HomeMy WebLinkAboutAGENDA REPORT 2023 0301 CCSA REG ITEM 09BCITY OF MOORPARK, CALIFORNIA
City Council Meeting
of March 1, 2023
ACTION RECEIVED PRESENTATION
AND CONFIRMED DRAFT CIRCULATION
AND NOISE ELEMENTS. (VOICE VOTE: 4-
0, COUNCILMEMBER GROFF ABSENT)
BY A. Hurtado.
B. Consider Presentation on the 2050 General Plan Circulation and Noise Elements.
Staff Recommendation: Receive presentation and provide confirmation that Draft
Circulation and Noise Elements address the community’s future needs. (Staff:
Doug Spondello, Deputy Community Development Director)
Item: 9.B.
MOORPARK CITY COUNCIL
AGENDA REPORT
TO: Honorable City Council
FROM: Doug Spondello, AICP, Deputy Community Development Director
DATE: 03/01/2023 Regular Meeting
SUBJECT: Consider Presentation on the 2050 General Plan Circulation and Noise
Elements
SUMMARY/BACKGROUND
On January 15, 2020, the City Council initiated a comprehensive update to the City’s
General Plan and an associated Program Environmental Impact Report (EIR). The
General Plan establishes a community vision of the City through the year 2050 and
identifies the specific goals, policies, and programs that are necessary to achieve the
vision. The motto for the General Plan update is “Made by Moorpark”, a statement that
emphasizes the importance of the community’s voice and active role in the planning
process. As a result, all aspects of the General Plan have included significant and
meaningful input from the community.
2050 General Plan Vision Statement
The General Plan is guided by a Vision Statement, which describes the community’s
intention for Moorpark in 2050. All recommendations, goals, policies, and programs in
the General Plan are designed to align with the values outlined by the Vision Statement.
On February 3, 2021, the City Council confirmed the following Vision Statement which
was developed through significant community outreach and input from the General Plan
Advisory Committee and Planning Commission.
Moorpark in 2050 is a virtually and physically connected community that provides a
sustainable, diverse, inclusive, equitable, and safe place to live, work, and play for all
generations. Moorpark supports and values local businesses, arts and education,
innovation, healthy living, and maintains its family-oriented small-town feel. We are
stewards of the environment and honor our agricultural and cultural heritage. We balance
these values to maintain a high quality of life for our residents.
Item: 9.B.
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Honorable City Council
03/01/2023 Regular Meeting
Page 2
The Circulation Element
The Circulation Element (Attachment 1) provides a detailed transportation plan and
mobility plan and also addresses infrastructure needs for the circulation of people, goods,
energy, water, sewage, storm drainage, and communications.
The update to the Circulation Element includes Figure CI-1 Moorpark Roadway Network,
which identifies different roadways in Moorpark by their planned capacity. These
designations include Principal Arterial, Minor Arterial, Collector, Downtown Collector, and
Local/Private Streets. The plan intends to identify where the majority of the City’s traffic
(vehicular, bicycle, and pedestrian) will be conveyed within the City. The Circulation
Element also includes potential design sections for each roadway type with dimensions
and a maximum and minimum width example.
During discussions with the GPAC it became clear that the community desires flexibility
in the planning of existing and future roadways, so as not to require the dedication of
additional private property for expansion. For that reason, the minimum roadway sections
identified in each example comply with the actual existing widths of each roadway
designation currently within Moorpark. The cross sections also provide flexibility for
implementation, as Figure CI-3 Roadway Shoulder Options provides “plug and play”
alternatives that can accommodate protected bike lanes, transit stops, multipurpose trails
and enhanced landscaping. The GPAC also recommended that the Level of Service
standard (a measure of throughput for cars through each intersection) be lowered from C
to D, in order to avoid expanding roadways for additional vehicles.
The Circulation Element also includes a variety of goals, policies, and programs designed
to achieve the community’s vision of future circulation needs, prioritize coordination with
Caltrans and other agencies, and ensure adequate and safe circulation Citywide.
The Noise Element
The purpose of the Noise Element (Attachment 2) is to ensure and maintain the
community’s desired quality of life and character with respect to noise and the
compatibility of land uses. The element addresses key noise issues that include general
community noise concerns, land use and noise compatibility – and addresses both
stationary and mobile noise sources. The goals and policies included in this element
provide the framework to achieve and maintain acceptable noise levels within the
community.
ENVIRONMENTAL DETERMINATION/CEQA COMPLIANCE
This report is exempt from environmental review pursuant to Section 15061(b)(3) of the
California Environmental Quality Act.
FISCAL IMPACT
There is no fiscal impact associated with receipt of this report.
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Honorable City Council
03/01/2023 Regular Meeting
Page 3
COUNCIL GOAL COMPLIANCE
This report does not support a current strategic directive.
STAFF RECOMMENDATION
Receive presentation and provide confirmation that Draft Circulation and Noise Elements
address the community’s future needs.
Attachment 1: 2050 General Plan – Draft Circulation Element
Attachment 2: 2050 General Plan – Draft Noise Element
10
Circulation
3
ATTACHMENT 1
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MOORPARK GENERAL PLAN | CHAPTER 3 : CIRCULATION ELEMENT | 3-1
3.1 INTRODUCTION
California’s General Plan Guidelines state that
the Circulation Element is not simply a
transportation plan, but rather a strategy
addressing infrastructure needs for the
circulation of people, goods, energy, water,
sewage, storm drainage, and communications.
The term “infrastructure” is defined as the built
facilities, generally publicly funded, that are
required to serve a community’s development
and operational needs. Infrastructure includes
roads, water supply systems, sewer systems, and
storm drainage. This section of the General Plan
provides background research and goals and
policies for these systems in two sections, the
first addressing Mobility (3.2) followed by
Infrastructure (3.3).
3.2 MOBILITY
The city of Moorpark’s transportation system
serves the mobility needs of the community.
Moorpark’s geography with development on a
valley floor extending into adjoining mountains
concentrates travel on a limited set of corridors
that are critical to manage and improve to give
people safer, faster, and more environmentally
sustainable options for travel. The focus of this
element is to strengthen multi-modal
connections within the city and to the region.
The local transportation system needs to serve
all users, with a focus on safety, accessibility,
and convenient, efficient travel between origins
and destinations in Moorpark. Enhancing
mobility and connectivity for transit, bicycles,
and pedestrians will also help reduce vehicle
congestion and emissions and promote safety
and public health.
Seven key goals (and their associated policies),
assembled into two overarching categories,
represent the priorities of the Moorpark
community:
•Transportation System Standards
−Transportation System to provide for
the safe and efficient movement of
people of all ages and abilities, goods,
and services into, out of, and through the
city of Moorpark.
−Level of Service to support existing,
approved, and planned uses throughout
the city while maintaining a desired level
of service on all streets and at all
intersections.
−Roadway Standards to support and
maintain the desired character of the city
of Moorpark.
−Parking to provide appropriate levels of
public and private parking to support
existing and future development.
•Multimodal Transportation
−Transit System to serve the city of
Moorpark.
−Bicycle and Pedestrian Facilities for
safe, efficient, and attractive bicycle and
pedestrian routes for commuter, school,
and recreational use
−Transportation Demand Management
to assist in reducing vehicle trips, trip
lengths, air quality impacts, and
greenhouse gas emissions.
The policies within each of these goals are then
attributed to implementation measures for
action by various city departments over the life
of the General Plan.
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3.2.1 Regulatory Framework
California state law requires that a general plan
include “the general location and extent of
existing and proposed major thoroughfares,
transportation routes, terminals, any military
airports and ports, and other local public
utilities and facilities, all correlated with the land
use element of the [general] plan” (Government
Code [CGC] §65302[b]). This section of the code
also requires that the Circulation Element “plan
for a balanced, multimodal transportation
network that meets the needs of all users of
streets, roads, and highways for safe and
convenient travel in a manner that is suitable to
the rural, suburban, or urban context of the
general plan.”
This Mobility section includes all information
required of Circulation Elements, as described in
the Government Code, except that the location
and extent of “other local public utilities and
facilities” is addressed in the Infrastructure
section of the Circulation Element.
3.2.2 Our Starting Point
Roadway Network
The city of Moorpark’s roadway network is
defined by a classification system that uses a
hierarchy of facility types based on differences
in size, function, and capacity. The current
roadway network relies primarily on two
freeways, California State Route 23 (SR-23) and
California State Route 118 (SR-118), to facilitate
regional connections south through Thousand
Oaks and east through Simi Valley, respectively.
Other roadway connections to neighboring
communities include:
•Los Angeles Avenue (coterminous with
SR-118), providing access west to Somis and
onward to Saticoy and Ventura, as well as
southwest to Camarillo via Somis Road
(coterminous with SR-34).
•Grimes Canyon Road, providing access
north to Fillmore.
•Walnut Canyon Road (coterminous with
SR-23) providing access north to Fillmore
via Broadway and merging with Grimes
Canyon Road.
•Moorpark Road, providing access south to
Thousand Oaks and southwest to Camarillo
via Santa Rosa Road.
•Tierra Rejada Road, providing access east to
Simi Valley.
•Arroyo Drive/Los Angeles Avenue, providing
access east to Simi Valley.
Bicycle Network
The city’s designated bikeway network consists
of the following three types of facilities:
•Class I Bikeway (Bike Path) – a special type
of facility designed for exclusive use by
bicyclists with its own right-of-way,
completely separated from other modes of
transportation by a physical barrier, grade
separation, or open space.
•Class II Bikeway (Bike Lane) – a paved area
for preferential use of bicycles located
between the travel lane closest to the curb
and the curb. Pavement markings and
signage shall be used to indicate its
presence.
•Class III Bikeway (Bike Route) – a
conventional street where bike use is
indicated by signage only and bicycle traffic
shares space with motor vehicle traffic.
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The city’s bikeway network consists of a well-
connected system of mostly Class II bike lanes
along the city’s arterials and a handful of local
collectors. A Class I bike path runs along the
south side of the Arroyo Simi between Tierra
Rejada Road and Spring Road, while a Class III
bike route along Princeton Avenue connects the
central part of the city with Campus Park Drive.
Pedestrian Network
Sidewalks are generally present along roadways
of all types within the developed areas of the
city and marked crosswalks are available at
major intersections. Downtown’s High Street is
an important pedestrian-oriented district with
street-fronting businesses and pedestrian
access to the train station.
However, outside of the developed areas of the
city, pedestrian facilities are notably absent,
leading to gaps in pedestrian access between
residential developments on the outskirts of the
city and central part of the city. Roadways such
as Walnut Canyon Road (SR-23), Moorpark
Road south of Tierra Rejada Road, Grimes
Canyon Road, and Broadway Road do not have
sidewalks along the majorities of their length.
Additionally, Princeton Avenue lacks sidewalks
between Spring Road and Condor Drive,
resulting in no dedicated pedestrian facilities to
link the central part of the city with the area
around Campus Park Drive. Although the
Princeton Avenue Improvement Project is
currently underway to address this issue.
Transit Network
Public transportation options in the city include
rail, local fixed-route bus, county inter-city
express bus, paratransit, and dial-a-ride
services.
The city’s Moorpark train station along High
Street within the Downtown area is served by
both Metrolink’s Ventura County Line and
Amtrak’s Pacific Surfliner rail lines.
First/last mile access to the Moorpark train
station within the Downtown area is available
via the adjacent multimodal facilities. Along
High Street, bicycle lanes and sidewalks are
provided between Moorpark Avenue on the
west and Spring Road on the east. North of
High Street, bicycle lanes are provided along
Spring Road. However, no bicycle lanes are
provided along Moorpark Avenue and Walnut
Canyon Road to the east, though both streets
include pedestrian sidewalks.
Moorpark Transit is a fixed-route bus service
that operates during weekdays between 6:15
a.m. and 6:00 p.m. Two routes are provided and
run along the major roadways in the city,
including Los Angeles Avenue, Tierra Rejada
Road, Moorpark Avenue, Spring Road, etc. The
routes serve destinations including city hall, the
Metrolink/Amtrak station, Moorpark College,
shopping centers along Los Angeles Avenue, as
well schools and parks.
Countywide inter-city express bus service is
provided by Ventura County Transportation
Commission (VCTC) Transit’s East County and
East-West Connector Services. East County lines
utilize SR-23 and SR-118 to provide service
south to Thousand Oaks and east to Simi Valley,
while the East-West Connector utilizes SR-118
to provide service east to Simi Valley and west
to Somis, with further service provided to
Camarillo, Oxnard, and Ventura via SR-34 and
US-101. Both routes intersect with other VCTC
bus routes, linking all of Ventura County as well
as the San Fernando Valley.
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Local Americans with Disabilities Act-compliant
Paratransit is available to persons with
disabilities who are certified by the city and
VCTC in the form of a dial-a-ride system. Travel
within the city is available from 6:00 a.m. to 6:00
p.m. on weekdays. Inter-city paratransit to other
Ventura County cities and connections to Gold
Coast Transit and LA Access are available during
the same timeframe on weekdays and from 8:00
a.m. to 6:00 p.m. on weekends.
Additional Dial-A-Ride services in the city are
available for seniors aged 65 and over, with
nearly identical service to paratransit, except
without a connection to LA Access. Hours of
operation are the same as other paratransit
services.
Goods Movement
Goods are moved to, from and through the city
along the roadway and rail system. Moorpark is
bisected by State Route 118 and the rail line
which carries Union Pacific railroad freight rail,
Amtrak and Metrolink, which locally serve the
industrial areas in the eastern and western parts
of the city. North of the city, sand and gravel
operations are located off State Route 23.
Los Angeles Avenue is a major east-west route
for interregional truck travel between the
confluence of State Routes 23 and 118 and
points west such as Somis, Oxnard, and Saticoy.
Transportation Use Patterns
The primary mode of commute for residents of
Moorpark is to drive to work alone (82.6%).
From 2000 to 2018, driving alone commutes
have stayed steady while carpooling has
declined and bicycle, pedestrian and home-
based employment have increased. Only 3% of
households do not own a car.
Service volumes on a majority of roadways in
the city are well below the roadways’ operating
capacities. This presents opportunities to
implement multimodal/ complete streets
improvements within the current road right-of-
way without resulting in reduced vehicle speeds
and enhanced safety.
Data from the US Census Longitudinal
Employer-Household Dynamics Origin-
Destination Employment Statistics shows major
inflows and outflows of workers with 85% of
employees in the city coming from outside of
the city and 90% of residents working outside
of the city.
A majority of out-commutes are to the east and
southeast to employment centers in Los
Angeles County, Thousand Oaks, and Simi
Valley. Commuters into the city are primarily
from Simi Valley and the San Fernando Valley to
the east.
Metrolink’s Ventura Line service is focused on
Ventura to Los Angeles in the morning and Los
Angeles to Ventura in the evening Mondays to
Fridays. This limits Metrolink as an option for
commuting within Ventura County and for use
by non-commuters.
The city’s strategic location for goods
movement brings regional economic benefits,
however the city bears a large burden of
regional truck traffic impacts. Los Angeles
Avenue is the main commercial street in the
city, but it is also a State Highway and
designated freight corridor that carries trucks
passing through the city between Los Angeles
and the Central Coast.
The State Route 118 designation along the
freeway west of the city transfers to Los Angeles
Avenue as the freeway turns southerly and
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MOORPARK GENERAL PLAN | CHAPTER 3 : CIRCULATION ELEMENT | 3-5
operates under the State Route 23 designation.
Vehicles continuing on State Route 118 travel
through the city of Moorpark as Los Angeles
Avenue. Up to 1,500 trucks per day travel in
each direction along Los Angeles Avenue—
approximately the same level of truck traffic as
along US 101.
3.2.3 Goals and Policies
The following goals and policies provide a
roadmap towards achieving the city’s Vision
Statement with regards to Mobility, while
continuing to maintain the character and quality
of life of Moorpark.
Transportation System Standards
Goals and policies in this section identify design
standards and principles to balance providing
access and regional connections with efficient
travel and safety.
GOAL CI 1
TRANSPORTATION SYSTEM: A
TRANSPORTATION SYSTEM SUPPORTING USES
ACCOMMODATED BY THE LAND USE PLAN
AND PROVIDING FOR THE SAFE AND EFFICIENT
MOVEMENT OF PEOPLE OF ALL AGES AND
ABILITIES, GOODS, AND SERVICES INTO, OUT
OF, AND THROUGH THE CITY OF MOORPARK.
CI 1.1
Multimodal transportation: Require that the planning, design, and construction of all transportation projects consider the needs for all modes of travel to create safe, livable, and inviting environments for motorists, pedestrians, bicyclists, and public transit users of all ages and abilities.
CI 1.2
Complete streets: Design, plan, maintain, and operate streets using complete streets1
principles for all types of transportation projects including design, planning, construction, maintenance, and operations of new and existing streets and facilities. Encourage street connectivity that aims to create a comprehensive, integrated, connected network for all modes.
CI 1.3
User safety: Enhance the safety of all users of the transportation system.
CI 1.4
System improvements: Promote the continued improvement of the circulation system, through the improvement of sub-standard roadways, sidewalk crossings, and intersections and the construction of missing links and related facilities through the city’s Capital Improvement Program (CIP).
CI 1.5
Rail Improvements: Encourage the improvement and modification of rail transportation facilities to promote ridership and safety and minimize impacts on local circulation.
CI 1.6
Rural areas: Design roadways, pedestrian areas, walks, and other elements of mobility infrastructure in applicable outlying areas to convey a rural appearance while providing for low maintenance costs and safe passage of vehicles, pedestrians, equestrians, and bicycles.
CI 1.7
Collaborate with Regional Partners: Engage with Ventura County and the Ventura County Transportation Commission to achieve consistency between regional and local transportation improvements and the city’s General Plan, and accomplish the city’s future transportation goals.
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MOORPARK GENERAL PLAN | CHAPTER 3 : CIRCULATION ELEMENT | 3-6
CI 1.8
Collaborate with Caltrans: Engage with Caltrans to achieve consistency between regional and local transportation improvements
and the city’s General Plan and accomplish the
city’s future transportation goals.
CI 1.9
Truck Safety: Engage with the California Highway Patrol to ensure that large commercial trucks and trailers meet all California and federal safety standards and move safely throughout the Moorpark community.
CI 1.10
Transportation Equity: Consider health and equity in the design and operation of the city’s transportation network; and make provisions for convenient, accessible, affordable, and alternative modes of mobility based on the needs of residents.
GOAL CI 2
LEVEL OF SERVICE: A CIRCULATION SYSTEM
WHICH SUPPORTS EXISTING, APPROVED, AND
PLANNED USES THROUGHOUT THE CITY WHILE
MAINTAINING A DESIRED LEVEL OF SERVICE
ON ALL STREETS AND AT ALL INTERSECTIONS.
The policies within this goal address two
performance metrics that the city will utilize in
order to maintain acceptable operations of the
circulation network: Level of Service and Vehicle
Miles Traveled.
Level of Service (LOS) is used to evaluate local
congestion-related impacts of future
development, at intersections and roadways,
typically during peak commuting hours.
As of July 2020, the requirements for
environmental analysis shifted to the use of
Vehicle Miles Traveled (VMT) instead of LOS, in
order to align with goals to reduce greenhouse
gas emissions and impacts of climate change.
VMT is assessed as an “efficiency metric”,
measured either per capita, per employee, or
both.
CI 2.1
Roadway performance standard: Maintain
Level of Service "D" as the standard for system
performance for traffic volumes on the
circulation system. High Street between
Moorpark Avenue and Spring Road is exempt
from this standard. For roadways and
interchanges already operating at a lower level of performance than level of service "D", the standard shall be to maintain or improve the current level of service.
CI 2.2
Environmental impact threshold: Maintain thresholds for the determination of environmental impacts for proposed residential, commercial, and industrial uses of a minimum reduction of per capita vehicle miles travelled
(VMT) of 15% below existing and no net
increase in per capita VMT compared to existing
for all other land use types. Periodically review
and adjust this threshold as appropriate in
consideration of actual vehicle miles and
greenhouse gas emissions resulting from
implementation of the Land Use Plan.
CI 2.3
VMT analysis. Require the analysis of VMT per resident and/or per employee as part of CEQA environmental review, and development of a mitigation program to reduce any significant impacts consistent with State law.
CI 2.4
VMT reduction: Work to reduce VMT through land use planning, enhanced transit access, localized attractions that reduce the need for
travel to adjoining communities, and improved
access to non-vehicular modes of
transportation.
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MOORPARK GENERAL PLAN | CHAPTER 3 : CIRCULATION ELEMENT | 3-7
CI 2.5
Phasing to maintain LOS: Coordinate project phasing to ensure that the timing of accompanying on-site and off-site circulation
improvements maintain the level of service
standards specified in CI 2.1.
CI 2.6
Traffic signal coordination: Prioritize traffic signal coordination and retiming to accommodate changes in travel patterns and traffic flows to limit unnecessary delay and congestion.
CI 2.7
New technologies: Evaluate opportunities to incorporate new materials, technologies, or design features that improve safety and operations of the circulation system.
CI 2.8
Funds for transportation improvements: Require that development projects participate in a transportation fee program and contribute their fair share of funds for transportation improvements, and that revenue generated by this program be allocated only toward transportation improvements.
CI 2.9
Driveway access: Limit driveway access points onto arterial roadways where feasible, to ensure the smooth and safe flow of vehicles and bicycles.
CI 2.10
Emerging trends: Update roadway and operational standards to account for emerging
1 The Federal Highway Administration broadly defines micromobility as any small, low-speed, human- or electric-powered transportation device, including bicycles, scooters, electric-assist bicycles, electric scooters
(e-scooters), and other small, lightweight, wheeled
conveyances.
2 The Federal Transit Administration defines microtransit as IT-enabled private multi-passenger transportation
mobility trends, such as connected and autonomous vehicles, electric vehicle charging, micromobility1, and microtransit 2.
CI 2.11
Roadway widening: No public widening of local roadways beyond their current width shall be considered without environmental review, public consultation, and City Council approval.
GOAL CI 3
ROADWAY STANDARDS: TRANSPORTATION
SYSTEM DESIGN CRITERIA AND ROADWAY
STANDARDS SUPPORT AND MAINTAIN THE
DESIRED CHARACTER OF THE CITY OF
MOORPARK.
The policies within this goal address the design
of roadways, beginning with categorizing the
roadway network through a functional
classification system, as shown in Figure CI-1.
Roadway classification is process by which
streets are grouped hierarchically according to
the function they are intended to provide within
the roadway network (over time), such as trip
distance. The roadway classification cross-
sections shown here (Figure CI-2a through
Figure CI-2i) illustrate potential roadway
configurations within the minimum and
maximum right-of-way dimensions suited to
each class type found in the city. These
classifications are largely used to guide the
approach to newly built roads, they will not
services, such as Bridj, Chariot, Split, and Via, that serve passengers using dynamically generated routes, and may expect passengers to make their way to and from common pick-up or drop-off points. Vehicles can range
from large SUVs to vans to shuttle buses. Because they
provide transit-like service but on a smaller, more flexible
scale, these new services have been referred to as
microtransit.
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MOORPARK GENERAL PLAN | CHAPTER 3 : CIRCULATION ELEMENT | 3-8
result in any changes to the city’s roadways on
the ground.
The cross-sections of example shoulder
configurations (Figure CI-3) illustrate some
options and typical dimensions for
accommodating different facilities, such as
sidewalks, bike lanes, landscaped areas and
multi-use trails adjacent to travel lanes.
CI 3.1
Roadway classifications: Maintain roadway design standards that specify right-of-way, cross-sections, and other design criteria for designated roadway classifications as depicted in Figures CI-2a through Figure CI-2i.
CI 3.2
Landscaping: Provide for the planting of sustainable landscaping along principal arterials to mitigate visual impacts and erosion problems, as part of new development or a city-sponsored roadway construction project.
CI 3.3
Natural features: Require that roadways in hillside areas be located and designed to preserve ridgelines and natural features to the extent feasible.
CI 3.4
Hillside areas: Require that new collector streets in hillside areas incorporate curbs, gutters, and graded shoulders, and prohibit on-street parking except where pull-outs may be incorporated that do not affect safe access to residents and for fire equipment.
CI 3.5
Private streets: Require that private streets be improved to public street standards prior to dedication to the city.
CI 3.6
Medians: Encourage the use of sustainable landscaped medians on principal and minor
arterial streets to achieve a high level of visual quality.
CI 3.7
Evacuation routes: Designate and sign evacuation routes in consideration of the findings of the Risk Vulnerability Assessment.
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Moorpark Roadway Network
Date: 12/9/2022Source: Iteris, 2022
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City of Moorpark
General Plan Update
Circulation Element
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NOT TO SCALE
Figure CI-2a
Typical Cross-sections
Scale: 1.5” = 20’
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City of Moorpark
General Plan Update
Circulation Element
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NOT TO SCALE
Figure CI-2b
Typical Cross-sections
Scale: 1.5” = 20’
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Principal Arterial (Minimum)
1.5’
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/
Sh
o
u
l
d
e
r
14’
Example:
Walnut Cyn Rd/
Moorpark Ave
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2c
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’3’
Bik
e
Minor Arterial (Minimum)
1.5’
12’
P
8’
8’
12’
12’
12’
8’
8’
P
3’
3’
4’14’
50’ ROW
8’
12’12’
8’
5’5’
Bi
k
e
/
Sh
o
u
l
d
e
r
Bi
k
e
/
Sh
o
u
l
d
e
r
Example:
Princeton Ave
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2d
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’
5’
14’
3’
Bike
Bik
e
Minor Arterial (Maximum)
102’ ROW
1.5’
1.5’
3’
12’
P
8’
6’
5’Bike
5’
2’
12’12’
12’
12’
12’
8’
6’5’
P
3’6’
3’
Bi
k
e
6’
Bi
k
e
3’
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2e
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’
14’
3’
Bik
e
Collector (Maximum)
96’ ROW
1.5’
12’
P
8’
8’10’
12’12’
12’
12’
12’
8’
8’10’
P
3’
6’
3’
Bi
k
e
6’
Bi
k
e
4’
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2f
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’3’
Bik
e
Collector (Minimum)
1.5’
12’
P
8’
8’
12’
12’
12’
8’
8’
P
3’
3’
4’14’
50’ ROW
8’
12’12’
8’
5’5’
Bi
k
e
/
Sh
o
u
l
d
e
r
Bi
k
e
/
Sh
o
u
l
d
e
r
Example:
Campus Park Dr
(west of Princeton Ave)
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2g
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’
5’
14’
3’
Bike
Bik
e
Downtown Collector
80’ ROW
1.5’
1.5’
3’
P
8’
10’
5’Bike 2’
11’
12’
12’
11’
P
8’
20’22’
P
3’
5’
3’
Bi
k
e
5’
Bi
k
e
8’
P
8’
P
Example:
High St
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2h
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’
5’
14’
3’
Bike
Bik
e
Local (Maximum)
64’ ROW
1.5’
1.5’
3’
P
8’
6’
5’Bike
6’
2’
12’
12’
12’
12’
12’
P
8’
6’6’
P
3’
3’
8’
P
8’
P
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-2i
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’
5’
14’
3’
Bike
Bik
e
Local (Minimum)
46’ ROW
1.5’
1.5’
3’
P
8’
5’
5’Bike
6’
2’
10’
12’
12’
12’
10’
P
8’
5’
6’
P
3’
3’
8’
P
8’
P
Examples:
Willow Hill Dr
Elderberry Ave
Atwood Ct
Etc.
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City of Moorpark
General Plan Update
Circulation Element
N
NOT TO SCALE
Figure CI-3
Typical Cross-sections
Scale: 1.5” = 20’
Bik
e
5’
5’
3’
Bike
Bik
e
Roadway Shoulder Options
1.5’
1.5’
3’
P
8’
5’Bike 2’
12’
12’
12’
P
8’
P
3’
3’
8’
P
6’4’
12’11’
6’4’
12’6’
Bi
k
e
3’
6’4’
12’10’
Bi
k
e
3’
Bi
k
e
6’4’
12’6’
Bi
k
e
3’
One-Way Protected
Bicycle Lane
Two-Way Protected
Bicycle Lane
Transit Lane/ Stop
One-Way Protected Bicycle
Lane with On-Street Parking
6’4’
12’
Multipurpose Trail On-Street Parking
12’P
8’
6’4’
12’
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MULTIMODAL TRANSPORTATION
Goals and policies in this section identify
principles to provide a comprehensive and
balanced transportation system though
pedestrian, bicycle, and transit networks that
serve all sectors of the community’s mobility
needs while improving the quality of life,
opportunities and sustainability of the city.
GOAL CI 4
TRANSIT SYSTEM: PUBLIC TRANSPORTATION
THAT SERVES THE CITY OF MOORPARK.
The policies within this goal are intended to
guide the maintenance of and enhancement to
the public transportation system, as shown in
Figure CI-4. Public transportation options in the
city include rail, local fixed-route bus, county
inter-city express bus, paratransit, and dial-a-
ride services.
CI 4.1
Moorpark Transit: Support Moorpark Transit and other transit operators in the city.
CI 4.2
Integration with mobility networks: Work with public transit providers to ensure transit stations and stops are connected with pedestrian, bicycle, and micromobility networks to maximize access.
CI 4.3
Transit facilities: Incorporate improvements supporting public transit use in new development and public spaces such as bus benches, shelters, tree canopy, pads and/or turn-outs.
CI 4.4
Enhance access: Implement improvements and programs enhancing the access to and use of
public transit by students, senior citizens and those with limited mobility.
CI 4.5
Pilot projects: Encourage the use of new and emerging technologies through pilot programs.
GOAL CI 5
BICYCLE AND PEDESTRIAN FACILITIES: A
CITYWIDE SYSTEM OF SAFE, EFFICIENT, AND
ATTRACTIVE BICYCLE AND PEDESTRIAN
ROUTES FOR COMMUTER, SCHOOL, AND
RECREATIONAL USE.
The policies within this goal address the
standards for providing a safe, efficient, and
attractive bicycle and pedestrian network. The
city’s Bikeway Network Plan, as shown in Figure
CI-5, consists of the following three types of
facilities:
•Class I Bike Path: Class I bikeways, also
known as bike paths or shared-use paths,
are paved facilities with exclusive right-of-
way for bicyclists and pedestrians, away
from the roadway and with cross flows by
motor traffic minimized. Some systems
provide separate pedestrian facilities. Class I
facilities support both recreational and
commuting opportunities. Common
applications include along rivers, shorelines,
canals, utility rights-of-way, railroad rights-
of-way, within school campuses, or within
and between parks.
•Class II Bike Lane: Class II bikeways are bike
lanes established along streets and are
defined by pavement striping and signage
to delineate a portion of a roadway for
bicycle travel. Bike lanes are one-way
facilities, typically striped adjacent to vehicle
traffic travelling in the same direction.
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•Class III Bike Route: Class III bikeways, or
bike routes, designate a preferred route for
bicyclists on streets shared with motor
traffic (not served by dedicated bikeways) to
provide continuity to the bikeway network.
Bike routes are generally not appropriate for
roadways with higher motor traffic speeds
or volumes. Bike routes are established by
placing bike route signs and optional shared
roadway markings (sharrows) along
roadways.
CI 5.1
New bicycle and pedestrian facilities: Prioritize plans for new bicycle and pedestrian facilities to provide continuity and close gaps in the bikeway and sidewalk network.
CI 5.2
Improvements to bikeway network: Require proposed residential, commercial, and industrial developments to include bikeways in their street improvement plans, consistent with the Bikeway Network Plan (Figure CI-5) and construct pertinent improvements.
CI 5.3
Funding for bikeways: Require development projects to incorporate or participate in the funding of planned bikeways that allow the community to utilize bicycles as an alternative to automobiles.
CI 5.4
Off-street bicycle paths: Encourage the
provision and maintenance of off-street bicycle paths.
CI 5.5
Bicycle parking and storage: Encourage the
provision of bicycle parking and storage
facilities at new or modified public, commercial,
and industrial building sites.
CI 5.6
Sidewalks and landscape buffers: Require the development of sidewalks and incorporation of sustainable landscaping between the curb and sidewalk for new projects proposed in commercial and industrial areas along arterial and collector roadways. Provide landscaped buffers where feasible to separate pedestrian environments from the travel way adjacent to motor vehicles.
CI 5.7
Pedestrian safety: Require sidewalks to be
designed for observation from vehicles and
bicycles to ensure safety of pedestrians and
follow accepted traffic engineering practice,
when included as part of roadway improvement plans. Provide convenient and high-visibility crossings for pedestrians.
CI 5.8
Buffers and protected lanes: Recognize that high-speed streets, high-volume streets, and truck routes can increase pedestrian and bicycle stress levels and decrease comfortability. To mitigate impacts, provide increased buffers and protected bicycle lanes in high-stress areas, where feasible.
CI 5.9
Partnerships with schools: Develop
partnerships with local schools to identify and
implement mobility improvements and non-
infrastructure programs that improve safety for
students traveling to/from school and increase the number of students walking and bicycling to school.
43
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Moorpark Bicycle Network
Date: 11/9/2022Source: Iteris, 2022
}}
}}
}}
}}
23
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118
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Los Angeles Ave
Co
l
l
i
n
s
D
r
Mo
o
r
p
a
r
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Walnut
C
anyonRd
Mo
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r
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a
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A
v
e
Tier ra
R
e
j
a da Rd
Spr
ing
R
d
High St
Mi
lle
r
P
k
w
y
Pe
a
c
h
H
i
l
l
R
d
Campus Park Dr
Ga
b
b
e
r
t
R
d
Broadway Rd
Pr
i
n
cet
on
A
v
e
LosAngeles
A
ve
Ch a m p i on s hi p Dr
Ar
ro
y
o
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Sp
r
i
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g
R
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Gr
i
m
e
s
C
a
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y
o
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R
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Arr oyo
S
imi
Figure CI-5
C IRCULATION
0 2,000 4,0001,000
FT
City Boundary
Railroad
Bike Facilities
Class I Bike Path - Existing
Class I Bike Path - Proposed
Class II Bike Lanes - Existing
Class II Bike Lanes - Proposed
Class III Bike Route - Existing
Class III Bike Route - Proposed
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GOAL CI 6
TRANSPORTATION DEMAND
MANAGEMENT: TRANSPORTATION DEMAND
MANAGEMENT (TDM) IS UTILIZED TO ASSIST
IN REDUCING VEHICLE TRIPS, TRIP LENGTHS,
AIR QUALITY IMPACTS, AND GREENHOUSE GAS
EMISSIONS.
CI 6.1
Employer incentives: Encourage businesses to provide incentives for employees to utilize alternatives to the conventional automobile transportation to reduce energy consumption, noise pollution, air pollution, and greenhouse gas emissions, such as shared ride programs, parking cash out3, transit benefits, and allowing
telecommuting and alternative work schedules.
CI 6.2
Routing, scheduling, and planning priority: Support the provision of alternative forms of public and private transit that offer routing, scheduling, and planning priority to the work force, youth, students, handicapped, senior citizens, and shoppers to the extent feasible.
CI 6.3
Ventura County Air Pollution Control District: Support the Ventura County Air Pollution Control District in its effort to implement transportation demand management strategies.
CI 6.4
TDM fund expenditure: The city shall develop a program for expending transportation demand management funds collected as mitigation for developments’ air quality impacts.
3 The California Air Resources Board notes that State law
requires certain employers who provide subsidized parking for their employees to offer a cash allowance in lieu of a parking space. This law is called the parking cash-out program. The intent of the law is to reduce vehicle
GOAL CI 7
PARKING: AN INTEGRATED PARKING
PROGRAM TO PROVIDE APPROPRIATE LEVELS
OF PUBLIC AND PRIVATE PARKING TO
SUPPORT EXISTING AND FUTURE
DEVELOPMENT.
CI 7.1
Parking management: Employ parking management strategies, such as shared parking in mixed use areas, on-street residential parking, and spill-over parking to avoid construction of unnecessary parking.
CI 7.2
Residential neighborhoods: Manage the supply, restrictions (e.g., duration, type of use), and location of parking to limit parking intrusion into residential neighborhoods.
CI 7.3
Supply and demand: Ensure that parking supply accommodates the projected demand, allowing for shared parking as determined by additional parking analysis.
commute trips and emissions by offering employees the
option of "cashing out" their subsidized parking space
and taking transit, biking, walking or carpooling to work.
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3.3 INFRASTRUCTURE
The city of Moorpark recognizes that a robust
infrastructure and utility network is paramount
to accommodate the growth and development
that could occur from buildout of the Land Use
Plan. Systems that provide for efficient
management of water, wastewater, stormwater
drainage, solid waste, energy, and
telecommunications systems will continue to be
expanded concurrently with new development,
population, and employment growth.
3.3.1 Regulatory Context
As described in the Introduction, the California
Government Code stipulates that in addition to
transportation routes, the circulation element
must identify the location and necessity of
public utilities and facilities. Relevant utilities
include water, sewers, storm-water systems,
telecommunications and broadband, electric
vehicle charging stations, electricity, and natural
gas lines. These facilities relate directly to the
land uses planned in the Land Use Element,
consequently, the circulation element should
consider not just “right sizing” such
infrastructure to serve only that growth that is
actually planned in the Land Use Element, but
also placing infrastructure in areas that
maximize efficiency and minimize impacts to
the community.
3.3.2 Wet Infrastructure
Considerations
Moorpark, in conjunction with several other
agencies such as Ventura County (“County”)
Public Works and Waterworks District No. 1
(“District”), operates and maintains utility
systems within the city. All entities managing
the infrastructure in the city have a process in
place for correcting deficiencies and addressing
any potential capacity issues to ensure a high
functioning infrastructure network.
Looking into the future of infrastructure
management, emphasis is placed on
implementing the latest technologies and
software systems to effectively manage
improvements to infrastructure systems and
maintaining a strong Capital Improvement Plan
(CIP) process throughout the city. In addition,
continued multi-agency coordination for water
and sewer infrastructure systems to support
intensified development while also promoting
sustainability goals is also an important
component to successful infrastructure and
resource management.
New developments under the General Plan may
impact water, sewer and storm drain
infrastructure. Most of these changes are
focused infill sites where vacant lots may be
developed and existing development
intensified. An overall increase in water and
sewer flows are expected in these infill areas
throughout the city. Therefore, infrastructure
goals and policies under the General Plan will
focus on robust infrastructure capacity, a
diverse water supply portfolio and increased
wastewater and recycled water treatment
capacities.
In addition, new developments may result in
changing drainage patterns and new pollutants
that may enter into waterways. The city has
established goals to effectively manage these
stormwater infrastructure systems while using
technology to actively track water quality
throughout watersheds.
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3.3.3 Storm Drain
Storm Drainage
Well managed drainage infrastructure is
important for the safety of residents as well as
the enhancement of water quality throughout
the urban environment. Storm drain lines are
maintained by the city or private property
owners and the larger drainages and larger
watercourses are maintained by the Ventura
County Watershed Protection District (VCWPD).
The city utilizes their 1995 Master Plan of
Drainage (MPD) for storm drain improvement
project planning as well as managing projects
on an annual basis through the Adopted
Operating and Capital Improvement Projects
Budget. After determining projects with the
highest priority, the selected projects are
incorporated into the current fiscal year budget.
Additionally, the County prepares a CIP project
list every five years to ensure Countywide
capital needs are met for larger storm drain
conveyance facilities. This Five-Year Plan
development involves all County departments
and agencies. Each department/agency is
requested to review capital needs for a five-year
period, then CIP requests are submitted to the
Capital Planning Committee for review and
prioritization. Improvements to storm drain
infrastructure are included in the Watershed
Protection Plan.
Floodplain Management
According to the Flood Zone assessment, most
of Moorpark does not have a designated flood
zone. Those zones with possible flood plains
within the city are designated as Zone X and A,
which includes portions of the opportunity sites.
Zone X is outside of the 500-year flood area
and has a 0.2% chance of flooding, while Zone
A has a 1% annual chance of flooding and a
26% chance of flooding over the lifetime of a
30-year mortgage. Refer to the Environmental
Impact Report (EIR) technical report on
infrastructure for more details on these flood
zone areas throughout the city.
Water Quality
The Stormwater Management Program is
managed by the city’s Department of Public
Works. The city enforces a stormwater program
to protect water quality in downstream
receiving waters through the following
programs: Regional Phase I Municipal Separate
Storm Sewer System (MS4), National Pollutant
Discharge Elimination System (NPDES) Permit,
Order No. R4-2021-0105, effective July 23, 2021.
In conformance with these, certain development
projects within the city must implement Low
Impact Development (LID) Best Management
Practices (BMPs), such as infiltration basins,
bioretention planters, and vegetated swales, to
filter and remove pollutants for improved
stormwater quality throughout the city.
Proposed Condition Drainage and
Water Quality Summary
Development projects under the General Plan
may impact drainage and water quality
conditions within the city. Primarily, areas that
are currently vacant land will experience
increases in peak flow runoff which may impact
drainage facilities. In addition, new
developments may contribute to increased
pollutants entering water bodies.
There are no downstream storm drain
improvements projects that would be impacted
by the development proposed for the infill sites.
If a deficiency is identified in the future, the city
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and/or County could require improvements to
the drainage systems or onsite detention
systems for those developments. Development
projects will also be required to implement LID
BMPs to prevent additional pollutants from
entering into downstream waterways. Therefore,
no impacts to water quality or drainage are
anticipated through implementation of this
General Plan due to these existing policies in
place enforced by the city and the County.
3.3.4 Sewer
Sewer Infrastructure and Treatment
The District also maintains the sewer system
throughout the city, which consists of seven
sewer pump stations, force mains, one
wastewater treatment plant, standard and trunk
manholes, and 368-miles of gravity sewer pipes
as of 2020. The Moorpark Water Reclamation
Facility (MWRF) serves as the primary
wastewater treatment plant for the city as well
as provides for recycled water production for
Title 22 reuse opportunities.4
The MWRF has an existing capacity of 5 million
gallons per day (MGD). Based on 2 MGD of
current wastewater flows, there is approximately
3 MGD of available sewer capacity within the
MWRF. The District anticipates the need to
expand the plant’s tertiary treatment capacity
so that recycled water supply will reach 1.96
MGD (AFY) by 2040 to accommodate the need
from a growing customer base (2,200 AFY).
The District actively manages the sewer
infrastructure network by requiring project-by-
project monitoring of sewer flow capacity to
4 Title 22 of California’s Code of Regulations refers to state
guidelines for how treated and recycled water is
discharged and used.
ensure that the sewer system is functioning
efficiently and effectively for the District’s
service area and customers. Alongside
monitoring, sewer system upgrades are made
by the Districts CIP list on an as-needed basis.
Cumulative development projects resulting
from implementation of the General Plan will
increase sewer flows by 1.5 MGD. Due to
adequate capacity within the MWRF and the
District’s active management of sewer
infrastructure throughout the city, there are no
anticipated impacts related to sewer
infrastructure or treatment capacity. With the
future expansion of the MWRF, additional
opportunities exist to grow purple pipe
infrastructure and water reuse opportunities
towards the city’s OneWater goals and policies.
3.3.5 Water
Water Infrastructure and Supply
The Ventura County Waterworks, District No. 1
(“District”) provides water services to Moorpark
and neighboring unincorporated areas in the
north and west. As of March 2021, the District
serves over 11,000 residential and commercial
connections and 156 agricultural service
accounts. Water supplies include approximately
9% reclaimed water, 20% local groundwater
(managed by Fox Canyon Groundwater
Management Agency), and the remaining 71%
is imported from the Calleguas Municipal Water
District. The District maintains 175 miles of
water lines, four groundwater wells, 18 tanks, 10
booster pump stations, and four lift stations
within the water system.
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To track the capacity and functionality of water
infrastructure, the District maintains the Water
System Master Plan (WSMP) and regularly
updates their Capital Improvement Plan (CIP). In
addition, several projects within the WSMP and
the CIP list are prioritized annually for design
and construction.
To ensure the overall water system supports
future growth, the District coordinates with
internal reviewing and permitting departments
for development projects as they come online.
As the project progresses, the District requests
improvement plans and water and sewer
hydraulic reports. The District also enforces
requirements under Senate Bill 610 where
development projects over a certain size must
prepare Water Supply Assessments to show
that there are adequate water supplies to
support the project as well as existing and
future growth in multiple climate scenarios. The
District also regularly updates their Urban Water
Management Plan (UWMP) to ensure water
supplies can provide for existing and future
demands in normal, single dry and multiple dry
year scenarios. Therefore, the District has a
process in place to coordinate with the city to
ensure water infrastructure can support existing
and future growth as well as ensure adequate
water supplies are available.
Cumulative development projects resulting
from implementation of the General Plan are
anticipated to increase flows by 2,069 acre-feet
per year (AFY). This anticipated increase falls
within the District’s current UWMP water supply
and demand projections during normal and
drought conditions highlighting adequate water
supplies to support this growth. Therefore, this
increase is not expected to have any impacts on
water infrastructure or constrained by supply
due to the existing processes and policies in
place implemented by both the city and District.
3.3.6 GOALS AND POLICIES
Guided by the Vision Statement, the following
goals and policies provide for maintaining a
robust network of infrastructure and utility
systems to support future growth resulting from
the implementation of this General Plan.
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STORMWATER
GOAL CI 8
ADEQUATE STORM DRAINAGE SERVICES AND
FACILITIES THAT PRESERVE WATER QUALITY,
PROVIDE MULTI-BENEFIT SOLUTIONS, MEET
EXISTING AND FUTURE GROWTH NEEDS, AND
PROTECT RESIDENTS AND PROPERTY.
CI 8.1
Infrastructure maintenance: Manage city storm drain infrastructure in an effective manner to reduce flooding and protect downstream receiving waters.
CI 8.2
Roles and responsibilities: Develop clear mechanisms and documentation of the roles and responsibilities of city departments, Community Facilities Districts (CFD), and private property owners on required inspection and maintenance practices for drainage and water quality facilities.
CI 8.3
Establish fair cost sharing mechanisms for drainage improvements: Manage flood control management and CIP projects to minimize impacts to city drainage features and establish fair and practical cost sharing mechanisms.
CI 8.4
Green streets and BMP: Consider additional development/redevelopment requirements for city right-of-way Best Management Practice (BMP) improvements and promote green streets approaches.
CI 8.5
Harvest and reuse systems: Incentivize new development/redevelopment projects to implement stormwater harvest and reuse systems in addition to adopted standards.
CI 8.6
Funding mechanisms for smarter watershed management: Promote regional multi-benefit stormwater projects, consistent with regional watershed management programs, and determine feasibility of implementing stormwater credit program/in lieu fees for new development/redevelopment projects.
GOAL CI 9
EFFECTIVE MANAGEMENT OF ALL
STORMWATER ASSETS TO TRACK
IMPROVEMENTS AND ACHIEVE GOALS
RELATED TO WATER QUALITY.
CI 9.1
Management database and new technology methods: Implement smart strategies to track and maintain all stormwater assets to ultimately improve watershed health
WASTEWATER
GOAL CI 10
ADEQUATE WASTEWATER COLLECTION
SERVICE AND TREATMENT FACILITIES THAT
MEET REGULATORY REQUIREMENTS, MINIMIZE
ADVERSE EFFECTS TO WATER QUALITY AND
ACHIEVE EXISTING AND FUTURE SEWER NEEDS.
CI 10.1
Recycled Water: Expand the capacity of recycled water resources and distribution infrastructure.
CI 10.2
Adequate capacity: Continue to coordinate with the District to ensure wastewater infrastructure is effectively serving existing customers and has adequate capacity to provide for new demands on the infrastructure system.
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WATER
GOAL CI 11
HIGH-QUALITY RELIABLE POTABLE AND NON-
POTABLE WATER SERVICES, DIVERSE SUPPLY,
AND ROBUST FACILITIES THAT MEETS EXISTING
AND FUTURE WATER DEMANDS.
CI 11.1
Coordinate with partners: Continue to coordinate with the District on effective management of water infrastructure systems.
CI 11.2
Monitor supply and demand: Track local and regional water supplies with the District to ensure adequate water supplies exist to support future development.
CI 11.3
OneWater approach: Implement OneWater approach where potable water, grey water, recycled water, and stormwater are all viewed as integral components to integrated water management alongside natural flows and watersheds within the city.
CI 11.4
On-site greywater and stormwater standards: Adopt new statewide standards for on-site greywater and stormwater systems, or develop city standards to streamline the permitting of these systems by following the Building and Safety Division, Building Code, and other applicable regulatory agencies and associated guidance documents.
3.3.7 Solid Waste
At the time of the General Plan’s adoption, solid
waste generated by households and businesses
in Moorpark is collected and disposed of by
USA Waste of California, Inc., a subsidiary of
Waste Management Holdings, Inc., through a
franchise agreement with the city. The
franchisee pays the city a franchise fee and is
able to request an increase in the allowable
rates for service once per year. The city’s waste
is transported to the Simi Valley Landfill and
Recycling Center, a Class III landfill, in the
unincorporated area northwest of the city of
Simi Valley.
Other than awarding and managing the
franchise agreement, the city has a limited role
and responsibility in the collection and disposal
of solid waste.
However, the city is required under state law to
ensure that at least 50% of the solid waste
generated in Moorpark is diverted from landfill
disposal. The city plays an active role in
promoting waste reduction and encouraging
recycling, composting, and proper disposal of
household hazardous wastes. The city provides
oil change kits, which allow for disposal of used
oil at collection centers, sells discounted mulch
bins, provides free mulch to residents four times
a year, hosts three free e-waste and shredding
events each year, provides three “free landfill”
days each year for residents to dispose of extra
trash, bulky items, and recyclable items at no
charge, provides free monthly collection events
for household hazardous waste, and provides
free dumpsters for neighborhood cleanup days.
The General Plan solid waste goal and policies
are intended to ensure adequate private sector
capacity in collecting and disposing of solid
waste while focusing on the city’s role in
promoting reduction, reuse, and recycling.
3.3.8 Energy
California is a national and global leader in the
shift to non-carbon energy in response to
global climate change, having achieved a
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reduction to 1990 emission levels in 2016. It is
now state policy to achieve net-zero GHG
emission by and after 2045. The state’s
response has been comprehensive, from
building code changes for energy efficiency to
changes in land use and development to reduce
vehicle miles travelled, but a major component
of what has been achieved and what will be
accomplished is the shift to renewable sources
of energy. As described below, Moorpark
exercises local leadership in the shift to
renewables.
Energy is supplied to Moorpark residents and
businesses by Southern California Edison and
Clean Power Alliance (for electricity) and
Southern California Gas Company (for natural
gas).
Southern California Edison (Edison) is a private,
investor-owned utility that generates and
delivers electricity throughout Southern
California. Similarly, Southern California Gas
Company (SoCal Gas) is a private, investor-
owned utility delivering natural gas throughout
the region. The city has no direct role in the
services provided by Edison and So Cal Gas.
Clean Power Alliance (CPA) is a Joint Powers
Authority, of which Moorpark is a member, and
has 32 member jurisdictions at the time of the
General Plan’s adoption. Customers establishing
a new electric service are automatically enrolled
as customers of CPA unless they specifically
choose Edison as their electricity supplier: CPA
generates the electricity for customers in
5 Community Choice Aggregation was created in California
by AB 117 (2002), which authorized local governments to
aggregate customer electric load and purchase electricity for customers. AB 117 provided that "all electrical corporations must cooperate fully with any community choice aggregators that investigate, pursue, or implement
Moorpark, and Edison delivers the electricity.
However, customers can opt out of CPA and
purchase their electricity directly from Edison.
CPA generates over 50% of its electricity from
renewable energy sources.
The city’s role in the provision of energy is
limited to having joined CPA as a Community
Choice Aggregation Program5. Nevertheless,
the city has committed to promoting
sustainability and energy conservation.
Furthermore, the city actively collaborates with
energy service providers to minimize service
disruptions and promote the adequacy and
resiliency of the energy supply for residents and
businesses. Finally, the city works with energy
service providers to minimize the impact of
distribution infrastructure and to facilitate the
undergrounding of overhead utility lines.
The General Plan’s energy goal and policies
promote the adequacy and reliability of energy
supplies, minimize the visual impact of energy
distribution infrastructure, and facilitate the
reliability of energy supply, ensure adequate
backup energy for critical public facilities and
wireless infrastructure, promote energy
sustainability and conservation, and minimize
service interruptions and disproportionate
impacts on those dependent on uninterrupted
utility service.
3.3.9 Telecommunications
Two private companies provide
telecommunications services to Moorpark’s
community choice aggregator programs." The investor-
owned utility still maintains the responsibility of providing
transmission and distribution services, and continues to provide all metering, billing, collection, and customer service to retail customers that participate in a CCA.
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residents and businesses. Customers can
purchase both telephone and cable services
from both companies, AT&T and Spectrum.
The city has no direct role in choosing which
service providers can operate in Moorpark.
However, telecommunications are important to
most households and vital for most businesses.
Thus, the city works with the service providers
to encourage the maintenance of adequate and
reliable infrastructure and upgrades to keep
pace with technology advances.
In the past, Moorpark was able to regulate
wireless communications facilities. However,
with the advent of fifth generation mobile
communications technology, the federal
government pre-empted state and local
governments from regulating this infrastructure.
Because the city has no direct role in
telecommunications and limited ability to
regulate the placement and design of
infrastructure, the General Plan provides limited
guidance for future decision-making for
telecommunications facilities and services.
3.3.10 Goals and Policies
GOAL CI 12
SOLID WASTE AND RECYCLING: DIVERT AND
EFFECTIVELY MANAGE THE GENERATION AND
DISPOSAL OF SOLID AND ORGANIC WASTE.
CI 12.1
Adequate services and collection facilities: Support efforts of the local solid waste collection, disposal, and recycling service providers to maintain adequate residential, commercial, and industrial solid waste and mixed recycling collection service levels and solid waste facilities in accordance with state law.
CI 12.2
Waste Diversion: Continue to partner, plan for, and document compliance with waste
applicable State law related to source reduction
and recycling requirements of 50% diversion of
solid waste from landfills.
CI 12.3
Recycling programs: Continue to support the residential, commercial, industrial, and construction / demolition recycling programs to minimize the solid waste stream to landfills.
CI 12.4
Electronic Waste Recycling: The city shall coordinate with businesses that recycle electronic waste (e.g., batteries, fluorescent lamps, compact-fluorescent (CFL) bulbs) and the California Product Stewardship Council, CalRecycle, and other pertinent agencies to provide convenient means of responsible disposal for city residents.
CI 12.5
Clean up events: Continue to sponsor clean-up events in which volunteers and community organizers help pick up litter in public areas.
CI 12.6
Organic waste collection: Continue to work with the city’s waste haulers to provide organic waste collection services to residents and businesses and recycle organic materials, in compliance with applicable State law.
CI 12.7
Organic waste recycling: Continue to provide resources to support composting, grasscycling, and the recycling of organic waste.
CI 12.8
Disposable, Toxic, or Non-Renewable Products: The city shall reduce the use of disposable, toxic, or nonrenewable products in city operations.
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CI 12.9
Education and public information: Prepare and disseminate, as appropriate, information to educate the public on source reduction, solid
waste diversion, recycling, infectious waste
management, and composting resources and
educational programs.
GOAL CI 13
ENERGY: ADEQUATE, RELIABLE AND
SUSTAINABLE ENERGY SERVICES AND
FACILITIES.
CI 13.1
Adequate service and facilities: Continue to work with local utility providers to ensure that adequate electricity and natural gas services are available for existing and newly developing areas.
CI 13.2
Integration of Energy Utility Systems: Work with utility providers to ensure that energy facilities are located and designed to be visually compatible with the built environment and natural settings.
CI 13.3
Utility Undergrounding: Continue to pursue undergrounding of overhead utility lines, and support maintenance and replacement programs to reduce wildfire hazards.
CI 13.4
Energy Reliability: Support and encourage efforts by local energy service providers and other public agencies to improve the safety and resilience of the local power grid.
CI 13.5
Backup Energy Provision: Work with utility providers to ensure adequate backup energy provisions for critical public facilities and wireless infrastructure and upgrade as needed.
CI 13.6
Microgrids: Work with utility providers and local energy service providers to explore the use of microgrids allowing locally-generated renewable energy networks to supplement the electrical distribution system and provide back-up power in the event of an emergency.
CI 13.7
Energy Conservation: Support increased use of renewable energy sources through energy conservation, efficiency, and renewable resource strategies, as identified in The Conservation Element.
CI 13.8
Service Disruptions: Continue to work with local utility providers to prevent unplanned disruptions to utility service.
CI 13.9
Disproportionate Impacts of Service Interruptions: Work with utility providers to ensure preventable disruptions do not have a disproportionate impact on residents, including those dependent on uninterrupted utility service.
GOAL CI 14
TELECOMMUNICATIONS: QUALITY
TELECOMMUNICATION SYSTEMS THAT
ENHANCE ECONOMIC DEVELOPMENT,
GOVERNMENTAL EFFICIENCY, AND EQUITABLE
ACCESS FOR ALL.
CI 14.1
Adequate facilities and equitable access: Work with telecommunications service providers to meet the facility and service demands of existing and future development and to provide equitable access to telecommunications infrastructure for all city residents.
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CI 14.2
State-of-the-art technologies: Encourage service providers to implement state-of-the-art digital and technological improvements that
facilitate access by local industries and
businesses and attraction of new and diverse
enterprises to the city.
CI 14.3
Regulation of wireless communication facilities: Continue to regulate the land use zone, location, height, appearance, and placement of wireless communication facilities to the extent permitted by applicable law.
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59
Noise
9
ATTACHMENT 2
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9.1 INTRODUCTION
Noise levels within Moorpark can affect the
quality of life for those who live and work in the
community. It can exist as short-term nuisances
such as the pounding of a jackhammer or buzz
of a leaf blower. Generally, these noise sources
can be controlled through city noise
regulations, such as a noise ordinance.
However, other noises, such as freeway noise
and other mobile sources, may be permanent
fixtures in the community. The information in
this chapter identifies noise sources, noise
sensitive land uses, and noise compatibility
standards. The goals and policies in this section
of the General Plan are designed to include
noise control in the planning process to
maintain compatible land uses with acceptable
environmental noise levels to protect Moorpark
residents from excessive noise.
The purpose of the Noise Element is to ensure
and maintain the community’s desired quality-
of-life and character through noise
compatibility. This element identifies and
assesses the community’s existing noise
environment and provides guidance to
proactively reduce noise and land use
compatibility problems considerate of future
noise contours. The element addresses key
noise issues that include general community
noise concerns, land use and noise
compatibility, and stationary and mobile noise
sources. The goals and policies included in this
element provide the framework to achieve and
maintain acceptable noise levels associated with
various land uses and activities to support the
existing regulations mitigating noise.
The noise element examines noise sources
within Moorpark to identify and evaluate the
potential for noise conflicts. Existing and future
noise environments and the compatibility of
land uses are considered in the element, as well
as sensitive receptors and generators of
stationary noise.
9.2 REGULATORY SETTING
To limit population exposure to physically
and/or psychologically damaging as well as
intrusive noise levels, the federal government,
the State of California, various county
governments, and most municipalities in the
state have established standards and
ordinances to control noise. This section
describes the regulatory framework related to
noise and vibration in Moorpark.
9.2.1 State Requirement for Noise
Elements
California Government Code 65302(f) requires
municipalities to prepare and adopt “a Noise
Element that shall identify and appraise noise
problems in the community. The noise element
shall analyze and quantify, to the extent
practicable, as determined by the legislative
body, current and projected noise levels for all
of the following sources:
a.Highways and freeways.
b.Primary arterials and major local streets.
c.Passenger and freight online railroadoperations and ground rapid transitsystems.
d.Commercial, general aviation, heliport,helistop, and military airport operations,aircraft overflights, jet engine test stands,and all other ground facilities andmaintenance functions related to airportoperation.
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e.Local industrial plants, including, but notlimited to, railroad classification yards.
f.Other ground stationary noise sources,including, but not limited to, militaryinstallations, identified by local agencies ascontributing to the community noiseenvironment.
Noise contours shall be shown for all of these
sources and stated in terms of community noise
equivalent level (CNEL) or day-night average
level (Ldn). The noise contours shall be
prepared on the basis of noise monitoring or
following generally accepted noise modeling
techniques for the various sources identified in
paragraphs (1) to (6), inclusive.
The noise element shall include implementation
measures and possible solutions that address
existing and foreseeable noise problems, if any.
The adopted noise element shall serve as a
guideline for compliance with the state’s noise
insulation standards.”
The noise element of the general plan provides
a basis for comprehensive local programs to
control and abate environmental noise and to
protect residents from excessive exposure. The
fundamental goals of the noise element are:
•To provide sufficient information concerning
community noise so that noise may be
effectively considered in the land use
planning process.
•To develop strategies for abating excessive
noise exposure through effective mitigating
measures in combination with zoning, as
appropriate, to avoid incompatible land
uses.
•To protect those existing regions of the
planning area whose noise environments
are deemed acceptable and also those
locations throughout the community
deemed “noise sensitive.”
•To utilize the definition of the community
noise environment in the form of CNEL or
Ldn noise contours as provided in the noise
element for local compliance with the State
Noise Insulation Standards. These standards
require specified levels of outdoor to indoor
noise reduction for new multifamily
residential constructions in areas where the
outdoor noise exposure exceeds CNEL (or
Ldn) 60 dB.”
9.2.2 State of California Noise
Standards
The Governor’s Office of Planning and Research
(OPR) State of California General Plan
Guidelines, Appendix D, defines model
standards for noise exposure and land use
compatibility and mitigation measures to
reduce potential impacts.
State of California Building Code
The State of California’s noise insulation
standards are codified in the California Code of
Regulations, Title 24, Building Standards
Administrative Code, Part 2, California Building
Code (CBC). These noise standards are applied
to new construction in California for the
purpose of ensuring that the level of exterior
noise transmitted to and received within the
interior living spaces of buildings is compatible
with their comfortable use.
9.2.3 Moorpark Noise Standards
The city’s Municipal Code provides for general
and specific restrictions and regulation of noise
within Moorpark. These standards are primarily
found in Municipal Code Chapter 17.53 which
regulate stationary/operational, construction,
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and motor vehicle noise, as well as exterior and
interior noise limits and enforcement.
9.3 COMMUNITY NOISE
EXPOSURE
As with most communities, transportation
related noises such as vehicle and train traffic
contribute to the primary mobile source noise
in Moorpark. Typical noise environment consists
of steady ambient sound that includes distant
and indistinguishable noise sources. Added to
this background noise is the sound from
individual local sources.
Several quantitative indicators are commonly
used to gauge the likelihood that
environmental noise would have an adverse
effect on a community. These indicators
consider that the most disruptive aspects of
noise are strongly associated with the average
acoustical energy content of the sound over the
time it occurs and/or with the time of day when
the sound occurs. The indicators used in this
element are defined as follows:
Leq, the equivalent energy noise level, is the
average acoustic energy content of noise for a
stated period of time. Thus, the Leq of a time-
varying noise and that of a steady noise are the
same if they deliver the same acoustic energy to
the ear during exposure. For evaluating
community impacts, this indicator is not
affected by whether the noise occurs during the
day or at the night.
dBA, A-Weighted Sound Level, is sound
pressure level in decibels as measured on a
sound level meter using the A-weighting filter
network, which de-emphasizes very low and
very high frequency components of the sound
in a manner similar to the frequency response
of the human ear and correlates well with
subjective reactions to noise.
CNEL, the Community Noise Equivalent Level, is
a 24-hour average Leq with a 10 dBA “weight”
added to noise during the hours of 10:00 PM to
7:00 AM, and a 5 dBA “weight” added during
the hours of 7:00 PM to 10:00 PM to account for
increased noise sensitivity in the evening and
nighttime.
In general, there are three distinct noise sources
in the community: the SR-118 Freeway, major
and minor arterial roads, the Union Pacific
Railroad line that provide Metrolink and Amtrak
passenger service as well freight rail service, and
stationary sources such as heating, ventilation,
and air conditioning units on residential and
commercial buildings, and entertaining and/or
performance venues.
The noise contours represent the maximum
possible traffic noise levels and do not account
for building placement, traffic speeds, or the
attenuating effects of walls, structures, and
terrain features that might intervene between
the roads and any location of interest. As such,
noise levels may vary depending on said sound
impedance. A 60 dB CNEL contour is used by
the State as the standard level for minimum
noise exposure that noise considerations should
be included when making land use policy
decisions affecting existing and proposed
noise-sensitive developments.
9.4 NOISE AND LAND USE
COMPATIBLY
Table 9-1 (Land Use Compatibility for
Community Noise Sources) presents criteria
used to assess the compatibility of existing and
proposed land uses within the noise
environment.
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Table 9-1 Land Use Compatibility for Community Noise Sources
Categories Land Use Categories
Energy Average CNEL
< 55 <60 <65 <70 <75 <80>
Residential
Low Density/Single Family, Duplex, Mobile Homes A A B B C D D
Multifamily A A A/B B C D D
Commercial Regional, District Hotel, Motel, Transient Lodging A A A/B B C C D
Commercial, Retail Commercial Retail, Bank, Restaurant, Movie Theater A A A A B B C
Commercial, Industrial, Institutional
Office Building, Research and Development,
Professional Offices, City Office Building A A A A/B B C/D D
Commercial Recreation, Institutional Civic Center
Amphitheater, Concert Hall, Auditorium, Meeting Hall B B B B/C C C/D D
Open Space Golf Course, Cemeteries, Nature Centers, Wildlife Reserves, Wildlife Habitat A A A B B D D
Industrial,
Utilities
Automobile Service Station, Auto Dealership,
Manufacturing, Warehousing, Wholesale,
Utilities
A A A A A/B B B
Institutional General Hospital, Church, Library, Schools, Nursing Homes A A A B C D D
Open Space Parks A A A B C D D
Commercial Recreation
Children’s Amusement Park, Miniature Golf Course, Go-cart track, Equestrian Center, Sports Club A A A A B C C
Agriculture Agriculture A A A A B C C
Source: Moorpark General Plan Nosie Element.
Zone A – Clearly Compatible: Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction without any buildings involved are of normal convention construction without any special noise insulation requirement. Zone B – Normally Compatible: New construction or development should be undertaken only after detailed analysis of the noise reduction requirements are made and needed noise insulation features in the design are determined. Conventional construction, with closed windows and fresh air supply systems or air conditioning will normally suffice. Zone C – Normally Incompatible: New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of noise reduction requirements must be made and needed noise insulation features included in the design. Zone D – Clearly Incompatible: New construction or development should generally not be undertaken.
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Moorpark has several land uses susceptible to
adverse impacts due to existing and potential
future noise levels based on the State’s
standards for compatibility. Certain land uses,
such as residences, schools, and hospitals, are
particularly sensitive to noise and vibration.
Sensitive receptors in the city include
residences, senior housing, schools, places of
worship, and recreational areas. These uses are
regarded as sensitive because they are where
citizens most frequently engage in activities that
are likely to be disturbed by noise, such as
reading, studying, sleeping, resting, or engaging
in quiet or passive recreation. Commercial and
industrial uses are not particularly sensitive to
noise or vibration.
Within Moorpark, residential uses are the
primary noise sensitive use existing within areas
adjacent to the mobile sources of noise such as
the SR-118 freeway, major arterials, and rail line.
Siting new development of any of these
sensitive receptors in the vicinity of substantial
traffic or noise-intensive industrial uses should
be mitigated through adherence to state
building code requirements, installation sound
insulation, additional setbacks, and landscaping
buffering.
9.5 EXISTING CONDITIONS
Much of the existing noise within Moorpark is
attributable to mobile sources which include
existing vehicular traffic as well as rail traffic.
This section discusses the various existing noise
environment within the city. Noise contours for
the major noise sources in Moorpark were
developed for both existing conditions and
future conditions. Existing noise contours were
determined from 2022 traffic data as shown in
Figure N-1, Existing Noise Contours. The
contours shown on the maps illustrate contours
within the 60, 65, and 70 dBA noise levels.
Uses within the existing noise contour are
primarily residential uses that are adjacent to
mobile noise sources. Other uses such as
schools, parks, community facilities located on
arterial streets or adjacent to the rail line either
are within fully or partially within the 60dB noise
contour.
9.5.1 Existing Traffic Noise
Vehicular traffic represents the most prominent
source of noise in the city. Existing traffic noise
conditions were modeled using the Federal
Highway Administration’s (FHWA) traffic noise
prediction model where average daily traffic
volumes, vehicle mix (such as cars, medium and
heavy duty trucks), speeds, time of day split
(day, evening, night), and number of lanes data
are considered.
As illustrated in Figure N-1, noise-sensitive land
uses (primarily residential) experience noise
levels of 70 dBA CNEL along State Route 118,
Princeton Road, Tierra Rejada Road, Los
Angeles Avenue, Walnut Canyon, and Spring
Street. Sensitive uses are exposed to noise
levels above 65 dBA CNEL along Grimes Canyon
Road, Moorpark Avenue, and Collins Drive.
9.5.2 Railroad Noise
Railroad operations in the city is a source of
noise along the Union Pacific rail line that
serves both Amtrak and daily Metrolink
commuter serves. Day-night average noise
levels from the railroad vary depending on the
number of trains per day, the timing and
duration of train pass-by events, and whether
trains must sound their warning whistles near
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at-grade crossings. Noise levels commonly
range from 65 to 75 dBA CNEL at land uses
adjacent to the railroad right-of-way. When
trains approach a passenger station or at-grade
crossing, they are required to sound their
warning whistle within 1⁄4 mile. Train warning
whistles typically generate maximum noise
levels of 105 to 110 dBA at 100 feet.
Moorpark currently has one track owned and
operated by Southern California Regional Rail
Authority (SCRRA-Metrolink). The SCRRA line
services the Ventura County Metrolink, the
Amtrak Pacific Surfliner, and the Amtrak Coast
Starlight. Up to two freight train travel the line
per day. Figure N-2 shows the calculated 65
dBA CNEL contours from existing railroad noise.
9.5.3 Stationary Noise
Stationary sources of noises may occur from
many types of land use. Residential uses would
generate noise from landscaping, maintenance
activities, and air conditioning systems.
Commercial uses would generate noise from
heating, ventilation, and air conditioning
(HVAC) systems; loading docks; and other
sources. Industrial uses may generate noise
from HVAC systems, loading docks, and
possibly machinery. Noise generated by
residential or commercial uses is generally short
and intermittent. Industrial uses may generate
noise on a more continual basis. Nightclubs,
outdoor dining areas, gas stations, car washes,
fire stations, drive-throughs, swimming pool
pumps, school playgrounds, athletic and music
events, and public parks are other common
stationary noise sources..
9.6 FUTURE CONDITIONS
Future noise conditions for roadways are
presented for the 2050 period derived from
projected traffic levels attributable to
development permitted by the Land Use Plan
and are shown in Figure N-3, Future Noise
Contours.
While the general contour regions are relatively
similar to those of existing mobile source
locations, the future contours do reflect
anticipated traffic increase of the existing
SR-118 freeway and arterial streets. As such, the
contours have increased respective of those
traffic projections.
In addition to traffic noise increases along
existing roadways, new future roadways
segments are also considered such as North
Hills Parkway (east of Gabbert Road), High
Street (west of Moorpark Avenue), Gabbert
Road (south of North Hills Parkway), and
Meridian Hills Road (west of Walnut Canyon
Road).
Uses within the future noise contour remain
primarily residential uses that are adjacent to
mobile noise sources (such as SR-118 and
arterials streets). Other uses such as schools,
parks, community facilities also located along
mobile noise sources arterial streets will also
continue to remain within or partially within the
60dB noise contour.
66
Existing Traffic Noise
Contours
Date: 11/9/2022Source: PlaceWorks, Iteris 2022
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}}
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Existing Noise Contour 70 dBA
Existing Noise Contour 65 dBA
Existing Noise Contour 60 dBA
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Existing Rail Noise Contours
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Future Traffic Noise
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Future Noise Contour 65 dBA
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Future increase in stationary noise may be
associated with construction noise as Moorpark
continues to build out as allowed by the Land
Use Plan. Construction noise levels are highly
variable and depend on the specific locations,
site plans, and construction details of individual
projects, but localized and would occur
intermittently for varying periods of time.
9.7 GOALS AND POLICIES
Guided by the Vision Statement, the following
goals and policies provide for strategic noise
mitigations that safeguard against excessive
and annoying noise impacts what help maintain
and enhance quality of life in Moorpark.
These are organized in three sections: goals and
policies that address general noise within the
community, land use compatibility, and those
specific stationary and mobile sources of noise.
GENERAL NOISE
GOAL N 1
THE HEALTH, SAFETY, AND GENERAL WELFARE
OF THE PUBLIC ARE PROTECTED FROM
ADVERSE NOISE IMPACTS.
N 1.1
Attenuation measures: Provide attenuation measures to reduce noise impacts from non-transportation sources through the city’s Noise Ordinance, which is intended to protect people from noise generated on adjacent properties.
N 1.2
Limit nuisance noise: Limit the impact of nuisance noise sources.
N 1.3
Sound design: Encourage functional and attractive building and site layout designs to mitigate excessive noise levels.
N 1.4
Construction noise: Encourage enforcement of noise restrictions on hours of construction activity at noise sensitive receptors, particularly in residential areas.
LAND USE COMPATIBILITY
GOAL N 2
EXISTING AND FUTURE LAND USES ARE
COMPATIBLE WITH CURRENT AND PROJECTED
LOCAL AND REGIONAL NOISE CONDITIONS.
N 2.1
Planning for land use compatibility: Incorporate noise considerations into land use planning decisions to prevent or minimize future noise and land-use incompatibilities per
the Land Use Compatibility Table (Table 8-1).
The analysis of traffic and other noise sources
shall consider future conditions at General Plan
build out.
N 2.2
Locating noise sensitive uses: Limit or restrict new noise sensitive land uses in proximity to existing conforming noise generating uses and planned industrial areas.
N 2.3
Truck delivery areas: Encourage truck delivery areas to be located away from residential properties and require associated noise impacts to be mitigated per the city’s Noise Ordinance.
N 2.4
Protecting noise sensitive uses: Protect noise sensitive land uses (such as libraries, schools, hospitals, residences, and other care facilities) from excessive, unsafe, or otherwise disruptive noise levels from adjacent land uses.
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N 2.5
Design of roadway projects: Encourage the employment of noise attenuation measures in the design of roadway improvement projects
consistent with existing and future funding.
N 2.6
Noise transfer: Mixed-use developments shall be designed to prevent the transfer of noise and vibration from non-residential uses by demonstrating adequate isolation of noise from the residential portion of the development.
STATIONARY AND MOBILE NOISE
SOURCES
GOAL N 3
NOISE IMPACTS FROM NON-
TRANSPORTATION-RELATED SOURCES,
MOTOR VEHICLE TRAFFIC, AND RAILROAD
OPERATIONS ON SENSITIVE RECEPTORS ARE
MINIMIZED.
N 3.1
Transportation sources: Identify sound attenuation measures that can be applicable to transportation related noise impacts.
N 3.2
Stationary sources: Require stationary noise sources to limit noise to levels that do not interfere with adjacent uses.
N 3.3
New projects: Require new projects to contribute to the mitigation of off-site traffic noise impacts to the extent that these impacts are generated by the proposed project.
N 3.4
Local and regional collaboration: Collaborate with local and regional transit agencies and other jurisdictions to minimize regional rail and traffic noise and other sources of noise in the city.
N 3.5
State Motor Vehicle Standards: Encourage the enforcement of state motor vehicle noise standards for cars, trucks, and motorcycles through coordination with the California Highway Patrol and Moorpark Police Department.
N 3.6
Protection from mobile sources: Require that residential and other noise-sensitive land uses adjacent to the 118 and 23 highways, major arterials, and railroad tracks be designed to incorporate elements reducing noise exposure from these sources, including such elements as walls, berms, and landscape features.
N 3.7
Interior and exterior standards: Continue to enforce current interior and exterior noise standards to ensure that sensitive noise receptors are not exposed to excessive noise levels from stationary noise sources. Stationary noise sources consist of, but are not limited to, machinery, heavy equipment, fans, and air conditioning equipment.
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