Loading...
HomeMy WebLinkAboutAGENDA REPORTS 1992 0311 CC SPC ITEM 07A� /-3- , 3c�) C() MOORPARK 799 Moorpark Avenue Moorpark, California 93021 (805) 529-6864 MEMORANDUM TO: The Honorable City Council FROM: Patrick J. Richards, Director of Community Developmen DATE: March 3, 1992 (CC Meeting of 3-11-92) SUBJECT: REVISED DRAFT CIRCULATION ELEMENT WHICH INCORPORATES CITY COUNCIL COMMENTS FROM FEBRUARY 26, 1992, MEETING Background At the City Council's meeting on February 26, 1992, staff was directed to make certain revisions to the Draft Circulation Element dated February 10, 1992. Attached is a revised Draft Circulation Element dated March 11, 1992. Discussion New language added as a result of the February 26th meeting is shown by highlighting, and requested deletions are shown by strikeout. Prior deletions and additions that were shown in the February loth draft, and agreed to by the Council, have been incorporated into the text. The Council did not complete its review of the Draft Circulation Element exhibits. Recommendation 1. Review revised Draft Circulation Element dated March 11, 1992. Complete review of Draft Circulation Element exhibits. 2. Continue discussion of needed revisions to Draft Land Use Element dated February 26, 1992. Attachment: Revised Draft Circulation Element dated March 11, 1992 PJR/DST PAUL W. LAWRASON JR. JOHN E. WOZNIAK SCOTT MONTGOMERY BERNARDO M. PEREZ ROY E. TALLEY JR. Mayor Mayor Pro Tem Councilmember Councilmember Councilmember DRAFT CITY OF MOORPARK GENERAL PLAN CIRCULATION ELEMENT Prepared for: CITY OF MOORPARK Prepared by: AUSTIN-FOUST ASSOCIATES 2020 North Tustin Avenue Santa Ana, California 92701 TABLE OF CONTENTS Page 1.0 INTRODUCTION 1 Form and Scope of this Element 1 2.0 CIRCULATION ISSUES 3 Regional Transportation Corridors 3 City Street System 3 Future Growth 3 Transit System 3 Bicycle, Pedestrian and Equestrian Facilities 4 Transportation Demand Management 4 3.0 GOALS AND POLICIES $? General $ Level of Service $ Roadway Standards Transit System 7 Bicycle and Pedestrian Facilities Equestrian Facilities Transportation Demand Management 9 4.0 IMPLEMENTATION 10 5.0 ROADWAY CIRCULATION PLAN 12 Roadway Facility Designations 12 Level of Service 13 Circulation System 133 6.0 BIKEWAY PLAN l� 7.0 EQUESTRIAN FACILITY PLAN 1$7 LIST OF EXHIBITS AND TABLES Follows Page No. Exhibit No. Title 1 Roadway Classifications 2 Circulation Element Highway Network 14 3 Circulation Element Bikeway Network 4 Circulation Element Equestrian Trail Network 1-G.7-.':: Table No. Title 1 Standards for Roadway Levels of Service 14".3. ii 1.0 INTRODUCTION The main purpose of this element is to designate a safe and efficient circulation system which promotes the movement of people and goods in and around the city. The Circulation Element is also concerned with establishing goals, policies, and implementation measures which will ensure that all components of the system will meet the future transportation needs of the city. The General Plan Traffic Analysis technical report and the General Plan Update EIR Circulation Analysis prepared by Austin -Foust Associates, Inc. provide background information and act as supporting documents for the Circulation Element. Included as part of the General Plan update circulation analysis was the development of the Moorpark Traffic Analysis Model (MTAM), a computerized citywide model designed to estimate future demands on the City of Moorpark circulation system. Continued use of the traffic forecasting model in future circulation system impact analyses, and as the technical basis in the establishment of a citywide transportation improvement fee program is specified within the implementation program portion of this Element. As part of the General Plan update, a special study of land use and circulation issues in the city limits as well as in the unincorpo- rated area surrounding the city was undertaken. The current incorporated city area combined with an area of unincorporated land immediately surrounding the city are referred to as the "planning area" throughout this element. As stated in Section 65302(b) of the Government Code, the Circula- tion Element indicates the "general location and extent of existing and proposed major thoroughfares, transportation routes, terminals and other public utilities and facilities, all correlated with the Land Use Element of the general plan". Items of particular concern to the City of Moorpark include: • Streets, highways and freeways; • Truck traffic; • Public transit; • Bicycle, pedestrian, and equestrian facilities; • Transportation demand management (e.g. carpooling, vanpooling). The Circulation Element addresses the circulation facilities needed to provide adequate roadway capacity, public transit services, and opportunities for other modes of transportation. FORM AND SCOPE OF THIS ELEMENT This element contains goals and policies designed to improve overall circulation in the City of Moorpark and to address circulation issues that concern the city at the present time. In order to assist in realizing the defined goals and policies, implementation measures are outlined together with a description of the circulation plan for roadways, bikeways, and equestrian facilities. For highway transportation, the circulation plan involves a network of existing and future roadways defined according to designated roadway types, each with specific design standards. Bikeway and equestrian trail networks and standards are also defined. 1 2.0 CIRCULATION ISSUES The following circulation issues have been identified in the General Plan Update process and are addressed within the goals, policies, implementation measures and Circulation Element maps contained in this document. REGIONAL TRANSPORTATION CORRIDORS State Routes 23 and 118 currently pass through the City of Moorpark as conventional highways. While a connection of the existing SR-23 and SR-118 freeways is planned for the near future, north -south and east -west regional traffic will continue to pass through the city on the same arterial routes being used today. Since these regional facilities are projected to carry high volumes of truck traffic, issues of safety, congestion and noise with respect to future traffic demands are of concern. Potential alternative transporta- tion corridors for the two State Routes would serve to alleviate adverse conditions projected for the future. CITY STREET SYSTEM The existing street system in Moorpark is a combination of fully and partially improved roadways. Portions of the street system were originally designed and constructed prior to the city's incorporation and were originally designed to perform at a lower capacity, typical of a rural community. As Moorpark continues to grow, the interface of a developing urban area with rural street capacities is resulting in traffic bottlenecks and reduced levels of service, particularly during peak hour periods. Adverse conditions are compounded with the growth of regional pass -through traffic on the conventional highway facilities within the existing street system. There are various physical factors which influence the safe and efficient flow of traffic on the city's street system. Among these factors are street width, on -street parking, frequency of drive- ways, railroad crossings, intersection location and intersection configuration. The city's traffic signal network is without adequate interconnection and a system to monitor and maintain signal operation. FUTURE GROWTH Projections based on buildout of the Land Use Element indicate significant increases in traffic within the city limits and the surrounding planning area. A planned system of roadways is needed to serve currently undeveloped areas which are planned for development both within the city and in outlying regions. Continuity of facilities connecting future development with existing development is a key objective in the design of a planned network of roadways. TRANSIT SYSTEM The city currently laeks a public transportation system which serves the needs of persons living in and/or working in the community. K BICYCLE, PEDESTRIAN AND EQUESTRIAN FACILITIES The citywide network of bicycle and pedestrian routes for commuter, school and recreational use is only partially established. The lack of a continuous bikeway system inhibits the bicycle from becoming an attractive means of transportation in the city. The city's recreational equestrian trail system is only partially established. TRANSPORTATION DEMAND MANAGEMENT The city currently lacks a comprehensive and coordinated program for implementing Transportation Demand Management strategies. 3 3.0 GOALS AND POLICIES The following goals and policies form the, basis for providing a circulation system which adequately serves the development intensity anticipated in the Land Use Element and which represents the desires of the community for adequate mobility and accessibili- ty. The Circulation Element policies are intended to guide the city so that both governmental and private activities contribute to meeting the goals of the Circulation Element. GENERAL Goal 1: Provide a transportation system that supports the land use plan in the General Plan and provides for the safe and efficient movement of people, goods, and services within, into, out of, and through the City of Moorpark. Policy 1.1: The completion of the ultimate circulation system, through the improvement of sub -standard roadway segments and intersections and the construction of missing roadway links and related facilities shall be actively promoted. Policy 1. 2 : The --expeditleus—eeffstrQe t rem-e f theState Reut� Local freeway improvements, and the arterial er f_l_ eewmi orY 'ka €`<<<d extensions of State Routes 23 aril;:.;;:.l:1;:;:>:<: ::<:<.',':".`' ' <>::<:;:>::;<:<>:;<:;><,,<>::.:<::>:<::<:<,:>::>::>:>:"::: $ as:. arl.,rdway Qx fret' shall be supported by requiring development projects to dedicate right-of-way, pay a development impact fee, and/or construct certain improvements as determined necessary to avoid significant traf- fic/circulation impacts. Policy 1.3: Caltrans shall be encouraged to include special landsca pe e tr eatments s bekk S. in the design of freeway sections which will be visible a tcd; ; from residential areas within the City of Moorpark. Policy 1.4: Policy 1.5: The improvement and modification of rail transpor- tation facilities shall be encouraged in order to promote safety and to minimize impacts on local circulation and on noise sensitive land uses. !� Policy 1.6: Every five years the city's buildout circulation plan shall be evaluated r�red and>>�i€i�`<;`` updated. Recommendations shaYY""be made for ee d, ed" revisions to the Circulation Element of Ventura County, related to the needs of the City of Moorpark. Policy 1.7: Roadways, pedestrian areas, walks, street name signs and utilities in applicable outlying areas shall be designed to convey a rural appearance while providing for low maintenance costs and safe passage of vehicles, pedestrians, equestrians, and bicycles. LEVEL OF SERVICE Goal 2: Provide a circulation system which supports exist- ing, approved and planned land uses throughout the city while maintaining a desired level of service on all streets and at all intersections. Policy 2.3: New development projects shall mitigate off -site traffic impacts to the maximum extent feasible. Policy 2.5: Driveway access points onto arterial roadways shall be limited in number and location in order to ensure the smooth and safe flow of vehicles and bicycles. Policy 2.6: Secondary side street access should be required for majer projects located in the middle of a block adjacent to a limited -access arterial. Policy 2.7: Traffic signal or stop sign installation shall be required at intersections which, based on individual study, are shown to satisfy traffic signal or stop sign warrants. 5 Policy 2.8: A program of traffic signal interconnection and computerization shall be implemented to improve traffic progression and the monitoring and maintenance of the city's traffic signals. Policy 2.9: Guidelines for the determination of appropriate intersection sight distance shall be prepared that are consistent with accepted traffic engineering practice. Policy 2.10 On -street parking on any new arterial streets shall be prohibited. For existing arterial streets with parking allowed, special studies should be carried out to ensure off-street parking adequacy prior to prohibiting on -street parking. Policy 2.11: Adequate off-street parking shall be provided in all new or expanded projects as part of construction. ROADWAY STANDARDS Goal 3: Adopt and maintain a set of roadway standards and transportation system design criteria which sup- ports and maintains the desired character of the City of Moorpark. Policy 3.1: A set of roadway design standards fer designated roadway e-lassi-f eatie s, which specify right-of- way, roadway cross -sections, and other design . .::. criteria :o::::>:::>::d:a:..:: a...::::>::::>::: ;. ; rc�a.>::>;:.;c a a a cad a ,erns shall be adopted and maintained. Policy 3.2: Planting and substantial landscaping shall occur along major arterials to mitigate visual impacts and erosion problems. ....................................................................... Policy3.3: Roadways in hillside areas a' riot.>Iav«<a '.:,:::.::::::: ::::::::::.::::::::::::::::......................... S. <<:,;:;:,<,'::.: ":::`:': ;:> >;::: ; ..:....,,, ;::.,::: .,..::,,. ,<,>;: _ ,;, ..:, the ` nat>::»::>::>:: »::>::u::>::>S :::.; :.....::....:::. txaz� advtpaq c uraY conto r of the land.... grading duet-ed—te streets shall be minimizedy<F and harsh cut slopes which may not heal into natural appearing surfaces shall be avoided. Policy 3.4: �1 . collector streets in hillside areas shall be required to have graded shoulders, and on -street parking shall be prohibited as necessary in order to provide extra safety. Policy 3.5: Private streets shall be required to be improved to public street standards prior to dedication to the city. Policy 3.6: The use of landscaped medians on arterial streets shall be encouraged in an effort to preserve the rural/open space image of the community. Policy 3.7: Rural and hillside road standards shall be devel- oped, including standards for landscaping, levels of service, and road widths. TRANSIT SYSTEM Goal 4: Provide a public transportation system which serves the needs of persons living in and/or working in the City of Moorpark. Policy 4.1: Participation in a public transit system that provides a means of intra-city and inter -city transportation, as a logical alternative to ....................... automobile transportation, shall ti� e1 be ....................... ...................... developed or maintained. ...... ................. Policy 4.2: Proposed developments shall include transit facilities, such as bus benches, shelters, pads or turn -outs, where appropriate, in their improvement plans, or as needed in proximity to their development. Policy 4.3: Programs aimed at enhancing the mobility of senior citizens and the handicapped shall be implemented and expanded where feasible. BICYCLE AND PEDESTRIAN FACILITIES Goal 5: Provide a citywide system of safe, efficient and attractive bicycle and pedestrian routes for commuter, school, and recreational use. ve fix€ sar ana to construct the bicycle paths, ..... ,64 banes as a condition of project approval Policy 5.4: Area of benefit or similar contributions from developers shall be allocated for bike path construction in a manner similar to the allocation of funds for roadway projects. Policy 5.5: The provision and maintenance of off-street bicycle paths shall be encouraged. 7 Policy 5.6: Bicycle racks shall be required and storage facilities shall be encouraged at new or modified public, commercial, and industrial building sites. with a large —we k feree Policy 5.7: The installation of sidewalks shall be required for all new roadway construction and significant reconstruction of existing roadways, with the exception of hillside areas where significant grading impacts would result. Policy 5.8: use or meanaerina siaewalks arterials and eelleeters shall be given consider- ation where —apprep�ate, particularly for all new projects proposed in commercial and industrial areas. Policy 5.9: The design of unobstructed sidewalks, when included as part of roadway improvement plans, shall follow accepted traffic engineering practice. Policy 5.10: The installation of appropriately located handicapped ramp curb -cuts shall be required for all new roadway construction and significant recon- struction of existing roadways. EQUESTRIAN FACILITIES Goal 6: Provide equestrian trails for recreational use. Policy 6.1: Policy 6.2: e e" deve lopment ment equestrian trail linkages to re Tonal q _ _ 9 g Parks_.._shall Majer New residential developments shall be encouraged to provide equestrian paths, where--�'- feasible. TRANSPORTATION DEMAND MANAGEMENT Goal 7: Develop and encourage a transportation demand management system to assist in mitigating traffic impacts and in maintaining a desired level of service on the circulation system. Policy 7.1: To reduce energy consumption, noise pollution and air pollution, n.O-W employment generating developments shall provide incentives to employees to utilize alternatives to the conventional automobile, such as walking, bicycles, carpools, vanpools, buses, and commuter rail. Policy 7.2: Large Industrial and commercial businesses with a large weEle feree shall be encouraged to use flex time, staggered working hours and other means to lessen commuter traffic. Policy 7.3: Alternate forms of public and private transit which give routing, scheduling and planning priority to the work force, youth, handicapped, senior citizens and shoppers shall be provided to the extent feasible. Policy 7.4: The use of multiple -occupancy vehicle programs for shopping, business and other uses shall be ................... encouraged to reduce vehicle miles tr-ave-led Ulna. Policy 7.5: State and national legislation directed at encouraging the use of carpools and vanpools shall be supported. Policy 7.6: The Ventura County Air Pollution Control District shall be supported in its effort to implement transportation demand management strategies. 4.0 IMPLEMENTATION Within the Circulation Element, policies have been developed which call for specific implementing actions to be taken or enforced by the city. Defined as an action, procedure, program or technique that carries out General Plan policy, the following implementation measures are intended to assist the city in realizing the goals and policies of the Circulation Element. 1. The City Engineer's office and Community Development Depart- ment shall monitor the existing and proposed street systems on a regular basis to identify current and potential problem areas and to develop solutions. 2. The City Engineer's office and the Community Development Department shall utilize the citywide traffic forecasting model to determine immediate and cumulative impacts of proposed developments on the city's transportation system. The traffic model database shall be monitored, and periodic model update and recalibration shall be carried out as warranted by base and future year land use and circulation database revisions. 3. Every five years the City Engineer's office and the Community Development Department shall --��e and make ....................... recommendations to the City Council for needed revisions to the city's buildout circulation plan as well as the Ventura County Circulation Element as it relates to the needs of the City of Moorpark. 4. The City Engineer's office shall prepare and maintain a circulation facility design manual containing roadway stan- dards which specify right-of-way, number of lanes, typical cross -sections and parking restrictions according to designat- ed arterial classifications. Included will be design guide- lines for driveway placement, intersection site distance, stop sign installation, medians, landscaping, bike lanes, bike paths, sidewalks, and equestrian trails. Rural and hillside road standards for road widths, grading, pathways, pedestrian areas, walks, landscaping, street name signs, and utilities shall also be included. 5. The City Engineer's office and the Community Development Department shall use the development review process to ensure that the design of local street improvement plans will not encourage asp »through trffie eh:;:;:<:::: within residential developments. 10 6. The City Engineer's office and the Community Development Department shall use the development review process to ensure that new or expanded development projects mitigate off -site traffic impacts to the maximum extent feasible, coordinate project phasing with the construction of on -site and off -site circulation improvements which maintain the specific level of service performance standard, provide adequate off-street parking, and where feasible, provide secondary side street access for projects located in the middle of a block adjacent to a limited access arterial. 7. A program of traffic signal interconnection and computerization shall be implemented by the City Engineer's office and the Public Works Department to improve traffic progression and the monitoring and maintenance of the city's traffic signals. 8. The City Council shall adopt a transportation improvement fee program which will enable circulation improvements to be funded by new development and, in conjunction with the city's capital improvement program, will determine estimated dates for construction. A phasing/improvement plan shall be included that identifies project specific improvement respon- sibilities and requires fair share funding for cumulative circulation improvements. Improvements which mitigate specific project related impacts shall be constructed or funded by the individual project applicant. Project appli- cants shall also be required to participate in the fair share funding program. The traffic forecasting model shall be used to evaluate specific project impacts and shall serve as the traffic share technical basis in establishing the transporta- tion improvement fee program. 9. The city shall continue to work toward the implementation of improved transit services as a logical alternative to automo- bile transportation. 10. The City Engineer's office and the Community Development Department shall use the development review process to ensure that, where ---- -- ate ro osed developments shall include -rr--r--- %.....P.......?.. P b el ads ewe :.:.:..:::::::::::::.:::::.:: . >::>andequestrian:::s...in their street improvement plans ots: start::hee:>:f::�>rr�3::7:::�:�:::�xr� 11. The Community Development Department shall develop and the City Council shall adopt a Transportation Demand Management (TDM) ordinance to encourage new and existing employers to participate in TDM programs, and shall develop a program for implementing TDM strategies. 11 5.0 ROADWAY CIRCULATION PLAN This section of the Circulation Element defines a roadway plan that meets the requirements for safe and convenient movement at the development intensity anticipated in the Land Use Element. It includes a classification system that applies to all roadways that serve the city, and identifies specific improvements that will be required to implement this plan. ROADWAY FACILITY DESIGNATIONS The future roadway system in the Moorpark planning area is defined using a classification system which describes a hierarchy of facility types. The categories included in this classification system differentiate the size, function and capacity for each type of roadway. There are five basic categories in the hierarchy, ranging from "freeway" with the highest capacity to "local collector" with the lowest capacity. These five categories of roadways can be summarized as follows: • Freeway - A four- to ten -lane divided roadway with full access control, grade separations at all intersections and a typical right-of-way width in excess of 150 feet, designed and maintained by the State Department of Transportation. • Six -Lane Arterial - A six -lane roadway with no on -street parking, a typical right-of-way width of 110-120 feet and curb to curb pavement width of 90-104 feet, and which may have controlled access. • Four -Lane Arterial - A four -lane roadway with a typical right-of-way width of 80-100 feet and a curb to curb pavement width of 60-80 feet, and which may have controlled access and restricted parking. • Rural Collector - A two- to four -lane roadway with a typical right-of-way of 70-90 feet and a curb to curb pavement width of 54-64 feet. An upgrade from two to four lanes is to be determined as development occurs in rural areas within the city sphere. • Local Collector - A two-lane roadway with a typical right-of-way width of 50-70 feet and a curb to curb pavement width of 36-54 feet. Industrial areas would require the wider dimension to allow for a center turn lane and to provide more space for truck maneuvering. In hillside areas, the minimum dimension may be allowed, but graded shoulders are required and on -street parking is prohibited in order to provide extra safety. kWa Schematic cross sections of each category of arterial roadway are provided in Figure 1. Variation in right-of-way width and specific road improvements will occur within each of the roadway classifica- tions, based on existing conditions and other factors. In particular, the median width in six -lane and four -lane roadways will vary according to the area being served and the available right-of-way. Also, any of the arterial classifications listed above may deviate from the standards where physical constraints exist or where preservation of community character dictates special treatment. LEVEL OF SERVICE A roadway's ability to handle existing and future projected traffic loads can be described in terms of level of service, or LOS. The LOS is a measure of traffic operating conditions as outlined in Table 1, and is based on prevailing traffic volumes in relation to roadway capacity. The following table lists representative ADT capacities for the various types of arterial roadways considered in the Circulation Element. >PA�TE .................................................... ..................................................... .................................................... ..................................................... CLASSIFICATION ROADWAY WIDTH RIGHT- OF -WAY LEVEL OF SERVICE* C D E Six -Lane Arterial 90'-104' 110'-120' 42,000 48,000 52,000 Four -Lane Arterial 60'-80' 80'-100' 26,000 29,000 32,000 Four -Lane Rural Collector 54'-64' 70'-90' 22,000 25,000 28,000 Two -Lane Local Collector 30'-54' 50'-70' 10,000 12,000 14,000 * Capacities listed represent threshold capacities for entry into the next lower level of service. These capacities represent the general level of daily traffic that each roadway type can carry and should be used as general design guidelines only. Level of service for the circulation system is more precisely determined by examining peak hour intersection volumes, and therefore the Circulation Element uses peak hour volumes as a basis for determining appropriate capacity needs. One of the policies included in this Element states that the city will attempt to achieve and maintain level of service "C" as a system performance standard for traffic volumes on the roadway system and as a basic design guideline for roadways in the city. 13 0 m 0 0 m i0 � � o zo i� O p N O Ev I iv iv 0 0 0 0 i, i'2 Co z- to iv m i� 4 iu o i ifl ; o O O O .r e 4>)cc L 9 A .c c O W U ca u '� ❑ r O u •� a 0 O-uu� c E W s E i3 �v E$ h o Ci w •� t;WQ '� tWy u W a M Ccc . = W 088�t° Wu�88�5 awa o L c = �o OE o i; c Cq E ccOca U V y 9 `C'3 y u O uG 1.I O U m v O c= e O 07 aga a h eo� o a� qcq 2?=$ u G a C c °° 6 ¢ `0 y D e u p' .� O '�•� 9 0 0 M C m y O C w �,'$ Q� h C e0 .D .I T V w.. C V O^ W L C Q V3 8 woo xco°'v 3 �06W 8 Moorpark Circulation Element Austin -Foust Associates, Inc. Table 1 STANDARDS FOR ROADWAY LEVELS OF SERVICE* LEVEL OF SERVICE TRAFFIC CONDITIONS A Primarily free flow operations at average travel speeds usually about 90 percent of free flow speed. Vehicles can maneuver unimpeded within the traffic stream. Delay at signalized intersections is minimal. B Reasonably unimpeded operations at average travel speeds usually about 70 percent of free flow speed. Ability to maneuver is only slightly restricted and stopped delays are not bothersome. Drivers are not subjected to appreciable tension_ C Represents stable operations, however, ability to maneuver and change lanes in midblock locations may be more restricted. Longer queues and/or adverse signal coordination may contribute to lower average travel speeds of about 50 percent of free -flow speed. Drivers will experience some appreciable tension. D Borders on a range in which small increases in flow may cause substantial increases in approach delay, and hence, decreases in arterial speed. Causes range from adverse signal progression, inappropriate signal timing, high volumes, or any combination. For planning purposes, this Level of Service is the lowest that is considered acceptable. Average travel speeds are about 40 percent of free -flow speed. E Characterized by significant approach delays and average travel speeds of one-third of free -flow speed or lower, caused by adverse progression, high signal density, extensive queuing at critical intersections, inappropriate signal timing, or some combination. F Characterized by arterial flow at extremely low speeds below one-third to one -quarter of free flow speed. Congestion is likely at critical signalized intersections, resulting in high approach delays. Adverse progression is frequently a contributor to this condition. * From arterial highway section of 1985 Capacity Manual CIRCULATION SYSTEM The goals and policies included in the Circulation Element emphasize the need for a circulation system that is capable of serving both existing and future residents while preserving community values and character. The location, design, and constituent modes of the circulation system have major impacts on air quality, noise, community appearance, and other elements of the environment. The highway network designated in the Circulation Element is illustrated in Figure 2, and indicates all of the designated freeways, six -lane arterials, four -lane arterials, and rural collectors. In addition, a selected number of designated local collectors are indicated on the map. Any permanent closure to through traffic or relocation of the designated arterials and collectors will require a General Plan Amendment. Highway facilities are shown within the current city limits as well as for the surrounding planning area that has been defined for the General Plan Update. Existing and potential future traffic signal locations within the city limits are also indicated on the highway network map, as are existing and potential at -grade and grade separated railroad crossing locations. Traffic signal warrants are satisfied for the locations shown here based on current traffic projections. Traffic signalization may be required at minor street and driveway locations not shown on the Circulation Element highway network map. A grade separated railroad crossing is shown only for the future SR-118 bypass arterial crossing. Grade separation is not consid- ered feasible at the four existing railroad crossings (Gabbert Road, Moorpark Avenue, Spring Road, and Los Angeles Avenue). The roadway network in the Circulation Element indicates a number of improvements with regard to the existing roadway system in the Moorpark planning area. The following are the more important improvements that will need to be implemented: • Connection of the SR-118 and SR-23 freeways with new interchanges at Collins Drive and Princeton Avenue. • Provision of an east/west SR-118 arterial bypass from the SR-23/SR-118 connector to Los Angeles Avenue at Butter Creek Road without a connection to Walnut Canyon Road, and recognition of a potential future SR-118 freeway extension west of the city limits. • Provision of a north/south SR-23 arterial bypass from the SR-23/SR-118 connector to Broadway Road. • Extension of Spring Road north to the SR-23 arterial bypass. 14 • Provision of a "B" Street local collector road which accesses Los Angeles Avenue and the SR-118 bypass arterial and which serves circulation needs in the area bounded by the railroad right of way, Los Angeles Avenue, the Southern California Edison (SCE) sub -station, and Development Plan DP-302. • Provision of a local collector system to serve circulation needs in the area bounded by Los Angeles Avenue, Arroyo Simi, east of Tierra Rejada Road and west of Spring Road. • Provision of a local collector system to serve circulation needs in the northwest portion of the city. Local collectors added to the existing circulation system include an extension of Gabbert Road to Grimes Canyon Road, an extension of Casey Road to Gabbert Road, "A" Street between Casey Road and the SR-118 arterial bypass, and "C" Street between Grimes Canyon Road and the SR-23 arterial bypass. • Provision of a roadway system to serve circulation needs in the Carlsberg Specific Plan (Moorpark Highlands) area in the southeast portion of the city. Roadways added to the existing circulation system include an extension of Science Drive from New Los Angeles Avenue to Tierra Rejada Road, and an extension of Peach Hill Road to Science Drive. • Provision of a north/south local collector connection (Liberty Bell Road) between Los Angeles Avenue and Poindexter Avenue. • Provision of an eastern extension of Broadway Road potentially connecting with Alamos Canyon Road and the SR-118 freeway to serve circulation needs of potential future development in the portion of the planning area northeast of the city limits. 15 6.0 BIKEWAY PLAN The bikeway network designated in the Circulation Element is illustrated in Figure 3. Bikeways are shown within the current city limits as well as for the surrounding planning area that has been defined for the General Plan Update. The bikeway system will consist of three types of facilities as follows: Class I Bikeway (Bike Path): This is a special type of facility that is designed for exclusive use by bicy- clists. A bike path may be located adjacent to a roadway though it is physically separated from vehicular traffic by a barrier, grade separation or open space. Cross flows by vehicles and pedestrians are allowed but mini- mized. The minimum paved width for a two-way bike path shall be 8 feet. The minimum paved width for a one-way bike path shall be five feet. A minimum two -foot wide graded area shall be provided adjacent to the pavement. Class II Bikeway (Bike Lane): A bike lane consists of a paved area for preferential use of bicycles and is located between the travel lane closest to the curb and the curb. Pavement markings and signage indicate the presence of a bike lane on the roadway. Per the Caltrans Highway Design Manual, the Class II bike lane width is four feet on a street without curbs and gutters with parking off the pavement, five feet on curbed streets with marked parking (bike lanes are located between the parking area and the traffic lanes) and on curbed streets where parking is prohibited, and 11 to 12 feet on curbed streets with parking permitted, but without marked parking areas. Class III Bikeway (Bike Route): This type of bicycle facility refers to a conventional street where bike routes are indicated by sign only. There are no special- ly paved bikeways and bicycle traffic shares the roadway with motorized traffic. Only Class III facilities which connect the Moorpark sphere with the regional bikeway system are identified in the bikeway network. Roadways which are not designated with a Class II bikeway, but which serve as connections between Class II facilities or the regional bikeway system should be considered as Class III bikeways. 7.0 EQUESTRIAN FACILITY PLAN The equestrian trail network designated in the Circulation Element is illustrated in Figure 4. Equestrian trail are shown within the current city limits as well as for the surrounding planning area that has been defined for the General Plan Update. The designated development criteria for the design of an equestrian facility is as follows: • Trails can be unimproved paths. • Trails shall be a minimum of 12 feet in width. • Equestrian and hiking trails are compatible uses and can be shared. • Equestrian trails and hiking trails are � c compatible with bike paths. • With Fire Department approval, trails shall be developed along existing fire roads. • Wherever possible, trails shall serve as connectors to the region. The equestrian trail map included as part of the Circulation Element shall be used as a reference. 17 LEGEND FREEWAY IIVTERCHANGE . SIX -LANE ARTERIAL FOUR -LANE ARTERIAL -R- RURAL COLLECTOR LOCAL COLLECTOR SIGNALIZED INTERSECTION 13 AT -GRADE RR CROSSING ❑ GRADE SEPARATED RR CROSSING CITY LMff BOUNDARY •■■■■■■■ SR-118 FREEWAY CORRIDOR NOTE. "Ibis map does not portray Precise alignments for fusee roadways. Please consult with the City of Moocpart Public Worts Department and Community Devebpn=t Department for additional information. Figure 2 CIRCULATION ELEMENT HIGHWAY NETWORK Moorpark Circulation Ekment Austin -Foust Aa+ac�atd. LEGEND unnanunlnounn CLASS I BIKEWAY (BIKE PATH* A facility designed for exclusive use by bicycles and physically separated from vehicular traffic by a uarrier. grade separation or open space. Cross=flows by vehicles and pedestrians allowed but minimd. ■■■■•■■■ CLASS II BIKEWAY (BIKE LANE): A paved area of a roadway designated for preferential use of bicycles. Pavement markings and signage indicate the presence of a bike lane on the roadway. �����►•�•■■ CLASS III BUEWAY (B= ROUTE): A conventional street where bike routes are indicated by sip only. There are no specialty paved bikeways and bicycle traffic shares the roadway with motorized traffic Only Class III facilities which connect the Moorpark sphere with the regional bikeway system are identified in the bikewyv network. Roadways which are not designated with a Class III bikeway, but which serve as connections between Class 11 facilities or the regional bikeway system should be considered as Class III bikeways. :yllb`i _1631 J�1:_., 1 Figure 3 CIRCULATION ELEMENT BIKEWAY NETWORK Moorpark Circulation Element Austin -Foust Associates. Inc. LEGEND • • • • • • EQUESTRIAN TRAILS CITY LIMIT BOUNDARY Figure 4 CIRCULATION EI.Fnd= EQUESTRIAN TRAIL NETWORK Moorpark Circulation Elemo t Austin -Foust Associates, Inc_