 3 Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 226 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 190 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 91 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 115 0 0 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 7 6/2/2025, 10:53 AM Int. #:8 N TOTAL CUMULATIVE PROJECTS TRAFFIC Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 0 0 0 0 0 0 0 82 0 0 0 0 AM Out 0 0 0 0 0 0 0 0 0 0 59 0 AM Tot 0 0 0 0 0 0 0 82 0 0 59 0 PM In 0 0 0 0 0 0 0 73 0 0 0 0 PM Out 0 0 0 0 0 0 0 0 0 0 61 0 PM Tot 0 0 0 0 0 0 0 73 0 0 61 0 Zone #1 NE Retail | 8,17 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 165 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 139 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%PM In 210 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 205 0 0 0 0 0 0 0 0 0 0 0 0 Zone #2 NE Housing | 1 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 256 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 717 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 812 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 483 0 0 0 0 0 0 0 0 0 0 0 0 Zone #3 NW Mix | 28,23,9 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 763 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 223 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 334 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 767 0 0 0 0 0 0 0 0 0 0 0 0 Zone #4 E. Housing | 20 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 7 0 0 0 0 0 0 0 1 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%10%0% AM Out 10%AM Out 23 0 0 0 0 0 0 0 0 0 0 2 0 PM In 0%0%0%0%0%0%0%10%0%0%0%0%PM In 24 0 0 0 0 0 0 0 2 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%10%0%PM Out 14 0 0 0 0 0 0 0 0 0 0 1 0 Dexter Avenue and Driveway 4 Related Projects Trip Distribution, Int 8 6/2/2025, 10:55 AM Int. #:8 Dexter Avenue and Driveway 4 Zone #5 SE Mix of Industrial and Retail | 6,18,24 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 157 0 0 0 0 0 0 0 16 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%10%0% AM Out 10%AM Out 191 0 0 0 0 0 0 0 0 0 0 19 0 PM In 0%0%0%0%0%0%0%10%0%0%0%0%PM In 195 0 0 0 0 0 0 0 20 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%10%0%PM Out 198 0 0 0 0 0 0 0 0 0 0 20 0 Zone #6 SE Housing | 2,3 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 664 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 1,153 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 1,708 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 1,332 0 0 0 0 0 0 0 0 0 0 0 0 Zone #7 SE industrial | 15,27,4 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 137 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 78 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 389 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 431 0 0 0 0 0 0 0 0 0 0 0 0 Zone #8 S /SW Mix | 25,19,22,16,5,26 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 247 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 83 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 114 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 238 0 0 0 0 0 0 0 0 0 0 0 0 Zone #9 Retail | 10 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 40%AM In 105 0 0 0 0 0 0 0 42 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%40%0% AM Out 40%AM Out 95 0 0 0 0 0 0 0 0 0 0 38 0 PM In 0%0%0%0%0%0%0%40%0%0%0%0%PM In 105 0 0 0 0 0 0 0 42 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%40%0%PM Out 100 0 0 0 0 0 0 0 0 0 0 40 0 Related Projects Trip Distribution, Int 8 6/2/2025, 10:55 AM Int. #:8 Dexter Avenue and Driveway 4 Zone #10 SW Mix | 21,12 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In 10%AM In 226 0 0 0 0 0 0 0 23 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 190 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%10%0%0%0%0%PM In 91 0 0 0 0 0 0 0 9 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 115 0 0 0 0 0 0 0 0 0 0 0 0 Zone #11 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Zone #12 W mix mainly industrial | 11,7,13 Pk Hr NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR Pk Hr T Gen NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR AM In AM In 306 0 0 0 0 0 0 0 0 0 0 0 0 N 0%0%0%0%0%0%0%0%0%0%0%0% AM Out AM Out 214 0 0 0 0 0 0 0 0 0 0 0 0 PM In 0%0%0%0%0%0%0%0%0%0%0%0%PM In 360 0 0 0 0 0 0 0 0 0 0 0 0 PM Out 0%0%0%0%0%0%0%0%0%0%0%0%PM Out 416 0 0 0 0 0 0 0 0 0 0 0 0 Related Projects Trip Distribution, Int 8 6/2/2025, 10:55 AM APPENDIX E.1 INTERSECTION ANALYSIS WORKSHEET RECOMMENDED IMPROVEMENTS HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 05/30/2025 Rcommended Improvements 1:23 pm 05/15/2025 Baseline Synchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)285 135 65 245 133 234 93 1648 139 192 1236 161 Future Volume (veh/h)285 135 65 245 133 234 93 1648 139 192 1236 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 300 142 68 258 140 246 98 1735 146 202 1301 169 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 267 225 108 329 249 370 153 1718 917 178 1916 855 Arrive On Green 0.15 0.19 0.19 0.10 0.13 0.13 0.04 0.48 0.48 0.10 0.54 0.54 Sat Flow, veh/h 1781 1195 572 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 300 0 210 258 140 246 98 1735 146 202 1301 169 Grp Sat Flow(s),veh/h/ln 1781 0 1767 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 18.0 0.0 13.1 8.8 8.4 16.0 3.3 58.0 5.1 12.0 31.9 6.6 Cycle Q Clear(g_c), s 18.0 0.0 13.1 8.8 8.4 16.0 3.3 58.0 5.1 12.0 31.9 6.6 Prop In Lane 1.00 0.32 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 267 0 333 329 249 370 153 1718 917 178 1916 855 V/C Ratio(X)1.12 0.00 0.63 0.78 0.56 0.67 0.64 1.01 0.16 1.13 0.68 0.20 Avail Cap(c_a), veh/h 267 0 333 662 249 370 461 1718 917 178 1916 855 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.0 0.0 44.9 53.1 48.7 41.7 56.4 31.0 11.7 54.0 20.1 14.3 Incr Delay (d2), s/veh 92.2 0.0 8.8 4.1 8.8 9.1 4.4 24.2 0.1 108.0 1.0 0.1 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 14.7 0.0 6.5 3.9 4.5 7.3 1.5 28.1 1.7 10.5 12.2 2.2 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 143.2 0.0 53.7 57.2 57.6 50.9 60.9 55.2 11.8 162.0 21.1 14.4 LnGrp LOS F D E E D E F B F C B Approach Vol, veh/h 510 644 1979 1672 Approach Delay, s/veh 106.3 54.9 52.3 37.4 Approach LOS F D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 22.0 20.0 16.0 62.0 15.4 26.6 9.3 68.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 18.0 16.0 12.0 58.0 23.0 11.0 16.0 54.0 Max Q Clear Time (g_c+I1), s 20.0 18.0 14.0 60.0 10.8 15.1 5.3 33.9 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.7 0.0 0.2 9.3 Intersection Summary HCM 7th Control Delay, s/veh 53.2 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. APPENDIX E.2 INTERSECTION ANALYSIS WORKSHEET - RECOMMENDED IMPROVEMENTS WITH COORDINATED INTERSECTIONS HCM 7th Signalized Intersection Summary 1: Central Ave & Cambern Ave 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)285 135 65 245 133 234 93 1648 139 196 1232 161 Future Volume (veh/h)285 135 65 245 133 234 93 1648 139 196 1232 161 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 300 142 68 258 140 246 98 1735 146 206 1297 169 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 267 225 108 329 249 370 153 1718 917 178 1916 855 Arrive On Green 0.15 0.19 0.19 0.10 0.13 0.13 0.04 0.48 0.48 0.10 0.54 0.54 Sat Flow, veh/h 1781 1195 572 3456 1870 1585 3456 3554 1585 1781 3554 1585 Grp Volume(v), veh/h 300 0 210 258 140 246 98 1735 146 206 1297 169 Grp Sat Flow(s),veh/h/ln 1781 0 1767 1728 1870 1585 1728 1777 1585 1781 1777 1585 Q Serve(g_s), s 18.0 0.0 13.1 8.8 8.4 16.0 3.3 58.0 5.1 12.0 31.8 6.6 Cycle Q Clear(g_c), s 18.0 0.0 13.1 8.8 8.4 16.0 3.3 58.0 5.1 12.0 31.8 6.6 Prop In Lane 1.00 0.32 1.00 1.00 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 267 0 333 329 249 370 153 1718 917 178 1916 855 V/C Ratio(X)1.12 0.00 0.63 0.78 0.56 0.67 0.64 1.01 0.16 1.16 0.68 0.20 Avail Cap(c_a), veh/h 267 0 333 662 249 370 461 1718 917 178 1916 855 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 51.0 0.0 44.9 53.1 48.7 41.7 56.4 31.0 11.7 54.0 20.1 14.3 Incr Delay (d2), s/veh 92.2 0.0 8.8 4.1 8.8 9.1 4.4 24.2 0.4 115.8 1.9 0.5 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 14.7 0.0 6.5 3.9 4.5 7.3 1.5 28.1 1.7 10.9 12.4 2.3 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 143.2 0.0 53.7 57.2 57.6 50.9 60.9 55.2 12.1 169.8 22.0 14.8 LnGrp LOS F D E E D E F B F C B Approach Vol, veh/h 510 644 1979 1672 Approach Delay, s/veh 106.3 54.9 52.3 39.5 Approach LOS F D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 22.0 20.0 16.0 62.0 15.4 26.6 9.3 68.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 18.0 16.0 12.0 58.0 23.0 11.0 16.0 54.0 Max Q Clear Time (g_c+I1), s 20.0 18.0 14.0 60.0 10.8 15.1 5.3 33.8 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.7 0.0 0.2 9.3 Intersection Summary HCM 7th Control Delay, s/veh 53.9 HCM 7th LOS D Notes User approved pedestrian interval to be less than phase max green. HCM 7th Signalized Intersection Summary 2: Dexter Ave & Central Ave 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 104 104 243 323 145 84 275 1895 289 107 1330 77 Future Volume (veh/h) 104 104 243 323 145 84 275 1895 289 107 1330 77 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 109 109 256 340 153 88 289 1995 304 113 1400 81 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 138 287 540 297 270 155 334 2167 673 139 2025 499 Arrive On Green 0.08 0.15 0.15 0.17 0.24 0.24 0.06 0.14 0.14 0.08 0.31 0.31 Sat Flow, veh/h 1781 1870 1585 1781 1114 641 1781 5106 1585 1781 6434 1585 Grp Volume(v), veh/h 109 109 256 340 0 241 289 1995 304 113 1400 81 Grp Sat Flow(s),veh/h/ln1781 1870 1585 1781 0 1755 1781 1702 1585 1781 1609 1585 Q Serve(g_s), s 5.4 4.7 11.4 15.0 0.0 10.9 14.5 34.7 15.8 5.6 17.2 3.3 Cycle Q Clear(g_c), s 5.4 4.7 11.4 15.0 0.0 10.9 14.5 34.7 15.8 5.6 17.2 3.3 Prop In Lane 1.00 1.00 1.00 0.37 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 138 287 540 297 0 425 334 2167 673 139 2025 499 V/C Ratio(X)0.79 0.38 0.47 1.15 0.00 0.57 0.87 0.92 0.45 0.82 0.69 0.16 Avail Cap(c_a), veh/h 218 333 579 297 0 425 435 2167 673 139 2025 499 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 1.00 0.00 1.00 0.60 0.60 0.60 1.00 1.00 1.00 Uniform Delay (d), s/veh40.8 34.3 23.3 37.5 0.0 29.9 41.1 37.2 29.1 40.9 27.0 22.3 Incr Delay (d2), s/veh 9.5 0.8 0.6 97.4 0.0 1.8 8.6 5.1 1.3 30.0 2.0 0.7 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.6 2.1 4.2 14.3 0.0 4.6 7.6 16.6 6.9 3.5 6.2 1.3 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 50.3 35.1 24.0 134.9 0.0 31.7 49.7 42.3 30.4 70.9 29.0 23.0 LnGrp LOS D D C F C D D C E C C Approach Vol, veh/h 474 581 2588 1594 Approach Delay, s/veh 32.6 92.1 41.7 31.6 Approach LOS C F D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s11.0 42.2 19.0 17.8 20.9 32.3 11.0 25.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s7.0 36.0 15.0 16.0 22.0 21.0 11.0 20.0 Max Q Clear Time (g_c+I1), s7.6 36.7 17.0 13.4 16.5 19.2 7.4 12.9 Green Ext Time (p_c), s 0.0 0.0 0.0 0.4 0.4 1.4 0.1 0.7 Intersection Summary HCM 7th Control Delay, s/veh 43.4 HCM 7th LOS D HCM 7th Signalized Intersection Summary 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h)0 0 0 399 1 845 181 1647 0 0 1283 560 Future Volume (veh/h)0 0 0 399 1 845 181 1647 0 0 1283 560 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 0 0 1870 1870 Adj Flow Rate, veh/h 280 0 1039 191 1734 0 0 1351 589 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 2 2 0 0 2 2 Cap, veh/h 831 0 1479 139 2269 0 0 1645 511 Arrive On Green 0.47 0.00 0.47 0.16 0.89 0.00 0.00 0.11 0.11 Sat Flow, veh/h 1781 0 3170 1781 5274 0 0 5274 1585 Grp Volume(v), veh/h 280 0 1039 191 1734 0 0 1351 589 Grp Sat Flow(s),veh/h/ln 1781 0 1585 1781 1702 0 0 1702 1585 Q Serve(g_s), s 9.0 0.0 23.4 7.0 10.6 0.0 0.0 23.3 29.0 Cycle Q Clear(g_c), s 9.0 0.0 23.4 7.0 10.6 0.0 0.0 23.3 29.0 Prop In Lane 1.00 1.00 1.00 0.00 0.00 1.00 Lane Grp Cap(c), veh/h 831 0 1479 139 2269 0 0 1645 511 V/C Ratio(X)0.34 0.00 0.70 1.38 0.76 0.00 0.00 0.82 1.15 Avail Cap(c_a), veh/h 831 0 1479 139 2269 0 0 1645 511 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 0.33 0.33 Upstream Filter(I)1.00 0.00 1.00 0.56 0.56 0.00 0.00 0.58 0.58 Uniform Delay (d), s/veh 15.2 0.0 19.0 38.0 3.4 0.0 0.0 37.7 40.2 Incr Delay (d2), s/veh 1.1 0.0 2.8 193.7 1.4 0.0 0.0 2.8 81.9 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 0.0 8.6 10.2 1.7 0.0 0.0 10.9 23.8 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 16.3 0.0 21.9 231.7 4.8 0.0 0.0 40.5 122.1 LnGrp LOS B C F A D F Approach Vol, veh/h 1319 1925 1940 Approach Delay, s/veh 20.7 27.3 65.3 Approach LOS C C E Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 46.0 44.0 11.0 33.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 42.0 40.0 7.0 29.0 Max Q Clear Time (g_c+I1), s 25.4 12.6 9.0 31.0 Green Ext Time (p_c), s 5.5 15.9 0.0 0.0 Intersection Summary HCM 7th Control Delay, s/veh 39.8 HCM 7th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 7th Signalized Intersection Summary 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 743 3 200 0 0 0 0 1168 389 581 1097 0 Future Volume (veh/h) 743 3 200 0 0 0 0 1168 389 581 1097 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Lane Width Adj.1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 0 1870 1870 1870 1870 0 Adj Flow Rate, veh/h 849 0 142 0 1229 409 612 1155 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %2 2 2 0 2 2 2 2 0 Cap, veh/h 1227 0 546 0 1661 516 681 2014 0 Arrive On Green 0.34 0.00 0.34 0.00 0.33 0.33 0.39 1.00 0.00 Sat Flow, veh/h 3563 0 1585 0 5274 1585 3456 3647 0 Grp Volume(v), veh/h 849 0 142 0 1229 409 612 1155 0 Grp Sat Flow(s),veh/h/ln1781 0 1585 0 1702 1585 1728 1777 0 Q Serve(g_s), s 18.5 0.0 5.8 0.0 19.2 21.1 15.0 0.0 0.0 Cycle Q Clear(g_c), s 18.5 0.0 5.8 0.0 19.2 21.1 15.0 0.0 0.0 Prop In Lane 1.00 1.00 0.00 1.00 1.00 0.00 Lane Grp Cap(c), veh/h 1227 0 546 0 1661 516 681 2014 0 V/C Ratio(X)0.69 0.00 0.26 0.00 0.74 0.79 0.90 0.57 0.00 Avail Cap(c_a), veh/h 1227 0 546 0 1661 516 768 2014 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 1.00 Upstream Filter(I)1.00 0.00 1.00 0.00 1.00 1.00 0.58 0.58 0.00 Uniform Delay (d), s/veh25.4 0.0 21.2 0.0 27.0 27.6 26.4 0.0 0.0 Incr Delay (d2), s/veh 3.2 0.0 1.2 0.0 3.0 11.9 7.9 0.7 0.0 Initial Q Delay(d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln7.7 0.0 2.2 0.0 7.8 9.2 5.2 0.2 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d), s/veh 28.6 0.0 22.4 0.0 30.0 39.5 34.4 0.7 0.0 LnGrp LOS C C C D C A Approach Vol, veh/h 991 1638 1767 Approach Delay, s/veh 27.7 32.4 12.4 Approach LOS C C B Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 21.7 33.3 35.0 55.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 20.0 27.0 31.0 51.0 Max Q Clear Time (g_c+I1), s 17.0 23.1 20.5 2.0 Green Ext Time (p_c), s 0.8 2.9 2.9 10.5 Intersection Summary HCM 7th Control Delay, s/veh 23.3 HCM 7th LOS C Notes User approved volume balancing among the lanes for turning movement. HCM 7th TWSC 5: Central Ave & Driveway 1 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 5 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 0 165 0 0 53 0 1730 221 0 1303 53 Future Vol, veh/h 0 0 165 0 0 53 0 1730 221 0 1303 53 Conflicting Peds, #/hr 0 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 --Stop --None --None --Free Storage Length --0 --0 --149 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 174 0 0 56 0 1821 233 0 1372 56 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All --686 --911 -0 0 --0 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --7.14 --7.14 ------ Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --3.92 --3.92 ------ Pot Cap-1 Maneuver 0 0 335 0 0 238 0 --0 -0 Stage 1 0 0 -0 0 -0 --0 -0 Stage 2 0 0 -0 0 -0 --0 -0 Platoon blocked, %--- Mov Cap-1 Maneuver --335 --238 ------ Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 26.82 24.71 0 0 HCM LOS D C Minor Lane/Major Mvmt NBT NBREBLn1WBLn1 SBT Capacity (veh/h)--335 238 - HCM Lane V/C Ratio --0.519 0.235 - HCM Ctrl Dly (s/v)--26.8 24.7 - HCM Lane LOS --D C - HCM 95th %tile Q(veh)--2.8 0.9 - HCM 7th TWSC 6: Driveway 2 & Cambern Ave 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 6 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 485 152 0 637 5 0 0 120 0 0 94 Future Vol, veh/h 0 485 152 0 637 5 0 0 120 0 0 94 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 --0 --0 Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 511 160 0 671 5 0 0 126 0 0 99 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 --0 --335 --335 Stage 1 ------------ Stage 2 ------------ Critical Hdwy --------6.94 --6.94 Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy --------3.32 --3.32 Pot Cap-1 Maneuver 0 --0 --0 0 661 0 0 661 Stage 1 0 --0 --0 0 -0 0 - Stage 2 0 --0 --0 0 -0 0 - Platoon blocked, %---- Mov Cap-1 Maneuver --------661 --661 Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Ctrl Dly, s/v 0 0 11.73 11.41 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT WBRSBLn1 Capacity (veh/h)661 ----661 HCM Lane V/C Ratio 0.191 ----0.15 HCM Ctrl Dly (s/v)11.7 ----11.4 HCM Lane LOS B ----B HCM 95th %tile Q(veh)0.7 ----0.5 HCM 7th TWSC 7: Driveway 3 & Cambern Ave 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 7 Intersection Int Delay, s/veh 4.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 208 38 24 187 0 166 1 32 0 0 0 Future Vol, veh/h 0 208 38 24 187 0 166 1 32 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length -----0 ------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 219 40 25 197 0 175 1 34 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All -0 0 259 0 0 388 486 129 357 506 98 Stage 1 ------239 239 -247 247 - Stage 2 ------149 247 -110 259 - Critical Hdwy ---4.14 --7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 ------6.54 5.54 -6.54 5.54 - Critical Hdwy Stg 2 ------6.54 5.54 -6.54 5.54 - Follow-up Hdwy ---2.22 --3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 0 --1303 --545 480 896 573 467 938 Stage 1 0 -----743 706 -735 700 - Stage 2 0 -----838 700 -883 692 - Platoon blocked, %---- Mov Cap-1 Maneuver ---1303 --534 470 896 539 458 938 Mov Cap-2 Maneuver ------534 470 -539 458 - Stage 1 ------743 706 -720 686 - Stage 2 ------821 686 -849 692 - Approach EB WB NB SB HCM Ctrl Dly, s/v 0 1 14.92 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)571 --409 --- HCM Lane V/C Ratio 0.367 --0.019 --- HCM Ctrl Dly (s/v)14.9 --7.8 0.1 -0 HCM Lane LOS B --A A -A HCM 95th %tile Q(veh)1.7 --0.1 --- HCM 7th TWSC 8: Dexter Ave & Driveway 4 06/17/2025 Rcommended Improvements (Coordinated Intersections) 10:55 am 06/17/2025 BaselineSynchro 12 Report Page 8 Intersection Int Delay, s/veh 3.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 82 397 2 3 365 33 11 2 6 12 0 167 Future Vol, veh/h 82 397 2 3 365 33 11 2 6 12 0 167 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized --None --None --None --None Storage Length ------------ Veh in Median Storage, #-0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 86 418 2 3 384 35 12 2 6 13 0 176 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 419 0 0 420 0 0 982 1017 419 999 1001 402 Stage 1 ------592 592 -408 408 - Stage 2 ------391 425 -592 593 - Critical Hdwy 4.12 --4.12 --7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 -6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 -6.12 5.52 - Follow-up Hdwy 2.218 --2.218 --3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1140 --1139 --228 238 634 222 243 649 Stage 1 ------493 494 -620 597 - Stage 2 ------634 586 -493 494 - Platoon blocked, %---- Mov Cap-1 Maneuver 1140 --1139 --149 213 634 196 218 649 Mov Cap-2 Maneuver ------149 213 -196 218 - Stage 1 ------444 445 -618 595 - Stage 2 ------460 584 -438 445 - Approach EB WB NB SB HCM Ctrl Dly, s/v 1.43 0.06 24.4 14.62 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)205 307 --13 --561 HCM Lane V/C Ratio 0.097 0.076 --0.003 --0.336 HCM Ctrl Dly (s/v)24.4 8.4 0 -8.2 0 -14.6 HCM Lane LOS C A A -A A -B HCM 95th %tile Q(veh)0.3 0.2 --0 --1.5 APPENDIX F I-15/SR-74 (CENTRAL AVENUE) INTERCHANGE INPROVEMENT PROJECT The project team selected the Locally Preferred Alternative in March 2022 because it will solve the I-15 on-and off-ramp queuing issues without relocating any local businesses. Once the environmental clearance is completed (estimated in July 2023) the final design will take 18 to 20 months. Construction is scheduled to start mid-2024 and be open to the public December 2025. I-15/SR-74 (CENTRAL AVENUE) INTERCHANGE IMPROVEMENT PROJECT The City of Lake Elsinore in cooperation with the California Department of Transportation, is proposing improvements to the Interstate 15 (I-15)/State Route 74 (SR-74) (Central Avenue) interchange. The Project is needed to improve freight mobility along the I-15 and SR-74 corridors, reduce congestion at the interchange, and alleviate traffic in the surrounding local intersections. PROJECT OVERVIEW PROJECT GOAL The Project is designed to relieve congestion and support regional growth and development by providing additional ramp storage capacity, and adding connections between I-15 and SR-74. GRENHOUSE GAS EMISSIONS GOAL An Air Quality Report concluded that the Project would not increase regional criteria pollutants, Mobile Source Air Toxins (MSAT), or greenhouse gas (GHG) emissions. PROJECT STATUS Visit the project website at: www.lake-elsinore.org/CentralAveInterchange PROJECT STATUS The project team selected the Locally Preferred Alternative in March 2020 because it will solve the I-15 on-and off-ramp queuing issues with minimal relocation of local businesses. Once the environmental clearance is completed (estimated in July 2023) construction is scheduled to start mid-2024 and the project will be open to the public December 2025. I-15/SR-74 (CENTRAL AVENUE) INTERCHANGE IMPROVEMENT PROJECT        Additional northbound and southboundacceleration/deacceleration lanes 15 Widen to 6 lanes New Exit C New Exit B Exit A Widen to 8 lanes NBSB Dexter Ave New On-Ramp -Widen Dexter Ave -Drainage Culvert Extensions SR-74 (Central Avenue)Collier Avenue/SR-74 Signalization Improvements Ramp Metering Caltrans (State) Right of Way City/County of Riverside Limits Grading Limits New Sidewalks The City will identify, contact, and include the perspectives of disadvantaged and historically marginalized groups in project planning and implementation. The proposed interchange improvements will reduce pollution and traffic in disadvantaged neighborhoods within the project area. EQUITY PROJECT IMPROVEMENTS • Add two additional exits on NB I-15 at the SR-74/Central Ave interchange. • Add acceleration and deacceleration lanes on both northbound and southbound I-15. • Widen southbound off- and on-ramps and install ramp metering. • Widen SR-74 from Riverside Drive to Central Avenue from 2 to 4 lanes and from Collier Avenue to Cambern Avenue from 6 to 8 lanes. • Modify or install new traffic signals at intersections at various intersections along Dexter Avenue and SR-74. • Construct 913 feet of new sidewalk on SR-74 (Central Ave). The project will include the following improvements: Visit the project website at: www.lake-elsinore.org/CentralAveInterchange APPENDIX G.1 DRIEWAY AND OFF-SITE QUEUING ANALYSIS WORKSHEETS Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative AM SimTraffic Report Page 1 Intersection: 1: Central Ave & Cambern Ave Movement EB EB WB WB WB WB NB NB NB NB NB SB Directions Served L TR L L T R L L T T R L Maximum Queue (ft)135 139 190 208 109 54 105 106 183 194 108 120 Average Queue (ft)62 56 120 165 35 16 25 51 82 81 28 78 95th Queue (ft)110 102 195 220 79 44 66 86 151 156 74 125 Link Distance (ft)735 191 191 191 233 233 233 Upstream Blk Time (%)0 15 Queuing Penalty (veh)0 22 Storage Bay Dist (ft)300 228 320 320 508 Storage Blk Time (%)0 15 Queuing Penalty (veh)0 15 Intersection: 1: Central Ave & Cambern Ave Movement SB SB SB Directions Served T T R Maximum Queue (ft)150 168 79 Average Queue (ft)119 122 27 95th Queue (ft)131 137 61 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)480 Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative AM SimTraffic Report Page 2 Intersection: 2: Dexter Ave & Central Ave Movement EB EB EB B24 B24 WB WB NB NB NB NB NB Directions Served L T R T T L TR L T T T R Maximum Queue (ft)209 882 901 122 141 261 326 259 349 279 262 149 Average Queue (ft)58 336 544 48 50 251 303 213 246 195 130 52 95th Queue (ft)157 872 1063 145 151 266 325 295 386 302 242 123 Link Distance (ft)811 811 107 107 261 259 259 259 Upstream Blk Time (%)10 40 34 36 51 80 6 14 2 0 Queuing Penalty (veh)0 0 0 0 0 344 0 84 13 3 Storage Bay Dist (ft)185 260 350 350 Storage Blk Time (%)4 55 80 6 14 0 Queuing Penalty (veh)3 142 148 25 49 1 Intersection: 2: Dexter Ave & Central Ave Movement SB SB SB SB SB SB Directions Served L T T T T R Maximum Queue (ft)256 556 558 530 550 588 Average Queue (ft)167 459 465 484 486 405 95th Queue (ft)346 574 586 563 603 816 Link Distance (ft)518 518 518 518 518 Upstream Blk Time (%)15 9 4 25 46 Queuing Penalty (veh)45 28 12 75 140 Storage Bay Dist (ft)231 Storage Blk Time (%)0 83 Queuing Penalty (veh)0 65 Intersection: 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp Movement WB WB WB NB NB NB NB SB SB SB SB Directions Served L LTR R L T T T T T T R Maximum Queue (ft)344 324 342 205 377 297 253 280 297 284 261 Average Queue (ft)157 222 157 135 204 163 140 259 267 265 158 95th Queue (ft)248 309 294 226 343 293 241 286 292 278 250 Link Distance (ft)1245 445 445 445 259 259 259 259 Upstream Blk Time (%)23 32 33 2 Queuing Penalty (veh)126 173 184 9 Storage Bay Dist (ft)330 330 180 Storage Blk Time (%)0 0 0 1 12 Queuing Penalty (veh)0 1 0 3 21 Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative AM SimTraffic Report Page 3 Intersection: 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave Movement EB EB EB NB NB NB NB SB SB SB SB Directions Served L LTR R T T T R L L T T Maximum Queue (ft)233 254 280 500 487 332 402 214 368 390 561 Average Queue (ft)118 180 112 315 235 128 198 148 165 167 203 95th Queue (ft)202 240 223 457 380 216 332 218 288 338 414 Link Distance (ft)1449 687 687 687 687 445 445 445 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)310 310 190 Storage Blk Time (%)1 5 Queuing Penalty (veh)4 17 Intersection: 5: Central Ave & Driveway 1 Movement EB WB SB SB SB B25 B25 B25 Directions Served R R T T T T T T Maximum Queue (ft)251 66 183 184 223 31 125 251 Average Queue (ft)97 20 28 31 79 2 5 37 95th Queue (ft)234 53 118 119 222 14 43 149 Link Distance (ft)236 216 108 108 108 233 233 233 Upstream Blk Time (%)3 3 2 21 0 Queuing Penalty (veh)0 15 10 98 1 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 6: Driveway 2 & Cambern Ave Movement WB WB NB SB Directions Served T T R R Maximum Queue (ft)182 106 54 70 Average Queue (ft)26 4 19 30 95th Queue (ft)100 35 49 55 Link Distance (ft)422 422 288 197 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative AM SimTraffic Report Page 4 Intersection: 7: Driveway 3 & Cambern Ave Movement WB NB Directions Served LT LTR Maximum Queue (ft)27 74 Average Queue (ft)1 32 95th Queue (ft)9 55 Link Distance (ft)518 294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 8: Dexter Ave & Driveway 4 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft)275 905 236 413 Average Queue (ft)81 875 57 358 95th Queue (ft)251 940 165 529 Link Distance (ft)261 866 221 398 Upstream Blk Time (%)9 95 6 73 Queuing Penalty (veh)36 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 31: Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1910 Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PM SimTraffic Report Page 1 Intersection: 1: Central Ave & Cambern Ave Movement EB EB WB WB WB WB NB NB NB NB NB B25 Directions Served L TR L L T R L L T T R T Maximum Queue (ft)324 798 191 247 200 77 88 233 304 330 177 180 Average Queue (ft)204 284 174 208 48 39 25 95 222 241 54 43 95th Queue (ft)365 768 229 227 139 71 57 256 371 378 129 151 Link Distance (ft)735 191 191 191 233 233 233 108 Upstream Blk Time (%)14 3 81 4 0 18 25 9 Queuing Penalty (veh)0 0 196 9 0 107 148 55 Storage Bay Dist (ft)300 228 320 320 Storage Blk Time (%)22 2 3 81 0 18 Queuing Penalty (veh)45 6 3 99 2 17 Intersection: 1: Central Ave & Cambern Ave Movement B25 SB SB SB SB Directions Served T L T T R Maximum Queue (ft)181 142 168 153 104 Average Queue (ft)49 106 112 120 31 95th Queue (ft)161 142 150 131 77 Link Distance (ft)108 Upstream Blk Time (%)11 Queuing Penalty (veh)64 Storage Bay Dist (ft)508 480 Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PM SimTraffic Report Page 2 Intersection: 2: Dexter Ave & Central Ave Movement EB EB EB B24 WB WB NB NB NB NB NB SB Directions Served L T R T L TR L T T T R L Maximum Queue (ft)210 758 350 112 260 318 259 316 291 297 260 256 Average Queue (ft)56 186 142 4 235 283 102 161 178 163 93 214 95th Queue (ft)146 546 279 37 272 312 216 316 332 332 247 344 Link Distance (ft)811 811 107 261 260 260 260 Upstream Blk Time (%)0 44 95 0 1 2 18 1 Queuing Penalty (veh)0 0 410 0 7 20 148 0 Storage Bay Dist (ft)185 260 350 350 231 Storage Blk Time (%)0 21 44 95 0 1 18 1 35 Queuing Penalty (veh)0 22 101 200 0 2 47 4 115 Intersection: 2: Dexter Ave & Central Ave Movement SB SB SB SB SB Directions Served T T T T R Maximum Queue (ft)583 574 573 548 621 Average Queue (ft)477 432 403 367 321 95th Queue (ft)685 662 644 658 774 Link Distance (ft)518 518 518 518 518 Upstream Blk Time (%)62 32 14 31 45 Queuing Penalty (veh)181 93 42 90 133 Storage Bay Dist (ft) Storage Blk Time (%)53 Queuing Penalty (veh)56 Intersection: 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp Movement WB WB WB NB NB NB NB SB SB SB SB Directions Served L LTR R L T T T T T T R Maximum Queue (ft)354 1294 355 205 475 504 485 293 306 307 269 Average Queue (ft)310 1245 128 203 452 379 317 273 257 255 146 95th Queue (ft)355 1423 398 215 504 591 546 288 308 308 268 Link Distance (ft)1260 444 444 444 260 260 260 260 Upstream Blk Time (%)86 37 4 17 60 25 12 2 Queuing Penalty (veh)0 244 28 110 266 114 52 7 Storage Bay Dist (ft)330 330 180 Storage Blk Time (%)20 89 0 83 17 Queuing Penalty (veh)212 557 2 453 31 Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PM SimTraffic Report Page 3 Intersection: 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave Movement EB EB EB NB NB NB NB SB SB SB SB Directions Served L LTR R T T T R L L T T Maximum Queue (ft)335 1483 335 739 739 726 716 215 479 298 290 Average Queue (ft)281 1135 196 610 582 496 372 214 461 148 153 95th Queue (ft)438 1994 428 846 839 862 882 215 469 234 222 Link Distance (ft)1444 687 687 687 687 444 444 444 Upstream Blk Time (%)36 45 28 27 23 62 Queuing Penalty (veh)0 0 0 0 0 341 Storage Bay Dist (ft)310 310 190 Storage Blk Time (%)10 44 0 40 86 Queuing Penalty (veh)61 207 1 108 230 Intersection: 5: Central Ave & Driveway 1 Movement EB WB NB NB NB SB SB SB B25 B25 B25 B25 Directions Served R R T T T T T T T T T T Maximum Queue (ft)251 232 409 435 76 219 204 186 279 233 299 142 Average Queue (ft)111 44 45 45 4 141 110 91 141 113 111 33 95th Queue (ft)267 154 225 233 32 271 246 242 312 277 317 121 Link Distance (ft)236 216 518 518 518 108 108 108 233 233 233 233 Upstream Blk Time (%)8 4 61 38 41 7 3 15 Queuing Penalty (veh)0 0 237 147 160 29 10 58 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 6: Driveway 2 & Cambern Ave Movement EB WB WB NB SB Directions Served TR T T R R Maximum Queue (ft)44 438 434 103 212 Average Queue (ft)1 292 157 43 193 95th Queue (ft)15 464 374 71 208 Link Distance (ft)191 422 422 288 197 Upstream Blk Time (%)15 1 92 Queuing Penalty (veh)17 1 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PM SimTraffic Report Page 4 Intersection: 7: Driveway 3 & Cambern Ave Movement WB WB NB Directions Served LT T LTR Maximum Queue (ft)117 27 310 Average Queue (ft)14 1 89 95th Queue (ft)57 9 222 Link Distance (ft)518 518 294 Upstream Blk Time (%)3 Queuing Penalty (veh)0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 8: Dexter Ave & Driveway 4 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft)269 905 236 411 Average Queue (ft)88 858 163 377 95th Queue (ft)279 934 306 484 Link Distance (ft)261 866 221 398 Upstream Blk Time (%)23 92 48 79 Queuing Penalty (veh)111 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 31: Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 6220 Intersection: 7: Driveway 3 & Cambern Ave Movement WB NB Directions Served LT LTR Maximum Queue (ft)31 135 Average Queue (ft)4 60 95th Queue (ft)20 102 Link Distance (ft)518 294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) note: O-Ds adjusted Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP AM SimTraffic Report Page 1 Intersection: 1: Central Ave & Cambern Ave Movement EB EB WB WB WB WB NB NB NB NB NB SB Directions Served L TR L L T R L L T T R L Maximum Queue (ft)156 96 191 223 113 51 74 90 138 187 117 120 Average Queue (ft)59 45 126 163 37 23 21 50 73 76 30 69 95th Queue (ft)119 93 209 234 83 43 51 81 117 146 84 127 Link Distance (ft)735 191 191 191 233 233 233 Upstream Blk Time (%)0 17 Queuing Penalty (veh)0 25 Storage Bay Dist (ft)300 228 320 320 508 Storage Blk Time (%)0 17 Queuing Penalty (veh)0 17 Intersection: 1: Central Ave & Cambern Ave Movement SB SB SB Directions Served T T R Maximum Queue (ft)144 139 75 Average Queue (ft)118 120 25 95th Queue (ft)137 128 57 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)480 Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP AM SimTraffic Report Page 2 Intersection: 2: Dexter Ave & Central Ave Movement EB EB EB WB WB NB NB NB NB NB SB SB Directions Served L T R L TR L T T T R L T Maximum Queue (ft)154 139 799 261 322 259 315 263 265 218 256 554 Average Queue (ft)47 71 246 245 289 181 182 170 154 63 179 501 95th Queue (ft)110 120 566 270 320 284 305 281 259 151 355 564 Link Distance (ft)811 811 261 260 260 260 518 Upstream Blk Time (%)0 26 90 1 3 0 1 21 Queuing Penalty (veh)0 0 462 0 20 3 3 64 Storage Bay Dist (ft)185 260 350 350 231 Storage Blk Time (%)36 90 1 3 1 0 86 Queuing Penalty (veh)94 241 6 11 1 1 67 Intersection: 2: Dexter Ave & Central Ave Movement SB SB SB SB Directions Served T T T R Maximum Queue (ft)573 542 546 621 Average Queue (ft)500 494 502 432 95th Queue (ft)570 542 562 763 Link Distance (ft)518 518 518 518 Upstream Blk Time (%)16 9 21 35 Queuing Penalty (veh)48 28 65 105 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp Movement WB WB WB NB NB NB NB SB SB SB SB Directions Served L LTR R L T T T T T T R Maximum Queue (ft)297 323 348 205 364 295 246 285 302 289 227 Average Queue (ft)157 204 142 112 130 126 122 267 271 266 157 95th Queue (ft)256 286 257 197 288 244 225 282 287 280 265 Link Distance (ft)1266 445 445 445 260 260 260 260 Upstream Blk Time (%)24 23 21 Queuing Penalty (veh)137 130 120 Storage Bay Dist (ft)330 330 180 Storage Blk Time (%)0 0 0 4 Queuing Penalty (veh)0 1 0 6 Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP AM SimTraffic Report Page 3 Intersection: 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave Movement EB EB EB NB NB NB NB SB SB SB SB Directions Served L LTR R T T T R L L T T Maximum Queue (ft)218 252 197 458 450 199 313 215 420 384 404 Average Queue (ft)106 165 98 299 238 110 180 179 212 227 237 95th Queue (ft)199 234 200 412 389 190 289 234 333 385 395 Link Distance (ft)1448 687 687 687 687 445 445 445 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)310 310 190 Storage Blk Time (%)2 7 Queuing Penalty (veh)7 27 Intersection: 5: Central Ave & Driveway 1 Movement EB WB SB SB SB B25 B25 B25 B25 Directions Served R R T T T T T T T Maximum Queue (ft)251 46 202 184 186 261 249 296 85 Average Queue (ft)91 18 43 43 62 23 24 52 3 95th Queue (ft)233 35 149 144 192 139 140 215 28 Link Distance (ft)236 216 108 108 108 233 233 233 233 Upstream Blk Time (%)16 10 9 20 1 0 3 Queuing Penalty (veh)0 48 42 93 2 2 15 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 6: Driveway 2 & Cambern Ave Movement WB WB NB SB Directions Served T T R R Maximum Queue (ft)290 210 68 74 Average Queue (ft)46 22 20 29 95th Queue (ft)182 118 50 60 Link Distance (ft)422 422 288 197 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP AM SimTraffic Report Page 4 Intersection: 7: Driveway 3 & Cambern Ave Movement NB Directions Served LTR Maximum Queue (ft)79 Average Queue (ft)35 95th Queue (ft)62 Link Distance (ft)294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 8: Dexter Ave & Driveway 4 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft)273 900 236 413 Average Queue (ft)68 874 170 373 95th Queue (ft)235 891 291 465 Link Distance (ft)261 866 221 398 Upstream Blk Time (%)4 99 50 89 Queuing Penalty (veh)16 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 31: Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1910 Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP PM SimTraffic Report Page 1 Intersection: 1: Central Ave & Cambern Ave Movement EB EB WB WB WB WB NB NB NB NB NB B25 Directions Served L TR L L T R L L T T R T Maximum Queue (ft)299 301 191 230 208 160 46 232 340 351 192 180 Average Queue (ft)162 85 181 207 80 55 11 33 226 230 46 56 95th Queue (ft)263 179 234 220 182 105 37 104 366 375 124 179 Link Distance (ft)735 191 191 191 233 233 233 108 Upstream Blk Time (%)4 71 2 0 23 26 13 Queuing Penalty (veh)0 173 5 0 136 154 80 Storage Bay Dist (ft)300 228 320 320 Storage Blk Time (%)0 0 4 71 0 23 Queuing Penalty (veh)0 0 5 87 0 21 Intersection: 1: Central Ave & Cambern Ave Movement B25 B25 SB SB SB SB Directions Served T T L T T R Maximum Queue (ft)181 71 120 121 140 104 Average Queue (ft)59 6 111 96 112 24 95th Queue (ft)186 37 134 161 157 74 Link Distance (ft)108 108 Upstream Blk Time (%)16 Queuing Penalty (veh)96 Storage Bay Dist (ft)508 480 Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP PM SimTraffic Report Page 2 Intersection: 2: Dexter Ave & Central Ave Movement EB EB EB B24 B24 WB WB NB NB NB NB NB Directions Served L T R T T L TR L T T T R Maximum Queue (ft)110 882 891 122 122 261 328 223 276 268 275 258 Average Queue (ft)18 488 626 64 63 245 275 86 94 118 81 27 95th Queue (ft)60 1165 1184 157 154 268 326 179 238 264 219 103 Link Distance (ft)811 811 107 107 261 259 259 259 Upstream Blk Time (%)52 57 53 55 32 78 1 1 0 0 Queuing Penalty (veh)0 0 0 0 0 425 5 7 2 0 Storage Bay Dist (ft)185 260 350 350 Storage Blk Time (%)33 78 1 0 0 Queuing Penalty (veh)76 253 2 1 0 Intersection: 2: Dexter Ave & Central Ave Movement SB SB SB SB SB SB Directions Served L T T T T R Maximum Queue (ft)256 553 540 543 552 584 Average Queue (ft)168 368 363 351 351 247 95th Queue (ft)335 685 665 651 646 693 Link Distance (ft)518 518 518 518 518 Upstream Blk Time (%)35 26 9 22 33 Queuing Penalty (veh)102 75 26 63 96 Storage Bay Dist (ft)231 Storage Blk Time (%)4 57 Queuing Penalty (veh)12 61 Intersection: 3: Central Ave & I-15 North On Ramp/I-15 North Off Ramp Movement WB WB WB NB NB NB NB SB SB SB SB Directions Served L LTR R L T T T T T T R Maximum Queue (ft)354 1321 355 205 466 520 448 286 284 289 267 Average Queue (ft)322 1221 267 204 459 213 164 251 239 226 153 95th Queue (ft)375 1546 498 205 466 469 370 319 313 320 241 Link Distance (ft)1258 445 445 445 259 259 259 259 Upstream Blk Time (%)73 71 4 0 53 23 9 0 Queuing Penalty (veh)0 478 25 1 249 110 40 1 Storage Bay Dist (ft)330 330 180 Storage Blk Time (%)45 71 1 94 3 Queuing Penalty (veh)492 461 8 531 6 Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP PM SimTraffic Report Page 3 Intersection: 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave Movement EB EB EB NB NB NB NB SB SB SB SB Directions Served L LTR R T T T R L L T T Maximum Queue (ft)335 1464 335 739 721 703 702 215 466 177 182 Average Queue (ft)292 1450 90 690 657 544 404 214 459 67 88 95th Queue (ft)333 1466 334 757 779 839 874 217 466 145 163 Link Distance (ft)1449 687 687 687 687 445 445 445 Upstream Blk Time (%)94 67 23 20 17 67 Queuing Penalty (veh)0 0 0 0 0 376 Storage Bay Dist (ft)310 310 190 Storage Blk Time (%)5 91 0 58 85 Queuing Penalty (veh)33 452 1 167 247 Intersection: 5: Central Ave & Driveway 1 Movement EB WB NB NB SB SB SB B25 B25 B25 Directions Served R R T T T T T T T T Maximum Queue (ft)251 220 223 309 202 184 202 268 247 250 Average Queue (ft)63 57 30 38 84 74 81 59 46 49 95th Queue (ft)175 163 125 165 234 203 226 200 185 183 Link Distance (ft)236 216 518 518 108 108 108 233 233 233 Upstream Blk Time (%)0 5 31 20 26 1 0 1 Queuing Penalty (veh)0 0 119 76 101 4 1 3 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 6: Driveway 2 & Cambern Ave Movement EB WB WB NB SB Directions Served TR T T R R Maximum Queue (ft)46 378 336 100 212 Average Queue (ft)2 207 129 41 197 95th Queue (ft)15 320 281 68 225 Link Distance (ft)191 422 422 288 197 Upstream Blk Time (%)88 Queuing Penalty (veh)0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 08/01/2025 OY 2026 Cumulative PP PM SimTraffic Report Page 4 Intersection: 7: Driveway 3 & Cambern Ave Movement WB NB Directions Served LT LTR Maximum Queue (ft)51 133 Average Queue (ft)5 63 95th Queue (ft)26 112 Link Distance (ft)518 294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 8: Dexter Ave & Driveway 4 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft)273 881 224 413 Average Queue (ft)32 583 78 395 95th Queue (ft)152 1137 200 415 Link Distance (ft)261 866 221 398 Upstream Blk Time (%)1 46 16 98 Queuing Penalty (veh)5 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 31: Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 5951 APPENDIX G.2 DRIVEWAY QUEUING ANALYSIS WORKSHEETS WITH RECOMMENDED IMPROVEMENTS Queuing and Blocking Report Baseline 06/18/2025 TEST OY 2026 Cumulative PP PM 1 SimTraffic Report Page 3 Intersection: 4: I-15 South Off Ramp/I-15 South On Ramp & Central Ave Movement EB EB EB NB NB NB NB SB SB SB SB Directions Served L LTR R T T T R L L T T Maximum Queue (ft) 335 1503 335 735 717 723 732 214 309 249 253 Average Queue (ft) 320 1303 256 654 625 569 495 128 149 109 101 95th Queue (ft) 376 1921 467 842 845 891 947 210 245 247 254 Link Distance (ft) 1449 687 687 687 687 445 445 445 Upstream Blk Time (%) 67 58 26 28 27 Queuing Penalty (veh) 0 0 0 0 0 Storage Bay Dist (ft) 310 310 190 Storage Blk Time (%) 15 67 0 1 3 Queuing Penalty (veh) 85 315 3 2 8 Intersection: 5: Central Ave & Driveway 1 Movement EB WB NB NB Directions Served R R T T Maximum Queue (ft) 100 90 107 204 Average Queue (ft) 18 29 10 14 95th Queue (ft) 67 69 56 104 Link Distance (ft) 236 216 518 518 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 6: Driveway 2 & Cambern Ave Movement EB WB WB NB SB Directions Served TR T T R R Maximum Queue (ft) 6 98 53 70 76 Average Queue (ft) 0 6 3 41 38 95th Queue (ft) 5 49 29 64 64 Link Distance (ft) 191 422 422 288 197 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Baseline 06/18/2025 TEST OY 2026 Cumulative PP PM 1 SimTraffic Report Page 4 Intersection: 7: Driveway 3 & Cambern Ave Movement WB NB Directions Served LT LTR Maximum Queue (ft) 32 131 Average Queue (ft) 6 62 95th Queue (ft) 24 108 Link Distance (ft) 518 294 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 8: Dexter Ave & Driveway 4 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 152 234 53 239 Average Queue (ft) 35 29 16 84 95th Queue (ft) 95 142 44 207 Link Distance (ft) 261 866 221 398 Upstream Blk Time (%) 1 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 31: Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 3032