HomeMy WebLinkAboutAGENDA REPORT 2000 0301 CC REG ITEM 10ETO:
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CITY OF MOORPARK
AGENDA REPORT
Honorable City Council
Wayne Loftus, Director of Community Development��
Prepared by: John Libiez, Principal Planner /Advanced
DATE: February 24, 2000 (CC meeting 3/1/2000)
SUBJECT: Consider Alternatives To Mitigate Future Traffic and
Circulation Impacts Affecting the Downtown and
Northwesterly Portions of the Community, Involving The
118 Arterial Bypass
SUMMARY:
This report discusses historic and current staff efforts related
to the implementation of the General Plan Circulation Element
identified east -west arterial (SR 118 Bypass) in order to
provide mitigation of traffic impacts within Moorpark and the
abutting region.
BACKGROUND:
The Circulation Element of the General Plan includes a concept
alignment of an arterial (118 Arterial Bypass)roadway located
north of the Union Pacific Railroad tracks, which links the
Highway 118/23 corridor near Princeton Avenue to Los Angeles
Avenue west of Buttercreek Road. The Circulation Element also
incorporates the concept of the 118 Arterial Bypass functioning
in the future as a freeway corridor by illustrating the
extension of this arterial into unincorporated Ventura County
beyond the westerly City limits with a designation as the SR -118
Freeway Corridor. As described by the General Plan the adopted
concept for the 118 Arterial involves a roadway section of up to
six (6) lanes for the east /west segment (Highway 23 to Gabbert
Road) and four (4) lanes for the segment from Gabbert Road to
its connection at Los Angeles Avenue. All intersections are at
grade and most are signalized and the crossing of the Union
Pacific Railroad is noted as grade separated. The crossing of
Walnut Canyon Road is shown as a bridge with no connection
between these two transportation corridors.
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City -wide Traffic Mitigation
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Staff has provided the City Council with information regarding
the history and activities undertaken to pursue the 118 corridor
previously. Copies of the previous staff reports have been
attached for Council consideration (Attachments 2 and 3).
The incorporation of this transportation corridor into the
Circulation Element was the result of concerns over congestion
and truck traffic raised by the community to CALTRANS in 1989.
A variety of alternatives for the design and function of the 118
Arterial Bypass have been discussed since its incorporation into
the General Plan including: 1) as a freeway; 2) "involving a
full interchange with Highway 23; and truck traffic from Los
Angeles Avenue /Highway 118 to the bypass. Other alternatives,
discussed involved limiting its function to serve local traffic
needs, not allowing truck traffic, or elimination of the
corridor altogether from the Circulation Element. The common
theme, however, to all alternatives has been the method for
implementation and financing the improvements. This was
particularly critical when discussed within the context of
freeway type improvements.
Currently, the 118 arterial Bypass has become more relevant to
the future transportation needs of the community and the
management of traffic congestion because of anticipated growth
and development north of the Downtown area (potential of
approximately 2000 residential units) and the general increase
in traffic flow throughout the City. The available options are
becoming more focussed and the need for decision more critical
because of these projects that are coming forward for
processing.
DISCUSSION:
SR -118: General Plan Alignment
The City of Moorpark General Plan Circulation Element depicts an
alignment for an arterial roadway, containing up to six lanes,
extending from the current SR- 118/SR -23 Freeway westerly through
the City to Los Angeles Avenue. A new 4 lane arterial road
transitions southerly from the SR -118 corridor to a connection
with existing SR -118 (Los Angeles Avenue).
History of 118 Arterial
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City -wide Traffic Mitigation
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Page 3
Provision of major north /south and east /west freeway links, and
alternative transportation corridors has historically been a
portion of the Caltrans transportation considerations for
Ventura County and particularly the Simi Valley /Moorpark area.
The SR -118 freeway corridor was shown on the County General Plan
Circulation Element prior to Moorpark incorporation. In May of
1989 the District 7 Director for Caltrans, based upon community
concerns and traffic information, prepared a concept design and
preliminary right -of -way lines for both the SR -23 and SR -118
Freeways. The California Transportation Commission adopted the
SR -23 alignment on October 28, 1964. In 1989, Caltrans produced
preliminary 1 "= 100'scaled plans for both alignments, copies of
which are maintained in the Public Works and Community
Development Departments.
In May,1990, Austin -Foust Associates, Inc.(AFA), at direction of
the City Council, prepared a traffic analysis for the pending
Moorpark General Plan update, which included a number of
alternatives regarding future circulation corridors and
connections between corridors to increase circulation efficiency
and maintain the City's level of service for traffic flow at
Level of Service "C ". Recommendations included: 1)Extend Spring
Road to connect with the extension of SR 118; 2)create an
arterial roadway from the SR 118 freeway terminus near Princeton
Avenue to connect to Los Angeles Avenue at the westerly end of
the community; and, 3)grade separate SR 118 at Walnut Canyon
Road. The AFA report concluded that: 1) an east -west bypass
would be effective in diverting a significant amount of traffic
from Los Angeles Avenue (approximately 50K trips) in 2010,
thereby achieving desirable system performance standards (LOS -C)
for Los Angeles Avenue and other affected corridors; and, 2)
that a Bypass configured as a freeway was no more effective than
an arterial road in meeting circulation system needs.
In 1991, AFA performed traffic analysis related to a potential
Circulation Element amendment and concluded that a large
percentage of the trips that impacted the City circulation
system were pass through trips (28 %), including a significant
ratio of truck traffic. AFA noted that the westward extension
of the SR -118 Freeway was included within the County Master Plan
of Highways. As a result of the traffic analysis related to the
city -wide 2010 projections, the extension of SR 118 from SR
23/118 west to Los Angeles Avenue near Buttercreek Road was
000032.2..
City -wide Traffic Mitigation
February 24, 2000
Page 4
added to the City's circulation system plan. In the 1992
Circulation Element update adopted by the City, the SR 118
arterial bypass was designated as a six lane arterial from
Princeton Avenue to Gabbert Road, and a four lane arterial from
Gabbert Road to Los Angeles Avenue.
In 1996, Michael Brandman Associates performed additional
environmental analysis related to the possible extension of
Spring Road in conjunction with the Specific Plan No. 8
considerations. The purpose was to assess the potential
connection, other than Broadway, for SP -8 traffic to be
distributed to reduce impacts at the Collins /SR -118 interchange
and maintain the City's adopted level of service standards. This
study concluded there was a need for extension of SR -118 west
from the SR- 118/SR -23 connection to Los Angeles Avenue as a
four -lane expressway with at grade intersections at Spring Road,
Walnut Canyon Road, "C" Street, and Gabbert Road. The Brandman
Study concluded this roadway could initially be constructed as a
two -lane facility, with the additional lanes added when needed.
Current Decisions - 118 Arterial
Specific Plan No. 2, as adopted, contains reservations for a
200' right -of -way for the SR -118 and SR -23. Depending on
grading, that width is adequate for a six lane facility.
Preliminary plans for Specific Plan No.l (Hitch Ranch) also
propose a 200' wide reservation for the SR -118. The Moorpark
Regency Development (Pre- application 98 -02, Michael Sanders)
immediately west of Walnut Canyon Road, and the SunCal project
immediately east of Walnut Canyon Road also propose 200' wide
reservations for the SR -118 right -of -way as it passes through
these projects. The SR -118 highway corridor provided for within
these projects is generally consistent with the alignment shown
by the Circulation Element and as shown on preliminary Caltrans
drawings.
City Council action on December 2, 1998, with regard to the A &B
Properties /Southern California Edison industrial development
application west of Gabbert Road, included a requirement for
connection of the SR -118 corridor to Los Angeles Avenue
including provision of a Union Pacific railroad underpass to
link this corridor to Los Angeles Avenue. The projects located
along this corridor represent the potential for
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City -wide Traffic Mitigation
February 24, 2000
Page 5
reservation /dedication of approximately 98% of the right -of -way
needed for this arterial
The Freeway Option
Past thinking on the General Plan alignment was that it be an
extension of the SR -118 Freeway or be developed as a bypass. A
benefit of "a bypass could be to divert truck traffic away from
L.A. Avenue through the City.
The Public Works Director has secured grant funding in the
amount of $120,000.00 under the Congestion Management and Air
Quality Improvement Program (CMAQ) with which to perform special
studies related to the SR -118 alignment. CMAQ projects are those
which reduce congestion and reduce air impacts. Up to this time
the City has been unable to secure professional engineering
services to perform alignment studies and financing
recommendations through more than one RFP attempt related to the
Freeway /bypass extension. Staff believes this was because the
previous RFPs emphasized Caltrans involvement and procedure
precedents in the work program.
Points for Decision
Staff has recently begun to look at different ways to develop
this corridor assessing alternatives, with a focus on current
and near term solutions to traffic and circulation issues.
Some key factors in staff considerations thus .far have been: 1)
the cross -town arterial would serve as a major local arterial
only, similar to Tierra Rejada, across the north - central portion
of the community; 2) the alignment and subsequent street need
not act as the extension of the SR -118 Freeway; 3) access to
proposed projects abutting the corridor would be allowed, but
limited; 4) projects through which the cross -town alignment
passes should be responsible for dedication of right -of -way and
the construction of the cross -town arterial consistent with the
design standards adopted by the City for the roadway; 5) access
to Walnut Canyon Road would be limited to secondary or emergency
access for projects that can develop direct connection to the
corridor /cross -town arterial; 6) Walnut Canyon Road would be
crossed via a bridge with no on or off ramps to the corridor; 7)
All intersections would be at grade and the major intersections
would be signalized; 8) Direct connection to Highway 23, would
not occur at this time.
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City -wide Traffic Mitigation
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Attachment 1 to this report is a conceptual diagram of the type
of cross -town arterial roadway that could be developed. The
concept includes a raised landscaped median, turn pockets where
appropriate, four travel lanes, and two emergency parking lanes
(one in each direction) and parkways that incorporate drainage
and bikeway /multi - purpose trail components. This arterial
(parkway) would serve as the primary access for projects along
its routes as well as provide needed second points of ingress
and egress for some adjacent projects, and would create a more
aesthetic roadway within the north central area of the City.
Mitigation of this new corridor to provide for the future access
needs of the remaining portion of the City with growth potential
will allow for the dispersal of traffic to the east and west of
the Downtown area as opposed to concentrating it on Gabbert
Road, Walnut Canyon road or High Street.
With the development of the improvements for A -B Properties and
Specific Plan No. 1, a major portion of the cross -town corridor
could be completed. In discussion with staff, the SP -1
consultants and development team have indicated that there is
aesthetic and marketing value this proposed project in
considering the development of the cross -town arterial as the
prime entry to this future residential community rather than
dependence upon the Casey Road, Gabbert Road, or High Street
entry. A staged construction of the corridor improvements based
upon construction and marketing of units which culminates in the
full improvement of the cross -town arterial through SP -1 could
result in the eventual reality of the complete cross -town
arterial.
Three additional projects under preliminary consideration also
can develop direct connection to the alignment. These are
Westpointe Homes currently proposed for 250 single family
dwellings (single family dwellings) project proposed across from
the Boy's and Girl's Club on property that straddles Walnut
Canyon Road that is not currently within any proposed project,
but would be needed for the corridor whether developed as an
arterial or ultimately as a freeway. Because of the significant
difference in elevation between the 118 corridor and the roadbed
elevation of existing Walnut Canyon Road at the point where the
two roads would cross Walnut Canyon Road must be bridged.
Bridging would address grade and elevation concerns and maintain
the alignment of the corridor as shown by the Suncal proposal,
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City -wide Traffic Mitigation
February 24, 2000
Page 7
which is the third project that may be part of an east /west
transportation corridor solution.
Right -of -way has been reserved through Specific Plan No. 2 for
this corridor. Although not included in the Development
Agreement, grading of the corridor may be achievable through the
balance of the project review. Although a current engineering
study has not been performed, it may be feasible to connect the
east end of the 118 Arterial to Old Los Angeles Avenue via the
corridor identified as a reservation for Highway 23 within
Specific Plan No. 2 (connection with Crawford Canyon) . Thereby
providing an opportunity for a continuous roadway connection
between Los Angeles Avenue west of Buttercreek Road to Los
Angeles Avenue near the SR23/118 overpass bridges west of
Princeton Avenue.
SR -118 Benefits
Staff considers the following to be potential benefits to the
community of the implementation of the SR -118 arterial.
1. The proposed routes could remove significant amounts of the
traffic from Walnut Canyon Road thereby improving roadway
safety and eliminate the need for an expensive widening and
straightening project in the future.
2. Development of the 118 corridor could route traffic, in
particular truck traffic, to a connection to the Freeway
area without the need to traverse the central City or
Downtown. Currently two routes are used for the
gravel /aggregate haulers that bring trucks through the
central core area via either a route that utilizes Walnut
Canyon Road, Moorpark Avenue, SR -118, Spring Road to Los
Angeles Avenue, or Grimes Canyon Road, SR -118, Spring Road,
Los Angeles Avenue.
3. The 118 Arterial can be developed as a limited access
roadway resulting in reduced direct traffic flow onto
Walnut Canyon Road. This could permit the City to consider
design and construction of the Walnut Canyon Road
connections for these projects as secondary or emergency
access points.
4. This circulation approach would allow the City to establish
a specific design plan for the 118 Arterial corridor. The
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City -wide Traffic Mitigation
February 24, 2000
Page 8
design of the street sections, intersections, lighting,
signalization and construction of improvements would be
permitted only in accordance with the plan adopted for the
corridors.
Actions Needed
The following are some of the actions staff contemplates
occurring in order to have these corridors become a reality.
These involve technical and policy decisions:
1. Acquire professional services to perform vertical and
horizontal alignment studies to set the corridor design
parameters. This would require a Request for Proposal (RFP)
for engineering services.
2. Require developers to offer to dedicate, grade and
construct, if it requested, those portions of the corridor
within their project site.
3. Continue to require developers to offer to dedicate or
acquire additional right of way adjacent to their property
adequate to insure a 200 foot ROW width for the total
length of the corridor and `allow no encroachments to those
corridors.
4. Determine a fair share mitigation fee for those projects
developed north of the Union Pacific Railroad tracks that
are outside of the corridor, adjacent to the 118 Arterial
corridor, or may generate vehicle trips that will use the
corridor or a north /south connecting corridor such as
Walnut Canyon Road.
STAFF RECOMMENDATION:
Direct staff as deemed appropriate
Attachments:
1. Cross -town Arterial cross section
2. City Council Staff Report 3/31/99
3. City Council Staff Report 4/2/99
4. General Plan Circulation Element (1992) extract.
000032.7
City -wide Traffic Mitigation
February 24, 2000
Page 8
4. This circulation approach would allow the City to establish
a specific design plan for the 118 Arterial corridor. The
design of the street sections, intersections, lighting,
signalization and construction of improvements would be
permitted only in accordance with the plan adopted for the
corridors.
Actions Needed
The following are some of the actions staff contemplates
occurring in order to have these corridors become a reality.
These involve technical and policy decisions:
1. Acquire professional services to perform vertical and
horizontal alignment studies to set the corridor design
parameters. This would require a Request for Proposal (RFP)
for engineering services.
2. Require developers to offer to dedicate, grade and
construct, if it requested, those portions of the corridor
within their project site.
3. Continue to require developers to offer to dedicate or
acquire additional right of way adjacent to their property
adequate to insure a 200 foot ROW width for the total
length of the corridor and allow no encroachments to those
corridors.
4. Continue to require developers to pay a mitigation fee
consistent with traffic impacts and evaluate the amount
that may be needed on a project by project basis related
to the specific impacts.
STAFF RECOMMENDATION:
Direct staff as deemed appropriate
Attachments:
1. Cross -town Arterial cross section
2. City Council Staff Report 3/31/99
3. City Council Staff Report 4/2/99
4. General Plan Circulation Element (1992) extract.
000032.g
SR -118 ARTERIAL (BOULEVARD CONCEPT)
SP -1 SPECIFIC PLAN
200 FT. RIGHT -OF -WAY
BIKE LANE MEDIAN BIKE LANE
2:1 SLOPE e' ESCAPE TRAVEL 14' TRAVEL ESCAPE 8'
60' V ETCH LANE ( 14' LANE LANE I V DITCH
2:1 5 ,
H
n
0
x �
100 FT. IMPROVEMENT
BIKE LANE BIKE LANE
e' TRAVEL TRAVEL MEDIAN e'
V DITCH LANE LANE 14' TRAVEL TRAVEL V DITCH
I 11' I 12' I 12' LA? E LANE I 11'
2:1 SLOPE
50'
INTERIM
2:1 SLOPE
50'
FINAL
ITEM SAO
CITY OF MOORPARK
AGENDA REPORT
TO: Honorable City Council
Planning Commission
FROM: Wayne Loftus, Acting Community Development Director
Prepared by: John Libiez, Principal Plannerl_�"
DATE: March 19, 1999 (For 3/31/99 Joint Meeting)
SUBJECT: CONSIDER REPORT RELATED TO SR 118 HISTORY
BACKGROUND:
During the consideration of circulation options for the Moorpark
Highland Specific Plan Project (Specific Plan No. 2), City
Council indicated that it would like to discuss the SR118 bypass
history as a portion of the joint Council/ Planning Commission
meeting on March 31, 1999.
DISCUSSION:
The provision of major north /south and east /west freeway links,
or alternative highways has historically been a portion of the
Caltrans transportation considerations for Ventura County and
particularly the Simi Valley /Moorpark area. In May of 1989 the
District 7 Director for Caltrans indicated that based upon
community concerns and traffic information Caltrans would
undertake to prepare a basic design and set right -of -way lines
for both the SR 23 and SR 118 Freeways. The California
Transportation Commission adopted the SR 23 alignment on October
28, 1964. In 1989, Caltrans produced preliminary 1 "= 100'scaled
plans, copies of which are maintained in the Public Works and
Community Development Departments, to depict a generalr�/,J /�
horizontal alignment (location on the ground) , potential right -
of -way limits, and potential intersection/ interchange locations.
These plans depict a continuous corridor from the Princeton
Avenue area to the west end of the City (west of Gabbert Road).
In May, 1990, Austin -Foust Associates, Inc.(AFA) was asked by the
City Council to prepare a traffic analysis for the pending
00003020. 10
ATTACHMENT 2
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 2
Moorpark General Plan update, which included a number of
alternatives regarding future circulation corridors and
connections between corridors to increase circulation efficiency
and maintain the City's level of service for traffic flow at
Level of Service "C ", a goal of the Circulation Element of the
General Plan. Recommendations included in the Austin -Foust
traffic analysis were: 1)Extend Spring Road to connect with the
extension of SR 118; 2)create an arterial roadway from the SR
118 freeway terminus near Princeton Avenue to connect to Los
Angeles Avenue at the westerly end of the community; and,
3)grade separate SR 118 at Walnut Canyon Road. The AFA report
included that: 1) an east -west bypass would be effective in
diverting a significant amount of traffic from Los Angeles
Avenue (approximately 50K trips), thereby achieving desirable
system performance standards (LOS -C) for Los Angeles Avenue and
other affected corridors; and, 2) that a Bypass configured as a
freeway was no more effective than an arterial road in meeting
circulation system needs.
In 1991, AFA conducted additional traffic analysis related to a
potential Circulation Element amendment and concluded that a
large percentage of the trips that impacted the City circulation
system were pass through trips (280), including a significant
ratio of truck traffic. AFA also noted that the westward
extension of SR 118 freeway was included within the County
Master Plan of Highways. As a result of the traffic analysis
related to the city -wide 2010 projections, the extension of SR
118 from SR 23/118 west to Los Angeles Avenue near Buttercreek
Road was added to the City's circulation system plan. In the
1992 Circulation Element update adopted by the City, the SR 118
arterial bypass was designated as a six lane arterial from
Princeton Avenue to Gabbert Road, and a four lane arterial from
Gabbert Road to Los Angeles Avenue.
In 1996, Michael Brandman Associates performed additional
environmental analysis related to the possible extension of
Spring Road in conjunction with the Specific Plan No. 8
considerations. The purpose was to assess the potential
connection, other than Broadway, for SP -8 traffic to be
distributed to reduce impacts at the Collins /SR -118 interchange
and maintain the City's adopted level of service standards. The
"no project" traffic scenario contained in the study for the
year 2010 determined which City circulation system improvements
would be required without Hidden Creek Ranch traffic based on
projected General Plan land use build out of 2010(Attachment 5).
M: \JLibiez \M \SP2 \SR118history.doc 000032 •II
Agenda Report SR 118
Joint City Council /Planning
March 31, 1999
Page 3
Commission Meeting
One of the conclusions of this study was the need for extension
of SR -118 west from the SR- 118/SR -23 connection to Los Angeles
Avenue as a four -lane expressway with at grade intersections at
Spring Road, Walnut Canyon Road, "C" Street, and Gabbert Road.
This roadway as evaluated by the Brandman Study could be
initially constructed as a two -lane facility, with the
additional lanes added when needed. Because of deficiencies
which would exist for the Collins Drive /Campus Drive and Collins
Drive /SR -118 intersections as noted by Brandman in the Spring
Road Study, City Council placed specific conditions on Specific
Plan No. 8 to mitigate the deficiencies that would result to the
adopted Level of Service "C standard with the approval of
Hidden Creek Ranch (SP -8).
Specific Plan No. 2 reflects a 200` right -of -way reservation for
the SR 118 Bypass which, depending on grading, can be adequate
for a six lane facility. Preliminary plans for Specific Plan
No.l (Hitch Ranch) also propose a 200' wide reservation for the
SR 118. The Moorpark Regency Development (Pre - application 98-
02, Michael Sanders) immediately west of Walnut Canyon Road, and
the SunCal project immediately east of Walnut Canyon Road also
propose 200' wide reservations for the SR 118 right -of -way as it
passes through these projects. The SR 118 highway corridor
illustrated for the referenced projects is generally consistent
with the alignment shown by the Circulation Element and as shown
on preliminary Caltrans drawings for an arterial bypass route.
City Council action on December 2, 1998, with regard to the A &B
Properties /Southern California Edison industrial development
application west of Gabbert Road included a requirement for
connection of the SR 118 corridor to Los Angeles Avenue
including provision of a railroad underpass to link this
corridor to Los Angeles Avenue. The projects identified in this
report which are located along this Bypass corridor represent
the potential for reservation /dedication of approximately 98% of
the right -of -way needed for the SR 118 Bypass.
The City Council in July of 1998, authorized staff to seek
professional engineering services related to the potential
development of the SR 118 Bypass either as an arterial roadway
or freeway. The services sought would provide a study of the SR
118 Bypass corridor which would determine precise horizontal and
vertical alignments, improvements and costs for the extension of
the SR 118 Bypass from Princeton Avenue to Los Angeles Avenue.
The RFP process at that time failed to receive a sufficient
number of qualified responses. The Public Works Department
M:\JLibiez\M\SP2\SR118history.doc 000032.-0 • I I-
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 4
subsequently obtained a limited grant that will provide partial
funding for the long term study once a qualified consultant is
found.
In mid - January, 1999, staff solicited specialized engineering
services that would look at several options for the location of
the Walnut Canyon Road /SR 118 interchange including as an at
grade and grade separated corridor. Determination of the
location of ramps or an interchange at Walnut Canyon Road or
another appropriate locations is critical from a timing
perspective since the Sun Cal project, currently under analysis
for referral to the Community Development Ad Hoc Committee,
would be significantly affected by the current Caltrans
preliminary bypass plan for SR 118. The Caltrans plan currently
identifies Walnut Canyon Road as grade separated with on and off
ramps. If this preliminary plan were to represent the preferred
access point to the bypass corridor, it would require the Sun
Cal project to undergo a significant redesign and additional
right -of -way reservation to include ramps at Walnut Canyon Road.
Staff issued a work program document to the selected engineering
firm in mid - January for response. A response was received as of
the end of February from the prospective engineering firm which
detailed an expanded work program to complete the study of the
Walnut Canyon Road /SR 118 connection. Staff is currently
evaluating the proposed work program submitted by the firm. An
abbreviated chronology related to the SR -118 is attached to this
report for information.
CONCLUSIONS:
1. Based upon the commitments and requirements placed upon
pending developments along the SR 118 corridor, the City
has the ability to reserve land for almost the entire
alignment /corridor for the SR 118 arterial.
2. Traffic impact analysis provided by the City's traffic
modeling consultant, Austin -Foust Associates, Inc., has
consistently indicated a need for the SR 118 arterial as a
means to reduce traffic impacts upon the city -wide
circulation system, particularly Los Angeles Avenue, in
order to permit the system to function within Level of
Service "C" standards adopted.
M: \JLibiez \M \SP2 \SR118history.doc 000032 - 1'3
Agenda'Report SR 118
Joint .City Council /Planning Commission Meeting
March -31, 1999
Page
3. A, professional engineering study to determine location and
costs of Walnut Canyon Road /SR 118 interchange potential
may be commissioned by the City and is expected to be
completed by the selected consultant within twelve weeks
after contract approval based upon the work schedule
provided by the consultant.
ATTACHMENTS:
1. Figure 2. General Plan Circulation Element -1992 Update
2. SR 118 /Walnut Canyon Intersection - CALTRANS proposal
3. Figure 2. General Plan Circulation Element- SP -2 Amendment
4. Brief Chronology of SR 118 History
5. Extract From Spring Road Extension Study, August 1996
M: \JLibiez \M \SP2 \SR118history.doc 0 ®® 0 3 A':'�.1 4
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FIGURE 2
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GENERAL PLAN CIRCULATION ELEMEN7
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May 19. 1992
000032. 15
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000032.
SR -118 ABBREVIATED CHRONOLOGY
1964 California Transportation Commission adopts SR23
alignment. Alignment includes interface with SR -118.
1965/69 Ventura County includes the- SR -118 alignment within
the County Circulation Element.
1970s County upgrade to Circulation Element reflects
potential freeway.
1983 City incorporates and maintains County General Plan as
local plan.
1988 County downgrades SR -118 corridor status on County
Circulation Element to right -of -way reservation.
1989 City begins discussion on General Plan updating of the
Circulation Element. CALTRANS prepares the
preliminary' alignment drawings for planning
consideration.
1990 Austin -Foust Associates (AFA) prepares traffic
analysis at City request and recommends that an SR -118
arterial be included in the City Circulation Element
and that there be a grade separation at Walnut Canyon
Road.
1991 AFA prepares additional traffic modeling that supports
need for SR -118 arterial as a means to ensure adopted
traffic level of service standards can be achieved and
identifies the most significant component of impact to
the City Circulation system as pass through and truck
traffic. 28% of the vehicle trips on Los Angeles
Avenue identified as pass through trips. City adopts
a general alignment for SR -118 into Circulation
system.
1992 General Plan Circulation Element adopted with SR -118
alignment, signalized intersections, grade separations
and street sections defined.
1992 -
current Major development projects within the tentative
alignment of the SR -118 advised of need to incorporate
the arterial in their planning.
1998 City Council conditions A &B Properties proposal for
industrial development to provide SR -118 dedication,
transition arterial roadway to Los Angeles Avenue,
grade separated underpass at the Union Pacific
Railroad as the westerly connection for the SR -118
arterial and first piece of the SR -118 development.
M:\ JLibiez \M \SP2 \SR118chronology399.doc 00003-2a J
Hidden Creek Ranch Specific Plan: Spring Rord Connection
connection between Walnut Canyon Road and Spring Road that would be constructed as part of the
proposed Specific Plan No. 2 project. The construction of this roadway link would red-ce the traffic
volume at this intersection resulting in an acceptable level of service. Construction of this roadway link
would preclude the need for the dual left -turn lanes.
In order to determine the traffic impact of the Specific Plan project, a year 2010 No Project cumulative
growth baseline traffic scenario was developed to which the Specific Plan project in year 2410 Proposed
Project could be compared. The year 2010 No Project traffic scenario assumes buildout of the City of
Moorpark General Plan Land Use Element and surrounding cumulative growth, without the proposed
project. This scenario was developed by using the MTAM. The findings of the year 2010 analysis are as
follows.
The following circulation system improvements will be required in addition to the year 2000 No Project
scenario minimum circulation system in order to accommodate the year 2010 No Project scenario traffic
demands. Intersection levels of service are identified in Table 2.6-4.
• Year 2000 minimum circulation system with the improvements at Los Angeles
Avenue /Spring Road, Los Angeles Avenue/Tierra Rejada Road and one of the options
for the Collins Drive /Campus Park Drive intersections.
• The Spring Road extension, C Street, the Casey Road extension, and the completion of
Science Drive.
• Six -lane roadway section along New Los Angeles Avenue /Los Angeles Avenue with
intersection configurations (Exhibit 3.6-15 of the Hidden Creek Ranch Specific Plan
EIR).
• Extension of SR -118 west from the SR- 118 /SR -23 connection to Los Angeles Avenue
as a four -lane expressway with at -grade intersections at Spring Road, Walnut Canyon
Road, C Street, and Gabbert Road. (This roadway can be initially constructed as a two -
lane facility, with the additional lanes being added when needed.)
• Traffic signal installation at the SR -118 /Walnut Canyon Road and SR -118 /Spring Road
intersections.
The majority of the traffic study area intersections will maintain LOS C or better, with the exception of
two of the 22 study intersections, which are projected to exceed the City of Moorpark LOS C or better
objective during the a.m. peak hour time period. The Collins Drive /Campus Park Drive intersection is
forecast to operate at LOS E in the a.m. peak hour; the Collins Drive /SR -118 westbound ramps are
forecast to operate at LOS D in the a.m. peak hour.
wJB=6W8B.2.6 2.6-7
000032.11
rrEm 109
CITY OF MOORPARK
AGENDA REPORT
TO: Honorable City Council
Planning Commission
FROM: Wayne Loftus, Acting Community Development Directorle., -
Prepared by: John Libiez, Principal Planner--W-,-j
DATE: April 6, 1999 (For 4/21/99 Meeting)
SUBJECT: CONSIDER REPORT RELATED TO SR 118
BACKGROUND:
During the consideration of circulation options for the Moorpark
Highland Specific Plan Project (Specific Plan No. 2), City
Council indicated that it would like to discuss the SR118 bypass
history as a portion of the joint Council /Planning Commission
meeting on March 31, 1999. Following discussion on the SR -118,
City Council requested that this item be placed upon the April
21, 1999 agenda. '
DISCUSSION:
The staff report for the March 31, 1999, meeting summarized the
history related to decisions that incorporated the SR -118
arterial (bypass) into the General Plan Circulation Element as
well as action taken subsequent to request full evaluation of
right -of- way and costs. A Request For Proposals was issued in
August of 1998 to secure professional engineering studies and
fee study for the construction of the SR -118 and SR -23 Bypasses.
Only one firm responded. In January of 1999 staff issued a
letter to a sole source engineering firm having requisite
qualifications to perform the study. A response was received
and is under evaluation. Additionally, the Public Works
Director has taken action to move the needed study forward.
Federal grant monies have been obtained and reserved for the
purposes of conducting the study.
000032.20
ATTACHMENT 3
Agenda Report SR 118
City Council Meeting
April 21, 1999
Page 2
At the
March 31,
1999, meeting
City Council and Planning
Commission
reviewed
the staff report
and requested response to a
number
of questions
as follows:
1)
Status on
the extension of
SR -118 to Wagon Wheel?
2)
Status on
the widening and
improvements at the SR -118
and Los Posas /SR -34 signal?
3)
Method of
intersection/ interchange between SR -118 and
Walnut Canyon Road?
4) Cost estimates for the SR -118 variations including the
freeway option?
5) Do we have cost analysis newer than five years old?
6) What level of lane count will CALTRANS accept for the
SR -118 in order to qualify as a State Route?
7) What level of funding or priority list status does the
SR -118 have with VCTC?
8) Are we looking at a permanent solution?
9) Is there a need for the SR -118 as an east -west
corridor?
10) What will be effects upon agriculture?
11) What will be effects upon the Los Posas Valley?
Staff has contacted the Ventura County Transportation
Commission, Resource Management Agency, and CALTRANS and has
reviewed previous files and studies on`this matter to attempt to
provide Council with information on each of the above questions.
Staff will provide information received from these agencies upon
receipt of the response, however to date only the following
information is available:
1) Extension to Wagon Wheel.
The master plan for highways of the County does not
reflect the extension of the SR -118 to Wagon Wheel
Road. Currently the SR -118 turns right at Wells Road
and intersects with SR -126. Staff is attempting to
obtain alignment maps for the SR -118 from its
intersection at Wells Road south to SR -101 and its
eventual extension along Rice Road to Port Hueneme.
2) Widening and Improvements SR- 118/34 Intersection.
Staff is seeking a definitive response from CALTRANS
and VCTC on the status of this intersection. Recently
an article was included within the local newspaper
which indicated that CALTRANS was studying the
potential use of a "round- about" at the SR- 118/34
intersection. It had also been previously indicated
that CALTRANS was exploring options for right -of -way
00003 .� f
M:\ JLibiez \M \SP2 \SR118history42199rpt.doc
Agenda Report SR 118
City Council Meeting
April 21, 1999
Page 3
acquisition in order to widen and signalize this
critical intersection.
3) Costs and Configuration of SR -118 in Moorpark.
Questions 3, 4, 5, 6, 8, and 9 will be addressed by
the study effort being solicited and managed by the
Public Works Director. Attachment A contains
estimated costs for various segments of the SR -118
arterial as of May 27, 1998 as prepared by the Public
Works Director. Attachment B contains an excerpt from
a staff report to Council issued for the April 5, 1995
agenda and identifies some phasing information and
cost estimates.
4) Funding /Priority Status of SR -118.
Staff has requested VCTC to provide a report on the
funding and priority status for the SR -118 as it may
exist currently. We are awaiting a response.
5) Effects of the SR -118.
Questions 10 and 11 will be part of the environmental
evaluation that CALTRANS will be required to conduct
as a process of design and approval for any portion or
phase of the SR -118 design and construction project.
Discussion of the SR -118 has frequently involved discussion
which often seems to focus on provision as a freeway corridor,
however, the adopted General Plan Circulation Element (1992)
establishes the SR -118 alignment as an Arterial Roadway of up to
six lanes. The General Plan also proposes this alignment as a
limited access roadway with some at grade intersections, and a
grade separated intersection at Walnut Canyon Road. The pending
Public Works study will also address these issues.
Correspondence has been received from Assemblyman Strickland
requesting that the City consider participation and sponsorship
of a special meeting on May 6, 1999 in the Apricot Room of the
Moorpark Civic Center to discuss truck traffic and safety issues
related to SR -118 through Moorpark. This will be considered as
a separate agenda item.
STAFF RECOMMENDATION:
Direct staff as deemed appropriate.
Attachments:
A. SR -118 Bypass Costs
B. Council Staff Report dated March 19, 1999, SR -118 History.
M:\ JLibiez \M \SP2 \SR118history42199rpt.doc 0 0 0 0 3r'C..� �
7o,. sfie..
Route 118 Bypass Constructoin Cost Estimate 27- Hay -98
Segment Description
- - - - - -- ------ - - - - --
A East of SP -2
B SP -2
C West of SP -2
Approx. Percent
Lenth (ft) of Total
---- - - - - -- -- - - - - --
1,200 0.075
2,500 0.156
400 0.025
D SP -10 700 0.044
E West of Walnut Can 1,900 0.119
Canyon Road
F SP -1 6,300 0.394
G West of SP -1
H Anderson
I Bugle Boy
800
0.050
1,700
0.106
500
0.031
16,000
1.000
Straight Spread of Total Cost
Option 1 Option 2 Option 3 Option 4 Retarks
----- - - - - -- ----- - - - - -- ----- - - - - -- ----- - - - - -- --------------- - - - - --
2,118,745 2,801,529 2,801,529 5,437,869
4,414,053 5,836,518 5,836,518 11,328,894
706,248 933,843 933,843 1,812,623
1,235,935 1,634,225 1,634,225 3,172,090
3,354,680 4,435,754 4,435,754 8,609,959
11,123,413 14,708,025 14,708,025 28,548,812
1,412,497 1,867,686 1,867,686 3,625,246
3,001,556 3,968,832 3,968,832 7,703,648
882,811 1,167,304 1,167,304 2,265,779
28,249,938 37,353,715 37,353,715 72,504,919
Ziw4e a� ail
M,
0000 ? . �3-
..oute 118 Bypass Constructoin Cost Estiaate
Option 02, plus Princeton Bridges
Length
Approx. Percent
Segment Description Lenth of Total
A East of SP -2 1,200 7.50%
i
B SP -2 2,500 15.631
C West of SP -2 400 2.501
D SP -10 700 4.381
E West of Walnut 1,900 11.88$
Canyon Road
F SP-1 6,300 39.381
I
G West of SP -1 800 5.00$
H Anderson 1,700 10.631
I Bugle Boy 500 3.131
16,000 100.001
A Walnut
Bridge Over Canyon Railroad
Princeton Southbound B Gabbert Crossing
-Bridges Frwy Lanes Bridges Bridge Roadway
---- - - - - -- ---- - - - - -- ---- - - - - -- ---- - - - - -- ----- - - - - --
5,000,000 5,000,000 0 0 1,350,000
0 0 0 0 2,812,500
0 0 0 0 450,000
0 0 3,600,000 A 0 787,500
0 0 3,600,000 A 0 2,137,500
0 0 1,300,000 B 0 7,087,500
0 0 1,300,000 B 0 900,000
0 0 0 2,000,000 1,912,500
0 0 0 2,000,000 562,500
5,000,000 5,000,000 9,800,000 4,000,000 18,000,000
27- Hay -98
Cost
Percent j
Total of Total
11,350,000 27.15%
2,812,500 6.731
450,000 1.08%
4,387,500 10.50%
5,737,500 13.731
8,387,500 20.071
2,200,000 5.26%
3,912,500 9.36%
2,562,500 6.13%
41,800,000 100.001
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L
CITY OF MOORPARK
AGENDA REPORT
TO: Honorable City Council
Planning Commission
FROM: Wayne Loftus, Acting Community Development Director
Prepared by: John Libiez, Principal Planne"
DATE: March 19, 1999 (For 3/31/99 Joint Meeting)
SUBJECT: CONSIDER REPORT RELATED TO SR 118 HISTORY
BACKGROUND:
During the consideration of circulation options for the Moorpark
Highland Specific Plan Project (Specific Plan No. 2), City
Council indicated that it would like to discuss the SR118 bypass
history as a portion of the joint Council/ Planning Commission
meeting on March 31, 1999.
DISCUSSION:
The provision of major north /south and east /west freeway links,
or alternative highways has historically been a portion of the
Caltrans transportation considerations for Ventura County and
particularly the Simi Valley /Moorpark area. In May of 1989 the
District 7 Director for Caltrans indicated that based upon
community concerns and traffic information Caltrans would
undertake to prepare a basic design and set right -of -way lines
for both the SR 23 and SR 118 Freeways. The California
Transportation Commission adopted the SR 23 alignment on October
28, 1964. In 1989, Caltrans produced preliminary 1 "= 100'scaled
plans, copies of which are maintained in the Public Works and
Community Development Departments, to depict a general
horizontal alignment (location on the ground), potential right -
of -way limits, and potential intersection/ interchange locations.
These plans depict a continuous corridor from the Princeton
Avenue area to the west end of the City (west of Gabbert Road).
In May,1990, Austin -Foust Associates, Inc.(AFA) was asked by the
City Council to prepare a traffic analysis for the pending
00003 b. Z�
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 2
Moorpark General Plan update, which included a number of
alternatives regarding future circulation corridors and
connections between corridors to increase circulation effit:iency
and maintain the City's level of service for traffic flow at
Level of Service "C ", a goal of the Circulation Element of the
General Plan. Recommendations included in the Austin--Foust
traffic analysis were: 1)Extend Spring Road to connect with the
extension of SR 118; 2)create an arterial roadway from the SR
118 freeway terminus near Princeton Avenue to connect to Los
Angeles Avenue at the westerly end of the community; and,
3)grade separate SR 118 at Walnut Canyon Road. The AFA report
included that: 1) an east -west bypass would be effective in
diverting a significant amount of traffic from Los Angeles
Avenue (approximately 50K trips), thereby achieving desirable
system performance standards (LOS -C) for Los Angeles Avenue and
other affected corridors; and, 2) that a Bypass configured as a
freeway was no more effective than an arterial road in meeting
circulation system needs.
In 1991, AFA conducted additional traffic analysis related to a
potential Circulation Element amendment and concluded that a
large percentage of the trips that impacted the City circulation
system were pass through trips (28%), including a significant
ratio of truck traffic. AFA also noted that the westward
extension of SR 118 freeway was included within the County
Master Plan of Highways. As a result of the traffic analysis
related to the city -wide 2010 projections, the extension of SR
118 from SR 23/118 west to Los Angeles Avenue near Buttercreek
Road was added to the City's circulation system plan. In the
1992 Circulation Element update adopted by the City, the SR 118
arterial bypass was designated as a six lane arterial from
Princeton Avenue to Gabbert Road, and a four lane arterial from
Gabbert Road to Los Angeles Avenue.
In 1996, Michael Brandman Associates performed additional
environmental analysis related to the possible extension of
Spring Road in conjunction with the Specific Plan No. 8
considerations. The purpose was to assess the potential
connection, other than Broadway, for SP -8 traffic to be
distributed to reduce impacts at the Collins /SR -118 interchange
and maintain the City's adopted level of service standards. The
"no project" traffic scenario contained in the study for the
year 2010 determined which City circulation system improvements
would be required without Hidden Creek Ranch traffic based on
projected General Plan land use build out of 2010(Attachment 5).
M: \JLibiez \M \SP2 \SR118history.doc
Agenda Repor-� SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 3
One of the conclusions of this study was the need for extension
of SR -118 west from the SR- 118/SR -23 connection to Los Angeles
Avenue as a four -lane expressway with at grade intersections at
Spring Road, Walnut Canyon Road, "C Street, and Gabbert Road.
This roadway as evaluated by the Brandman Study could be
initially constructed as a two -lane facility, with the
additional lanes added when needed. Because of deficiencies
which would exist for the Collins Drive /Campus Drive and Collins
Drive /SR -118 intersections as noted by Brandman in the Spring
Road Study, City Council placed specific conditions on Specific
Plan No. 8 to mitigate the deficiencies that would result to the
adopted Level of Service "C standard with the approval of
Hidden Creek Ranch (SP -8).
Specific Plan No. 2 reflects a 200' right -of -way reservation for
the SR 118 Bypass which, depending on grading, can be adequate
for a six lane facility. Preliminary plans for Specific Plan
No.l (Hitch Ranch) also propose a 200' wide reservation for the
SR 118. The Moorpark Regency Development (Pre - application 98-
02, Michael Sanders) immediately west of Walnut Canyon Road, and
the SunCal project immediately east of Walnut Canyon Road also
propose 200' wide reservations for the SR 118 right -of -way as it
passes through these projects. The SR 118 highway corridor
illustrated for the referenced projects is generally consistent
with the alignment shown by the Circulation Element and as shown
on preliminary Caltrans drawings for an arterial bypass route.
City Council action on December 2, 1998, with regard to the A &B
Properties /Southern California Edison industrial development
application west of Gabbert Road included a requirement for
connection of the SR 118 corridor to Los Angeles Avenue
including provision of a railroad underpass to link this
corridor to Los Angeles Avenue. The projects identified in this
report which are located along this Bypass corridor represent
the potential for reservation /dedication of approximately 98% of
the right -of -way needed for the SR 118 Bypass.
The City Council in July of 1998, authorized staff to seek
professional engineering services related to the potential
development of the SR 118 Bypass either as an arterial roadway
or freeway. The services sought would provide a study of the SR
118 Bypass corridor which would determine precise horizontal and
vertical alignments, improvements and costs for the extension of
the SR 118 Bypass from Princeton Avenue to Los Angeles Avenue.
The RFP process at that time failed to receive a sufficient
number of qualified responses. The Public Works Department
M: \JLibiez \M \SP2 \SR118history.doc 00003;,> - �o
Agenda Report SR li8
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 4
subsequently obtained a limited grant that will provide partial
funding for the long term study once a qualified consultant is
found.
In mid - January, 1999, staff solicited specialized engineering
services that would look at several options for the location of
the Walnut Canyon Road /SR 118 interchange including as an at
grade and grade separated corridor. Determination of the
location of ramps or an interchange at Walnut Canyon Road or
another appropriate locations is critical from a timing
perspective since the Sun Cal project, currently under analysis
for referral to the Community Development Ad Hoc Committee,
would be significantly affected by the current Caltrans
preliminary bypass plan for SR 118. The Caltrans plan currently
identifies Walnut Canyon Road as grade separated with on and off
ramps. If this preliminary plan were to represent the preferred
access point to the bypass corridor, it would require the Sun
Cal project to undergo a significant redesign and additional
right -of -way reservation to include ramps at Walnut Canyon Road.
Staff issued a work program document to the selected engineering
firm in mid - January for response. A response was received as of
the end of February from the prospective engineering firm which
detailed an expanded work program to complete the study of the
Walnut Canyon Road /SR 118 connection. Staff is currently
evaluating the proposed work program submitted by the firm. An
abbreviated chronology related to the SR -118 is attached to this
report for information.
CONCLUSIONS:
1. Based upon the commitments and requirements placed upon
pending developments along the SR 118 corridor, the City
has the ability to reserve land for almost the entire
alignment /corridor for the SR 118 arterial.
2. Traffic impact analysis provided by the City's traffic
modeling consultant, Austin -Foust Associates, Inc., has
consistently indicated a need for the SR 118 arterial as a
means to reduce traffic impacts upon the city -wide
circulation system, particularly Los Angeles Avenue, in
order to permit the system to function within Level of
Service "C" standards adopted.
®®®®3 . Al
M: \JLibiez \M \SP2 \SR118history.doc
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 5
3. A professional engineering study to determine location and
costs of Walnut Canyon Road /SR 118 interchange potential
may be commissioned by the City and is expected to be
completed by the selected consultant within twelve weeks
after contract approval based upon the work schedule
provided by the consultant.
ATTACHMENTS:
1. Figure 2. General Plan Circulation Element -1992 Update
2. SR 118 /Walnut Canyon Intersection - CALTRANS proposal
3. Figure 2. General Plan Circulation Element- SP -2 Amendment
4. Brief Chronology of SR 118 History
5. Extract From Spring Road Extension Study, August 1996
00003112, YO
M: \JLibiez \M \SP2 \SR118history.doc
.urt
IFS
FREEWAY
PI xcv_4t+GE
SIX-LANE MATERIAL
FOUR-LAVE ARTERIAL
R RURAL COLLECTOR
LOCAL COLLECTOR
SIGNALIZED INTERSCCTION
AT.GRADE RR CROSSING
GRADE SEPARATED RR CROSSING
- •— • —• —• +• CITY LIMIT 90UN0ARY
awsssssll SR•113 FREEWAY CORRIDOR
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FIGURE Z
CITY OF MOOR.PARK
GENERAL PLAN CIRCULATION ELE`tEN7
HIGHWAY NETWORK
Mar 13. 1992
19 000032. 3f
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ATTACHMENT: 3
SR -118 ABBREVIATED CHRONOLOGY
1964 California Transportation Commission adopts SR23
alignment. Alignment includes interface with SR -118.
1965/69 Ventura County includes the SR -118 alignment within
the County Circulation Element.
1970s County upgrade to Circulation Element reflects
potential freeway.
1983 City incorporates and maintains County General Plan as
local plan.
1988 County downgrades SR -118 corridor status on County
Circulation Element to right -of -way reservation.
1989 City begins discussion on General Plan updating of the
Circulation Element. CALTRANS prepares the
preliminary alignment drawings for planning
consideration.
1990 Austin -Foust Associates (AFA) prepares traffic
analysis at City request and recommends that an SR -118
arterial be included in the City Circulation Element
and that there be a grade separation at Walnut Canyon
Road.
1991 AFA prepares additional traffic modeling that supports
need for SR -118 arterial as a means to ensure adopted
traffic level of service standards can be achieved and
identifies the most significant component of impact to
the City Circulation system as pass through and truck
traffic. 28% of the vehicle - ,trips on Los Angeles
Avenue identified as pass through trips. City adopts
a general alignment for SR -118 into Circulation
system..
1992- General Plan Circulation Element adopted with SR -118
alignment, signalized intersections, grade separations
and street sections defined.
1992-
current Major development projects within the tentative
alignment of the SR -118 advised of need to incorporate
the arterial in their planning.
1998 City Council conditions A &B Properties proposal for
industrial /development to provide SR -118 dedication,
transition arterial roadway to Los Angeles Avenue,
grade separated underpass at the Union Pacific
Railroad as the westerly connection for the SR -118
arterial and first piece of the SR -118 development.
W0032.34
M:\ JLibiez \M \SP2 \SR118chronology399.doc ATTACHMENT:4
Hidden Creek Ranch Specific Plan: Spring Rand Connecnon
connection between Walnut Canyon Road and Spring Road that would be constructed as part of the
proposed Specific Plan No. 2 project. The construction of this roadway link would red-cc the traffi:
volume at this intersection resulting in an acceptable level of service. Construction of this roadway link
would preclude the need for the dual left -turn lanes.
In order to determine the traffic impact of the Specific Plan project, a year 2010 No Project cumulative
growth baseline traffic scenario was developed to which the Specific Plan project in year 2010 Proposed
Project could be compared. The year 2010 No Project traffic scenario assumes buildout of the City of
Moorpark General Plan Land Use EIement and surrounding cumulative growth, without the proposed
project This scenario was developed by using the MTAM. The findings of the year 2010 analysis are as
follows.
The following circulation system improvements will be required in addition to the year 2000 No Project
scenario minimum circulation system in order to accommodate the year 2010 No Project scenario traffic
demands. Intersection levels of service are identified in Table 2.6-4.
• Year 2000 minimum circulation system with the improvements at Los Angeles
Avem e/Spring Road, Los Angeles AvenueMerra Rejada Road and one of the options
for the Collins Drive /Campus Park Drive intersections.
• The Spring Road extension, C Street, the Casey Road extension, and the completion of
Science Drive.
• Six-lane roadway section along New Los Angeles Avenue /Las Angeles Avenue with
intersection configurations (Exhibit 3.6-15 of the Hidden Creek Ranch Specific Plan
EIR).
• Extension of SR -1 l8 west from the SR -I 18/SR -23 connection to Los Angeles Avenue
as a four -lane expressway with at -grade intersections at Spring Road, Walnut Canyon
Road, C Street, and Gabbert Road. (This roadway can be initially constructed as a two -
lane facility, with the additional lanes being added when needed.)
• Traffic signal installation at the SR -I 18 /Walnut Canyon Road and SR -I 18 /Spring Road
intersections.
The majority of the traffic study area intersections will maintain LOS C or better, with the exception of
two of the 22 study intersections, which are projected to exceed the City of Moorpark LOS C or better
objective during the a.m, peak hour time period. The Collins Drive /Campus Park Drive intersection is
forecast to operate at LOS E in the a.m. peak hour; the Collins Drive /SR -118 westbound ramps are
forecast to operate at LOS D in the a.m. peak hour. 0 U 0 ®? 2.3
wnuozz600ts.2-6 2.6-7
ATTACHMENT: 5
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One of the policies included in this Element states that the City
will- attempt to achieve and maintain level of service "C" as a
system performance standard for traffic volumes on the roadway
system and as a basic design guideline for roadways in the City.
CIRCULATION SYSTEM
The goals and policies included in the Circulation Element
emphasize the need for a circulation system that is capable of
serving both existing and future residents while preserving
community values and character. The location, design, and
constituent modes of the circulation system have major impacts on
air quality, noise, community appearance, and other elements of the
environment.
The highway network designated in the Circulation Element is
illustrated in Figure 2, and indicates all of the designated
freeways, six -lane arterials, four -lane arterials, and rural
collectors. In addition, a selected number of designated local
collectors, which carry through traffic, are indicated on the map.
Any permanent closure to through traffic or relocation of the
designated arterials and collectors will require a General Plan
Amendment. Highway facilities are shown within the current City
limits as well as for the surrounding planning area that has been
defined for the General Plan Update.
Existing and potential future traffic signal locations within the
City limits are also indicated on the highway network map, as are
existing and potential at -grade and grade separated railroad
crossing locations. Traffic signal warrants are satisfied for the
locations shown here based on current traffic projections. Traffic
signalization may be required at minor street and driveway
locations not shown on the Circulation Element highway network map.
A grade separated railroad crossing is shown only for the future
SR -118 bypass arterial crossing. Grade separation is not
considered feasible at the four existing railroad crossings
(Gabbert Road, Moorpark Avenue, Spring Road, and Los Angeles
Avenue).
The roadway network in the Circulation Element indicates a number
of improvements with regard to the existing roadway system in the
Moorpark planning area. The following are the more important
improvements that will need to be implemented:
• Connection of the SR -118 and SR -23 freeways
with new interchanges at Collins Drive and
Princeton Avenue.
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• Provision of an east /west SR -118 arterial
bypass from the SR -23 /SR -118 connector to Los
Angeles Avenue west of Butter Creek Road,
without a connection to Walnut Canyon Road,
and recognition of a potential future SR -118
freeway extension west of the City limits.
• Provision of a north /south SR -23 arterial
bypass from the SR -23 /SR -118 connector to
Broadway Road.
• Extension of Spring Road north to the SR -23
arterial bypass.
• Provision of a local collector system to serve
circulation needs in the northwest portion of
the City. Local collectors added to the
existing circulation system include an
extension of Casey Road to Gabbert Road, "C"
Street between Grimes Canyon Road and the SR-
23 arterial bypass, and "D" Street between
Princeton Avenue and the SR -23 arterial
bypass.
• Provision of a roadway system to serve
circulation needs in the Carlsberg Specific
Plan (Moorpark Highlands) area in the
southeast portion of the City. Roadways added
to the existing circulation system include an
extension of Science Drive from New Los
.Angeles Avenue to Tierra Rejada Road, and an
extension of Peach Hill Road to Science Drive.
s Provision of an eastern extension of Broadway
Road potentially connecting with Alamos Canyon
Road and the SR -118 freeway to serve
circulation needs of potential future
development in the portion of the planning
area northeast of the City limits.
20