HomeMy WebLinkAboutAGENDA REPORT 2000 0426 CC SPC JNT PC ITEM 05AITEM
AGENDA REPORT
City of Moorpark
To: Honorable City Council
Planning Commission
From: Wayne Loftus, Director of Community Developmen%AA e
Date: April 20, 2000 (CC Meeting of 4/26/00)
Subject: Consider Report on the 118 Arterial Bypass.
BACKGROUND
On March 1, 2000, the City Council considered a report related
to future traffic and circulation impacts affecting the North-
westerly portions of the community including the Downtown and
the role that the 118 Arterial could play in addressing
circulation needs. The City Council on March 1 also concluded
that this item would be an appropriate subject for a joint
meeting with the Planning Commission. As noted in the attached
Chronology (Attachment A) there has been a series of events and
decisions that have occurred since 1964 which have shaped or at
least influenced the ideas and vision that have most recently
been discussed. The report prepared for the March 1, 2000, City
Council meeting (dated 2/24/2000) together with a supplemental
report dated 4/6/2000, were provided to the Planning Commission
as a discussion item on April 10, 2000. At the April 10 meeting
the Planning Commission concluded that decisions were needed
concerning the 118 Arterial and that the concept of a four (4)
lane arterial providing for through traffic as well as access to
the anticipated new development along the corridor warranted
consideration.
DISCUSSION
The attached reports dealing with the 118 Arterial have been
written for City Council or Planning Commission review over the
past twelve (12) month period. These reports range from March
31, 1999, when the history and justification for the corridor
were the focus, to the most recent report prepared for the
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Honorable City Council
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Planning Commission meeting of April 10, 2000, which provided a
comprehensive overview of the opportunity to achieve development
of the corridor consistent with the Circulation Element and
address the current and future transportation needs in the
western portion of the community. Development, primarily
residential in nature is being proposed, has been approved, or
is in the process of being submitted to the City for nearly the
full length of the 118 Arterial corridor from east of Spring
Road (Horseshoe connection between Hwy 118 and Hwy 23) to west
of Gabbert Road and connecting to Los Angeles Avenue. As noted
by several of the attached reports including the April 6, 2000,
report to the Planning Commission there are at least five (5)
development projects along the 118 Arterial that touch or
straddle the corridor and can contribute right -of -way and
improvements resulting in a completely improved transportation
facility. Additionally, a sixth project, the Triliad Industrial
Park on the north side of Los Angeles Avenue west of the
Southern California Edison electric substation (Los Angeles
Avenue and Gabbert Road) includes within its boundary the right -
of -way required by the General Plan Circulation Element for an
arterial connection from Los Angeles Avenue to the A -B
Properties Industrial Park north of the railroad tracks to link
with the 118 Arterial.
The projects that are in process or pending application along
this corridor are briefly described below:
1. Specific Plan No. 2 - Moorpark Highlands, a 570 unit
residential project at the east end of the corridor, east
of the extension of Spring Road.
2. Specific Plan No. 10 - SunCal, a Residential Planned
Development currently proposed for 108 residential units
located between Spring Road and Walnut Canyon Road.
3. Pre - Application No. 98 -2 - Sanders, a proposal to develop
52 acres north of the Boys and Girls Club west of Walnut
Canyon Road with approximately 78 residential units.
4. Specific Plan No. 1 - Hitch Ranch, a proposal to develop
283 acres with approximately 605 residential units located
west of Walnut Canyon elementary School and the Sanders
project, extending west to approximately 1500 ft west of
Gabbert Road.
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5. Tentative Tract Map 5147 - A -B Properties and Southern
California Edison (SCE) are both proposing industrial
subdivisions located approximately 1500 ft west of Gabbert
Road on the north side of the Union Pacific Railroad tracks
received approval of a Development Agreement in 1998 from
the City Council, requiring each property owner to reserve
right -of -way important for implementation of the 118
Arterial. These projects were required to reserve right -
of -way (100 ft) for the north /south arterial to connect the
118 to Los Angeles Avenue in the case of both Edison and A-
B Properties and 120 ft for the 118 Arterial in the case of
A -B Properties. The Development Agreement also requires a
railroad undercrossing to achieve full buildout of the
projects.
6. Triliad Industrial Park (Industrial Planned Development No.
99 -5 through 99 -10) . This proposed industrial park on the
north side of Los Angeles Avenue west of Gabbert Road
includes the last link of the 118 Arterial and its
connection to Los Angeles Avenue. The north /south arterial
street located along this project's western edge is shown
in the General Plan Circulation Element as the connecting
link to the 118 Arterial from Los Angeles Avenue.
The implementation of the above projects will establish
approximately 95% of the Arterial Corridor from west of the
118/23 Freeway horseshoe to the connection with Los Angeles
Avenue at the west boundary of the City near Butter Creek Road.
There are several small segments that are not accounted for,
between the Sanders Project and Specific Plan No. 10 - SunCal
and between SunCal and Specific Plan No. 2. The railroad
undercrossing between A -B Properties /Southern California Edison
and Triliad and the bridge over Walnut Canyon Road are necessary
components for the maximum function of the 118 Arterial which
could be funded by formation of an improvement district or from
monies currently collected for City -wide roadway improvements.
Connection to the freeway corridor at the east end of the 118
Arterial also requires additional study; however, utilization of
surface streets including East Los Angeles Avenue may offer a
realistic solution avoiding the high cost of direct connection
to the freeway network. This connection may be achievable by
linking the 118 Arterial corridor at its east -end in Specific
Plan No. 2 to Los Angeles Avenue, which then allows direct
connection to the 118 Freeway via the Princeton Avenue ramps.
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CONCLUSION
The 118 Arterial which has been part of the transportation
planning for the Moorpark area since 1965 has been envisioned by
Ventura County and the City of Moorpark as a critical link in
the circulation needs for the area. Traffic analysis performed
by the City for the General Plan update in 1992 and on numerous
occasions for development projects within the City have all
identified this corridor as a critical link. Currently,
approximately 2000 dwelling units are approved, under
consideration or anticipated within the northwest portion of the
City with no east /west street connection existing at this time
and only one east /west connection based upon the General Plan
Circulation Element, that being the 118 Arterial. North /South
roadway links which would convey the traffic to Los Angeles
Avenue would not be adequate and Los Angeles Avenue is already a
topic of discussion because of the current traffic volume and
flow. The identified projects along the 118 Arterial can easily
be oriented to that corridor for their traffic needs and staff
has been working with several pending developments to achieve
this orientation. Issues identification, alternatives analysis,
environmental conclusions and cost criteria all remain as work
effort needed if this corridor improvement is to be achieved.
Staff would recommend that a more focused effort be initiated to
determine the merit of implementing the Circulation Element of
the General Plan by developing this transportation corridor as a
four -lane arterial roadway similar to Tierra Rejada Road.
Actions Needed:
The following are some of the actions required to determine the
viability of the 118 Arterial serving local traffic needs.
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 dedicate, grade and construct 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
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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 on this future transportation
corridor.
No action is anticipated to be taken at this time as the purpose
of this report is to allow for an information exchange.
Decisions concerning this issue may be appropriate at a
subsequent City Council meeting.
Attachments:
A. SR -118 Abbreviated Chronology
B. Planning Commission Report dated - 4 -6 -2000
C. City Council Report dated - 2 -24 -2000
D. Report dated 4 -6 -99, Joint City Council /Planning Commission
meeting
E. City Council Report dated - 3 -19 -1999
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SR -118 ABBREVIATED CHRONOLOGY
1964 California Transportation Commission adopts SR -23
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 approved AFB Properties and Southern
California Edison Development Agreement for a proposed
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.
1999 City Council approves a Development Agreement for Specific
Plan No. 2, a 570 unit residential development, requiring
the irrevocable offer of dedication for a 200' wide
transportation corridor for the SR -118 arterial and the SR-
23 extension.
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ATTACHMENT A
AS OF 4/2000
000006
CITY OF MOORPARK
AGENDA REPORT
TO: PLANNING COMMISSION
FROM: WAYNE LOFTUS, DIRECTOR OF COMMUNITY DEVELOPMENT A e
DATE: April 6, 2000 (PC MEETING OF 4/10/2000)
SUBJECT: REPORT ON ALTERNATIVES CONCERNING TRAFFIC AND CIRCULATION
AFFECTING DOWNTOWN AND NORTHWESTERLY PORTION OF THE
COMMUNITY CONCERNING THE 118 ARTERIAL
BACKGROUND:
On March 1, 2000, the City Council considered a report (attached)
prepared by the Community Development Department concerning traffic -
and circulation impacts to the northwesterly portion of the City and
the relationship to the Highway 118. That report identified the
potential impacts from approved, pending, and proposed projects
north of the Union Pacific Railroad tracks and posed the alternative
of using the 118 Arterial Bypass as shown in the Circulation Element
of the General Plan as the primary circulation element to distribute
vehicle trips generated by new development in the northwesterly
segment of the City. The City Council on March 1 referred this item
back to staff to schedule a workshop for a more in depth discussion.
A Joint City Council /Planning Commission meeting has now been
scheduled for April 26, 2000, at 6:30 p.m. in the Council Chambers
and may include discussion on the 118
DISCUSSION:
The attached report concerning the 118 Arterial Bypass discusses the
opportunity to implement this Circulation Element corridor as an
arterial roadway consistent with the vision of the General Plan. The
Circulation Element of the General Plan includes Goals and Policies
intended to achieve a circulation system which adequately serves
development intensity anticipated by the Land Use Element - Policy
1.2 of Goal 1 of the Circulation Element, states:
Hwy 118 AhffA Mdac -421M -9.41 AM
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• "Local freeway improvements, and the construction and /or
extensions of State Routes 23 and 118 as an arterial roadway
or freeway shall be supported by requiring development
projects to dedicate right -of -way, pay a development impact
fee, and /or construct certain improvements as determined
necessary to avoid significant traffic /circulation impacts."
The above policy language identifies the effort that was intended
when the Circulation Element was most recently amended and adopted
(1992) and has been the basis for discussion and decisions since
that time. Identification of the corridor at two - hundred feet (200)
in width has taken place and several projects which have been either
approved or discussed have incorporated this transportation
corridor. Examples of the application of at least a portion of the
language contained in Policy 1.2 of the circulation Element include:
• Specific Plan No. 2 - Moorpark Highlands: City Council
approval of this Specific Plan for residential development
east of the extension of Spring Road and north of Charles
Street required designation of a 200 foot wide corridor for
both the 118 Arterial and Highway 23 including the
requirement for an irrevocable offer of dedication. No
grading or improvements have been required thus far.
Additional approvals are required (Tentative Map and RPD's)
before construction can begin.
• Tentative Tract Map 5147 - A B Properties: City Council
approval of this industrial project west of Gabbert Road and
north of the Union Pacific Railroad tracks included the
requirement to preserve a corridor along its north property
line, one- hundred twenty feet(120) in width for the 118
Arterial, with grading of the corridor also required. An
irrevocable offer of dedication of the corridor is required,
improvements are not. Also, the north /south arterial
connector between the 118 Arterial and Los Angeles Avenue
was required to be dedicated, graded and street improvements
constructed from the south project boundary to a point 600
feet north of the railroad right -of -way. Additionally, a
railroad under crossing was required before project buildout
could take place. This connection is viewed as local
NMUftwWas- K" 1180" 118 Aftmolm.dw 4/21M.41 AM
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facility /connection if the 118 were to continue to the west
as an arterial /expressway or a freeway.
• Specific Plan No. 1 - Hitch Ranch, located between the A -B
Properties industrial development and approximately Walnut
Canyon School on Casey Road, a proposed residential project
has been asked to incorporate the 200 foot wide 118 corridor
as an arterial that could provide local circulation. An
offer of dedication and full improvements could be
anticipated if this corridor serves local traffic needs.
• Specific Plan No. 10 - Suncal: Tentative Tract Map 5130, a
proposal for a residential development on the east side of
Walnut Canyon Road north of Wicks Road has also been asked
to incorporate a 200 foot wide corridor for the 118 Arterial
along its north property line. If this corridor were to
serve as the ultimate point of primary access to this
project, full improvements would be appropriate, along with
the dedication of the corridor. This project currently shows
Walnut Canyon Road as its primary access, however, there are
significant issues with this access point that remain to be
resolved.
• Pre - Application No. 98 -2 - Sanders: A proposal to develop
52 acres on the east of Specific Plan No. 1 with residential
uses has been reviewed by the affordable Housing /Community
Development Committee (Mayor Hunter, Councilmember Evans)
on several occasions but has not yet been concluded. If this
project moves forward it will provide another increment of
the 118 Corridor with full improvements also appropriate.
The processing and implementation of the above projects will
establish approximately 95* of the 118 Arterial Corridor from just
west of the 118/23 Freeway horseshoe to the north /south arterial
connector to Los Angeles Avenue at the west end of the City. There
are two small segments of approximately 1200 feet between Pre -
Application No. 98 -2 and Specific Plan No. 10, and between Specific
Plan No. 10 and Specific Plan No. 2, which would remain outstanding
and may not be achievable because of development of affected
properties. Also connection of this arterial to the 118/23 Freeway
horseshoe and construction of a bridge over Walnut Canyon Road are
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issues that will require significant evaluation. The north /south
arterial at the west end of the City connecting the 118 corridor to
Los Angeles Avenue will be dedicated and constructed (except for the
railroad underpass that may require an assessment district or other
financing approach) by the A -B Properties development and by the
Triliad Industrial Park (Tract 5217) proposed on Los Angeles Avenue,
west of the Southern California Edison power facility. This project
extends north to the Union Pacific Railroad right -of -way.
CONCLUSION:
The above transportation corridor alternative is one of many options
that may be viable to improve circulation and reduce traffic
congestion in the City. The other most discussed option utilizes the
identified corridor for construction of full freeway improvements.
Development of a freeway corridor will facilitate through traffic
and to a certain extent local traffic but will most likely take
longer to build, and require additional significant local traffic -
improvements to complement its primary function as a through route.
The complementary local improvements may be achievable as a
substitute for local improvement of the 118 Corridor but will likely
cost more and may not resolve the transportation needs in the short
term.
The City Council will view all alternatives before arriving at a
conclusion.
STAFF RECOMMENDATION•
Discuss the issue of a 118 Transportation Corridor and direct staff
as deemed appropriate.
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0000-10
CITY OF MOORPARK
AGENDA REPORT
TO: Honorable City Council
FROM: 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.
SACammunily Devebpment%Everyam Cky Cound Agenda ReporblCiry-wideTreftic AN2.24.00.doc
ATTACHMENT C
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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).
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History of 118 Arterial
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
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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. This
study concluded there was a need for extension of SR -118 west
from the SR- 1.18/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. 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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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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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,
00001-6
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.
00040)
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.
00001i_-)
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CITY OF MOORPARK
AGENDA REPORT
TO: Honorable City Council
Planning Commission
FROM: Wayne Loftus, Acting Community Development Director'�,�Z�
Prepared by: John Libiez, Principal PlanneZ:�
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.
ATTACHMENT
00001;U
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
OU002i
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 RECObNENDATION
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 ?,�,
•
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Bypass Constructoin Cost Estisate
27- Nay -98 j
Straight Spread of Total Cost
Approx. Percent
----- -- -------------------------------------------
'Segaent
- - - - - --
Description
---------------
Lenth (ft) of Total
---- --- - -- -- --- - --
Option 1
----- - - ----
Option 2
----- - - - - --
Option 3
----- - - - - --
Option 4 Reearks
!. A
East of SP-2
1,200
0.075
2,118,745
2,801,529
2,801,529
----- - - - - -- ---- -----------------
5,437,869
i
B
SP -2
2,500
0.156
4,414,053
5,836,518
5,836,518
11,328,894 `
if
C
West of SP -2
400
0.025
706,248
933,843
933,843
1,812,623
D
SP-10
700
0.044
1,235,935
1,634,225
1,634,225
3,172,090
I
E
West of Walnut Can 1,900
0.119
3,351,680
4,435,754
4,435,754
8,609,959
Canyon Road
F
SP -1
6,300
0.394
11,1 23,413
14,708,025
14,708,025
28,518,812
G
West of SP -1
800
0.050
1,412,497
1,867,686
1,867,686
i
3,625,246
H
Anderson
1,700
0.106
3,001,556
3,968,832
3,968,832
7,703,648
l
I
Bugle Boy
500
0.031
882,811
1,167,304
1,167,304
2,265,779
`
16,000
1.000
28,249,938
37,353,715
37,353,715
72,504,919
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ATTACHMENT. A
.,oute 118 Bypass Constructoin Cost Estiwte 27- Hay -98
, Option 12, plus Princeton Bridges
A Walnut
Length Bridge Over Canyon Railroad CJSt
Approx. Percent Princeton Southbound B Gabbert Crossing Percent
Segient Description Lenth of Total -Bridges Frey Lanes Bridges Bridge Roadway Total of Total
- - - - -- ------ - - - - -- - - - - - -- -- - - - - -- ---- ------ ---- - - - - -- ---- - - - - -- ---- - - - - -- ----- - - - - -- ----- - - - - -- -- - - - - -- If
` A East of SP -2 1,200 7.501 5,000,000 5,000,000 0 0 1,350,000 11,350,000 27.151
III II
j I
B SP-2 2,500 15.632 0 0 0 0 2,812,500 2,812,500 6.731
�I
C West of SP-2 400 2.501 0 0 0 0 450,000 450,000 1.081 j
D SP -10 700 4.381 0 0 3,600,000 A 0 787,500 4,387,500 10.501
E West of Walnut 1,900 11.881 0 0 3,600,000 A 0 2,137,500 5,737,500 13.731 `
Canyon Road
F SP -1 6,300 39.381 0 0 1,300,000 B 0 7,087,500 8,387,500 20.07%
I
G West of SP-1 800 5.001 0 0 1,300,000 B 0 900,000 2,200,000 5.26%
H Anderson 1,700 10.63% 0 0 0 2,000,000 1,912,500 3,912,500 9.36%
I Bugle Boy 500 3.13% 0 0 0 2,000,000 562,500 2,562,500 6.13%
- - - - - -- - ---- -- --- --- ---- ---- - - - - -- ---- - - - - -- » » - - ---- ----- - - - - -- -- - - - - --
16,000 100.001 5,000,000 5,000,000 9,800,000 4,000,000 18,000,000 41,800,000 100.00%
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00002"i
CITY OF MOORPARK
AGENDA REPORT
TO: Honorable City Council
Planning Commission
FROM: Wayne Loftus, Acting Community Development Director
Prepared by: John Libiez, Principal Planner
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
for SR -118. These plans depict a continuous corridor from the
Princeton Avenue area to the west end of the City (west of
Gabbert Road).
ATTACHMENT
00002
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 2
In May, 1990, Austin -Foust Associates, Inc. (AFA) was asked by the
City Council to prepare 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 ", 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
M:\ JLibiez \M \SR118rfp \SR118history.doc 00009- il
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 3
would be required without Hidden Creek Ranch traffic based on
projected General Plan land use build out of 2010(Attachment 5).
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.
M:\ JLibiez \M \SR118rfp \SR118history.doc 0 0 0 CI, -c,
Agenda Report SR 118
Joint City Council /Planning Commission Meeting
March 31, 1999
Page 4
The RFP process at that time failed to receive a sufficient
number of qualified responses. The Public Works Department
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 thi.s 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 \SR118rfp \SR118history.doc 000029
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
M:\ JLibiez \M \SR118rfp \SR118history.doc 0 U 0 0.�Ij
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GENERAL PLAN CMCULA-MON ELENIEN7
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GENERAL PUN CIRCULATION ELEMENT
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00003.)
ATTACFLMENT: 3
Hidden Creek Ranch Specific Plan.- Sprung Ronal 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 Proje --t 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 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 -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. .000034
wJ W=600ss.2-6 2.6-7
ATTACHMENT: 5
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.
0000 +3;�
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