HomeMy WebLinkAboutAGENDA REPORT 1985 1104 CC REG ITEM 11A MOORPARK
ALBERT PRIETO STEVEN KUENY
Mayor co, °4=o City Manager
JAMES D. WEAK oo. CHERYL J. KANE
Mayor Pro Tern F v City Attorney
THOMAS C. FERGUSON R •• '� NIALL FRITZ
Councilmember � : n Director of
DANNY A. WOOLARD o �I \\ m Community
Development
Councilmember 9001,/ � P
LETA YANCY-SUTTON 1 �1 DENNIS DELZEIT
R.
Councilmember City Engineer
JOHN V. GILLESPIE
DORIS D. BANKUS Chief of Police
City Clerk MEMORANDUM
JOHN C. GEDNEY
City Treasurer
TO: The Honorable City Council (���
FROM: R. Dennis Delzeit, City Engineer 41)
DATE: City Council Meeting of November 4, 1985
SUBJECT: Capacity of Highway 118
City Council - Planning Commission Joint Meeting
At the joint meeting of the City Council and Planning
Commission, the City Engineer was requested to provide the
estimated total residential, industrial and commercial
development that would cause Highway 118 to reach its
capacity. It was suggested that the traffic flow along
Highway 118 be periodically metered to determine when the
lane capacity would be reached.
I have discussed this matter with several traffic engineers
and have found that there is unanimous agreement that the
proper way to determine the capacity of Highway 118 is an
analysis of the intersection capacity rather than the lane
capacity. As an example, it has been pointed out to me that z
traffic lanes may be able to carry large volumes of traffic
but the numbers themselves do not indicate the degree of
congestion.
RECEIVED
d cT 3 0 1985
City of Moorpark
799 Moorpark Avenue Moorpark, California 93021 (805)529.6864
Page -2-
There is a consensus among traffic engineers that what we
have been requiring developers to provide with their traffic
studies is the most viable approach to analyzing traffic
impact. The analysis is termed "Intersection Capacity
Utilization" and is expressed in terms of "Level of Service"
(LOS) . The LOS of an intersection is described with a
letter designation of "A" through "F" , which is similar to a
report card, with A being the least congested and F being
the most congested condition. Exhibit "A" depicts
congestion for the various letter grades for a divided
highway, and Exhibit "B" describes intersection operation
characteristics for the various letter grades.
Most cities in Southern California are requiring a level of
service D or better. Some cities, although they are fewer
in number , require a level of service C. These cities are
generally in outlying areas where the local population is
less tolerant of congestion. Effective October 1, 1985 we
have established LOS C as the design constraint for the City
of Moorpark . This is included in Exhibit "C" .
From various traffic studies submitted to the City for
review, I have assembled the following table of intersection
operating levels of service:
LOS
LOS With With Cumulative
Cumulative Impacts After
Location Current LOS Impacts Mitigation Measures
Moorpark Ave. A D B
at Los Angeles
Ave.
Moorpark Road at A F D
New Los Angeles
Ave.
Moorpark Road at C F D
High Street
Moorpark Ave. at B F C
High Street
College View Ave. C E C
at Los Angeles Ave.
College View Ave. A A A
at Campus Park Drive.
Page -3-
When reviewing this table, the following notes should be
considered:
1. These values represent the overall operating LOS for
each intersection for the peak hour, which is defined
as the hour in which the most traffic flows through the
intersection. For some intersections (Moorpark Avenue
at Los Angeles Avenue, for instance) the peak hour
occurs in the afternoon, whereas for other
intersections (College View Avenue at Campus Park Drive
for instance) the peak hour occurs in the morning.
2 . As stated previously, the LOS values represent the
overall intersection operating LOS for the peak hour.
This does not mean that every turning movement operates
at the given LOS or that the LOS is constant throughout
the peak hour.
The intersection of Moorpark Road at High Street
illustrates this point. Although the intersection
operates at LOS C during the afternoon peak hour,
northbound right-turning traffic experiences LOS D or E
during a critical 15 minute peak within the morning
peak hour. This might lead one to think that design
constraints should be established such that no traffic
movement will experience worse than LOS C during this
peak 15 minute period. However, experience indicates
that it is more reasonable to accept a lower LOS for
one or two 15 minute periods per day, especially in
light of a) potentially prohibitive costs of
improvements, and b) the possibility of being forced to
dramatically restrict development.
In summary, the analysis which we have been requiring as the
method of investigating traffic impact along 118 is the most
appropriate method of analysis and is well accepted in the
Traffic Engineering profession. With proper planning and
careful analysis of each year ' s update to the 5-Year Capital
Improvement Program, a logical approach to meeting the
City's transportation needs can be achieved.
RDD:MW: jg
Encl.
cc: Planning Commission ✓``
Steve Kueny, City Manager
Dick Morton, Interim Planning Director
John Knipe, Assistant City Engineer
John Wanger, Project Engineer
Mark Wessel, Project Engineer
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EXHIBIT "B"
INTERSECTION OPERATION CHARACTERISTICS FOR DIFFERENT
LEVELS OF SERVICE
LOU ICU * _RANGE OPERATION LBABACTERISTICS
A 0-0.59 Free flow, no phase fully utilized, no
vehicle must wait longer than one red
phase.
B 0 .60-0 .69 Stable flow, occasional phase is fully
utilized, substantial number of phases
approach full use.
C 0 .70-0 .79 Stable flow, occasionally drivers must
wait through more than one red phase.
Most drivers feel somewhat restricted,
but not objectionably so.
D 0 .80-0.89 Approaching unstable flow, approaching
vehicles may be substantially delayed
during short periods within the peak
period, but enough cycles occur with
lower demand to permit periodic
clearance of developing queues.
E 0 .90-0 .99 Unstable flow, intersection operating at
capacity. Long queues of vehicles may
develop, and delay may be great.
F 1.00 + Forced flow, congestion on cross street
or at downstream intersection restricts
or prevents movement of traffic at
intersection under consideration
(gridlock) .
* "
ICU is the abbreviation for Intersection Capacity
Utilization" . The numbers shown in this column are
calculated values based on volume to capacity ratios.
MOORPARK
ALBERT PRIETO S T EVEN KUENY
Mayor 0.0* = City Manager
JAMES 0. WEAK o' CHERYL J. KANE
Mayor Pro Tern F City Attorney
THOMAS C. FERGUSON NIALL FRITZ
Councilmember -i C rya Director of
DANNY A. WOOLARD o� Community
Councilmember oo Development
LETA YANCY-SUTTON ''•a � + R. DENNIS DE'i EIT
Councilmember City Engineer
DORIS D. BANKUS JOHN V. GILLESPIE
City CIerk Chief or Police
JOHN C. GEDNEY
City Treasurer GUIDELINES FOR PREPAR= TRAFFIC AND CIRCULATION STUDIES*
In an effort to achieve a greater level of consistency among traffic
studies submitted to the City for review by the City Engineer, the
guidelines listed below are hereby established. Studies should include:
':. ' 1. Description of existing area street system and traffic conditions.
This description shall identify major streets, critical
.intersections, street widths, traffic volumes, and major traffic
movements in the vicinity of the subject area.
•
•
2. An analysis of project impacts to include trip generation and
distribution, intersection operation analyses and Level of Service
(LCS) determination, and recommended mitigation measures.
a. Trip Generation: Trip generation rates shall generally
conform to the Institute of Transportation Engineers (ITE)
Trip Generation Report, Third Edition and shall be balanced
• and adjusted as directed in the supplemental monograph by Carl
H. Bunke entitled "Using the ITE Trip Generation Report".
The use of other rates must be well supported.
b. Trip Distribution: ' Assuuntions rust be clearly stated. An
exhibit should illustrate project traffic distribution
exclusive of all other traffic. It is recommended that
additional exhibits incorporate existing, project and
cumulative traffic distribution.
EXIH/5/T "C„
799 Moorpark Avenue Moorpark, California 93021 (805) 529.8884
Page -2-
c. Intersection Operation Analysis: Any intersection that might
be significantly affected by the project must be analyzed
using the Intersection Capacity Utilization (ICU) method.
Although the ICU analysis may indicate no great intact on an
intersection, it is important to perform the analysis to
quantify the impact anticipated.
A level of service degradation of one level or greater
attributable to the project will be considered significant
enough to require mitigation measures. An WS degradation of
less than one level may be considered significant, depending
on circumstances. As a design constraint, it is intended that
a level of service of C or better be maintained.
The ICU analyses shall assume lane capacities of 1,600 vph for
through lanes, 1,500 vph for LT and RT lanes, and 2,800 vph
for dual LT and ' lanes. Through lane capacity should be
adjusted if dedicated left turn lanes are not available. A
WC value shall be calculated for each movement for which
there is one or more lanes. A V/C value of 0.1 shall be
assumed for clearance.
d. Mitigation Measures: This section should include a
description of any measures that might help mitigate the
impacts identified.
3. An analysis of internal circulation addressing street widths, sight
distances, emergency vehicle access, pedestrian safety, school
access, and traffic volumes and movements.
4. An evaluation of cumulative urpacts of related projects and
associated mitigation measures. The City Planning Department
should be contacted for related project information.
* Effective October 1, 1985