Agenda packet — Lake Elsinore City Council, January 13, 2026 (part 5 of 10)

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 pretreatment 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
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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-squarefoot convenience store on approximately 1.10 acres of the previously analyzed Walmart Supercenter site.

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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, offsite 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:

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• 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 noisesensitive 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.

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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 smallscale 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 lessintensive 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
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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 retailintensive Option B that was analyzed in the certified EIR. The EIR applied Level of Service (LOS) significance CEQA Consistency Analysis
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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
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• 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.

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• 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.

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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.

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.

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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.

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.

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.

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• A 3rd eastbound through lane and a right turn lane, and modify the traffic signal to implement overlap phasing on the right turn lane.

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.

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.

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).

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• 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.

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.

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.

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• A northbound left turn lane and a right turn lane and restripe the shared leftthrough-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
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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.

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.

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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 applicantshall 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
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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.

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.

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
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• A 2nd southbound left turn lane and a 2nd right turn lane with overlap signal phasing.

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.

CEQA Consistency Analysis
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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.

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.

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.

CEQA Consistency Analysis
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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
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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
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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: [email protected]
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. PLA245068 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 contact 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 Observation 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 Loading......................................................................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:
■ Subsurface 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 laboratory 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 the improvements will also include reconfiguration of drive lanes and landscape areas.

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 gravity 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 Pavement:

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
Systems
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 our 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 of 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 GeoModel 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 location, 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 the 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 indicated 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 for the presence of BTEX. The test results are presented in the Exploration Results of this report.

Groundwater
The borings were advanced using a hollow-stem-auger technique that allow short term groundwater observations to be made while drilling. Groundwater 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 Avenue (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 evident 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 fluctuations 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) states 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 exception 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 D 2 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 calculated 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 (PGAM) 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 Survey (CGS) has designated certain areas as potential liquefaction hazard zones. These are areas considered at a risk of liquefactionrelated ground failure during a seismic event, based upon mapped surficial deposits and the presence of a relatively shallow water table.

Based on our review of the CGS map, the 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 inches. 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.countyofriverside.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 detailed 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 Table 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 presoak 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 with 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 phases 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 consisted 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 and 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 extended 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 Terracon 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 project.

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 engineered 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 evaluation 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, existing 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 initially 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 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.

If such documentation exists, Terracon should be notified and the recommendations in this report may be appropriately modified or confirmed.

Evidence of utilities 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 service 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 conditions 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 factors. 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 should 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 have 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 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 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 cohesionless 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 engineer 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 verify 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 copper. 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, using 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 engineered 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 should 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 sidewalks 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 sprinkler 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 stormwater 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 joints 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 Earthwork Construction Considerations
Upon completion of filling and grading, care should be taken to maintain the subgrade water content prior 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 affected 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 multiaxial 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 subgrade 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 necessary 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 surface 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 excavations 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 standards.

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 responsibility 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 construction 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 construction 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 building and canopies may be supported on spread 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
Pressure1
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 Stratum2
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 Resistance3 375 pcf
Ultimate Coefficient of Sliding
Friction4

0.32 Minimum Embedment Below
Finished Grade5 18 inches
Minimum Dimensions Columns: 24 inches
Walls: 18 inches
Estimated Total Settlement from
Structural Loads About ½ inch
Estimated Differential
Settlement2,6
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 pressures 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 conditions. 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 methods4to 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 settlement 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 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 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 of 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 weight 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 the 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 proportioning 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 pressure 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 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 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 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 23 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 friction 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 Shaft 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 others 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 kh 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 capacities 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 foundations within a pier group are as follows:

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 disturbing 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, temporary 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 placement 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 excavation 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 approval
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 relatively 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 eight 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 avoided 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 encountered 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. Drilled 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 should 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 refer 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 uniform 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 design 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 tampers or other lightweight compactors. Overcompaction 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 contractor 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 regulations. 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 conditions 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 compaction 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 minimums 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 on 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 Base1 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 Base1 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 subdrainage 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 deterioration 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 and extent of a costeffective 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 promote 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 of 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 that 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 prevention 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 use of our client for specific application to the project discussed and are accomplished in accordance with generally accepted geotechnical engineering practices with no thirdparty beneficiaries intended. Any third-party access to services or correspondence 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 characterization 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 properties. 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-3 B-4 B-2 B-1 B-6 P-1 P-2 B-5
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 26.5
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.

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
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Site Location

DIAGRAM IS FOR GENERAL LOCATION ONLY, AND IS NOT INTENDED FOR CONSTRUCTION PURPOSES MAP PROVIDED BY MICROSOFT BING MAPS Geotechnical Engineering Report
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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-1Depth (Ft.) Water Level
Observations
5 10
15 20
25 30
Facilities | Environmental | Geotechnical | Materials
Model Layer
Graphic Log
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.
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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6935° Longitude: -117.3338°
Depth (Ft.)
Field Test
Results
2 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-1Depth (Ft.) Water Level
Observations
35 40
45 50
Facilities | Environmental | Geotechnical | Materials
Model Layer
Graphic Log
38 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6935° Longitude: -117.3338°
Depth (Ft.)
Field Test
Results
2 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-2Depth (Ft.) Water Level Observations
5 10
15 Facilities | Environmental | Geotechnical | Materials Model Layer
Graphic Log
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.
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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6937° Longitude: -117.3339°
Depth (Ft.)
Field Test
Results
2 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-3Depth (Ft.) Water Level Observations
5 10
15 Facilities | Environmental | Geotechnical | Materials Model Layer
Graphic Log
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.
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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6935° Longitude: -117.3342°
Depth (Ft.)
Field Test
Results
1 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-4Depth (Ft.) Water Level Observations
5 10
15 20
Facilities | Environmental | Geotechnical | Materials
Model Layer
Graphic Log
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.
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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Depth (Ft.)
Field Test
Results
Location: See Exploration Plan
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-5Depth (Ft.) Water Level Observations
5 Facilities | Environmental | Geotechnical | Materials Model Layer
Graphic Log
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.

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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6933° Longitude: -117.3338°
Depth (Ft.)
Field Test
Results
2 ASPHALT, 3'' thickness
AGGREGATE BASE COURSE, 5'' thickness
CLAYEY SAND (SC), brown
dense
Boring Terminated at 6.5 Feet
Boring Log No. B-6Depth (Ft.) Water Level Observations
5 Facilities | Environmental | Geotechnical | Materials Model Layer
Graphic Log
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.
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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6937° Longitude: -117.3341°
Depth (Ft.)
Field Test
Results
2 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-1Depth (Ft.) Water Level
Observations
5 Facilities | Environmental | Geotechnical | Materials Model Layer
Graphic Log
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.
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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6932° Longitude: -117.3342°
Depth (Ft.)
Field Test
Results
1 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-2Depth (Ft.) Water Level Observations
5 10
Facilities | Environmental | Geotechnical | Materials
Model Layer
Graphic Log
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.
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 Observations 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 Type
Percent
Water
Fines
Content (%)
Dry Unit
Weight (pcf)Atterberg
Limits

LL-PL-PI
Location: See Exploration Plan
Latitude: 33.6934° Longitude: -117.3341°
Depth (Ft.)
Field Test
Results
1 3
0 10
20 30
40 50
60 0 10 20 30 40 50 60 70 80 90 100 110
"A" Line
ASTM D4318

CH or OH
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" Line
Liquid Limit
LL PL PI Fines USCS Description Fines
Plasticity Index

CL - 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
Terracon Project No. LA245068 Gardena, CA
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
Terracon Project No. LA245068 Gardena, CA
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
Boring ID Depth (Ft)
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 10,000
Axial Strain (%)
Pressure (psf)
ASTM D4546
One-Dimensional Swell or Collapse
Facilities | Environmental | Geotechnical | Materials
Notes: water added at 2000 psf10.2123
Description USCS (pcf) WC (%)

CLAYEY SAND SC
Boring ID Depth (Ft)

2.5 - 4B-5
145 W Walnut St
Terracon Project No. LA245068 Gardena, CA
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 4500
Shear 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
Sample Submitted By: Terracon (LA)
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
18 16 14 12 10 8 6 4 2 0

EXUDATION PRESSURE PSI

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Supporting Information
Contents:

Liquefaction Analyses
Shaft Analyses
General Notes
Unified Soil Classification System
Geotechnical Investigation Fact Sheet
LiquefyPro CivilTech Software USA www.civiltech.com
TERRACON 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 Fines
SPT Weight %
Shear Stress Ratio
CRR CSR fs1
Shaded Zone has Liquefaction Potential
0 2
Soil Description Factor of Safety
0 5 1
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
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Dia=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
0 - 3 0 - 6 < 3
7 - 184 - 9 3 - 4
19 - 5810 - 29 5 - 9
Hard
Very Stiff
Stiff
Medium Stiff
Soft
Very Soft
> 30
15 - 30
59 - 98 10 - 18
Relative Density of Coarse-Grained Soils
(More than 50% retained on No. 200 sieve.)
Density determined by Standard Penetration
Resistance
30 - 50
> 99> 50 19 - 42
> 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 𝑜𝑣𝑒𝑛 𝑑𝑟𝑖𝑒𝑑
𝐿𝐿 𝑛𝑜𝑡 𝑑𝑟𝑖𝑒𝑑 < 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 𝑜𝑣𝑒𝑛 𝑑𝑟𝑖𝑒𝑑
𝐿𝐿 𝑛𝑜𝑡 𝑑𝑟𝑖𝑒𝑑 < 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 wellgraded 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 wellgraded 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.
10 60
2 30
D x D
(D )

GEOTECHNICAL INVESTIGATION FACT SHEET
Include this form in the Geotechnical Report as an Appendix.

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 237
Per Fill Compaction Requirements
Consult Corrosion Engineer Consult Corrosion Engineer No restrictions Base course shall conform to Section 26 of Caltrans
"Standard Specifications" 8.143,977 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
3 1,500 psf up to 8 feet wide 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
Total
DMAs
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

ALLAN ST CRANE ST

SD SD SD SD SD
SD SD
SD
SD

SD SD SD SD SD SD

SD SD SD SD SD SD SD

SD SD SD SD
SD
SD SD

SD SD SD SD SD SD SD SD SD

SD SD SD SD SD SD
SD
SD

SD SD SD SD
SD SDSD CENTRAL AVE 3RD ST

CAMBERN 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 R3 FR FR

FR FR FR FR FR FR FR FR FR FR FR FR FR FR

FR FR FR FR FR FR FR FR FR FR
DMA 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
MARK REVISIONS APPR. DATE CITY OF LAKE ELSINORE
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 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
SD
DMA SD
DMA
SD 0.92 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.

PROPOSED PROJECT SITE Dexter Ave Cambern Ave
Central Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp
3rd St
Crane St
Corona Freeway (I-15) FIGURE 1 VICINITY MAP
- 2 -
FIGURE 2 PROJECT 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 Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

PROJECT SITE
Corona Freeway (I-15)
- 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 OVL OVL
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 rereviewed 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, rightturn, 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 Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

PROJECT SITE
Corona Freeway (I-15)
- 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

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
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Dexter Ave
Cambern Ave Central Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

PROJECT SITE
Corona Freeway (I-15)
- 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
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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 3

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 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.

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Dexter Ave Cambern Ave
Central Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp
3rd St
Crane St PROPOSED PROJECT SITE LEGEND:= Study Intersection = Trip Distribution= Pass-By Trip FIGURE 6 Distribution PROJECT TRIP DISTRIBUTION Dexter Ave
Cambern Ave Central Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

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 Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

PROJECT SITE
Corona Freeway (I-15)
- 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

PROPOSED

PROJECT SITE
Corona Freeway (I-15)
- 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

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 Hour
Int. # Intersection Delay LOS Delay LOS Delay LOS Delay LOS 1 Cambern Avenue at Central Avenue S 22.1 C 22.3 C 0.2 No 38.3 D 40.4 D 2.1 No 2 Dexter Avenue at Central Avenue S 27.8 C 33.3 C 5.5 No 23.3 C 29.5 C 6.2 No 3 I-15 NB Ramps at Central Avenue S 57.6 E 65.3 E 7.7 No 29.6 C 33.1 C 3.5 No 4 I-15 SB Ramps at Central Avenue S 49.9 D 51.9 D 2.0 No 46.3 D 56.4 E 10.1 Yes 5 Driveway 1 at Central Avenue
U 22.7 C 22.7 C 0.0 No 22.7 C 22.7 C 0.0 No
6 Driveway 2 at Cambern Avenue
U 9.0 A 9.0 A 0.0 No 10.3 B 10.4 B 0.1 No
7 Driveway 3 at Cambern Avenue
U 10.3 B 10.4 B 0.1 No 13.9 B 14.2 B 0.3 No
8 Driveway 4 at Dexter Avenue
U 11.8 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 Service With Project
Traffic
Control
Change
in
Delay
Substantial
Effect?
Change
in
Delay
- S = Signalized, U=Unsignalized
Substantial
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 4

SUMMARY OF INTERSECTION OPERATION
OPENING YEAR 2026 WITH PROJECT CONDITIONS
Without Project With Project Without Project
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Dexter Ave
Cambern Ave Central Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

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

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 117.200 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
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June 2025
15 INTERSTATE 3rd St
2nd St
Central Ave
Crane St
Collier Ave
Dexter AveCambern Ave
Conard Ave
Riverside Dr
Pasadena St 3rd St
Chaney St Minthorn St
Camino del Norte
Main St
Rosetta Canyon Dr PROJECT SITE LEGEND: FIGURE 11 = Cumulative Project CUMULATIVE PROJECT LOCATIONS - 26 -
Dexter Ave
Cambern Ave Central Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

PROJECT SITE
Corona Freeway (I-15)
- 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

PROPOSED

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.

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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 Ave
I-15 NB Off Ramp
I-15 SB On Ramp
I-15 NB On Ramp
I-15 SB Off Ramp 3rd St Crane St

PROPOSED

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 Hour
Int. # Intersection Delay LOS Delay LOS Delay LOS Delay LOS 1 Cambern Avenue at Central Avenue S 30.5 C 30.5 C 0.0 No 92.2 F 93.7 F 1.5 Yes 2 Dexter Avenue at Central Avenue S 34.5 C 43.7 D 9.2 No 29.7 C 39.0 D 9.3 No 3 I-15 NB Ramps at Central Avenue S 114.2 F 124.2 F 10.0 No 64.2 E 75.5 E 11.3 No 4 I-15 SB Ramps at Central Avenue S 72.5 E 75.9 E 3.4 No 76.0 E 88.3 F 12.3 No 5 Driveway 1 at Central Avenue U 28.7 D 28.9 D 0.2 No 26.8 D 26.8 D 0.0 No 6 Driveway 2 at Cambern Avenue U 9.9 A 9.9 A 0.0 No 11.6 B 11.7 B 0.1 No 7 Driveway 3 at Cambern Avenue U 10.5 B 10.6 B 0.1 No 14.6 B 14.9 B 0.3 No8 Driveway 4 at Dexter Avenue U 15.3 C 17.4 C 2.1 No 19.4 C 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 7

SUMMARY OF INTERSECTION OPERATION
OPENING YEAR 2026 CUMUATIVE WITH PROJECT
Without Project With Project Change
in
Delay Traffic Control
Substantial
Effect?
Without Project With Project Change
in
Delay
Substantial
Effect?
Notes:- Intersection operation is expressed in average delay for signalized and unsignalized intersections.

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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-throughright 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 nonprogrammed 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 seven TABLE 8

SUMMARY OF INTERSECTION OPERATION

WITH RECOMMENDED IMPROVEMENTS
Peak
Hour
Proposed
Traffic
Control
With Project Int. # Intersection Improvements Without Project With Improvements OPENING 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 92.2 F 93.71 F D53.6 Cambern Avenue at Central Avenue Lake Elsinore Walmart Fuel StationTraffic Impact Study
- 36 - Kimley-Horn and Associates, Inc.

Analysis August 2025
Int. # Intersection Delay LOS Delay LOS
1 Cambern Avenue at Central Avenue S 53.6 D 53.9 D 0.3 No 2 Dexter Avenue at Central Avenue S 39.0 D 42.6 D 3.6 No 3 I-15 NB Ramps at Central Avenue S 75.5
E 69.3
E -6.2 No
4 I-15 SB Ramps at Central Avenue S 88.3
F 83.9
F -4.4 No
- Bold and Shaded values indicate intersections operating at an unacceptable Level of Service.

TABLE 9

SUMMARY OF INTERSECTION OPERATION
RECOMMENDED IMPROVEMENTS WITH COORDINATED VS. UNCOORDINATED CENTRAL AVENUE Traffic
Control
Uncoordinated Coordinated
Change
in Delay
Substantial
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 SCENARIO
Lake Elsinore Walmart Fuel StationTraffic Impact Analysis - 37 - Kimley-Horn and Associates, Inc.

August 2025
TABLE 10

SUMMARY OF PROJECT FAIR SHARE
OPENING YEAR 2025 CUMULATIVE
AM Peak Hour PM Peak Hour
Total Volume Total Project Total Volume Total Project
Int. # Intersection 2025 2026 Growth Trips %-age 2025 2026 Growth Trips %-age 1 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
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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 11

SUMMARY OF DRIVEWAY QUEUEING WITH AND WITHOUT IMPROVEMENTS Without
Improvement
With
Improvement
Without
Improvement
With
Improvement
AM 529 57 465 200
PM 484 60 415 191
Driveway 4 (#8)
Notes:
- Shaded values indicate 95th percentile queue length exceeding existing storage.

SB 390
Intersection Movement
Storage Lane
Capacity
(ft/ln)
Peak Hour
Peak Hour Queue Length (ft/ln)
Opening Year 2026
Cumulative
Opening Year 2026
Cumulative Plus Project
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TABLE 12
SUMMARY OF I-15 OFF-RAMPS QUEUE LENGTH ANALYSIS
Average
Queue
95th
Percentile
Average
Queue
95th
Percentile
Average
Queue
95th
Percentile
Average
Queue
95th
Percentile
Average
Queue
95th
Percentile
AM 72 144 109 194 112 199 157 248 157 256
PM 150 331 152 318 177 346 310 355 322 375
AM 111 179 165 257 169 253 222 309 204 286
PM 391 1107 311 867 436 1190 1245 1423 1221 1546
AM 76 146 90 202 103 202 157 294 142 257
PM 159 340 153 318 186 364 128 398 267 498
AM 62 135 78 154 85 160 118 202 218 106
PM 91 179 106 196 96 182 281 438 292 333
AM 143 219 133 208 147 218 180 240 252 165
PM 149 224 168 238 163 240 1135 1994 1450 1466
AM 54 163 58 151 71 175 112 223 197 98
PM 36 120 50 150 41 138 196 428 90 334
Intersection Movement
Storage Lane
Capacity
(ft/ln)
Peak
Hour
Peak Hour Queue Length (ft/ln)
Existing Opening Year 2026 Opening Year 2026 Plus Project Opening Year 2026 Cumulative Opening Year 2026 Cumulative Plus Project WBL 330
- Shaded values indicate 95th percentile queue length exceeding existing storage.

WBR
330
Notes:

EBR 330
330
I-15 NB off ramp at
Central Avenue (#3)
EBT 1520
1300
I-15 SB off ramp at
Central Avenue (#4)
EBL
WBT
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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 Required
Unit Quantity Code 1 Parking
Proposed Convenience Store Building Area SF 1,618 0.004 7Existing Walmart Building Area w/ Garden Center SF 154,487 0.004 618 Total Land Use Area SF 156,105 0.004 625
625626
1 Source: City of Lake Elsinore Municipal Code, Section 17.148.030 TABLE 13

WALMART FUEL STATION - LAKE ELSINORE

SUMMARY OF PARKING REQUIREMENTS
Total Parking RequiredTotal Parking Proposed
Lake 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/SR74 (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 parking lot 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, )
2025 2
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, TE
Fehr & Peers
Contract 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 #7168 6056 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 117.200 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
15 INTERSTATE
3rd St
2nd St
Central Ave
Crane St
Collier Ave
Dexter Ave
Cambern Ave
Conard Ave
Riverside Dr
Pasadena St
3rd St
Chaney St
Minthorn St
Camino del Norte
Main St
Rosetta Canyon Dr LEGEND: = Cumulative Project

Page 6 ends

Lake Elsinore City CouncilJanuary 13, 2026

Lake Elsinore City Council
January 13, 2026