HomeMy WebLinkAboutAGENDA REPORT 2020 0715 CCSA REG ITEM 08B
CITY OF MOORPARK, CALIFORNIA
City Council Meeting
Item:8.B.
ofJuly 15,2020
ACTIONApproved Staff Recommendation,
Including Adoption of Resolution No. 2020-
3935, as Amended. (Roll Call Vote:
Unanimous)
BY B.Garza.
B.Consider a Resolution Approving Industrial Planned Development No. 2019-01
and Conditional Use Permit No. 2020-02 for the Development of a 48,787
Square-Foot, Single-Story Industrial Building and Associated Site Improvements
on an Undeveloped 3.46-Acre Site at 5850 Condor Drive and Making a
Determination of Exemption Pursuant to the California Environmental Quality Act
in Connection Therewith, and Consideration of Cost Sharing Alternatives for
Undergrounding of Utilities, on the Application of Paul Minoo (4M Investment
Corporation). Staff Recommendation: 1) Open the public hearing, accept public
testimony and close the public hearing; and 2) Adopt Resolution No. 2020-3935
approving Industrial Planned Development No. 2019-01 and Conditional Use
Permit No. 2020-02, subject to the conditions of approval contained therein, and
denying the Applicant’s funding request of $469,398 for costs associated with the
undergrounding of utilities pursuant to the Southern California Edison Rule 20b
scenario. (ROLL CALL VOTE REQUIRED) (Staff: Freddy Carrillo)
Item:8.B.
MOORPARK CITY COUNCIL
AGENDA REPORT
TO: Honorable City Council
FROM:Karen Vaughn, Community Development Director
BY:Freddy A. Carrillo, Associate Planner ll
DATE: 07/15/2020Regular Meeting
SUBJECT:Consider a ResolutionApproving IndustrialPlanned Development
No. 2019-01and Conditional Use Permit No. 2020-02for the
Development of a 48,787 Square-Foot, Single-Story Industrial
Building and Associated Site Improvements on an Undeveloped 3.46-
Acre Site at 5850 Condor Driveand Making aDetermination of
Exemption Pursuant to the CaliforniaEnvironmental Quality Act in
Connection Therewith, andConsideration of Cost Sharing
Alternatives for Undergrounding of Utilities,on the Application of
Paul Minoo (4M Investment Corporation)
PROJECT DESCRIPTIONAND BACKGROUND
On November 13, 2019, Paul Minoo (for 4M Investment Corporation) filed an application
for an Industrial Planned Development (IPD) to develop a 48,787 square-foot, single-
story industrial building and associated site improvements on an undeveloped3.46-acre
site at 5850 Condor Drive. A potential tenant for the building has not been identified.
The request also includes a Conditional Use Permit (CUP) toallow the proposed
building height of 41feetand 6 inches, an 11-footand 6-inch increase above the
maximum height permitted within the Industrial Park(M-1) zone. Additional height may
be permitted with an approved CUP, pursuant to CityCode Section 17.24.035.
An IPD is required for new industrial developments exceeding2,500 squarefeetoffloor
area. As noted above, the Applicant is requesting to develop a 48,787 square-foot
building. Approval of the IPD requiresthat the design oftheproposed project complies
withthe provisions of the General Plan and Zoning Code, and is compatible with
adjacent properties. In addition, building height, setbacks, sizes, locations, architectural
styles and colors of all proposed buildings, structures and other on-site improvements,
landscaping design, neighborhood design, and permitted land uses are established as
part of the IPDreview and approval. A CUP is required to deviate from the maximum
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height permitted within the M-1 zone. The maximum height in the M-1 zone is 30 feet,
however, City Code allows the Applicant to propose a maximum height of 60 feet,
subject to approval of a CUP. An analysis of the proposed height is provided in the
Setbacks and Height section below.
The Applicant has also submitted a request to have theCity participate in the cost of
undergrounding of overhead utilities.This is discussed further in the Undergrounding of
Utilitiessection.
Previous Applications:
On October 6, 1999, the City Council adopted Resolution No. 1999-1658 approving
Industrial Planned Development Nos. 99-01 and 99-02 for the construction of two
industrial/warehouse buildings on contiguous lotslocated on the subject property.
Building permits for the IPD and CUP were never obtained. Subsequently, these
permits expired.
On April 4, 2001, the City Council adopted Resolution No. 2001-1829to vacate a 0.22-
acre portion of Princeton Avenue (formerly Los Angeles Avenue) right-of-way, at the
southeast corner of Condor Drive and Princeton Avenue, immediately adjacent to the
project site.
DISCUSSIONS AND ANALYSIS
Existing Conditions:
The 3.46-acre project site is located on the southeast corner of Princeton Avenue and
Condor Drive(see Attachment 2 - Aerial Map).Surrounding land uses are primarily
industrial buildings, asingle-family dwelling, community park and school. The site
consists of two undeveloped lots and acorner lot that was previously public right-of-way
andcovered with asphalt adjacent to Princeton Avenue.This lot was vacated by the
City Council on April 4, 2001, as part of the conditions of approval for Industrial Planned
Development Nos. 99-01 and 99-02to realignthe intersection of PrincetonAvenue
(formerlyknown asLos Angeles Avenue) and Condor Drive. Aconditionof approval
requires the Applicant to record a lot merger to consolidate the development to one
property, prior to issuance of building permits.
The following tableidentifiesthe General Plan, zoning, and existing land uses for each
lotand the vicinity:
LocationGeneral PlanZoningExisting Land Use
Light Industrial (I-1)
Project Vacant lots and paved
and
Site* Industrial Park (M-1)section adjacent to
Freeway / Right-of-
Princeton Avenue
Way(Frwy-R/W)
North
Light Industrial (l-1)Industrial Park (M-1)Office Building
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School (S), Industrial Park (M-1),
Park (P), and Rural Exclusive School, Community
South
Medium Density (RE-1AC), and Single-Park, and Detached
Residential Family Residential Single -Family Homes
(4DU/AC)(R-1-6)
East
Light Industrial (l-1)Industrial Park (M-1)Light Industrial Building
West
Light Industrial (l-1)Industrial Park (M-1)Light Industrial Building
*The project site consists of Assessor Parcel Nos. 513-0-060-315, 513-0-060-185, and
513-0-060-175
General Plan Consistency:
The General Plan land use designation for the project site isLight Industrial (l-1) on two
existing lots and Freeway/Right-of-Way (Frwy-R/W) on the previously vacated corner
parcel. The purpose and intent of the l-1 designation is to provide for a variety of
industrial uses within the City. Suitable uses include light industrial service, technical
research and business office use in a business park context. The Frwy-R/W
designation identifies the existing right-of-way and portions of future right-of-way for the
SR-118 and SR-23 freeways. As mentioned above, the City Council vacated the 0.22-
acre parcelto realign the intersection of Princeton Avenue and Condor Drive. At that
time, the Council determined the parcelwas consistent with the General Plan
Circulation Element. The current application proposes paving and landscaping
improvements to this property that are fundamentally consistent with the previous
industrial development. In addition, the City is in the process of updating the General
Plan where the land use designation will be cleaned up to beconsistent with the
industrial designation of the adjoining lots.
Land Use Element Goals and Policies:
GOAL 10: Encourage a diversity of industrial uses which are located and
designed in a compatible manner with surrounding land uses.
POLICY 10.1: New Industrial development should be located adjacent to existing
industrial uses and along major transportation corridors.
:
Zoning Consistency
The zoning designation of the three subject parcels is Industrial Park (M-1). The
purpose of this zone is to provide suitable areas for exclusive development of light
industrial, service, technical research and related business office uses in an industrial
park context, in conjunction with stringent requirements for building design, noise,
landscaping and performancestandards.At this time, the Applicant has not identifieda
potential tenantfor the proposed building. Any future uses will be evaluated for
consistency with the M-1 zoning requirementson a case-by-case basisas the Applicant
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is able to identify potential tenants.
As designedand with the approval of the CUP for additional building height,the
proposed industrial development complieswithall applicable requirements of the
Zoning Ordinance standards, including building location, size, setbacks, massing scale,
architecture style, colors, and landscaping.
Setbacks and Height:
Table 17.24.035 of the City Code establishes the development standards for properties
within the M-1 zone, includinglot area, setbacks, height and buildingcoverage.The
following table summarizes the maximum building height of the M-1 zoning designation.
General M-1 Zone Proposed Industrial Complies
RequirementsDevelopment Planned Development
Listed Under Standard
Table 17.24.035
A.Floor area ratio,
0.380.32Yes
maximum
B. Lot area,10,000150,948
Yes
minimumsquare-feetSquarefeet
C. Front yard
20feet101feet, 7inchesYes
setback, minimum
D. Interior side
yard setback,5 feet34feetYes
minimum
E. Street side yard
5 feet35feetYes
setback, minimum
F. Rear yard
zero34feetYes
setback, minimum
G. Building and
structure height, 30feet41-feet, 6-inchYes, with an approved CUP
maximum
The proposed height of 41-feet and 6-inches is generally consistent with the height of
existing industrial development in the vicinity of the project site, including PennyMacat
47-feet and Laritech, Inc. at 31-feet. In addition, theproposed building is below the
grade level of the adjacentlot; therefore, the visual impact of the proposed building is
minor and would not present any impacts on adjoining uses.
Architecture:
The proposed building design featurescontemporary industrial architecture. Concrete
tilt-up panels with rectangular tinted “Clerestory” windows are used throughout to give
an industrial appearance to the buildingand admit light without compromising interior
wall space. “Clerestory” windows are generally placed high on a wall plane, above eye
level. In addition, metallandscape trellises with crawling vines will be mounted on the
walls to break up the massing of the building. Two separate entryways are incorporated
into the southern side of building. This providesthe property owner the opportunity to
lease the building to two tenantsand demise the space in the future. Each entrance
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includes anexterior staircase and accessible ramp, and entrancesare highlighted by a
weathered metal awning. Two roll-up truck doors at dock heightand two roll-up truck
doors at grade level are also proposed on the northeasternside of the building, each
accented byaweathered metal awning to match the entrance. An Alucobond® panel
(similar to brushed aluminum) element extends above the roof line to give the building a
unique designand will serve to screen the future air conditioningequipment. The
architectural style, massing, and scaleof the buildingarecompatible with the
surrounding business campusdirectly adjacent to the project site. Staff has evaluated
the proposed architectureand has determined that itis compatible with the existing
adjacent industrial buildings.
Circulation and Traffic:
Access to the site would be provided fromtwo driveways toCondor Drive with one
drivewayserving passenger traffic and the easterly driveway intended or commercial
vehicles and trucks.The truck drivewayleads directly into the loading docks on the
eastern side of the proposed building. CondorDrive provides one travel lane in each
direction. On-street parking is not permitted along the roadway. The posted speed limit
is 30miles per hour (mph).No access will be provided on Princeton Avenue.
The Applicant submitted a Focused Traffic Analysis prepared by Ganddini Group, Inc.
The purpose of this study is to provide an assessment of traffic operations resulting
from development of the proposed project and to identify measures necessary to
identify and mitigate any potential significant traffic impacts.The Traffic Analysis
modeled existing traffic and proposed traffic volumes,the level of service (LOS) of,the
peak hour signal warrant, and queue length analysesat the intersections, and
determined that the project would notresult in anysignificant impacts during the AM
and PM peak hoursat the intersections ofPoindexter Avenue at Condor Drive and
Avenida Colonia at Condor Drive.The study established that the intersection currently
operates at LOS D/F during AM and PM peak periods, which falls below the General
Plan standard of LOS C. However, the Study also concludes that the proposed
development would not reduce the LOS beyond the existing conditions, and therefore
no impacts are presented. A more detailed analysis and the Focused Traffic Analysis
areprovided in the California Environmental Quality Act Compliance and Exemption
Determination(Attachment 5).
Parkingand Loading Areas:
The CityCode requires one off-street parking space per 500square feet of gross floor
area forindustrial uses, such as manufacturing, assembly, and distribution. As a result,
97 on-site parking spaceswould be requiredto serve the 48,787 square-foot building.
The Applicant is proposing 116 spaces located on the south side of the proposed
building. These parking spaces include standard, accessible and motorcycle parking.
The following table summarizes the project compliance with the parkingrequirements of
the City Code:
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Minimum Parking Required
Total Parking Total Parking
Building SizeBased on Gross Floor Area
Spaces RequiredSpaces Provided
of Building
Proposed 48,787 square-
1 space/500 square-feet 97.5116
foot industrial building
*Pursuant to City Code Section 17.32.030, fractional spaces of .5 or less are rounded down to the nearest
whole number.
The City Code requires two loading spacesfor industrial uses (warehouses, storage
facilities, manufacturing, etc.) for a new building ranging from 30,001 square feet to
80,000 square feet. The Applicant is proposing four truck-loadingspaces for a
proposed 47,787 square-foot building alongthe east side of the proposedbuilding,
comprised oftwo high docks and two on-grade loading spaces. Each loading space
provides the required dimensions of 50 feet in lengthby 12feetin width,witha turning
radius of 45 feet and clear of overhead obstructions.Loading areas must be located in
rear or side yard areas outside of required setbacks and must be designed so trucks do
not back onto public or private streets or alleys. In addition, loading spaces must be
designed to prevent interference with vehicular andpedestrian circulation. The four
proposed loading areas do not conflict with traffic or circulationand exceed the number
required by the City Code.
Grading and Drainage:
The project has been designed to provide for all necessary on-site and off-site storm
drain improvements including compliance withNational Pollution Discharge Elimination
System (NPDES) requirements. Best Management Practices (BMP) Drainage Facilities
are also required so that surface water flows are intercepted and treated. The BMP and
NPDES improvementswill be reviewed by the City Engineer/Public Works Director as
part of the condition compliance processprior to issuance of a grading permit.
Construction of the project would result in ground surface disturbance during site
clearance and grading. Uniformly applied conditions of approval imposed on the Project
would require stockpiles, excavation, and exposed soil to be covered with secured
tarps, plastic sheeting, erosion control fabrics, or treated with a bio-degradable soil
stabilize. Furthermore, the Applicant wouldbe required to obtain a California State
Water Resources Control Board Construction General Permit, which requires
development of a Storm Water Pollution Prevention Plan (SWPPP).
Landscaping:
The Applicant has proposed a landscape plan that includes a variety oftrees, shrubs,
and groundcover across the property,including the use of perimeter trees and hedges
along the west, south, and east property lines. These trees and hedges willscreen the
parking facilities from view along adjacent public streets. To ensure landscaping is
installed properly and consistent with the City’s Landscape Guidelines, a special
condition has been added that requiresa landscape and irrigation plan to be reviewed
and approved by the Parks and Recreation Director and the Community Development
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Director prior to issuance of a building permit.
Undergrounding of Utilities
:
Three wooden utility poles owned by Southern California Edison (SCE) are currently
located on the west side of the site, within the proposed parking area. Standard
Condition of Approval No. 145 of Resolution No. 2009-2799requires that:
Prior to issuance of the first building permit, all existing and proposed utilities,
including electrical transmission lines less than 67Kv, must be under-grounded
consistent with plans approved by the City Engineer, Public Works Director and
Community Development Director. Any exceptions must be approved by the City
Council.
These existing wooden poles are less than 67Kv and therefore wouldbe required to be
removed and the utilities placed underground as part of the project. The Applicant is
aware of this condition and is willing to underground the on-site poles; however, SCE is
requiring the Applicant to underground one additional off-site pole, located on the
southeast corner of Condor Drive and Virginia Colony Place. This is necessary
because the removal of the three on-site poles would require the Virginia Colony pole to
be supported by a new guywire. There is not sufficient room in the proximityof the pole
to safely locate the guywire, therefore this pole must be undergrounded as well. The
four-pole scope of work (three on-site and one off-site) would qualifyas a “Rule 20c
Project” under the California Public Utilities Commission Undergrounding Program. Rule
20c projects must be funded entirely by the project applicant. The overall costs would
include an amount that must be paid to SCE as well as additional work related to the
undergrounding that the Applicant’s contractor would complete. Thepreliminary cost
estimate from SCE for this Rule 20c Project is $193,317. In order to receive a final
actualcost from SCE, the Applicant would needto pay additional fees to SCEfor the
designwork.The Applicant’s contractor is also responsible to perform some work
associated with the undergrounding of utilities. The Applicant provided a cost estimate
of$585,000for this additional work. The total preliminarycost of undergrounding the
four utility poles would be approximately $778,317.A final cost estimate has not been
generated for this scenario.
The Applicant has the option to remove an additional utility pole and guypole on
Princeton Avenue north of the project sitein addition to the three on-site poles and
off-site pole at Condor Drive and VirginiaColony Place.Expanding the scope of work in
this mannerwould qualify the projectas an SCE “Rule 20b Project”. Rule 20b projects
qualify for SCE credit andare less expensive to the Applicant.Theactual cost from
SCE for a proposed five pole scope of work (three on-site and two off-site) Rule 20b
Project is $109,398.The Applicant has also indicated that the work performed by the
contractor would have the samecost estimate of $585,000. The total cost of
undergrounding the fiveutility poles would be approximately $694,398.
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In order to receive the SCE credit, the Applicant decided to pursue theexpanded Rule
20bscope of workandhas submitted a request thatthe City provide fundingof
$469,398 for the portion of the work under the Rule 20b scenario and work provided by
the Applicant’s contractor (Attachment 4).This includes$34,398 for SCE labor of
installing switches, transformers, cables, and removal of existing poles,and $435,000
for the laborthat the Applicant isresponsiblefor, includingtrenching, installing conduits,
andpurchasing and installing storage equipment.The Applicant is willing to pay
$75,000 for the SCE labor and $150,000 for the contracting work. Thetotal cost that the
Applicant is willing to payto pursue Rule 20b is $225,000(roughly 1/3 of the total cost).
A summary of the costs for each scenarioand the Applicant’s requestis provided
below:
Rule 20b – Proposedby Applicant
(undergrounding of three on-site poles and twooff-site polesand one guy pole)
Southern California Private ContractorTotal
EdisonChargesCharges
$109,398$585,000$694,398
Proposed to be Paid by -$75,000-$150,000-$225,000
Applicant
Requested City -$34,398-$435,000-$469,398
Contribution
Rule 20c – Not Proposedby Applicant
(undergrounding of three on-site poles and one off-site pole)
Southern California Private ContractorCostsTotal
EdisonCosts
$193,317*$585,000**$778,317
*Preliminary costestimate
**Though this scope of work would be smaller than the Rule 20b scenario, the Applicant has stated that
the contractor costs would be the same.
Generally, costs associated with the undergrounding of utilitypoles (on-site and off-site)
associatedwithnew developmentarethe responsibility of the developer. The
application of the standard conditions of approval, as adopted by the City Council, is
uniformly applied to all development projects citywide. The Applicant, however, is
requestingthat the City fund $469,398 towards this work. The City does not have
existingfunding sources identified for this purpose.Further, the use of City funds to
support private development may trigger prevailing wage considerationsand may
increase the cost of the labor.For these reasons, staff is recommending that the City
Council adopt a resolution approving the IPD and CUP, but denying the request for the
City to fund costs associated with the undergrounding of overhead utilities.
Should the Council want to consider other options for assisting in the Applicant with the
development of this site, staff has identified the following potential alternatives:
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Alternative No. 1: Approve the IPD and CUP, and require the Applicant to fund
the formation of a Community Facilities District (CFD) in an amount no higher
than the cost of undergrounding four poles that include SCE cost and
Contractor’s cost based on a Final Estimate provided by SCE.A deposit to the
City in the amount of the total cost of $778,317would be required to begin work
on the CFD formation.
Should Council elect this alternative, the Council should be aware that formation
of a CFD would take 9-12 monthsto complete and would delay the construction
of the project.The Applicant would also be required to pay additional SCE feesto
acquireanactual cost estimate for the work.Furthermore, the project parking lot
design would need to be modified to work around the location of existing poles.
In order to ensure the project meets City Code, a condition of approval would be
added for any modifications to the site plan be reviewed by the Community
Development Director.
Alternative No. 2: Approve the IPD and CUP, and waive Standard Condition
No. 145 (requirement to underground utilities).
Should Council elect this alternative, staff suggests that Council identify objective
parameters for the basis of the waiver of condition, such as project size (i.e.on a
project of 3.5acres or less), zoning (i.e.projects within industrial zoning districts),
or some other objective standardto provide guidance for subsequent developer
requests. This alternative would also requirechanges to the siteplan.If this
alternative is preferred, acondition of approval would be required so thatany
modifications to the site planresulting from the poles remaining on-site wouldbe
reviewed by the Community Development Director.
Findings
Industrial Planned Development Permit Findings
In order to approvethe Industrial Planned Development Permit, the following findings
must be made:
1.The site design, including structure location, size, height, setbacks, massing,
scale, architectural style and colors, and landscaping, is consistent with the goals
and policies of the City’s General Plan and Zoning Ordinanceas described in the
staff report an attachments thereto in that the building design features a
contemporary industrial architecture that includes concrete tilt-up panels with
rectangular tinted clerestory windows and roll-up truck doors. The scale of the
building is compatible with the surrounding business campus directly adjacent to
the project site.
2.The site design would not create negative impacts on or impair the utility of
properties, structures or uses in the surrounding area in that the building height
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of41-feet and 6-inches is generally consistent with the height of the existing
industrial buildingsin the vicinity. In addition, the building is below the grade level
of the adjacent lot.
3.The proposed use is compatible with existing and permitted uses in the
surrounding area in that suitable uses, such as, light industrial services, technical
research and business officewould be permitted under theIndustrial Park (M-1)
Zoning designation.
Conditional Use Permit
In order to approvethe Conditional Use Permit for the additional building height, the
following findings must be made:
1.The proposed use is consistent with the provisions of the General Plan, zoning
ordinance, and any other applicable regulations;in that Table 17.24.031 of the
City Code allows a maximum building height of 60-feet within the Industrial Park
(M-1) zone with an approved CUP.
2.The proposed use is compatible with both existing and permitted land uses in the
surrounding area, in that the proposed building height of 41-feet and 6-inches is
common in the existingbusiness campus.
3.The proposed use is compatible with the scale, visual character, and design of
surrounding properties, in that the proposed building height is appropriate for the
architecture of the building and consistent with adjacent industrial buildings.
4.The proposeduse would not be obnoxious or harmful, or impair the utility of
neighboring property or uses, in that the proposed building is below the grade
level ofthe adjacent lot; therefore, the visual impact of the proposed building is
minor and would not present any impacts on adjoining uses.
5.The proposed use would not be detrimental to the public health, safety,
convenience, or welfare, in that the projectis substantially consistent with
existing industrial development in the vicinity, includes sufficient loading and on-
site parking facilities, and will be designed to comply with all applicable codes
and regulations.
NOTICING
Public Notice for this meeting was given consistent with Chapter 17.44.070 of the
Zoning Ordinance as follows:
1.Publication. The notice of the public hearing was published in the Ventura
County Star on July 5, 2020.
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2.Mailing. The notice of the public hearing was mailed on July 3,2020,to owners
of real property, as identified on the latest adjusted Ventura County Tax Assessor
Roles, within one-thousand (1,000) feet of the exterior boundaries of the
assessor’s parcel(s) subject to the hearing.
3.Sign. Two 32 square-foot signswereplaced on the street frontage on July 3,
2020.
PROCESSING TIME LIMITS
Time limits have been established for the processing of development projectsunder the
Permit Streamlining Act (Government Code Title 7, Division 1, Chapter 4.5), the
Subdivision Map Act (Government Code Title 7, Division 2), and the California
Environmental Quality Act Statutes and Guidelines (Public Resources Code Division 13,
and California Code of Regulations, Title 14, Chapter 3). Under the applicable
provisions of these regulations, the following timelines have been established for action
on this project:
ENVIRONMENTAL DETERMINATION
In accordance with the City’s environmental review procedures adopted by resolution,
the Community Development Director or designee determines the level of review
necessary for a project to comply with the California Environmental Quality Act (CEQA).
Some projects may be exempt from review based upon a specific category listed in
CEQA. Other projects may be exempt under a general rule that environmental review is
not necessary where it can be determined that there would be no possibility of
significant effect upon the environment. A project which does not qualify for an
exemption requires the preparation of an Initial Study to assess the level of potential
environmental impacts.
Pursuant to Section 15332(Class 32: In-Fill Development Projects) of the CEQA
Guidelines, projects characterized as in-fill developmentthat are substantially
surrounded by urban uses are categorically exempt from environmental review. The
CEQA Compliance and Exemption Determination (Attachment 5) compares the details
of the proposed projects with the requirements to make the determination of the 15332
exemption, including that:
(a)The project is consistent with the applicable general plan designation and all
applicable general plan policies as well as with applicable zoning designation and
regulations;
(b)The proposed development occurs withincity limits on a project site of no more
than five acres substantially surrounded by urban uses;
(c)The project site has no value as habitat for endangered, rare, or threatened
species;
(d)Approval of the project would not result in any significant effects related to traffic,
noise, air quality, or water quality; and
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(e)The site can be adequately served by all required utilities and public services.
As outlined in the Determination, the project is consistent Section 15332 of the CEQA
Guidelines and no further environmental review is required.
PLANNING COMMISSION RECOMMENDATION
On June 2, 2020, the Planning Commission voted 3-0, with Commissioner Di Cecco
dissenting,to adopt Resolution No. 2020-650 (Attachment 6) recommending that the
City Councilconditionally approve Industrial Planned Development No. 2019-01 and
Conditional Use Permit No. 2020-02. Because the request for financial assistance for
undergrounding of utilities is not within the purview of the Commission, the vote was
based purely on the IPD and CUP requests.
FISCAL IMPACT
Staff costs associated with the processing of the entitlements are reimbursable through
the developer deposit account with the City. All landscaping within the project will be
maintained by the property owner.
STAFF RECOMMENDATION (ROLL CALL VOTE REQUIRED)
1.Open the public hearing, accept public testimony and close the public hearing;
and
2.Adopt Resolution No. 2020-____ approvingIndustrial Planned Development
No.2019-01 and Conditional Use Permit No. 2020-02, subject to the conditions
of approval contained therein, and denying theApplicant’s funding request of
$469,398 for costs associated with the undergrounding of utilities pursuant to the
Southern California Edison Rule 20b scenario.
Attachment 1:Location Map
Attachment 2:Aerial Map
Attachment 3:Project Exhibits
A.Site Plan
B.Exterior Elevations
C.Floor Plan
D.Landscape Plan
Attachment 4: Request Letter from Mr. Paul Minoo and Southern California Edison
and Contractor’s Costs
Attachment 5:California Environmental Quality Act Compliance and Exemption
Determination, including Focused Traffic Analysis
Attachment 6: Planning Commission Resolution No. 2020-650
Attachment 7: Draft Resolution with Conditions of Approval
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Location Map - 5850 Condor Drive
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Aerial Map - 5850 Condor Drive
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From:Paul Minoo
To:Freddy Carrillo
Subject:5850 Condor Drive, Moorpark
Date:Wednesday, June 24, 2020 2:43:14 PM
To: City of Moorpark Planning Department
Dear Sirs:
The scope of the work from Edison Company has changed since Rule 20B is being implemented. The work that my
contractor needs to do does not change.
Therefore, the quotation remains the same.
Currently the estimate from Edison is $109,398 plus $585,000 from my contractor,
that totals to $694,398.
We are willing to pay $75,000 from Edison and $150,000 from the contractor,
that would be $225,000 in total.
Therefore, I am requesting the City of Moorpark to find a way to come upto a solution for the remaining balance of
$469,398.
Best Regards,
Paul Minoo
4M Investment Corporation4M Investment Corporation
6222 Wilshire Blvd Suite 2706222 Wilshire Blvd Suite 270
Los Angeles, CA 90048Los Angeles, CA 90048
# (213) # (213) # (213) # (213)624-4040 x100624-4040 x100
Fax # (213) 624-4050Fax # (213) 624-4050
Please consider only printing this email if necessary.
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<UNHIDDEN>
5850 CONDOR DRIVE
FOCUSED TRAFFIC ANALYSIS
City of Moorpark
October 2, 2019
XJXT M¨
Perrie Ilercil, PE (AZ)
Giancarlo Ganddini, TE, PTP
GANDDINI GROUP, INC.
550 Parkcenter Drive, Suite 202
Santa Ana, CA 92705
(714) 795-3100 | www.ganddini.com 19-0186
39
TABLE OF CONTENTS
EXECUTIVE SUMMARY
1. INTRODUCTION .................................................................................................................................................... 1
Purpose and Objectives ................................................................................................................................................. 1
Project Description .......................................................................................................................................................... 1
Study Area ......................................................................................................................................................................... 1
Analysis Scenarios ........................................................................................................................................................... 1
2. METHODOLOGY ................................................................................................................................................... 4
Intersection Delay Methodology ................................................................................................................................. 4
Performance Standards .................................................................................................................................................. 5
Threshold of Significance .............................................................................................................................................. 5
3. EXISTING CONDITIONS ...................................................................................................................................... 6
Existing Roadway System ...............................................................................................................................................................................
............................................................................................... 6
Pedestrian Facilities .................................................................................................................................................................................
.......................................................................................................................................................................................................
................................. 6
Transit Facilities ....................................................................................................................................................................................
.......................................................................................................................................................................................................
..................................................................................................... 6
General Plan Context ..................................................................................................................................................................................
.......................................................................................................................................................................................................
............................ 6
Existing Roadway Volume ...............................................................................................................................................................................
.......................................................................................................................................................................................................
....................... 6
Existing Intersection Level of Service.................................................................................................................................................................
........................................................................................................................................................ 7
4. PROJECT TRIP GENERATION/DISTRIBUTION PROJECT TRIP GENERATION/DISTRIBUTION ..........................................................................................................................
.................................................................................................................................................... 15
t
Project Trip Generation ...............................................................................................................................................................................
.......................................................................................................................................................................................................
.................................................... 15
Project Distribution ..................................................................................................................................................................................
.......................................................................................................................................................................................................
......................................................................... 15
Project Design Features ...............................................................................................................................................................................
.......................................................................................................................................................................................................
.................................................... 15
f
5. FUTURE CONDITIONS ..................................................................................................................................................................................
.......................................................................................................................................................................................................
......................... 22
Existing Plus Project Volumes Existing Plus Project Volumes Existing Plus Project Volumes .............................................................................................................
.......................................................................................................................................................................................................
..................................................................................... 22
Intersection Levels of Service Intersection Levels of Service Intersection Levels of Service ..........................................................................................................
.......................................................................................................................................................................................................
........................................................................................ 22
a
Traffic Signal Warrant Analysis Traffic Signal Warrant Analysis Traffic Signal Warrant Analysis .......................................................................................................
.......................................................................................................................................................................................................
................................................................................... 22
Queueing Analysis Queueing Analysis Queueing Analysis .................................................................................................................................................
.......................................................................................................................................................................................................
................................................................................................................ 22
r
Significant Impact EvaluationSignificant Impact EvaluationSignificant Impact Evaluation................................................................................................................
.......................................................................................................................................................................................................
........................................................................................ 23
6. CONCLUSIONS ........................................................................................................................................................................................
.......................................................................................................................................................................................................
............................................................. 28
Mitigation Measures ...................................................................................................................................................................................
.......................................................................................................................................................................................................
.................................................................. 28
General Recommendations General Recommendations General Recommendations ...............................................................................................................................
.......................................................................................................................................................................................................
.................................................................................. 28
D
APPENDICES
Appendix A Glossary
Appendix B Scoping Agreement
Appendix C General Plan Circulation Element Figures
Appendix D Intersection Turning Movement Count Worksheets
Appendix E Intersection Level of Service Worksheets
Appendix F Traffic Signal Warrant Worksheets
5850 Condor Drive
Focused Traffic Analysis
i 19-0186
40
LIST OF TABLES
Table 1. Existing Intersection Levels of Service ........................................................................................................... 8
Table 2. Project Trip Generation ................................................................................................................................... 16
Table 3. Existing Plus Project Intersection Levels of Service ................................................................................ 26
Table 4. Westbound Vehicle Queue at Princeton Avenue/Condor Drive ........................................................ 27
LIST OF FIGURES
Figure 1. Project Location Map .......................................................................................................................................... 2
Figure 2. Site Plan ..................................................................................................................................................................
3
Figure 3. Existing Lane Geometry and Intersection Traffic Controls Existing Lane Geometry and Intersection Traffic Controls .......................................................................
9
Figure 4. Existing Pedestrian Facilities ..............................................................................................................................................................
.......................................................................................................................................................................................................
......... 10
Figure 5. City Transit Routes .........................................................................................................................................................................
.......................................................................................................................................................................................................
................................................. 11
Figure 6. Existing Average Daily Traffic Volumes Existing Average Daily Traffic Volumes ...............................................................................................................
...................................................................................................................................................................................................
12
Figure 7. Existing AM Peak Hour Intersection Turning Movement Volumes Existing AM Peak Hour Intersection Turning Movement Volumes Existing AM Peak Hour Intersection Turning Movement
Volumes ............................................................................................................................................................... 13
t
Figure 8. Existing PM Peak Hour Intersection Turning Movement Volumes Existing PM Peak Hour Intersection Turning Movement Volumes Existing PM Peak Hour Intersection Turning Movement
Volumes .......................................................................................................... 14
Figure 9. Project Trip Distribution (Cars) Project Trip Distribution (Cars) ...........................................................................................................................
.......................................................................................................................................................................................................
................................ 17
f
Figure 10. Project Trip Distribution (Trucks) Project Trip Distribution (Trucks) ......................................................................................................................
.......................................................................................................................................................................................................
......................... 18
Figure 11. Project Average Daily Traffic Volumes Project Average Daily Traffic Volumes Project Average Daily Traffic Volumes ..........................................................................
.......................................................................................................................................................................................................
.................................... 19
a
Figure 12. Project AM Peak Hour Intersection Turning Movement Volumes Project AM Peak Hour Intersection Turning Movement Volumes Project AM Peak Hour Intersection Turning Movement Volumes
...................................................... 20
Figure 13. Project PM Peak Hour Intersection Turning Movement Volumes Project PM Peak Hour Intersection Turning Movement Volumes Project PM Peak Hour Intersection Turning Movement Volumes
...................................................... 21
r
Figure 14. Existing Plus Project AM Peak Hour Intersection Turning Movement Volumes Existing Plus Project AM Peak Hour Intersection Turning Movement Volumes Existing Plus Project AM
Peak Hour Intersection Turning Movement Volumes ............................. 24
Figure 15. Existing Plus Project PM Peak Hour Intersection Turning Movement VolumesExisting Plus Project PM Peak Hour Intersection Turning Movement VolumesExisting Plus Project PM Peak
Hour Intersection Turning Movement Volumes.............................. 25
D
5850 Condor Drive
Focused Traffic Analysis
ii 19-0186
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EXECUTIVE SUMMARY
PROJECT DESCRIPTION
The 3.465-acre project site is located at 5850 Condor Drive in the City of Moorpark. The project site is
currently undeveloped. The proposed project consists of developing the project site with a 48,211 square
foot new industrial building with 115 stalls of vehicle parking and 10 bicycle parking. The proposed project
will provide two full access driveways on Condor Drive.
EXISTING CONDITIONS
The study intersections currently operate within acceptable Levels of Service (C or better) during the peak
hours for Existing conditions, with the exception of the following study intersection (see Table 1):
Princeton Avenue at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F)
Since the intersection of Princeton Avenue at Condor Drive is one-way stop controlled, the Level of Service Since the intersection of Princeton Avenue at Condor Drive is one-way stop
controlled, the Level of Service Since the intersection of Princeton Avenue at Condor Drive is one-way stop controlled, the Level of Service
is based on the movement with the worst (highest) delay value, or in this case the westbound left-turn is based on the movement with the worst (highest) delay value, or in this case
the westbound left-turn is based on the movement with the worst (highest) delay value, or in this case the westbound left-turn
movement. The uncontrolled through movements along Princeton Avenue are free-flow and operate at Level movement. The uncontrolled through movements along Princeton Avenue are free-flow
and operate at Level movement. The uncontrolled through movements along Princeton Avenue are free-flow and operate at Level
of Service A. The westbound right-turn lane currently operates at Level of Service C or better during the AM of Service A. The westbound right-turn lane currently operates at Level of
Service C or better during the AM of Service A. The westbound right-turn lane currently operates at Level of Service C or better during the AM
and PM peak hours.
PROJECT TRIPS
The proposed project is forecast to generate approximately 239 daily vehicle trips, including 34 vehicle trips The proposed project is forecast to generate approximately 239 daily vehicle
trips, including 34 vehicle trips The proposed project is forecast to generate approximately 239 daily vehicle trips, including 34 vehicle trips
during the AM peak hour and 30 vehicle trips during the PM peak hour. In Passenger Car Equivalent (PCE) during the AM peak hour and 30 vehicle trips during the PM peak hour. In Passenger
Car Equivalent (PCE) during the AM peak hour and 30 vehicle trips during the PM peak hour. In Passenger Car Equivalent (PCE)
trips, the project is forecast to generate approximately 287 daily PCE trips, including 41 PCE trips during the trips, the project is forecast to generate approximately 287 daily PCE
trips, including 41 PCE trips during the trips, the project is forecast to generate approximately 287 daily PCE trips, including 41 PCE trips during the
AM peak hour and 36 PCE trips during the PM peak hour (see AM peak hour and 36 PCE trips during the PM peak hour (see AM peak hour and 36 PCE trips during the PM peak hour (see Table
2Table 2).
FORECAST CONDITIONS FORECAST CONDITIONS
The westbound left-turn movement at the intersection of Princeton Avenue at Condor Drive is forecast to The westbound left-turn movement at the intersection of Princeton Avenue at Condor
Drive is forecast to The westbound left-turn movement at the intersection of Princeton Avenue at Condor Drive is forecast to
continue operating at deficient Levels of Service (D/F) with the addition of project-generated trips; all other continue operating at deficient Levels of Service (D/F) with the addition
of project-generated trips; all other continue operating at deficient Levels of Service (D/F) with the addition of project-generated trips; all other
movements are forecast to continue operating within acceptable Levels of Service (C or better) during the movements are forecast to continue operating within acceptable Levels of Service
(C or better) during the movements are forecast to continue operating within acceptable Levels of Service (C or better) during the
peak hours.
The unsignalized study intersection of Princeton Avenue at Condor Drive does not satisfy the California The unsignalized study intersection of Princeton Avenue at Condor Drive does not
satisfy the California The unsignalized study intersection of Princeton Avenue at Condor Drive does not satisfy the California
MUTCD peak hour volume warrant (Warrant 3) for Existing or Existing Plus Project conditions. MUTCD peak hour volume warrant (Warrant 3) for Existing or Existing Plus Project conditions.
Based on the results of the Level of Service, peak hour signal warrant, and queue length analyses, the proposed
project is forecast to result in no significant impacts at the study intersections for Existing Plus Project
conditions during the AM and PM peak hours.
MITIGATION MEASURES
No off-site mitigation measure improvements were identified since the proposed project is forecast to result
in no significant traffic impacts at the study intersections for the scenarios analyzed.
5850 Condor Drive
Focused Traffic Analysis
ES-1 19-0186
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1. INTRODUCTION
This section describes the purpose of this traffic impact analysis, project location, proposed development, and
study area. Figure 1 shows the project location map and Figure 2 illustrates the project site plan.
PURPOSE AND OBJECTIVES
The purpose of this study is to provide an assessment of traffic operations resulting from development of the
proposed project and to identify measures necessary to mitigate potentially significant traffic impacts as
requested in the pre-application review letter dated October 10, 2018 from the City of Moorpark.
This report summarizes our methodology, analysis, and findings. Although this is a technical report, effort has
been made to write the report clearly and concisely. A glossary is provided within Appendix A to assist the
reader with terms related to transportation planning.
PROJECT DESCRIPTION
Figure 1 shows the project location map. The 3.465-acre project site is located at 5850 Condor Drive in the shows the project location map. The 3.465-acre project site is located at
5850 Condor Drive in the shows the project location map. The 3.465-acre project site is located at 5850 Condor Drive in the
City of Moorpark. The project site is currently undeveloped. City of Moorpark. The project site is currently undeveloped. City of Moorpark. The project site is currently undeveloped.
The site plan is illustrated on Figure 2. The proposed project consists of developing the project site with The proposed project consists of developing the project site with The proposed
project consists of developing the project site with a
48,211 square foot new industrial building with 115 stalls of vehicle parking and 10 bicycle parking. The 48,211 square foot new industrial building with 115 stalls of vehicle parking
and 10 bicycle parking. The 48,211 square foot new industrial building with 115 stalls of vehicle parking and 10 bicycle parking. The
proposed project will provide two full access driveways on Condor Drive. proposed project will provide two full access driveways on Condor Drive. proposed project will provide two full
access driveways on Condor Drive.
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STUDY AREA
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The study area and other parameters of the analysis were identified based on scoping input from City of The study area and other parameters of the analysis were identified based on scoping
input from City of The study area and other parameters of the analysis were identified based on scoping input from City of
Moorpark staff (see Appendix BAppendix B). The study area consists of the following study intersections and project ). The study area consists of the following study intersections and
project ). The study area consists of the following study intersections and project
driveways:
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Study IntersectionsStudy IntersectionsStudy Intersections Jurisdiction
1. Princeton Avenue (NS) at Condor Drive (EW)Princeton Avenue (NS) at Condor Drive (EW)Princeton Avenue (NS) at Condor Drive (EW) Moorpark
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2. Avenida Colonia (NS) at Condor Drive (EW)Avenida Colonia (NS) at Condor Drive (EW)Avenida Colonia (NS) at Condor Drive (EW) Moorpark
ANALYSIS SCENARIOS
This study evaluates the following analysis scenarios for typical weekday AM and PM peak hour conditions: This study evaluates the following analysis scenarios for typical weekday AM
and PM peak hour conditions: This study evaluates the following analysis scenarios for typical weekday AM and PM peak hour conditions:
DDDD
Existing
Existing Plus Project
5850 Condor Drive
Focused Traffic Analysis
1 19-0186
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DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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2. METHODOLOGY
This section describes the analysis methodologies used to assess transportation facility performance as
adopted by the respective jurisdictional agencies.
Analysis of signalized intersections within the City of Moorpark is based on the Intersection Capacity
Utilization (ICU) methodology. Since both study intersections are unsignalized, performance of the
unsignalized study intersections was assessed using the intersection delay methodology based on the
procedures contained in the Highway Capacity Manual
INTERSECTION DELAY METHODOLOGY
The HCM intersection delay methodology considers the traffic volume and distribution of movements, traffic
composition, geometric characteristics, and gap times/signalization details (as applicable) to calculate the
average control delay per vehicle and corresponding Level of Service. Control delay is defined as the portion
of delay attributed to the intersection traffic control (such as a traffic signal or stop sign) and includes initial of delay attributed to the intersection traffic control (such as
a traffic signal or stop sign) and includes initial
deceleration, queue move-up time, stopped delay, and final acceleration delay. The intersection control delay deceleration, queue move-up time, stopped delay, and final acceleration
delay. The intersection control delay deceleration, queue move-up time, stopped delay, and final acceleration delay. The intersection control delay
is then correlated to Level of Service based on the following thresholds: is then correlated to Level of Service based on the following thresholds: is then correlated to Level of Service
based on the following thresholds:
Intersection Control Delay
(Seconds / Vehicle)
Level of
Service
Signalized Unsignalized
Intersection IntersectionIntersection
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DescriptionDescription
EXCELLENT OPERATIONEXCELLENT OPERATIONEXCELLENT OPERATION. All approaches to the
intersection appear intersection appear intersection appear quite open, turning movements are quite open, turning movements are quite open, turning movements are
ffffffffffffffffff
A
easily made and nearly all drivers find freedom of easily made and nearly all drivers find freedom of easily made and nearly all drivers find freedom of
operation.operation.operation.
VERY GOOD OPERATIONVERY GOOD OPERATIONVERY GOOD OPERATION: Many drivers begin to feel
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somewhat restricted within platoons of vehicles. This somewhat restricted within platoons of vehicles. This
B represents stable represents stable represents stable flow. An approach to an intersection
rrrrrrrrrrrrrrrrrr
may occasionally be fully utilized and traffic queues start may occasionally be fully utilized and traffic queues start
to form.to form.
GOOD OPERATION. Occasionally backups may develop
C behind turning vehicles. Most drivers feel somewhat
restricted.
DDDDDDDDDDDDDDDDDD
FAIR OPERATION. There are no long-standing traffic
D queues. This level is typically associated with design
practice for peak periods.
POOR OPERATION. Some long-standing vehicular
E
queues develop on critical approaches.
FORCED FLOW. Represents jammed conditions.
Backups from locations downstream or on the cross
street may restrict or prevent movements of vehicles out
F > 80.0 > 50.0
of the intersection approach lanes; therefore, volumes
carried are not predictable. Potential for stop-and-go
type traffic flow.
Source: Transportation Research Board, Highway Capacity Manual (6th Edition).
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Level of Service is used to qualitatively describe the performance of a roadway facility, ranging from Level of
Service A (free-flow conditions) to Level of Service F (extreme congestion and system failure). At intersections
with traffic signal or all way stop control, Level of Service is determined by the average control delay for the
overall intersection. At intersections with cross street stop control (i.e., one- or two-way stop control), Level
of Service is determined by the average control delay for the worst individual movement (or movements
sharing a single lane). The intersection delay analysis was performed using the Vistro software and default
values recommended in the HCM.
PERFORMANCE STANDARDS
The City of Moorpark has established a minimum acceptable Level of Service C for peak hour intersection
operations.
THRESHOLD OF SIGNIFICANCE
Many jurisdictions in the region, including the City of Moorpark do not have established significant impact
thresholds for unsignalized intersections. For this traffic impact analysis, a project impact at an unsignalized thresholds for unsignalized intersections. For this traffic impact analysis,
a project impact at an unsignalized
intersection is considered significant if the addition of project-generated trips is forecast to cause or worsen intersection is considered significant if the addition of project-generated
trips is forecast to cause or worsen intersection is considered significant if the addition of project-generated trips is forecast to cause or worsen
Level of Service D, E or F and a peak hour traffic signal warrant is satisfied (per California Manual on Uniform Level of Service D, E or F and a peak hour traffic signal warrant is
satisfied (per California Manual on Uniform Level of Service D, E or F and a peak hour traffic signal warrant is satisfied (per California Manual on Uniform
Traffic Control Devices).
If a project is forecast to cause a significant impact, feasible mitigation measures that will reduce the impact If a project is forecast to cause a significant impact, feasible mitigation
measures that will reduce the impact If a project is forecast to cause a significant impact, feasible mitigation measures that will reduce the impact
to a less than significant level will be identified. Mitigation measures can be in many forms, including the Mitigation measures can be in many forms, including the Mitigation measures
can be in many forms, including the
addition of lanes, traffic control modification, or demand management measuresaddition of lanes, traffic control modification, or demand management measuresaddition of lanes, traffic
control modification, or demand management measures. If no feasible mitigation
t
measures can be identified for a significantly impacted facility, the impact will remain significant and measures can be identified for a significantly impacted facility, the impact
will remain significant and measures can be identified for a significantly impacted facility, the impact will remain significant and
unavoidable and a statement of overriding considerations will be required. unavoidable and a statement of overriding considerations will be required. unavoidable and a statement of overriding
considerations will be required.
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3. EXISTING CONDITIONS
EXISTING ROADWAY SYSTEM
Figure 3 identifies the lane geometry and intersection traffic controls for Existing conditions based on a field
survey of the study area. The key north-south roadway providing local circulation is Princeton Avenue. The
key east-west roadway providing local circulation is Condor Drive.
Princeton Avenue is a two-lane undivided to four-lane divided roadway in the study area. North of Condor
Drive, Princeton Avenue is a four-lane roadway with a raised median and intermittent left turn lanes.
South/west of Condo, Princeton Avenue is a two-lane undivided roadway. Princeton Avenue is classified as a
Rural Collector (2-4 lanes divided roadway with 54-64 feet of pavement width) in the City of Moorpark
General Plan. On-street parking is prohibited in the project vicinity. Princeton Avenue is indicated as a Class
III Bike Route (indicated by signs only) in the City of Moorpark General Plan. A dedicated on-street bicycle
lane is provided north of Condor Drive on the eastside of the roadway. Sidewalks are provided on both sides
of the roadway north of Condor Drive and on the west side of the roadway south of Condor Drive. The of the roadway north of Condor Drive and on the west side of the roadway south of
Condor Drive. The
posted speed limit of 40 miles per hour north of Condor Drive and 35 miles per hour south of Condor Drive; posted speed limit of 40 miles per hour north of Condor Drive and 35 miles
per hour south of Condor Drive; posted speed limit of 40 miles per hour north of Condor Drive and 35 miles per hour south of Condor Drive;
the advisory speed is reduced to 30 miles per hour through the curve at the intersection of Condor Drive. the advisory speed is reduced to 30 miles per hour through the curve at the
intersection of Condor Drive. the advisory speed is reduced to 30 miles per hour through the curve at the intersection of Condor Drive.
The Princeton Avenue Improvement Project will improve 4,000 feet of roadway from Condor Drive to the The Princeton Avenue Improvement Project will improve 4,000 feet of roadway from
Condor Drive to the The Princeton Avenue Improvement Project will improve 4,000 feet of roadway from Condor Drive to the
Sharma Construction property. The improvements include roadway widening from 28 to 54 feet to provide Sharma Construction property. The improvements include roadway widening from 28
to 54 feet to provide Sharma Construction property. The improvements include roadway widening from 28 to 54 feet to provide
standard width lanes, a continuous left turn lane median, bike lanes, sidewalks, landscaped parkways, drainage standard width lanes, a continuous left turn lane median, bike lanes, sidewalks,
landscaped parkways, drainage standard width lanes, a continuous left turn lane median, bike lanes, sidewalks, landscaped parkways, drainage
improvements, street lights, and screening/retaining walls where necessary. improvements, street lights, and screening/retaining walls where necessary. improvements, street lights, and
screening/retaining walls where necessary.
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Condor Drive is a two-lane undivided roadway in the study area. Condor Drive is an unclassified roadway in is a two-lane undivided roadway in the study area. Condor Drive is an unclassified
roadway in is a two-lane undivided roadway in the study area. Condor Drive is an unclassified roadway in
the City of Moorpark General Plan. OnOn-street parking is prohibited on both sides of the roadway in the study -street parking is prohibited on both sides of the roadway in the study
-street parking is prohibited on both sides of the roadway in the study
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area. Dedicated on-street bicycle lanes are not provided in the study area. Sidewalks are generally provided Dedicated on-street bicycle lanes are not provided in the study area. Sidewalks
are generally provided Dedicated on-street bicycle lanes are not provided in the study area. Sidewalks are generally provided
on both sides of the roadway. The posted speed limit is 25 miles per hour. on both sides of the roadway. The posted speed limit is 25 miles per hour. on both sides of the roadway. The
posted speed limit is 25 miles per hour.
a
PEDESTRIAN FACILITIES
Existing pedestrian facilities in the project vicinity are shown on Existing pedestrian facilities in the project vicinity are shown on Existing pedestrian facilities in the project
vicinity are shown on Figure 4. As shown on Figure 4, a pedestrian
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sidewalk is currently provided along the project site west frontasidewalk is currently provided along the project site west frontasidewalk is currently provided along the project site
west frontage.
TRANSIT FACILITIES
Figure 5 shows the existing transit routes available in the project vicinity. As shown in shows the existing transit routes available in the project vicinity. As shown in shows the
existing transit routes available in the project vicinity. As shown in Figure 5, the study area
D
is currently served by Route 1 and 2 along Princeton Avenueis currently served by Route 1 and 2 along Princeton Avenueis currently served by Route 1 and 2 along Princeton Avenue.
GENERAL PLAN CONTEXT
The City of Moorpark General Plan Circulation Element roadway classifications map and standard roadways
cross-section figure show the nature and extent of arterial and collector highways that are needed to
adequately serve the ultimate development depicted by the Land Use Element of the General Plan.
Additionally, the City of Moorpark General Plan Bike Route shows existing and proposed bike routes and
classifications. The City of Moorpark General Plan Circulation Map, standard Roadway Cross-sections and
Bike Routes are included in Appendix C.
EXISTING ROADWAY VOLUME
Figure 6 shows the Existing average daily traffic volumes. The Existing average daily traffic volumes have been
factored from peak hour intersection turning movement volumes using the following formula for each
intersection leg:
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Evening Peak Hour (Approach Volume + Exit Volume) x 10 = Leg Volume.
Existing peak hour intersection turning movement volumes are based upon AM peak period and PM peak
period intersection turning movement counts obtained in September 2019 during typical weekday conditions.
The AM peak period was counted between 7:00 AM and 9:00 AM and the PM peak period was counted
between 4:00 PM and 6:00 PM. The actual peak hour within the peak period is the four consecutive 15-
minute periods with the highest total volume when all movements are added together. Thus, the weekday PM
peak hour at one intersection may be 4:45 PM to 5:45 PM if the four consecutive 15-minute periods have
the highest combined volume. Intersection turning movement count worksheets are provided in Appendix D.
Figure 7 and Figure 8 show the Existing AM peak hour and PM peak hour intersection turning movement
volumes, respectively.
EXISTING INTERSECTION LEVEL OF SERVICE
The study intersection Levels of Service for Existing conditions have been calculated and are shown in The study intersection Levels of Service for Existing conditions have been calculated
and are shown in Table
1. Level of Service calculation worksheets are provided in Appendix EAppendix EAppendix E. .
As shown in Table 1, the study intersections currently operate within acceptable Levels of Service (C or better) , the study intersections currently operate within acceptable Levels
of Service (C or better) , the study intersections currently operate within acceptable Levels of Service (C or better)
during the peak hours for Existing conditions, with the exception of the following study intersection: during the peak hours for Existing conditions, with the exception of the following
study intersection: during the peak hours for Existing conditions, with the exception of the following study intersection:
Princeton Avenue at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F) Princeton Avenue at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F) Princeton Avenue
at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F)
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Since the intersection of Princeton Avenue at Condor Drive is one-way stop controlled, the Level of Service Since the intersection of Princeton Avenue at Condor Drive is one-way stop
controlled, the Level of Service Since the intersection of Princeton Avenue at Condor Drive is one-way stop controlled, the Level of Service
is based on the movement with the worst (highest) delay value, or in this case the westbound is based on the movement with the worst (highest) delay value, or in this case the westbound
is based on the movement with the worst (highest) delay value, or in this case the westbound left-turn
f
movement. The uncontrolled through movements along Princeton Avenue are free-flow and operate at Level movement. The uncontrolled through movements along Princeton Avenue are free-flow
and operate at Level movement. The uncontrolled through movements along Princeton Avenue are free-flow and operate at Level
of Service A. The westbound right-turn lane currently operates at Level of Service C or better during the AM of Service A. The westbound right-turn lane currently operates at Level of
Service C or better during the AM of Service A. The westbound right-turn lane currently operates at Level of Service C or better during the AM
and PM peak hours.
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Table1
ExistingIntersectionLevelsofService
AMPeakHourPMPeakHour
Traffic
2323
1
DelayLOSDelayLOS
Control
IDStudyIntersection
0.611.62
1.PrincetonAveatCondorDriveAA
CSS
1.WorstMovement(WestboundLeft)31.1D58.8F
2.AvenidaColoniaatCondorDriveCSS9.1A8.8A
Notes:
(1)CSS=CrossStreetStop
(2)Delayisshowninsecondspervehicle.Forintersectionswithcrossstreetstopcontrol,LOSisbasedonaveragedelayoftheworstindividual
lane(ormovementssharingalane).
(3)LOS=LevelofService
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ttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttttt
fffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
fffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
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rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
10
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11
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DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
13
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fffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
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aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
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rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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4. PROJECT TRIP GENERATION/DISTRIBUTION
This section describes how project trip generation, trip distribution, and trip assignment forecasts were
developed. The forecast project volumes are illustrated on figures contained in this section.
PROJECT TRIP GENERATION
Table 2 shows the project trip generation based upon rates obtained from the Institute of Transportation
Engineers (ITE) Trip Generation Manual (10th Edition, 2017). The project trips have been categorized into
passenger cars and trucks based on truck trip data contained in the ITE Trip Generation Handbook (3rd Edition,
2017). Additionally, the project generated truck trips have been converted to Passenger Car Equivalent (PCE)
trips based on a PCE factor of 2.0 for trucks.
As shown in Table 2, the proposed project is forecast to generate approximately 239 daily vehicle trips,
including 34 vehicle trips during the AM peak hour and 30 vehicle trips during the PM peak hour. As also
shown in Table 2, the project is forecast to generate approximately 287 daily PCE trips, including 41 PCE trips , the project is forecast to generate approximately 287 daily PCE trips,
including 41 PCE trips
during the AM peak hour and 36 PCE trips during the PM peak hour. during the AM peak hour and 36 PCE trips during the PM peak hour. during the AM peak hour and 36 PCE trips during
the PM peak hour.
PROJECT DISTRIBUTION
Figure 9 and Figure 10 illustrate the forecast directional distribution patterns of the project generated illustrate the forecast directional distribution patterns of the project generated
illustrate the forecast directional distribution patterns of the project generated
passenger car and truck trips. Passenger car trips are generally more localized with residential or commercial passenger car and truck trips. Passenger car trips are generally more localized
with residential or commercial passenger car and truck trips. Passenger car trips are generally more localized with residential or commercial
origin/destination points, whereas truck trips generally have a more regional distribution travelling to/from origin/destination points, whereas truck trips generally have a more regional
distribution travelling to/from origin/destination points, whereas truck trips generally have a more regional distribution travelling to/from
t
other industrial uses or ports/terminals via the freeway. The project trip distribution patterns are based on other industrial uses or ports/terminals via the freeway. The project trip
distribution patterns are based on other industrial uses or ports/terminals via the freeway. The project trip distribution patterns are based on
review of existing volume data, surrounding land uses, designated truck routes, and the local and regional review of existing volume data, surrounding land uses, designated truck routes,
and the local and regional review of existing volume data, surrounding land uses, designated truck routes, and the local and regional
roadway facilities in the project vicinity. roadway facilities in the project vicinity.
f
Based on the identified project trip generation and distributions, project average daily traffic volumes have Based on the identified project trip generation and distributions, project
average daily traffic volumes have Based on the identified project trip generation and distributions, project average daily traffic volumes have
been calculated and shown on been calculated and shown on Figure Figure Figure 1111. . The project AM and PM peak hour intersection turning movement The project AM and PM peak hour intersection
turning movement The project AM and PM peak hour intersection turning movement
a
volumes for project opening year (2021) conditions are depicted on volumes for project opening year (2021) conditions are depicted on volumes for project opening year (2021) conditions
are depicted on Figure 12 and Figure 13.
PROJECT DESIGN FEATURES PROJECT DESIGN FEATURES PROJECT DESIGN FEATURES
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In accordance with standard conditions of approval, this analysis assumes the following improvements will be In accordance with standard conditions of approval, this analysis assumes
the following improvements will be In accordance with standard conditions of approval, this analysis assumes the following improvements will be
constructed by the project to provide project site access: constructed by the project to provide project site access: constructed by the project to provide project site access:
The proposed project will provide roadway, sidewalk, signing, striping, lighting, curb/gutter and The proposed project will provide roadway, sidewalk, signing, striping, lighting, curb/gutter
and The proposed project will provide roadway, sidewalk, signing, striping, lighting, curb/gutter and
D
landscaping improvements to the ultimate half-section width of adjacent roadways along the property landscaping improvements to the ultimate half-section width of adjacent roadways along
the property
frontage.
The proposed project will provide two full access driveways at Condor Drive in accordance with applicable
City of Moorpark standard plans.
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Table2
ProjectTripGeneration
2
TripGenerationRatesperTSF
AMPeakHourPMPeakHour
1
Source
LandUse/VehicleType%In%OutTotal%In%OutTotalDaily
ITE1100.700.634.96
LightIndustrial88%12%13%87%
VehicleTripsGenerated
AMPeakHourPMPeakHour
Quantity(TSF)
LandUse/VehicleTypeInOutTotalInOutTotalDaily
LightIndustrial48.211
Cars(80%)2432732124191
3
Trucks(20%)
61715648
TOTALVEHICLETRIPSGENERATED 3043442630239
PassengerCarEquivalent(PCE)TripsTripsTripsGeneratedGeneratedGenerated
AMAMAMPeakPeakPeakHourHourHourPMPeakHour
Quantity(TSF)
LandUse/VehicleTypeInOutTotalInOutTotalDailyInOutTotalInOutTotalDailyInOutTotalInOutTotalDaily
LightIndustrial48.211
Cars24327321241912432732124191243273212419124327321241912432732124191
tttttttttttttttttttttttttt
Trucks(PCEFactor=2.0)122142101296122142101296122142101296122142101296
TOTALPCETRIPSGENERATED365415313628736541531362873654153136287
ffffffffffffffffffffffffff
Notes:
(1)
ITE=InstituteofTransportationEngineers,Engineers,TripTripGenerationGenerationGenerationManualManualManual(10th(10th(10thEdition,Edition,Edition,2017);2017);###=LandUseCode.
(2)
TSF=ThousandSquareFeet
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(3)
PerITETripGenerationHandbookHandbookHandbook(3rd(3rd(3rdEdition,Edition,Edition,2017),2017),2017),averageaverageaveragetrucktrucktripstripsforforindustrialindustrialparkusesisapproximately13percent.T
hepercentof
trucksforthisanalysisisroundedroundedroundedupupuptototo20%20%totoprovideprovideprovideaaconservativeconservativeconservativeanalysis.analysis.
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DDDDDDDDDDDDDDDDDDDDDDDDDD
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5. FUTURE CONDITIONS
This section presents traffic volume and operational forecasts for future conditions with the proposed project.
Forecast study area volumes are illustrated on figures contained in this section. Detailed intersection Level of
Service calculation worksheets are provided in Appendix E.
EXISTING PLUS PROJECT VOLUMES
The roadway volumes for Existing Plus Project conditions were developed by adding the project-generated
trips to existing traffic volumes. Existing Plus Project AM and PM peak hour intersection turning movement
volumes are shown on Figure 14 and Figure 15.
INTERSECTION LEVELS OF SERVICE
The intersection Levels of Service for Existing Plus Project conditions are shown in Table 3. As shown Table
3, the study intersections are projected to operate within acceptable Levels of Service (C or better) during the , the study intersections are projected to operate within acceptable
Levels of Service (C or better) during the
peak hours for Existing Plus Project conditions, with the exception of the following study intersection that is peak hours for Existing Plus Project conditions, with the exception of
the following study intersection that is peak hours for Existing Plus Project conditions, with the exception of the following study intersection that is
forecast to continue operating at deficient Levels of Service. forecast to continue operating at deficient Levels of Service.
Princeton Avenue at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F) Princeton Avenue at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F) Princeton Avenue
at Condor Drive - #1 (AM peak hour - LOS D, PM peak hour - LOS F)
Since the intersection of Princeton Avenue at Condor Drive is one-way stop controlled, the Level of Service Since the intersection of Princeton Avenue at Condor Drive is one-way stop
controlled, the Level of Service Since the intersection of Princeton Avenue at Condor Drive is one-way stop controlled, the Level of Service
is based on the movement with the worst (highest) delay value, or in this case the westbound is based on the movement with the worst (highest) delay value, or in this case the westbound
is based on the movement with the worst (highest) delay value, or in this case the westbound left-turn
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movement. The westbound right-turn lane currently operates at Level of Service C or better during the AM movement. The westbound right-turn lane currently operates at Level of Service
C or better during the AM movement. The westbound right-turn lane currently operates at Level of Service C or better during the AM
and PM peak hours. The uncontrolled through movements along Princeton Avenue are free-flow and operate and PM peak hours. The uncontrolled through movements along Princeton Avenue are
free-flow and operate and PM peak hours. The uncontrolled through movements along Princeton Avenue are free-flow and operate
at Level of Service A.
ff
TRAFFIC SIGNAL WARRANT ANALYSIS TRAFFIC SIGNAL WARRANT ANALYSIS TRAFFIC SIGNAL WARRANT ANALYSIS
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The potential need for installation of a traffic signal at the deficient unsignalized study intersection was The potential need for installation of a traffic signal at the deficient
unsignalized study intersection was The potential need for installation of a traffic signal at the deficient unsignalized study intersection was
evaluated based on the California Manual on Uniform Traffic Control Devices evaluated based on the California Manual on Uniform Traffic Control Devices evaluated based on the California
Manual on Uniform Traffic Control Devices California MUTCD
November 2014), Section 4C-101, peak hour volume warrant (Warrant 3). Traffic signal warrant worksheets November 2014), Section 4C-101, peak hour volume warrant (Warrant 3). Traffic
signal warrant worksheets November 2014), Section 4C-101, peak hour volume warrant (Warrant 3). Traffic signal warrant worksheets
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are provided in Appendix FAppendix FAppendix F. . .
The unsignalized study intersection of Princeton Avenue at Condor Drive does not satisfy the California The unsignalized study intersection of Princeton Avenue at Condor Drive does not
satisfy the California The unsignalized study intersection of Princeton Avenue at Condor Drive does not satisfy the California
MUTCD peak hour volume warrant (Warrant 3) for Existing or Existing Plus Project conditions. MUTCD peak hour volume warrant (Warrant 3) for Existing or Existing Plus Project conditions.
MUTCD peak hour volume warrant (Warrant 3) for Existing or Existing Plus Project conditions.
DD
QUEUEING ANALYSIS
Table 4 summarizes the 95th-percentile queue lengths for westbound movements at the intersection of
Princeton Avenue and Condor Drive. Vehicle queues were evaluated based on the HCM back-of-queue
methodology (see Level of Service worksheets in Appendix E).
As shown in Table 4, the calculated queue length for the westbound left turn movement is currently 40 feet
without the proposed project, which represents a typical queue of one to two vehicles. With the addition of
project-generated trips (i.e., Existing Plus Project conditions), the calculated queue length for the westbound
left turn movement is approximately 50 feet, which represents a typical queue of two vehicles. Therefore, the
proposed project is forecast to result in a nominal impact on vehicle queues for the deficient westbound left
turn movement.
Additionally, the distance on Condor Drive between Princeton Avenue and Avenida Colonia is approximately
55 feet. Therefore, the vehicle queues for the westbound approach Condor Drive at Princeton Avenue can
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be accommodated within the available stacking distance without obstructing vehicular movements at the
adjacent intersection of Avenida Colonia and Condor Drive.
SIGNIFICANT IMPACT EVALUATION
The intersection of Princeton Avenue at Condor Drive currently operates at deficient Levels of Service (D/F)
during the AM and PM peak hours based on the westbound left-turn movement only.
The westbound left-turn movement at the intersection of Princeton Avenue at Condor Drive is forecast to
continue operating at deficient Levels of Service (D/F) with the addition of project-generated trips; all other
movements are forecast to continue operating within acceptable Levels of Service (C or better) during the
peak hours.
Although the intersection of Princeton Avenue at Condor Drive is forecast to continue operating deficient
Levels of Service during the peak hours, the project-related impact is considered less than significant since
the peak hour traffic signal warrant is not satisfied.
Based on the results of the Level of Service, peak hour signal warrant, and queue length analyses, the proposed Based on the results of the Level of Service, peak hour signal warrant,
and queue length analyses, the proposed Based on the results of the Level of Service, peak hour signal warrant, and queue length analyses, the proposed
project is forecast to result in no significant impacts at the study intersections for Existing Plus Project significant impacts at the study intersections for Existing Plus Project
significant impacts at the study intersections for Existing Plus Project
conditions during the AM and PM peak hours.
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Table3
ExistingPlusProjectIntersectionLevelsofService
ExistingExistingPlusProject
AMPeakHourPMPeakHourAMPeakHourPMPeakHour
Traffic
23232323
1
DelayLOSDelayLOSDelayLOSDelayLOS
Control
IDStudyIntersection
0.61A1.62A0.862.29
1PrincetonAveatCondorDriveAA
CSS
1.WorstMovement(WestboundLeft)31.1D58.8F34.6D66.8F
2.AvenidaColoniaatCondorDriveCSS9.1A8.8A9.3A8.9A
3.WestProjectAccessatCondorDriveCSS9.2A9.2A
4.EastProjectAccessatCondorDriveCSS9.2A9.1A
Notes:
(1)CSS=CrossStreetStop
(2)Delayisshowninsecondspervehicle.Forintersectionswithcrossstreetstopcontrol,LOSisbasedonaveragedelayoftheworst
individuallane(ormovementssharingalane).
(3)LOS=LevelofService
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Table4
WestboundVehicleQueuesatPrincetonAvenue/CondorDrive
2
PeakHour95thPercentileQueueLength(Feet)
StorageExisting
AdequateStorage
Provided
LengthExistingPlusProject
1
(Feet)
IDApproachLaneIntersectionAMPMAMPMExistingPlusProject
1.PrincetonAveatCondorDrive
WestboundLeft55<2040<2050YESYES
WestboundRight55<20<20<20<20YESYES
Notes:
(1)DistancebetweenPrinctonAvenueandAvenidaColonia.
(2)Queueinglengthroundeduptothenearest5feet.
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6. CONCLUSIONS
MITIGATION MEASURES
No off-site mitigation measure improvements were identified since the proposed project is forecast to result
in no significant traffic impacts at the study intersections for the scenarios analyzed.
GENERAL RECOMMENDATIONS
On-site and site-adjacent improvements including project driveways, roadway design, traffic signing and
striping, and traffic control improvements relating to the proposed project should be constructed in
accordance with applicable engineering standards and to the satisfaction of the City of Moorpark engineering
staff.
Sight distance at project access points should comply with applicable City of Moorpark/California Department
of Transportation sight distance standards. The final grading, landscaping, and street improvement plans The final grading, landscaping, and street improvement plans
should demonstrate that sight distance standards are met.
Off-street parking should be provided to meet City of Moorpark Municipal Code requirements. Off-street parking should be provided to meet City of Moorpark Municipal Code requirements.
Off-street parking should be provided to meet City of Moorpark Municipal Code requirements.
As is the case for any roadway design, the City of Moorpark should periodically review traffic operations in As is the case for any roadway design, the City of Moorpark should periodically
review traffic operations in As is the case for any roadway design, the City of Moorpark should periodically review traffic operations in
the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory. the vicinity of the project once the project is constructed to assure
that the traffic operations are satisfactory. the vicinity of the project once the project is constructed to assure that the traffic operations are satisfactory.
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APPENDICES
Appendix A Glossary
Appendix B Scoping Agreement
Appendix C General Plan Circulation Element Figures
Appendix D Intersection Turning Movement Count Worksheets
Appendix E Intersection Level of Service Worksheets
Appendix F Traffic Signal Warrant Worksheets
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APPENDIX A APPENDIX A APPENDIX A
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GLOSSARYGLOSSARYGLOSSARY
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GLOSSARY OF PARKING/TRANSPORTATION TERMS
ACRONYMS
AC Acres
ADT Average Daily Traffic
Caltrans California Department of Transportation
DU Dwelling Unit
ICU Intersection Capacity Utilization
LOS Level of Service
PCE Passenger Car Equivalent
TSF Thousand Square Feet
V/C Volume/Capacity
VMT Vehicle Miles Traveled
TERMS
AVERAGE DAILY TRAFFIC: The average 24-hour volume for a stated period divided by the number of days : The average 24-hour volume for a stated period divided by the number of days : The
average 24-hour volume for a stated period divided by the number of days
in that period. For example, Annual Average Daily Traffic is the total volume during a year divided by 365 in that period. For example, Annual Average Daily Traffic is the total volume
during a year divided by 365 in that period. For example, Annual Average Daily Traffic is the total volume during a year divided by 365
days.
BANDWIDTH: The number of seconds of green time available for through traffic in a signal progression. The number of seconds of green time available for through traffic in a signal progression.
The number of seconds of green time available for through traffic in a signal progression.
BOTTLENECK: A point of constriction along a roadway that limits the amount of traffic that can proceed : A point of constriction along a roadway that limits the amount of traffic that
can proceed : A point of constriction along a roadway that limits the amount of traffic that can proceed
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downstream from its location.
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CAPACITY: The maximum number of vehicles that can be reasonably expected to pass over a given section : The maximum number of vehicles that can be reasonably expected to pass over
a given section : The maximum number of vehicles that can be reasonably expected to pass over a given section
of a lane or a roadway in a given time period. of a lane or a roadway in a given time period.
CHANNELIZATION: The separation or regulation of conflicting traffic movements into definite paths of travel The separation or regulation of conflicting traffic movements into definite
paths of travel The separation or regulation of conflicting traffic movements into definite paths of travel
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by the use of pavement markings, raised islands, or other suitable means to facilitate the safe and orderly by the use of pavement markings, raised islands, or other suitable means to
facilitate the safe and orderly by the use of pavement markings, raised islands, or other suitable means to facilitate the safe and orderly
movements of both vehicles and pedestrians. movements of both vehicles and pedestrians. movements of both vehicles and pedestrians.
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CLEARANCE INTERVALL: Nearly same as yellow time. If there is an all red interval after the end of a yellow, : Nearly same as yellow time. If there is an all red interval after the
end of a yellow, : Nearly same as yellow time. If there is an all red interval after the end of a yellow,
then that is also added into the clearance interval. then that is also added into the clearance interval. then that is also added into the clearance interval.
CONTROL DELAY: The component of delay, typically expressed in seconds per vehicle, resulting from the : The component of delay, typically expressed in seconds per vehicle, resulting
from the : The component of delay, typically expressed in seconds per vehicle, resulting from the
type of traffic control at an intersection. Control delay is measured by comparison with the uncontrolled type of traffic control at an intersection. Control delay is measured by comparison
with the uncontrolled type of traffic control at an intersection. Control delay is measured by comparison with the uncontrolled
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condition; it includes delay incurred by slowing down, stopping/waiting, and speeding up. condition; it includes delay incurred by slowing down, stopping/waiting, and speeding up.
CORDON: An imaginary line around an area across which vehicles, persons, or other items are counted (in
and out).
CORNER SIGHT DISTANCE: The minimum sight distance required by the driver of a vehicle to cross or enter
the lanes of the major roadway without requiring approaching traffic travelling at a given speed to radically
pavement to an object height of 36 inches above the pavement in the center of the nearest approach lane.
CYCLE LENGTH: The time period in seconds required for a traffic signal to complete one full cycle of
indications.
CUL-DE-SAC: A local street open at one end only and with special provisions for turning around.
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DAILY CAPACITY: A theoretical value representing the daily traffic volume that will typically result in a peak
hour volume equal to the capacity of the roadway.
DELAY: The time consumed while traffic is impeded in its movement by some element over which it has no
control, usually expressed in seconds per vehicle.
DEMAND RESPONSIVE SIGNAL: Same as traffic-actuated signal.
DENSITY: The number of vehicles occupying in a unit length of the through traffic lanes of a roadway at any
given instant. Usually expressed in vehicles per mile.
DETECTOR: A device that responds to a physical stimulus and transmits a resulting impulse to the signal
controller.
DESIGN SPEED: A speed selected for purposes of design. Features of a highway, such as curvature,
superelevation, and sight distance (upon which the safe operation of vehicles is dependent) are correlated to
design speed.
DIRECTIONAL SPLIT: The percent of traffic in the peak direction at any point in time. : The percent of traffic in the peak direction at any point in time. : The percent of traffic
in the peak direction at any point in time.
DIVERSION: The rerouting of peak hour traffic to avoid congestion. The rerouting of peak hour traffic to avoid congestion. The rerouting of peak hour traffic to avoid congestion.
FORCED FLOW: Opposite of free flow.
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FREE FLOW: Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded by : Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded
by : Volumes are well below capacity. Vehicles can maneuver freely and travel is unimpeded by
other traffic.
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GAP: Time or distance between successive vehicles in a traffic stream, rear bumper to front bumper. Time or distance between successive vehicles in a traffic stream, rear bumper to
front bumper. Time or distance between successive vehicles in a traffic stream, rear bumper to front bumper.
HEADWAY: Time or distance spacing between successive vehicles in a traffic stream, front bumper to front Time or distance spacing between successive vehicles in a traffic stream, front
bumper to front Time or distance spacing between successive vehicles in a traffic stream, front bumper to front
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bumper.
INTERCONNECTED SSIIGGGNNNAAALLL SSYYSSTTEEMM: A number of intersections that are connected to achieve signal : A number of intersections that are connected to achieve signal : A number
of intersections that are connected to achieve signal
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progression.
LEVEL OF SERVICE: A qualitative measure of a number of factors, which include speed and travel time, traffic : A qualitative measure of a number of factors, which include speed and
travel time, traffic : A qualitative measure of a number of factors, which include speed and travel time, traffic
interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating costs. interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating
costs. interruptions, freedom to maneuver, safety, driving comfort and convenience, and operating costs.
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LOOP DETECTOR: A vehicle detector consisting of a loop of wire embedded in the roadway, energized by : A vehicle detector consisting of a loop of wire embedded in the roadway, energized
by
alternating current and producing an output circuit closure when passed over by a vehicle.
MINIMUM ACCEPTABLE GAP: Smallest time headway between successive vehicles in a traffic stream into
which another vehicle is willing and able to cross or merge.
MULTI-MODAL: More than one mode; such as automobile, bus transit, rail rapid transit, and bicycle
transportation modes.
OFFSET: The time interval in seconds between the beginning of green at one intersection and the beginning
of green at an adjacent intersection.
PLATOON: A closely grouped component of traffic that is composed of several vehicles moving, or standing
ready to move, with clear spaces ahead and behind.
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PASSENGER CAR EQUIVALENT (PCE): A metric used to assess the impact of larger vehicles, such as trucks,
recreational vehicles, and buses, by converting the traffic volume of larger vehicles to an equivalent number
of passenger cars.
PEAK HOUR: The 60 consecutive minutes with the highest number of vehicles.
PRETIMED SIGNAL: A type of traffic signal that directs traffic to stop and go on a predetermined time
schedule without regard to traffic conditions. Also, fixed time signal.
PROGRESSION: A term used to describe the progressive movement of traffic through several signalized
intersections.
QUEUE: The number of vehicles waiting at a service area such as a traffic signal, stop sign, or access gate.
QUEUE LENGTH: The length of vehicle queue, typically expressed in feet, waiting at a service area such as a
traffic signal, stop sign, or access gate.
SCREEN-LINE: An imaginary line or physical feature across which all trips are counted, normally to verify the : An imaginary line or physical feature across which all trips are counted,
normally to verify the : An imaginary line or physical feature across which all trips are counted, normally to verify the
validity of mathematical traffic models.
SHARED/RECIPROCAL PARKING AGREEMENT: A written binding document executed between property : A written binding document executed between property : A written binding document executed
between property
owners to provide a designated number of off-street parking stalls within a designated area to be available for owners to provide a designated number of off-street parking stalls within
a designated area to be available for owners to provide a designated number of off-street parking stalls within a designated area to be available for
specified businesses or land uses.
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SIGHT DISTANCE: The continuous length of roadway visible to a driver or roadway user. : The continuous length of roadway visible to a driver or roadway user. : The continuous length
of roadway visible to a driver or roadway user.
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SIGNAL CYCLE: The time period in seconds required for one complete sequence of signal indications. : The time period in seconds required for one complete sequence of signal indications.
: The time period in seconds required for one complete sequence of signal indications.
SIGNAL PHASE: The part of the signal cycle allocated to one or more traffic movements. : The part of the signal cycle allocated to one or more traffic movements. : The part of the
signal cycle allocated to one or more traffic movements.
a
STACKING DISTANCE: The length of area available behind a service area, such as a traffic signal or gate, for : The length of area available behind a service area, such as a traffic
signal or gate, for : The length of area available behind a service area, such as a traffic signal or gate, for
vehicle queueing to occur. vehicle queueing to occur. vehicle queueing to occur.
r
STARTING DELAY: The delay experienced in initiating the movement of queued traffic from a stop to an : The delay experienced in initiating the movement of queued traffic from a stop
to an : The delay experienced in initiating the movement of queued traffic from a stop to an
average running speed through an intersection. average running speed through an intersection. average running speed through an intersection.
STOPPING SIGHT DISTANCE: The minimum distance required by the driver of a vehicle on the major roadway : The minimum distance required by the driver of a vehicle on the major roadway
: The minimum distance required by the driver of a vehicle on the major roadway
travelling at a given speed to bring the vehicle to a stop after an object on the road becomes visible. Stopping travelling at a given speed to bring the vehicle to a stop after an object
on the road becomes visible. Stopping travelling at a given speed to bring the vehicle to a stop after an object on the road becomes visible. Stopping
D
inches above the pavement.
TRAFFIC-ACTUATED SIGNAL: A type of traffic signal that directs traffic to stop and go in accordance with
the demands of traffic, as registered by the actuation of detectors.
TRIP: The movement of a person or vehicle from one location (origin) to another (destination). For example,
from home to store to home is two trips, not one.
TRIP-END: One end of a trip at either the origin or destination (i.e., each trip has two trip-ends). A trip-end
occurs when a person, object, or message is transferred to or from a vehicle.
TRIP GENERATION RATE: The quantity of trips produced and/or attracted by a specific land use stated in
terms of units such as per dwelling, per acre, and per 1,000 square feet of floor space.
TRUCK: A vehicle having dual tires on one or more axles, or having more than two axles.
75
Apx-5
TURNING RADIUS: The circular arc formed by the smallest turning path radius of the front outside tire of a
vehicle, such as that performed by a U-turn maneuver. This is based on the length and width of the wheel
base as well as the steering mechanism of the vehicle.
UNBALANCED FLOW: Heavier traffic flow in one direction than the other. On a daily basis, most facilities
have balanced flow. During the peak hours, flow is seldom balanced in an urban area.
VEHICLE MILES OF TRAVEL: A measure of the amount of usage of a section of highway, obtained by
multiplying the average daily traffic by length of facility in miles.
t
f
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APPENDIX B APPENDIX B APPENDIX B
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SCOPING AGREEMENT SCOPING AGREEMENT SCOPING AGREEMENT
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77
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fcarrillo@MoorparkCA.gov
perrie@ganddini.com
Freddy A. Carrillo
Associate Planner II
Community Development Department
City of Moorpark | 799 Moorpark Avenue|Moorpark, CA 93021
805.517.6224|fax: 805.532.2540| fcarrillo@moorparkca.gov
www.moorparkca.gov
ttttt
From: Perrie Ilercil \[mailto:perrie@ganddini.com\]
Sent: Friday, September 13, 2019 3:43 PM
To: Freddy Carrillo
fffff
Subject: RE: 5850 Condor Dr 2018-01 Traffic Scoping Agreement RE: 5850 Condor Dr 2018-01 Traffic Scoping Agreement RE: 5850 Condor Dr 2018-01 Traffic Scoping Agreement
aaaaa
rrrrr
FCarillo@Moorparkca.govFCarillo@Moorparkca.govFCarillo@Moorparkca.govFCarillo@Moorparkca.govFCarillo@Moorparkca.govFCarillo@Moorparkca.gov
Giancarlo@ganddini.com
DDDDD
Perrie Ilercil,
2
78
Apx-8
MEMORANDUMOFUNDERSTANDING
TO:FreddieCarrillo,CityAssistantPlanner|CITYOFMOORPARKPARK
FROM:PerrieIlercil,PE(AZ)|GANDDINIGROUP,INC.
DATE:September12,2019
SUBJECT:5850CondorDriveProjectTrafficStudyAssumptions
190186
INTRODUCTION
Thepurposeofthisscopingdocumentistooutlinethetheproposedproposedproposedfocusedfocusedfocusedtrafficanalysisparametersand
assumptionsforthe5850CondorDriveProject(Pre(Preapplicationapplicationapplicationnumbernumbernumber2018201801)forreview/concurrence
byCityofMoorparkParkstaff.
PROJECTDESCRIPTION
tt
Figure1showstheprojectlocationmap.map.TheThe3.4653.4653.465acreacreacreprojectprojectprojectsitesitesiteisisislocatedlocatedat5850CondorDriveinthe
ff
CityofMoorparkPark.TheprojectsitesiteisislocatedlocatedlocatedatatatthethethenortheastnortheastnortheastcornercornercornerofPrincetonAveandCondorDrive
whichisplannedforlightindustrialindustriallandlanduse.use.use.TheTheTheprojectprojectprojectsitesitesiteisisiscurrentlycurrentlycurrentlyundevelopedandvacant.
tsofdevelopingtheprojectsitewitha
ThesiteplanisillustratedonononFigureFigureFigure2.2.2.TheTheTheproposedproposedproposedprojectprojectprojectconsisconsis
aa
48,211squarefootnewindindind
ustrialustrialustrialbuildingbuildingbuildingwithwithwith115115115stallsstallsofofvehicleparkingand10bicycleparking.The
proposedprojectwillprovideprovideprovidetwotwofullfullaccessaccessaccessdrivewaysdrivewaysdrivewaysononCondorDrive.
rr
PROJECTTRIPGENERATIONGENERATIONGENERATION&&&DISTRIBUTIONDISTRIBUTIONDISTRIBUTION
Table1showstheprojecttriptripgenerationgenerationgenerationbasedbaseduponratesobtainedfromtheInstituteofTransportation
Engineers(ITE),TripGenerationManual,Manual,Manual,10th10thEdition,2017,ITE,TripGenerationHandbook,3rdEdition,
DD
2017.Theprojecttripshavebeencategorizedcategorizedcategorizedintopassengercarsandtrucksaveragetrucktrippercentage
forindustrialparkfromTripGenerationGenerationHandbook.Additionally,theprojectgeneratedtrucktripshavebeen
convertedtoPassengerCarEquivalent(PCE)tripsbasedonPCEfortrucks.
AsshowninTable1,theproposedisforecasttogenerateapproximately239dailyvehicletrips,including34
vehicletripsduringtheAMpeakhourand30vehicletripsduringthePMpeakhour.InPCEtrips,theproject
isforecasttogenerateapproximately287dailyPCEtrips,including41PCEtripsduringtheAMpeakhour
and36PCEtripsduringthePMpeakhour.
Figures3and4illustratetheforecastdirectionaldistributionpatternsoftheprojectgeneratedpassengercar
andtrucktrips.Passengercartripsaregenerallymorelocalizedwithresidentialorcommercial
origin/destinationpoints,whereastrucktripsgenerallyhaveamoreregionaldistributiontravellingto/from
otherindustrialusesorports/terminalsviathefreeway.Theprojecttripdistributionpatternsarebasedon
reviewofexistingvolumedata,surroundinglanduses,designatedtruckroutes,andthelocalandregional
roadwayfacilitiesintheprojectvicinity.
550ParkcenterDrive,Suite202,SantaAna,California92705|7147953100|www.ganddini.com
ORANGECOUNTY RIVERSIDEPALOALTO
79
Apx-9
FreddieCarrillo,CityAssistantPlanner|CITYOFMOORPARKPARK
5850CondorDriveProjectTrafficStudyAssumptions
September12,2019
STUDYAREA
AsspecifiedintheCityofMoorparkapplicationreviewletter,thestudyareashallconsistofthefollowing
studyintersection:
StudyIntersectionsJurisdiction
1.PrincetonAvenue(NS)atCondorDrive(EW)Moorpark
2.AvenidaColonia(NS)atCondorDrive(EW)Moorpark
TRAFFICCOUNTS
Newintersectionturningmovementcountswillbecollectedatthethestudyintersectionsduringthemorning
peakperiod(7:00AM9:00AM)andeveningpeakperiodperiod(4:00(4:00(4:00PMPM6:00PM)onatypicalweekday
(Tuesday,Wednesday,orThursday)whilelocalschoolsareinininsession.session.session.
INTERSECTIONANALYSISMETHODOLOGY
ThestudyintersectionsshallbyanalyzedusingusingthetheIntersectionIntersectionIntersectionCaCapapacitycitycityUtilizationUtilizationUtilization(ICU)methodologyin
accordancewiththeparametersestablishedbybythetheVenturaVenturaVenturaCountyCountyCountyCongestionCongestionCongestionManagementManagementProgram(July
t
2009).ThecapacityofindividuallanesbeusedusedininthethetheICUICUICUcalculationscalculationscalculationsisis1,8501,850vehiclesperhourwithan
qualqualquallanelanelanedistributiondistributiondistributionandandlosttimeduringclearance.The
adjustmentfactortoaccountforstartupupdelay,delay,uneuneune
f
effectivered
ucedsaturationrateisapproximatelyapproximatelyapproximately1,6001,6001,600vehiclesvehiclesvehiclesperperperhour.hour.Intersectionanalysisshallbe
performedusingtheVistrosoftwaresoftware(Version(Version(Version6.006.006.0000).00).00).
PERFORMANCESTANDARDSSTANDARDSSTANDARDS
a
TheCityofMoorparkParkParkParkhashashasestablishedestablishedestablishedaaaminimumminimumminimumacceptableacceptableLevelofServiceCforpeakhourintersection
r
operations.
ANALYSISSCENARIOS
ThetrafficstudyshallevaluatethethethefollowingfollowingfollowinganalysisscenariosfortypicalweekdayAMandPMpeakhour
conditions:
D
Existing
ExistingPlusProject
CONCLUSION
Weappreciatetheopportunitytoprovidethismemorandumofunderstandingforyourreview.Shouldyou
haveanyquestionsorcommentsregardingtheproposedscope,pleasecontactme.
Sincerely,
Perrie Ilercil,
SeniorEngineer
c.9492573126
5850CondorDriveProject
TrafficStudyAssumptions
2190186
80
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Table1
ProjectTripGeneration
2
TripGenerationRatesperTSF
AMPeakHourPMPeakHour
1
Source
LandUse/VehicleType%In%OutTotal%In%OutTotalDaily
ITE1100.700.634.96
LightIndustrial88%12%13%87%
VehicleTripsGenerated
AMPeakHourPMPeakHour
Quantity(TSF)
LandUse/VehicleTypeInOutTotalInOutTotalDaily
LightIndustrial48.211
Cars(80%)2432732124191
3
Trucks(20%)
61715648
TOTALVEHICLETRIPSGENERATED 3043442630239
PassengerCarEquivalent(PCE)TripsTripsTripsGeneratedGeneratedGenerated
AMAMAMPeakPeakPeakHourHourHourPMPeakHour
Quantity(TSF)
LandUse/VehicleTypeInOutTotalInOutTotalDailyInOutTotalInOutTotalDailyInOutTotalInOutTotalDaily
LightIndustrial48.211
Cars24327321241912432732124191243273212419124327321241912432732124191
tttttttttttttttttttttttttt
Trucks(PCEFactor=2.0)122142101296122142101296122142101296122142101296
TOTALPCETRIPSGENERATED365415313628736541531362873654153136287
ffffffffffffffffffffffffff
Notes:
(1)
ITE=InstituteofTransportationEngineers,Engineers,TripTripGenerationGenerationGenerationManualManualManual(10th(10th(10thEdition,Edition,Edition,2017);2017);###=LandUseCode.
(2)
TSF=ThousandSquareFeet
aaaaaaaaaaaaaaaaaaaaaaaaaa
(3)
PerITETripGenerationHandbookHandbookHandbook(3rd(3rd(3rdEdition,Edition,Edition,2017),2017),2017),averageaverageaveragetrucktrucktripstripsforforindustrialindustrialparkusesisapproximately13percent.T
hepercentof
trucksforthisanalysisisroundedroundedroundedupupuptototo20%20%totoprovideprovideprovideaaconservativeconservativeconservativeanalysis.analysis.
rrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDD
5850CordorDrive
TrafficImpactScopingAgreement
190186
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ffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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ffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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ffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
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APPENDIX C APPENDIX C APPENDIX C
f
GENERAL PLAN CIRCULATION ELEMENT FIGURES GENERAL PLAN CIRCULATION ELEMENT FIGURES GENERAL PLAN CIRCULATION ELEMENT FIGURES
a
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D
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Apx-17
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DDDDDDDDDDDDDDDDD
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fffffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
88
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APPENDIX D APPENDIX D APPENDIX D
f
INTERSECTION TURNING MOVEMENT COUNT WORKSHEETS INTERSECTION TURNING MOVEMENT COUNT WORKSHEETS INTERSECTION TURNING MOVEMENT COUNT WORKSHEETS
a
r
D
90
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INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 cs@aimtd.com
DATE:LOCATION:MoorparkPROJECT #:SC
Wed, Sep 18, 19NORTH & SOUTH:Princeton LOCATION #:1
EAST & WEST:Condor CONTROL:STOP W
NOTES:AM
PM N
W
MD
E
OTHER S Add U-Turns to Left Turns
OTHER
NORTHBOUNDSOUTHBOUNDEASTBOUNDWESTBOUNDU-TURNS
PrincetonPrincetonCondorCondor
NLNTNRSLSTSRELETERWLWTWRTOTALNBSBEBWBTTL
LANES:X1011XXXX0X0X1011XXXX0X00000
7:00 AM01431286900001047:00 AM01431286900001047:00 AM014312869000010423700000
7:15 AM01628477000000701628477000000701628477000000725800000
7:30 AM02138582000000802138582000000802138582000000831600000
7:45 AM02281491620000208022814916200002080228149162000020842300000
8:00 AM02131381310000305021313813100003050213138131000030537300000
8:15 AM01881710119000010401881710119000010401881710119000010433900000
8:30 AM01851051180000303018510511800003030185105118000030332400000
8:45 AM01961277400000020196127740000002019612774000000229100000
VOLUMES01,52894568320000100412,56100000OLUMES01,52894568320000100412,56100000OLUMES01,52894568320000100412,56100000
APPROACH %0%94%6%6%94%0%0%0%0%20%0%80%PPROACH %0%94%6%6%94%0%0%0%0%20%0%80%PPROACH %0%94%6%6%94%0%0%0%0%20%0%80%
tttttttttttttttttttttttttttttttttttttttttttttttttttt
APP/DEPART1,622/1,569888/84208420///150511505115051//00
BEGIN PEAK HR7:45 AM
VOLUMES08145432530000090201,459OLUMES08145432530000090201,459OLUMES08145432530000090201,459
APPROACH %0%94%6%6%94%0%0%0%0%31%0%69%PPROACH %0%94%6%6%94%0%0%0%0%31%0%69%PPROACH %0%94%6%6%94%0%0%0%0%31%0%69%
ffffffffffffffffffffffffffffffffffffffffffffffffffff
PEAK HR FACTOR0.8970.8220.8220.0000.0000.0000.7250.862
APP/DEPART868/834562//539053905390//862986298629/00
4:00 PM016639168000010054:00 PM016639168000010054:00 PM0166391680000100536100000
4:15 PM01619201680000906016192016800009060161920168000090637300000
4:30 PM01775101900000901301775101900000901301775101900000901301775101900000901301775101900000901301775101900000901301775101900000901301775101900000901301775101900000901340400000
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
4:45 PM0187422100000503018742210000050301874221000005030187422100000503018742210000050301874221000005030187422100000503018742210000050301874221000005030187422100000503018742210000050341100000
5:00 PM019323251000014050193232510000140501932325100001405019323251000014050193232510000140501932325100001405019323251000014050193232510000140501932325100001405019323251000014050193232510000140501932
3251000014050193232510000140546800000
5:15 PM019676228000090100196762280000901001967622800009010019676228000090100196762280000901001967622800009010019676228000090100196762280000901001967622800009010019676228000090100196762280000901001967
62280000901045600000
5:30 PM017662193000011050176621930000110501766219300001105017662193000011050176621930000110501766219300001105017662193000011050176621930000110501766219300001105017662193000011050176621930000110539300
000
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
5:45 PM014247186000090501424718600009050142471860000905014247186000090501424718600009050142471860000905014247186000090535300000
VOLUMES01,39840591,5940000760523,21900000OLUMES01,39840591,5940000760523,21900000OLUMES01,39840591,5940000760523,21900000
APPROACH %0%97%3%4%96%0%0%0%0%59%0%41%PPROACH %0%97%3%4%96%0%0%0%0%59%0%41%PPROACH %0%97%3%4%96%0%0%0%0%59%0%41%
APP/DEPART1,438/1,4501,6531,4501,6531,4501,653//1,67001,67001,6700/99128/00
BEGIN PEAK HR4:30 PM
VOLUMES075318218790000370311,739OLUMES075318218790000370311,739OLUMES075318218790000370311,739
APPROACH %0%98%2%2%98%0%0%0%0%54%0%46%PPROACH %0%98%2%2%98%0%0%0%0%54%0%46%PPROACH %0%98%2%2%98%0%0%0%0%54%0%46%
PEAK HR FACTOR0.9500.8860.8860.8860.0000.7730.929
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
APP/DEPART771/784900/9160/3968/00
Princeton
NORTH SIDE
CondorWEST SIDEEAST SIDECondor
SOUTH SIDE
Princeton
91
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INTERSECTION TURNING MOVEMENT COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 cs@aimtd.com
DATE:LOCATION:MoorparkPROJECT #:SC
Wed, Sep 18, 19NORTH & SOUTH:Virginia Colony LOCATION #:2
EAST & WEST:Condor CONTROL:STOP N
NOTES:AM
PM N
W
MD
E
OTHER S Add U-Turns to Left Turns
OTHER
NORTHBOUNDSOUTHBOUNDEASTBOUNDWESTBOUNDU-TURNS
Virginia ColonyVirginia ColonyCondorCondor
NLNTNRSLSTSRELETERWLWTWRTOTALNBSBEBWBTTL
LANES:0X0XXXX1001X0X0XXXX1001X0000
7:00 AM30000001620107:00 AM30000001620107:00 AM30000001620102200000
7:15 AM9000000101000900000010100090000001010002010001
7:30 AM8000000134010800000013401080000001340102600000
7:45 AM7000000232000700000023200070000002320003200000
8:00 AM8000000203000800000020300080000002030003100000
8:15 AM8000000186010800000018601080000001860103300000
8:30 AM1000000171000100000017100010000001710001900000
8:45 AM1000000920201000000920201000000920201400101
VOLUMES450000001262105019910102450000001262105019910102450000001262105019910102
APPROACH %98%0%0%0%0%0%0%85%14%0%100%0%PPROACH %98%0%0%0%0%0%0%85%14%0%100%0%PPROACH %98%0%0%0%0%0%0%85%14%0%100%0%
tttttttttttttttttttttttttttttttttttttttttttttttttttt
APP/DEPART46/00/2214822148///126512651265//510
BEGIN PEAK HR7:30 AM
VOLUMES310000007415020122OLUMES310000007415020122OLUMES310000007415020122
APPROACH %100%0%0%0%0%0%0%83%17%0%100%0%PPROACH %100%0%0%0%0%0%0%83%17%0%100%0%PPROACH %100%0%0%0%0%0%0%83%17%0%100%0%
ffffffffffffffffffffffffffffffffffffffffffffffffffff
PEAK HR FACTOR0.9690.0000.0000.8900.8900.8900.5000.924
APP/DEPART31/00//158915891589//742742742/330
4:00 PM20000009401304:00 PM20000009401304:00 PM20000009401302800000
4:15 PM7020000263014070200002630140702000026301405200000
4:30 PM4010000460130401000046013040100004601304010000460130401000046013040100004601304010000460130401000046013040100004601302800011
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
4:45 PM101000034111010100003411101010000341110101000034111010100003411101010000341110101000034111010100003411101010000341110101000034111010100003411102100011
5:00 PM10100001701401010000170140101000017014010100001701401010000170140101000017014010100001701401010000170140101000017014010100001701401010000170140101000017014010100001701402400101
5:15 PM2000000290160200000029016020000002901602000000290160200000029016020000002901602000000290160200000029016020000002901602000000290160200000029016020000002901602900000
5:30 PM8000000090808000000090808000000090808000000090808000000090808000000090808000000090808000000090808000000090808000000090808000000090802500000
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
5:45 PM2020000370902020000370902020000370902020000370902020000370902020000370902020000370902300000
VOLUMES270700004849198023300123270700004849198023300123270700004849198023300123
APPROACH %79%0%21%0%0%0%0%49%50%1%97%0%PPROACH %79%0%21%0%0%0%0%49%50%1%97%0%PPROACH %79%0%21%0%0%0%0%49%50%1%97%0%
APP/DEPART34/000000//509850985098/57101/1260
BEGIN PEAK HR4:00 PM
VOLUMES140400004217151013114040000421715101311404000042171510131
APPROACH %78%0%22%0%0%0%0%71%29%2%94%0%PPROACH %78%0%22%0%0%0%0%71%29%2%94%0%PPROACH %78%0%22%0%0%0%0%71%29%2%94%0%
PEAK HR FACTOR0.5000.0000.0000.0000.5090.9640.630
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
APP/DEPART18/00/1859/4854/650
Virginia Colony
NORTH SIDE
CondorWEST SIDEEAST SIDECondor
SOUTH SIDE
Virginia Colony
92
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APPENDIX E APPENDIX E APPENDIX E
f
INTERSECTION LEVEL OF SERVICE WORKSHEETS INTERSECTION LEVEL OF SERVICE WORKSHEETS INTERSECTION LEVEL OF SERVICE WORKSHEETS
a
r
D
93
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EXISTINGEXISTINGEXISTING
a
r
D
94
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t
f
a
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D
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ffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
96
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tttt
ffff
aaaa
rrrr
DDDD
97
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ffffffffffffffffffffffffffffffffffffffffffffffffffffffffff
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
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EXISTING PLUS PROJECT EXISTING PLUS PROJECT EXISTING PLUS PROJECT
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APPENDIX F APPENDIX F APPENDIX F
f
TRAFFIC SIGNAL WARRANT WORKSHEETS TRAFFIC SIGNAL WARRANT WORKSHEETS TRAFFIC SIGNAL WARRANT WORKSHEETS
a
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California Manual of Uniform Traffic Control Devlces
WARRANT 3, PEAK HOUR
(Urban Areas)
Traffic Conditions =
ExistingWithoutProjectAM
Major Street Name =Total of Both Approaches (VPH) =
PrincetonAvenue1430
Number of Approach Lanes on Major Street =
2
Minor Street Name =High Volume Approach (VPH) =
CondorDrive29
Number of Approach Lanes On Minor Street =
1
SIGNAL WARRANT NOT SATISFIED
700
600
500
tttttttttttttttttttttttttttttttttttttt
400
ffffffffffffffffffffffffffffffffffffff
300
200
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
*150
100
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
*100
1430
29
0
400500600700800900100011001200130014001500160017001800400500600700800900100011001200130014001500160017001800
Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
1 Lane (Major) & 1 Lane (Minor)
2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor)
2+ Lanes (Major) & 2+ Lanes (Minor)
Major Street Approaches
Minor Street Approaches
* Note: 150 vph applies as the lower threshold volume for a minor-street
approach with two or more lanes and 100 vph applies as the lower
threshold volume for a minor-street approach with one lane.
18-0085_SIGNAL WARRANT3_URBAN.xlsm Sect. 4C.06
125
Apx-55
California Manual of Uniform Traffic Control Devlces
WARRANT 3, PEAK HOUR
(Urban Areas)
Traffic Conditions =
ExistingWithoutProjectPM
Major Street Name =Total of Both Approaches (VPH) =
PrincetonAvenue1671
Number of Approach Lanes on Major Street =
1
Minor Street Name =High Volume Approach (VPH) =
CondorDrive68
Number of Approach Lanes On Minor Street =
2
SIGNAL WARRANT NOT SATISFIED
700
600
500
tttttttttttttttttttttttttttttttttttttt
400
ffffffffffffffffffffffffffffffffffffff
300
200
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
*150
100
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
*100
68
1671
0
400500600700800900100011001200130014001500160017001800400500600700800900100011001200130014001500160017001800
Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
1 Lane (Major) & 1 Lane (Minor)
2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor)
2+ Lanes (Major) & 2+ Lanes (Minor)
Major Street Approaches
Minor Street Approaches
* Note: 150 vph applies as the lower threshold volume for a minor-street
approach with two or more lanes and 100 vph applies as the lower
threshold volume for a minor-street approach with one lane.
18-0085_SIGNAL WARRANT3_URBAN.xlsm Sect. 4C.06
126
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California Manual of Uniform Traffic Control Devlces
WARRANT 3, PEAK HOUR
(Urban Areas)
Traffic Conditions =
ExistingPlusProjectAM
Major Street Name =Total of Both Approaches (VPH) =
PrincetonAvenue1466
Number of Approach Lanes on Major Street =
1
Minor Street Name =High Volume Approach (VPH) =
CondorDrive34
Number of Approach Lanes On Minor Street =
2
SIGNAL WARRANT NOT SATISFIED
700
600
500
tttttttttttttttttttttttttttttttttttttt
400
ffffffffffffffffffffffffffffffffffffff
300
200
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
*150
100
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
*100
1466
34
0
400500600700800900100011001200130014001500160017001800400500600700800900100011001200130014001500160017001800
Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
1 Lane (Major) & 1 Lane (Minor)
2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor)
2+ Lanes (Major) & 2+ Lanes (Minor)
Major Street Approaches
Minor Street Approaches
* Note: 150 vph applies as the lower threshold volume for a minor-street
approach with two or more lanes and 100 vph applies as the lower
threshold volume for a minor-street approach with one lane.
18-0085_SIGNAL WARRANT3_URBAN.xlsm Sect. 4C.06
127
Apx-57
California Manual of Uniform Traffic Control Devlces
WARRANT 3, PEAK HOUR
(Urban Areas)
Traffic Conditions =
ExistingPlusProjectPM
Major Street Name =Total of Both Approaches (VPH) =
PrincetonAvenue1676
Number of Approach Lanes on Major Street =
1
Minor Street Name =High Volume Approach (VPH) =
CondorDrive99
Number of Approach Lanes On Minor Street =
2
SIGNAL WARRANT NOT SATISFIED
700
600
500
tttttttttttttttttttttttttttttttttttttt
400
ffffffffffffffffffffffffffffffffffffff
300
200
aaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa
*150
99
100
rrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrrr
*100
1676
0
400500600700800900100011001200130014001500160017001800400500600700800900100011001200130014001500160017001800
Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)Major Street -Total of Both Approaches -Vehicles Per Hour (VPH)
DDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD
1 Lane (Major) & 1 Lane (Minor)
2+ Lanes (Major) & 1 Lane (Minor) OR 1 Lane (Major) & 2+ Lanes (Minor)
2+ Lanes (Major) & 2+ Lanes (Minor)
Major Street Approaches
Minor Street Approaches
* Note: 150 vph applies as the lower threshold volume for a minor-street
approach with two or more lanes and 100 vph applies as the lower
threshold volume for a minor-street approach with one lane.
18-0085_SIGNAL WARRANT3_URBAN.xlsm Sect. 4C.06
128
Apx-58
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ff
aa
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DD
GANDDINI GROUP, INC.
550 Parkcenter Drive, Suite 202, Santa Ana, CA 92705
714.795.3100 | www.ganddini.com
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ATTACHMENT 7
RESOLUTION NO. 2020-____
A RESOLUTION OF THE CITY COUNCILOF THE CITYOF
MOORPARK, APPROVING INDUSTRIAL PLANNED
DEVELOPMENTPERMITNO. 2019-01AND CONDITIONAL USE
PERMIT NO. 2020-02FOR THE DEVELOPMENT OFA48,787
SQUARE-FOOT, SINGLE-STORYINDUSTRIAL BUILDINGAND
ASSOCIATED SITE IMPROVEMENTS ON AN UNDEVELOPED
3.46-ACRE SITE AT 5850 CONDOR DRIVE,AND MAKING A
DETERMINATION OF EXEMPTION UNDER CEQA IN
CONNECTION THEREWITH, AND DENYINGTHE REQUEST TO
FUND COSTS ASSOCIATED WITH THE UNDERGROUNDING
OF UTILITIES, ON THE APPLICATIONOF PAUL MINOO FOR 4M
INVESTMENT CORPORATION
WHEREAS, on November 13, 2019,an applicationwas filedfor Industrial
Planned Development (IPD) Permit No. 2019-01and Conditional Use Permit (CUP)
No.2020-02 for the development ofa48,787 square-foot, single-story industrial building
and associated site improvement onan undeveloped 3.46-acre site at 5850 Condor
Drive;and submitted a funding request to the City of $469,398.00 forcosts associated
with the undergrounding of utilities pursuant totheSouthern California Edison Rule 20b
scenario; and
WHEREAS, on June 2, 2020, the Planning Commissionadopted Resolution
No.2020-650, recommending to the City Council conditional approval of Industrial
Planned Development No. 2019-01 and Conditional Use Permit No. 2020-02, with no
consideration of the funding request; and
WHEREAS, at a duly noticed public hearing on July 15, 2020, the City Council
considered the agenda report for Industrial Planned Development No. 2019-01 and
Conditional Use Permit No. 2020-02 and any supplements thereto and written public
comments; opened the public hearing and tookand considered public testimony both
for and against the proposal; and reached a decision on this matter; and
WHEREAS, theCommunity Development Department has determined that IPD
No. 2019-01 and CUP No. 2020-02is categorically exempt from the provisions of the
California Environmental Quality Act (CEQA) pursuant to Section 15332(Class32: In-
Fill Development Projects) of the CEQA Guidelines.
NOW, THEREFORE, THE CITY COUNCILOF THE CITY OF MOORPARK,
DOES HEREBY RESOLVE AS FOLLOWS:
SECTION 1. ENVIRONMENTAL DOCUMENTATION: The City Council, based
on its own independent analysis and judgment, concurs with the Community
Development Director’s determination that the project is categorically exempt from the
requirements ofCEQA pursuant to Section 15332 (Class 32: In-Fill Development
Projects) of the CEQA Guidelines.Theproposed buildingisconsistent with the General
Planand Zoning regulations. In addition, there is no substantial evidence that the
139
Resolution No. 2020-____
Page 2
project will have a significant effect on the environmentin that the sitewill be developed
with associated site improvements.No further environmental documentation is needed.
SECTION 2. PLANNED DEVELOPMENT FINDINGS: Based uponthe
information set forth in the staff report(s), accompanying studies, and oral and written
public testimony, the City Councilmakes the following findings in accordance with City
of Moorpark, Municipal Code Section 17.44.040:
1. The site design, including structure location, size, height, setbacks, massing,
scale, architectural style and colors, and landscaping, is consistent with the goals
and policies of the City’s General Planand Zoning Ordinance,as described in
the staff report and attachments thereto in that the building design features a
contemporary industrial architecture that includes concrete tilt-up panels with
rectangular tinted clerestory windows and roll-up truck doors. The scale of the
building is compatible with the surrounding business campus directly adjacent to
the project site.
2.The site design would not create negative impacts on or impair the utility of
properties, structures or uses in the surrounding area in that the building height
of 41-feet and 6-inches is generally consistent with the height of the existing
industrial buildings in the vicinity. In addition, the building is below the grade level
of the adjacent lot.
3.The proposed use iscompatible with existing and permitted uses in the
surrounding areain that suitable uses, such as, light industrial services, technical
research and business office would be permitted under the IndustrialPark (M-1)
Zoning designation.
SECTION 3.CONDITIONAL USE PERMITFINDINGS: Based upon the
information set forth in the staff report(s), accompanying studies, and oral and written
public testimony, the City Councilmakes the following findings in accordance with City
of Moorpark, Municipal Code Section 17.44.040:
1.The proposed use is consistent with the provisions of the General Plan, zoning
ordinance, and other applicable regulations; in that Table 17.24.031 of the City
Code allows a maximum building height of 60-feet within the Industrial Park (M-1)
zone with an approved CUP.
2.The proposed use is compatible with both existing and permitted land uses in the
surrounding area, in thatthe proposed building height of 41-feet and 6-inches is
common in the existing business campus.
The proposed use is compatible with the scale, visual character, and design of
surrounding properties, in that the proposed buildingheight is appropriate for the
architecture of the building and consistent with the adjacent industrial buildings.
140
Resolution No. 2020-____
Page 3
3.The proposed use would not be obnoxious or harmful, or impair the utility of
neighboring property or uses,in that the proposed building is belowthegrade
level from the adjacent lot; therefore, the visual impact of the proposed buildingis
minorand would not present any impacts on adjoining uses.
4.The proposed use would not be detrimental to the public health, safety,
convenience, or welfare, in that the project is substantially consistent with
existing industrial development in the vicinity, includes sufficient loading and on-
site parking facilities, and will be designed to comply with all applicable codes
and regulations.
SECTION 4
. CITY COUNCIL APPROVAL: The City Council approves
Industrial Planned Development No. 2019-01 and Conditional Use Permit No. 2020-02,
subject to the Standard and Special Conditions of Approval included in Exhibit A,
attached hereto and incorporated herein by reference.
SECTION 5.CITY COUNCIL DENIAL: The City Council deniesthe Applicant’s
funding request of $469,398.00 for costs associated with the undergrounding of utilities
pursuant to the Southern California Edison Rule 20b scenario.
SECTION 6. CERTIFICATE OF ADOPTION: the City Clerk shall certify to the
adoption of this resolution and shall cause a certified resolution to be filed in the book or
original resolutions.
PASSED, AND ADOPTED this 15thday of July, 2020.
Janice S. Parvin, Mayor
ATTEST:
Ky Spangler,City Clerk
Exhibit A – Standard and Special Conditions of ApprovalIndustrial Planned
Development No. 2019-01 and Conditional Use Permit No. 2020-02
141
Resolution No. 2020-____
Page 4
EXHIBIT A
STANDARD AND SPECIAL CONDITIONS OF APPROVAL
FOR INDUSTRIAL PLANNED DEVELOPMENT PERMIT NO. 2019-01
AND CONDITIONAL USE PERMIT NO. 2020-02
STANDARD CONDITIONS OF APPROVAL
The applicant shall comply with Standard Conditions of Approval for Subdivisions and
Planned Developmentsas adopted by City Council Resolution No. 2009-2799 (Exhibit
A), except as modified by the following Special Conditions of Approval. In the event of
conflict between a Standard and Special Condition of Approval, the Special Condition
shall apply.
SPECIAL CONDITIONSOF APPROVAL
1.The applicant's acceptance of this permit and/or commencement of construction
and/or operations under this permit is deemed to be acceptance of all conditions
of this permit.
2.The Conditions of Approval of this permit, City of Moorpark Municipal Code and
adopted city policies at the time of the permit approval supersede all conflicting
notations, specifications, dimensions, typical sections and the like which may be
shown on plans.
3.Industrial Planned Development No. 2019-01 and Conditional Use Permit No.
2020-02expire one (1) year from the date of its approval unless the use has
been inaugurated by issuance of a building permit for construction. The
Community Development Director may, at his/her discretion, grant up to two (2)
additional one-year extensions for use inauguration of the development permit, if
there have been no changes in the adjacent areas and if the applicant can
document that he/she has diligently worked towards use inauguration during the
initial period of time. The request for extension of this planned development
permit must be made in writing, at least thirty (30) days prior to the expiration
date of the permit and must be accompanied by applicable entitlement
processing deposits.
4.Conditions of this entitlement may not be interpreted as permitting or requiring
any violation of law or any unlawful rules or regulations or orders of an authorized
governmental agency.
5.The applicant shall defend, indemnify and hold harmless the City and its agents,
officers and employees from any claim, action or proceeding against the City or
its agents, officers or employees to attack, set aside, void, or annul any approval
by the Cityor any of its agencies, departments, commissions, agents, officers, or
142
Resolution No. 2020-____
Page 5
employees concerning the permit, which claim, action or proceeding is brought
within the time period provided by the California Code of Civil Procedure Section
1094.6 and Government Code Section 65009. The City will promptly notify the
applicant of any such claim, action or proceeding, and if the City should fail to do
so or should fail to cooperate fully in the defense, the applicant shall not
thereafter be responsible to defend, indemnify and hold harmless the City or its
agents, officers and employees pursuant to this condition.
a.The City may, within its unlimited discretion, participate in the defense of
any such claim, action or proceeding, if both of the following occur:
i.The City bears its own attorney fees and costs; and
ii. The City defends the claim, action or proceeding in good faith.
b.The applicant shall not be required to pay or perform any settlement of
such claim, action or proceeding unless the settlementis approved by the
applicant. The applicant's obligations under this condition shall apply
regardless of whether a building permit is ultimately obtained, or final
occupancy is ultimately granted with respect to the permit.
6.If any of the conditions or limitations of this approval are held to be invalid, that
holding shall not invalidate any of the remaining conditions or limitations set forth.
7.The development must be in substantial conformance with the plans presented in
conjunction with the applicationfor Industrial Planned Development No. 2019-01
and Conditional Use Permit No. 2020-02, except any modifications as may be
required to meet specific Code standards or other conditions stipulated herein.
Any future changes to the parkinglayout shall require review and approval as
determinedby the Community Development Directorconsistent with Chapter
17.44 of the Zoning Ordinance.
8.Industrial Planned Development No. 2019-01 and Conditional Use Permit No.
2020-02aregranted or approved with the City’s designated approving body
retaining and reserving the right and jurisdiction to review and to modify the
permit—including the conditions of approval—based on changed circumstances.
Changed circumstances include, but are not limited to, major modification of the
business; a change in scope, emphasis, size, or nature of the business;the
expansion, alteration, reconfiguration, or change of use; or the fact that the use is
negatively impacting surrounding uses by virtue of impacts not identified at the
time of application for the conditional use permit or impacts that are much greater
than anticipated or disclosed at the time of application for the conditional use
permit. The reservation of right to review any permit granted or approved under
this chapter by the City’s designated approving body is in addition to, and not in
lieu of, the right of the City, its Planning Commission, City Council and
designated approving body to review and revoke or modify any permit granted or
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Resolution No. 2020-____
Page 6
approved under this chapter for any violations of the conditions imposed on such
permit.
9.Prior to issuance of a building permit, the applicant shall submit a lightingand
landscaping plan for review and approval by the Community Development
Director, Parks and Recreation Director, and Police Chief that demonstrates
compliance with the City’s Zoning Ordinance, Landscape Standards and
Guidelines, and Water Efficient Landscape Ordinance, and provides a safe and
secure environment for the building occupants.
10.Prior to the issuance of a Zoning Clearance for occupancy, the applicant shall
submit a Developer Waste Reduction and Recycling Plan to the satisfaction of
theProgram Manager.
11.All necessary permits must be obtained from the Building and Safety Division
and all construction shall be in compliance with the Moorpark Building Code and
all other applicable regulations.
12.Prior to the issuance of a building permit, the applicant shall provide a sample of
the glass to be used, along with the manufacturer’s specifications for exterior
reflectance, for review and approval by the Community Development Director.
13.Prior to the issuance of a building permit, a Lot Merger application for Assessor
Parcel Nos.: 513-0-060-175, 513-0-060-185, and 513-0-060-315 must be
completed and recorded.
14.Parking areas must be developed and maintained in compliance with the
Moorpark Municipal Code, and surfaced with asphalt, concrete, or other surface
acceptable to the Community Development Director, City Engineer/Public Works
Director, and must include adequate provisions for drainage, National Pollution
Discharge Elimination System (NPDES) compliance, striping and appropriate
wheel blocks or curbs in parking areas adjacent to landscaped areas. All parking
space striping must be maintained to be clearly visible during the life of the
development.
15.A separate sign permit application is required for all proposed signs, which are
subject to the review and approval of the Community Development Director.
16.Prior to issuance of a building permit, the applicant shall submit all fees,
including, but not limited to Los Angeles Avenue Area of Contribution Fee, Air
Quality Fee, Tree and Landscape Fee, Fire Protection Facilities Fee, Police
Facilities Fee, and Library Facilities Fee. All entitlement processing fees must be
paid in fullprior to the issuance of abuilding permit.
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Resolution No. 2020-____
Page 7
17.Prior to issuance of a building permit, applicant shall either submit an in-lieu art
fee or indicate a location for on-site public art in compliance with Chapter 17.50
of the Zoning Ordinance. If on-site public art is approved, it must be installed and
completed prior to issuance of a Certificate of Occupancy.
Engineering / Public Works
18.Prior to issuance of a grading permit, provide street improvement plans, including
all profiles, for Princeton Avenue andCondor Drive. Street improvement plans
shall include all improvements within the existing and proposed right-of-way (curb
and gutter, sidewalk, parkways, driveways, etc.).
19.Provide site improvement plans, including grading and drainage, site utilities,
storm drainage infrastructure, sewer, domestic water, irrigation water, fire water,
etc.
20.Provide a Hydrology and Hydraulic Report, prepared by a State of California
Licensed Civil Engineer. Peak storm water runoff mitigation shall comply with
Ventura County Design Hydrology Manual and no developed peak condition shall
exceed the 10-year developed condition.
21.Provide a revised Storm Water Quality Report, prepared by a State of California
Licensed Civil Engineer. Report formatting shall follow the County’sTechnical
Guidance Manual for Storm Water Quality Measures.
22.All proposed storm water quality BMPs shall comply with the most current MS4
permit.
23.Provide Storm Water Quality Operations and Maintenance Manual and
Covenant.
24.Provide street dedication and/or easementdocuments for consideration to the
satisfaction of the City Engineer/Public Works Director.
25.Provide water and sewer improvement plans for reference.
26.Applicant shall install “full-capture” trash excluders approved by the California
State Water Resources Control Board for compliance with the State’s Trash
Policy (State Water Resources Control Board Resolution No. 2015-0019) in all
storm drains. Flow capacity calculations showing compliance with the 1-year, 1-
hour minimum flow design criteria and applicable bypass sizing shall be identified
on Plans and submitted to the City Engineer for review and approval prior to
installation. An ongoing Operations and Maintenance Plan shall also be
submitted to the CityEngineer for review.
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Resolution No. 2020-____
Page 8
27.Project will provide street and frontage improvements along Princeton Avenue.
Such frontage improvements include replacing an existing transit/bus shelter with
a new one, to the satisfaction of the City’sTransit Program Manager.
Additionally, the street improvements along Princeton Avenue shall include a bus
turnout for the new transit/bus shelter, per Ventura County Road Standards.
Ventura County Fire Protection District(VCFPD)
28.Access Road Width, Private Roads/Driveways - Private roads shall comply
with Public Road Standards.
29.Construction Access - Prior to combustible construction, a paved all-weather
access road / driveway suitable for use by a 20 ton Fire District vehicle shall be
installed at locations approved by the Fire District.
30.Construction Access Utilities - Prior to combustible construction, all utilities
located within the access road and the first lift of the access road pavement shall
be installed. A minimum 20 foot clear width shall remain free of obstruction
during any construction activities within the development once combustible
construction starts.
31.Access Road Location - The access / driveway shall be extended to within 150
feet of all portions of the exterior walls of the first story of any building and shall
be in accordance with Fire District access standards. Where the access roadway
cannot be provided, approved fire protection system or systems shall be installed
as required and acceptable to the Fire District.
32.Fire Lanes - Prior to construction, the applicant shall submit two (2) site plans to
the Fire District for approval of the location of fire lanes. Prior to occupancy, all
fire lanes shall be posted “NO PARKING-FIRE LANE-TOW AWAY” in
accordance with California Vehicle Code, the International Fire Code and current
VCFPD Fire Lane Standards. All signs and or Fire Lane markings shall be within
recorded access easements.
33.Fire Hydrant Installation - Prior to combustible construction on any parcel, a fire
hydrant capable of providing the required fire flow and duration shall be installed
and in service along the access road / driveway at a location approved by the
Fire District, but no further than 250 feet from the building site. The owner of the
combustible construction is responsible for the cost of this installation.
34.Fire Department Clearance - Applicant shall obtain VCFPD Form #126
"Requirements for Construction" prior to obtaining a building permit for any new
structures or additions to existing structures.
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Resolution No. 2020-____
Page 9
Ventura County Air Pollution Control District(VCAPCD)
35.The Permittee shall comply withthe provisions of all applicable California State
Laws and Air Pollution Control DistrictRules and Regulations regarding portable
construction equipment and construction vehicles.
36.The Permittee shallcomply withthe provisions of applicable VCAPCD Rules and
Regulations, which include but are not limited to, Rule 50 (Opacity), Rule 51
(Nuisance), and Rule 55 (Fugitive Dust).
37.Operations shall be operated in accordance with the Rules and Regulations of
the Ventura County Air Pollution Control District, with emphasis on Rule 51,
Nuisance.
-End-
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