HomeMy WebLinkAboutAGENDA REPORT 1988 0406 CC REG ITEM 11BJOHN PATRICK LANE
Mayor
ELOISE BROWN
Mayor Pro Tern
CLINT HARPER, Ph.D.
Council member
JOHN GALLOWAY
Council member
MOORPARK
71./. 3(-'1)(~)
ITEM It~
STEVEN KUENY
City Manager
CHERYLJ. KANE
City Attorney
PATRICK RICHARDS, A.I.C.P.
Director of
Community Development
BERNARDOM. PEREZ
Council member
R. DENNIS DELZEil
City Engineer
JOHN V. GILLESPIE
Chief of Police MAUREEN W. WALL
City Clerk
TO:
FROM:
DATE:
SUBJECT:
MEMORANDUM
The Honorable City Council
Patrick J. Richards, Director of Community
March 28, 1988 (CC meeting of 4/6/88)
THOMAS P. GENOVESE
City Treasurer
Developmen~r
CIRCULATION ELEMENT UPDATE -· DRAFT SCOPE OF WORK
Background
At the City Council's meeting of March 16, 1988 staff was directed
to return the draft scope of work regarding the Circulation Element
for further discussion. Also, at the March 16th meeting the
Council concluded their discussions on which properties were to be
considered as part of the update process and indicated a desire to
place a priority on the Circulation Element.
Discussion
Pursuant to Council's direction, please find attached the draft
scope of work regarding the Circulation Element update. The draft
is generally the same as that which was recommended by the
Planning Commission. Minor text changes have been made by staff
so that each item is more specific.
PJR:crl
799 Moorpark Avenue Moorpark, California 93021 (805) 529-6864
CIRCUL/CHRONI
March 28, 1988
Page 2
At the Town Hall meeting of March 26, 1988 the following additional
areas were noted by the Council:
1. The need for an undercrossing (s) to increase traffic
circulation and aid emergency response;
2. The need for a realignment of Highway 118 near
Virgina Colony;
These matters have not been addressed in the draft scope of work
at this time, and should be discussed by Council if the intent is
to add them to the Scope of Work.
The scope of work identified here will not preclude the
introduction of other circulation issues as the work on the update
continues. The intent in creating a scope of work listing is to
guarantee that specific areas and issues are addressed by a
consultant firm as part of any future contract.
Other material has been provided by staff as attachments which is
intended to aid the Council during their review of this subject.
Attachments:
1. Staff revised Planning Commission's Scope of Work
2. Planning Commission's Scope of Work recommendations
3. Moorpark Circulation Element Text
4. City of Simi Valley letter dated March 116, 1988
5. City Vicinity Map
6. Moorpark Street Circulation Element Map
7. Moorpark Land Use Map
8. Equestrian Trail Map
9. Bike Path & Footpaths Map
10. Intersection Capacity Utilization
11. Air Pollution Control District Transportation Report
dated March 1985
12. Happy Camp Canyon Regional Park -Design
Development Report
PJR: crl
CIRCUL/CHRONI
01
MOORPARK CIRCULATION ELEMENT UPDATE
DRAFT SCOPE OF WORK
1. The potential impacts of the 118/23 Freeway connection,
as quantified by street and intersection levels of
service. It is anticipated that the primary
circulation element scenario will be general plan
buildout, with a second scenario based on all
development preceding the Freeway connection.
2. Estimated volumes of "pass through" traffic, i.e. that
traffic with both trip ends outside of the City.
Ideally, these estimates should include the pass
through traffic on Route 118 as well as the pass
i:..luuu~i.1 i:..L.a.L.L..L<.; on Roui:.e 23.
3. Analysis of the effects of the extension of New Los
Angeles Avenue to Collins Drive. In conjunction with
this analysis, comments should be offered regarding the
justificaticn of downg:::-ading the Les Angeles Avenue
width requirements through the Virginia Colony area.
4. Analysis of the effect of the extension of High Street
westerly-from its existing terminus to Gabbert Road
north of the railroad.
5. Recommended transportation corridor of a
to extend from the Freeway connection
Broadway. The effects of this bypass
should also be analyzed.
new Route 23
northerly to
construction
6. Recommended transportation corridor and analysis of the
effect of extending Spring Road northerly from High
Street to Broadway.
7. Recommended location of the future 118 Freeway ramps,ilft
t.hQ v:h:J--ttl t y ~ sw er mtP£ifil--> .
8. Number of lanes required (including parking) and street
section recommendations (with graphics) for arterials,
secondaries, and collector streets.
9. Specific street plan recommendations for area bounded
by Los Angeles Avenue, Arroyo Simi, Maureen Lane, and
Liberty Bell Road.
10. Recommended locations of traffic signals.
11. Major intersection estimated level of service for each
of the following scenarios:
a.
b.
c.
Existing
cumulative
Ultimate ' Sf'IOFF s Ra\JISBO
P.c. R&t,os,f • eN•••
-~a,,iar ~ t..>..t
02
12. ·Recommended changes· to .bicycle/pedestrian/e<;lllestr;ian
trail • plans', with detailed • • cross-sections • al\d
standards.
13. Recommended policies regarding driveway placement,
stop sign installation, parking restrictions, inter-
section sight distance, meandering sidewalk,
unobstructed sidewalk, etc.
14. Revisions to County road plates to provide for bike
lanes.
15. Standard intersection plates that show required con-
figuration for different types of intersections such as
primary-primary, primary-secondary, secondary-collect-
or, etc.
16. Analysis of the effects of a transportation corridor
for Route 118 Freeway west of the Route 23 Freeway.
17. Analysis of the effect of constructing an east-west
transportation corridor south of Broadway and north of
the Route 118 extension west of Princeton Avenue.
18. Analysis -of City Hall access, including visibility,
potential secondary access, etc.
19. Specific street plan (circulation) layout for the area
bounded by the SPRR, Highway 118, the SCE Substation
and DP 302.
20. Define future 118 and 23 Freeway right-of-way for land
use planning purposes.
21. Investigate and make recommendatio.ns relative to an E-W
arterial or collector from Broadway to the east city
limits.
22. Freeway corridor visual design standards.
Revised 3-23-88 (Rev. 2)
Revised 10-28-87 (Rev. 1)
amo310.rpt
JN 30201
MOORPARK CIRCULATION ELEMENT UPDATE
DRAFT SCOPE OF WORK
1. The potential impact of the 118/23 Freeway connection,
as quantified by street and intersection levels of
service. It is anticipated that the primary
circulation element scenario will be general plan
buildout, with a second scenario based on all
development preceding the Freeway connection.
2 . Estimated volumes of "pass through" traffic,
traffic with both trip ends outside of
Ideally, these estimates should include
i.e. that
the City.
the pass
th~ough traffic on Route J.lR as well as the nass
through traffic on Route 23.
3. Analysis of the effects of the extension of New Los
Angeles Avenue to Collins Drive. In conjunction with
this analysis, comments should be offered regarding the
justification of downgrading the Los Ar.geles lwenue
width requirements through the Virginia Colony area.
4. Analysis_ of the effect of the extension of High Street
westerly from its existing terminus to Gabbert Road
north of the railroad.
6.
Recommended alignment of
the Freeway connection
effects of this bypass
analyzed.
a new Route 23 to extend from
northerly to Broadway. The
construction should also be
Recommended alignment and analysis of the effect of
extending Moorpark Road northerly f:cc,u1 High Stree.t to
Broadway.
7. Recommended location of the future 118 Freeway ramps in
the vicinity of Gisler Avenue.
8. Number of lanes
recommendations for
collector streets.
required and
arterials,
street section
secondaries, and
9. Specific plan recommendation for area bounded by Los
Angeles Avenue, Arroyo Simi, Maureen Lane, and Liberty
Bell Road.
10. Recommended locations of traffic signals.
11. Major intersection estimated level of service for each
of the following scenarios:
, a.
b.
c.
Existing
Cumulative
Ultimate ?1.ANAJINC COl14"'1'1ISJloAJ ~
/l8t"G"'1t,a,lltN6'10 -SC9'E.
d:: wo,ec
/· fl 04-
. . .
12.· Recommended changes to bicycle/pedestrian/equestrian
plans.
13. Recommended policies regarding driveway placement,
stop sign installation, parking restrictions, inter-
section sight distance, meandering~ sidewalk,
unobstructed sidewalk, etc.
14. Revisions to County road plates to provide for bike
lanes.
15. Standard intersection plates that show required con-
figuration for different types of intersections such as
primary-primary, primary-secondary, secondary-collect-
or, etc.
16. Analysis of the effects of the extension of the Route
118 Freeway west of the Route 23 Freeway.
17. Analysis of the effect of constructing an
street south ot Broadway and no::.::-th of the
extension west of Princeton Avenue.
east-west
Route 118
18. Analysis of City Hall access, including visibility,
potential secondary access, etc.
Revised 10-28-87
amo310.rpt
JN 30201
\
Adoption Date:
TIIE CITY OF MOORPARK
CIRCULATION ELEMENT
Prepared by the
Ventura County
Rpsour.ce Manage~ent Age~cy
Planning Division
City of Moorpark City Council on Nove~ber 2, 1983.
05
"Moorpark 1s a [community] which h.:is prog1-essed slowly,
!t takes time tn huild ci [communitvl, plenty of work,
patience and mistakes aiong the v-,,·ay. Each generation
leaves a bit of itself as a memento. t~II generations have a
texture, and when woven together, leave a distinct pattern
of living. This 1s true of Moorparl{_ v!hcse heritage 3r.d
stre;-igth ·!ie ir, its g,.::iss roots. Today's generation is still
weaving another texture. With respect for the pasl, the
citizens of Moorpark accept the challenge of building for the
future.11
i
Norma Gun:er,
The Moorpark Star)".
• 06
..
INTRODUCTION
The Need for the Amendment 07
The County Comprehensive'Circulation Amendment Preferred Alternative ha~.
been developed in response to cr....anges. :in poli.:cies· i.rnd plans of the State,
the~County and the nine incorporated cities in Ventura County since the
adoption of the 1971 Circulation Element to the General Plan. The major
changes are brieny-highlighted in the following:
*The philosophy of planning has changed to recognize explicitly the
many uncertainties of the future. Whereas thr~ existing Circulation
Element was based on an ultimate population of between 1.5 million and
2.0 million, the proposed Amendment is based on a population forecast
of 632~000 in 1990 as adopted by the Ventura County Association of
Governments (VCAG).
*The County Open Space and Conservation Eler:ient adopted in 1973
ref1rrf-·~ ,"1 r-~~--~----.. --~ -~,~-~-,-~_~!.:-:;-., -:';'~ -:--h;-., -------L ,-:-,-F 1~.-.,-1 :.,_,_:1-i1::'.ll-,1µ fo~
urbanization from that
originally formulated.
~irculation Element in
the Open Space Element
anticipated when the Circulation Element was
Consequently, many roads shown in the
areas now designated as Rural or Open Space in
are no longer needed.
*All nine cities have either adopted or are in the process of develop-
ing and adopting new General Plans which reflect policy changes in
anticipated growth and development.
*A regional and sub~regional transportation planning effort, as
mandated by State law, has been·undertaken. The sub-regional trans-
portation effort has resulted in studies and plans developed in the
past four years which form a basis for this planning effort.
*Local governments have experienced a decrease in purchasing power for
road construction purposes, and have had to deal with increasingly
-tighter budgets. Consequently, relatively fewer funds are expected to
b~ available in the future for road improvements.
*A change in the philosophy of the State has been evidenced. The
major changes include first, an emphasis on maintenance and trans-
portation system management as opposed to new construction, and
second, the competition for State and Federal highway f\.lnds has
intensified with a probable reduction in funds for Ventura County
(California Transportation Plan, adopted 1977).
The Amendment Prooosz,l
The Amendment generally includes those roads which provide ~egionally
signiricant tunctions in servicing inter and intra-urban traffic demand.
Through 1990 the plan is designed to accommodate the travel dem2.nds bet-;een
the various urban areas of Ventura County as well as the inte~-County
traffic between Ventura County and Los Angeles, Santa Darba~a and Kern
Counties.
A road is usually portrayed on the proposed. Amencment if it is a major
thoroughfare of regional significance and its expected 1990 Average Daily
"raffic Volume (ADT) is above 1,000, or is a road that is eligible to
receive Federal Aid Secondary (FAS) Fu~ds. The latter criteria is necessary
because for a road to b~ eligible to receive FAS funds, the road must be a
Select-System Road. 'l'hc Circulation Element. defines the Select System for
Federal funding purposes.
The County and Cities' Circulation Elements are complementziry; however,
the Elements are not always identical due to differences in _the level
of detail. A ~ity·is ~oncern~d with.~localtt roadi as well as major
thoroughfares; whereas the County is not co·ncerned with "local" roads
per se. If conflicts arise the Circulation Element of a city takes
precedence over the County Circulation Element in the incorporated
areas. Additionally, th2 delineation of a road on the pro!_=)oscd Amend-
ment does not necessarily imply that development should occur zilong
the road corridor. The General Plans and planning policies of the
County and respective cities take precedence in land development dis-
cussions. The Circulation Element follows and accommodates land use
plans, it does not determine them.
Four maps accompany this report: the 1971 Ventura Countp Circulation
Element, the 1977 Circulation Element Corridor Map, therooosed Maxi-
mum Ntrnber of Lanes for the 1990 Circulation Element and Ezisting
Roads of t'he ~ l~~i.)~ c1.rcu.1ation LJ..t_;m-eru:, -~~~. .u ,';.
The proposed 1977 Circulation Element Corridor Map and the 1990
Maximum Number of Lanes Map are the control docmnents; the text is
only a generalized narrative describing the maps. In the event of
any conflict, tl1e maps take precedence. The Circulation EJ0ment
Corridor Mao represents more precise alignments than the 1990 Maxi-
mm Number of Lanes Map due to the printing process.
The Circulation Element Corridor Map and the 1990 Maximum Number of
Lanes Ma£ are proposed for adoption as official County policy; any
change in either a general road corridor or maximum number of lanes
requi.:!'.'es a Geheral Plan Amendment. The maximum number of lanes
designation does not necessarily imply that a road will be widened,
only that· it may be widened only to the width proposed on the 1990
Maximum Number of Lanes Map. If factors change which require addi-
ttonal road widths from that proposed, a General Plan Ame~dm~nt will
be :warranted. •
For any given road the maximum number of lanes is determined by the
following criteria: average daily traffic flow; the percentage of
trucks in the traffic; the ratio of peak hour traffic to average
daily traffic; the traffic volume on cross streets; left turn move-
ments; and traffic directional splits.
This report is organized by Spheres of Interest as displayed in
Figure 1. Changes between the 1971 and the Preferred Alternc1tivc
Amendment are noted as deletions, additions, realignments -z1-11d
changes in status. A road proposed for a deletion from th,· Ci rculc1-
tion Element which is now physically existing c.oes not me0n tt1a t Lhc
road will be physically removed. It means that the road i~; no
longer considered to be of regional significance, thus rer«oving it
f~om consideration by the Circulation Element. Road improvements
such as signalization are not discussed. In most instance•;, the pro-
posed road changes are discussed in the Sphere of Interest where they
first appear, from west to east in the county.
2
'0 09
Relationshio to the Regional Land Use .Proaram
Future land use decisions ,in Ventura County will be determined in
large part 5y the results of the Regional Land Use Program (RLUP). This
program, a cooperative planning effort of the County of Ventura, local
cities and special districts, is aimeq at managing and coordinating
the common elements of four programs mando.ted by the State and Federal
governments. These programs are the Ventura County Sub-Regional
Transportation Plan, the Spheres of Influence Plan, the Areawide
Wastewater Management Plan, and the Air Quality Maintenance Plan.
Completion of the program is scheduled for mid-1978.
The proposed Amendment to the Circulation Element complements currently
approved and adopted land use policies and plans; should these change
as the result of RLUP or any other planning efforts, the Circulation
Element as p::-oposed will he. 2mpr,rlnrl to re.fleet the later decisions.
In any event the Circulation Element is expected to be updated in
ordcr to incorporate new development trends and changes in planning
policies and other elements of the General Plan. In addition, any
amendment to the adopted County~ Space and Conservation Element
_should include. revil:'w of the Circul2.tion Element since the latt.er i~ i~
large part tied to the former.
3
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VENTURA
PORT HUENEM
FIG. I
SPHERES OF INTEREST BOUNDARIES
3-31-76
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SIMI
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MOORPARK \
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LEGEND:
SPHERES OF INTEREST
_2:.-) CITY LIMITS
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N100RPAR~< f0
SPf-{ERE or:· I NT E REST
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Development
Factor
Population
Land Use 2
Residential
Comm.ere ia1
Industrial
TABLE 1
DEVELOPMENT TRENDS 1975-1990
. MOO RP ARK GROWTH .•AREA
DEVELOPMENT~ TRENDs 1
1975
4,258
262
32
104
Public Facilities 610
Average
Daily Trips 3
Jobs in Area
15,300
847
12
Year
1 Based on 1975 Ventura County Transporatation Study data.
2 In acres
3 Average Daily Trips assumed to be 3.6 trips/person/day
in 1975 and 3.9 trips/person/day by 1990. •
1990
6,000
359
44
154
610
23 ,·400
1,710
Lc1goon Ro<1d 13
Lagoon Road does not currently . exist, nor is it projected to be
needed in the future due to reduced developm~ht'plans for the area.
Santa Rosa Road
Santa Rosa Road currently exists as a two-lane road west of Moorpark
Road. The proposed deletion of Santa Rosa Road east of the present
alignment of Moorpark Road does not currently exist. The area 1s
new agricultural and is expected to remain so in the future.
CITY OF MOORPARK CIRCULATION ELEMENT
College View Avenue
College View Avenue between Los Angeles and Campus Park Drive is
in teil rl ed to-r, rl rrv r-r ~ ~ :~ ~y--.T; _...,, 7 ~ ,,., .... 1 ~.trr.r, -~~ ~ r1~ ~01} e:·CT'.' 1-, -~11 n 0 t-r ;1 -f fir
-
until such time Collins Drive is constructed as the primary access
route to Moorpark College. Both four-lane roads are shown in Maps l
and 2 of the Circulation Element.
Tierra Rej2.da
Tierra Rejada west of State Freeway 23
the 1981 Circulation Element pending
plan~. · The road as shown shows the
provides access for the new development
Princeton Avenue
was temporarily deleted from
a submittal of development
completed realignment that
in the area.
Princeton Avenue and Campus Park Drive are four-lane roads which
provide regional.access for the area.
PROPOSED STATUS CHANGES
State Freeway 23
State Freeway 23 connecting the City of Moorpark with the City of
Fillmore has been deleted.
State Route 118
Refer to Maps l and 2 which show the rerouting of Stz,te Route 118
traffic from Moorpark Avenue and High Street to Los Angeles Avenue
and Moorpark Road. This new routing as shown shall be rcdesignated
with the cooperation of CALTRANS as State Route 118.
Grimes Canvon
Due to the deletion of Freeway 23, Grimes Canyon Roc1d north of
Broadway shall be shown as a conventional State Highway in
recognition of its current and projected role as a part of State
Highway 23. Although upgraded to highway status, no substantial
improvements are proposed for Grimes Canyon through 1990.
Los Angeles Avenue· 14
Los Angeles Avenue and the New Los Angeles Avenue extension shall be
developed in-accordance with Maps 1 ~nd 2 of the Circulation
Element_ No specific al'igrunent is· specified for the new_ Los Angeles
Avenue extension.
Walnut Canyon Road
Walnut Canyon Road between Broadway and Los Angeles Avenue is shown
as a conventional State highway due to the deletion of State
Freeway 23. Furthermore, a new section of a four-lane road
connecting Moorpark Road north to a point. in the vicinity of the
County Maintenance Facility on Walnut Canyon Road shall be
constructed pursuant to Maps 1 and 2 of the Circulation Element in
order to facilitate the rerouting of State Highway 23 traffic from
the • downtown core. However, no specific alignment for this new
<:P.rt-i r-..n r\-,F rr-.".")~ h-,._,, ~,r:,r--:-. -~--.~,-,..,-,-_.:.
----------,-.J.--.._.. ..... .._.,...._ .... '--' ........ ..__ ............ ~ -------------·--~----·
Gisler Avenue
Gisler Avenue between Poindexter Avenue and Los Angeles Avenue shall
be shown as a four-lane road with a right-of-way width of 68 feet
pursuant to Maps 1 and 2 of the Circulation Element.
State Route 23 and 118.Cohnection
. . .· .
A connection filling the gap between these two existing freeways is
a matter of high priority. Said·connection shall include up to SlX
traffic lanes with a right of way in excess of 118 feet. No
~~PriTir rllig.QmPnt i~ SpPriTiPN.
Other Roads
All other roads not mentioned in this text shall be developed J.n
acco~dance of the Circulation Element Maps, Nos. 1 and 2.
Bike Trails, Foot Paths and Equestrian Trails
All such facilities shall be developed in accordance with Maps 3 and
4 of the Circulation Element with reference to the criteria set
forth in the Moorpark Community Plan ( Land Use Element) and the
design criteria set forth in Planning and Design Criteria for
Bikeways in California published by CALTRANS, June 30, 1978.
I r
CITY OF SIMI VALLEY
2929TAPOCANVON ROAD,SIMI VALLEV,CALIFORNIA 93063
(805) 583~700
fh~ C~b foGMc,(
?112--
March 16, 1988 /
City of Moorpark
Attention: Mr. R. Dennis Delzeit, P.E., City Engineer
799 Moorpark Avenue
Moorpark, CA 93021
SUBJECT: CONNECTING ROADWAYS AT THE SIMI VALLEY/MOORPARK BOUNDARIES
Dear Mr. Delzeit:
15
As a follow-up to your letter of February 11, 1988, please be advised that
the City of Simi Valley does not plan a connecting roadway between the City
of Moorpark and the City of Simi Valley north of the 118 Freeway.
As you may know, we are in the process of updating our General Plan, and this
document does not reflect any connection north of the Freeway.
Sincerely,
x-4?Vy r-4 ,M-1
George T. Berg, P.E.
City Engineer
r-r • r; +,, M:::in:::inoY'
Director of Public Works
Director of Community Development
GREG STRATTON, Mayor
VICKY HOWARD, Mayor Pro Tern
ANN 11. ROCK, Council Member
GLEN W. McAUOO, Council Member
BILL DAVIS,Council Member
-RECEIVE.~
MAR 1 7 1988
f.lTY OF MOORPAR 1"
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f
EXHIBIT 13. ,
INTERSECTION CAPACITY UTILIZATION
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ROBERT CROMMELIN AND AssOCIATESJ INC, FREQUENTLY USES AN ANALYTICAL
TECHNIQUE CALLED INTERSECTION CAPACITY UTILIZATION (ICU) TO RELATE
VEHICLE VOLUMESJ CALCULATED CAPACITIESJ AND LEVELS OF SERVICE, THIS
MONOGRAPH DESCRIBES THAT TECHNIQUE,
The capability of a roadway to move traffic volume is referred to as capacity.
Capacity is nearly always greater between intersections and more restricted at
intersections. This is true because the roadway normally flows continuously
between intersections and flows only during a green phase at signalized inter-
sections. Signals are generally warranted and installed before capacity is
reached for non-signalized intersections. One seldom encounters non-signalized
intersections operating at capacity. Analytical techniques have been developed
which allow the calculation of the capacity of an intersection approach based
upon its various geometric, demographic, and traffic flow characteristics. It
is important to note that traffic volumes may be counted or estimated, whereas
capacity is a calculated value. Usually, volumes are rounded off to the nearest
5 vehicles per hour (vph) and capacities to the nearest 10 vehicles per hour of
green time (vphG) per lane. The capacity calculation methods are outlined in
the Highway Capacity Manual. Cl) Sometimes, a single value of 1500 to 1700 vphG
is used. Research in the Los Angeles metropolitan area has found an average
value of 1700 vphG per lane to apply to both through and left-turn lanes for
the value of roadway capacity. Use of a value such as this greatly simplifies
the calculation.
Level of Service (LOS)
The term level of service is used to describe quality of traffic flow. Levels
of Service A to C operate quite well. Level C normally is taken as a design
level in urban areas outside a regional core. Level D typically is the level
for which a metropolitan area street system is designed. Level E represents
volumes at or near the capacity of the highway which will result in possible
stoppages of momentary duration and fairly unstable flow. Level F occurs when
a facility is overloaded and is characterized by stop-and-go traffic with
stoppages of long duration.
ICU and LOS Relationships
The technique utilized to compare volume and capacity (v/c) ratios with level of
service is called "Intersection Capacity Utilization" (ICU). (2) ICU represents
the proportion of the total hour required to accommodate intersection traffic
volumes if all approaches are operating at capacity (Level of Service E). This
does not mean that Level Eis appropriate for urban design, but the evaluation
of present and future operating conditions in relationship to total capacity
is more easily understood. In other words, operating at 85 percent of capacity
is easier to comprehend than operating at LOS D. The following relationships
between level of service and ICU are used: Level of Service (LOS) A, 0.68 ICU
or less; LOS B, 0.69 to 0.71 ICU; LOS C, 0.72 to 0.79 ICU; LOS D, 0.80 to 0.89
ICU; LOSE, 0.90 to 1.00 ICU; and LOS F, over 1.00 ICU.
Vl!NTURA COUNTY
EXHIBIT ••
22
I : TECHNICAL AIR QUALITY AND TRANSPORTATION TASK FORCE
REPORT TO THE BOARD OF SUPERVISORS ON I REGIONAL AND PROJECT TRANSPORTATION CONTROL MEASURES
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FINAL REPORT
MARCH, 1985
Ventura County Air Pollution Control District
800 South Victoria Ave.
Ventura, California 93009
(805) 654-2798
EXHIBIT A
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1. Development Design Criteria
Background/Introduction
The list of proposed development design criteria are specific
transportation control measures which can be applied to various
types of land use developments. Application of each of these
measures by agencies responsible for air quality planning should
be coordinated rlth local districts and traffic departments
through the transportation planning and programming process.
There are four land use categories considered, including:
A. Commercial Development (shopping centers, commercial
enterprises)
B. Industrial Parks (a number of small to medium size
enterprises in close geographical proximity, large corporate
enterprises, hospitals, etc.)
C. Large Residential Developments
D. Mixed Use Development
Specific projects within each of these land use types could be
required to adopt any or all of the suggested Transportation
Control Measures. As an example, for commercial developments this
could depend upon the number of trips attracted to the site, the
average trip length Of a daily basis, and/or the number of workers
employed at the site . The minimum values should be agreed upon
by local agencies, and the actual projections could be determined
using appropriate trip generation models.
A similar determination could be made for industrial parks. Some
of the criteria could be selected in lieu of parking space
provision~. The size of residential developments which would be
required to implement the specific criteria would be determined by
local jurisdictions. For residential development, increased
coordination rlth transit districts and traffic departments could
help provide adequate access to alternative.modes of
transportation. Prior to receiving subsidies as included in these
measures, the agency shall provide an adopted plan for the·
dispersal of funds.
1 Asterisks(*) throughout this report indicate values to be
determined by local agencies as agreed-upon minima for the
application of design criteria. These minima could be based on the
examples given, or any others that are agreed upon as appropriate.
1-5
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II.
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Description of Measure
A. Commercial Development
Definition:
Shopping centers (attracting more than~ trips/day), or
commercial enterprises (attracting more than~ trips/day).
Criteria:
1. Transit
Transit operating subsidies including vehicle
operating expenses, roadway modifications, shelter
or station construction/operation. (Any ordinance
requiring employer transit subsidies must be
supported bf a policy rationale which is legally
defensible.}
2. Bicycles
parking facilities for employees and customers
showers/lockers for employees
subsidies for bike route development or integration
3. Ridesharing -for employees only2
transportation coordinators
carpool/vanpool programs including preferential
parking
offstreet parking restrictions
2 Commuter Computer has experienced difficulties with implementing
e~ployee ridesharing within shopping centers. They attribute these
difficulties to the following:
a) inconsistent shifts;
b) large percentage of part-time employees, many of whom are
students and attend school before or after work;
c) ample parking available; and
d) difficulty in gaining support of all the employers, even with a
coordinator working on-site.
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B.
4-Infill Incentive Programs -to locate comme 3cial
services in residential areas where needed.
Industrial Parks
Definition:
A series of small to medium size enterprises, a large
corporate enterprise, a hospital, or other similar use.
Criteria:
1 •
2.
Transit operating subsidies which may vary depending on
the degree of participation in other measures listed
below:
Subsidies could be for:
vehicle operations
roadway modifications
shelter, station, or central terminal construction
and operation. For large facilities a centrally
located transit terminal within the industrial park
might be served by public transit from without, and
by a privately operated shuttle service from
within.
transit tokens
Bicycles
showers and lockers
secure bicycle parking facilities (class 1 or class
2)
subsidies for bicycle route development or
integration
3 For a good reference on this subject see "Infill Incentive Program,"
SAC0G General Plan Technical Report M83-01O, Sacramento, July 7,
1983 (Appendix c).
1-7
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c.
3. Ridesharing
transportation coordinators
preferential parking
on street/off street controls for parking
carpool/vanpool programs
compressed work week, flexible and staggered hours,
etc.
4. Employee Support Facilities
food service
banking (automatic teller, direct deposit, check
cashing, etc.)
postal service
mini-mart
5. General: Trip Leng~h Reductions
housing/job balance and industrial park location
should be considered.
Residential Development
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Definition:
Residential development of more than* number of dwelling
units
Criteria:
1. Require developers (in coordination with transit
districts) to designate bus stop locations at regular
intervals so areas adjacent to transit lines can be
served.
2. Provide bus turnouts, shelters, etc., on already
developed adjacent access streets served by transit.
3. Provide sufficient access to external roadways and to
transit from within walled developments.
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D.
4. Encourage local jurisdictions to require that
circulation systems in new developments be designed to
allow transit service.
5. When subsidies are offered by developers and/or citizen
groups, encourage transit districts to provide service
to areas below population thresholds that would support
fare box recovery requirements.
Mixed Use Development
Definition:
A "mixed development" means a relatively large-scale real
estate project characterized by:
three or more significant revenue-producing uses (such
as retail, office, residential, hotel/motel, and
recreation -which in we)l-planned projects are mutually
supporting);
significant functional and physical integration of
project components (and thus a highly-intensive use of
land), including uninterrupted pedestrian connectionsJ
and
development in conformance with a coherent plan (which
frequently stipulates the type and scale of uses,
permitted densities, and related items).
This definition clearly differentiates mixed used
developments from other forms of land use and also identifies
"common denominator" characteristics of mixed use projects.
Criteria:
All of the preceding criteria used for Commercial, Industrial
and Residential Developments could be applicable to mixed use
developments.
Implementing Agencies
Local jurisdictions would be responsible for adopting ordinances
incorporating applicable development design criteria from the
criteria presented above. The county and the cities would be
responsible for reviewing projects and determining the appropriate
development design criteria to be applied in each specific case •
1-9
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IV.
v.
VI.
Timetable for Implementation
Implementation could occur as soon as necessary ordinances are
adopted.
Impacts
The impact of this measure would be to decrease numbers of vehicle
trips and the resulting air pollution from commercial, industrial,
residential and mixed use developments. The exact air quality and
energy conservation benefits cannot be determined at this time.
However anticipated benefits could easily be determined by
analysis on a site specific basis.
Other benefits include satisfying basic transportation needs of
communities, and more equitable cost sharing in the provision of
needed services.
Funding and Implementation
The proposed development design criteria can be implemented
without significant amounts of local funding and by already
existing agencies and mechanisms. Criteria specific to each
project could be determined by the applicable county or city
jurisdiction, funded by the developer, and implemented by the
developer or the local jurisdiction according to an agreed upon
plan and timetable. It is recommended that local jurisdictions
report projects approved and expected emission reductions
attributable to this measure to the APCD on an annual basis.
1-10
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3. Jobs/Housing Balance
Background/Introduction
A. Statement
B.
Jobs/housing balance is being proposed as a transportation
control measure (TCM) to be used in conjunction with other
measures to obtain emission reductions. The concept
basically is that providing increased employment
opportunities within Ventura County will reduce emissions,
particularly in the eastern end of the County where a
significant number of the 68,3241 inter-county commute trips
originate. Most of those trips are to jobs into Los Angeles
County.
State Policies
Jobs/housing balance through mixed use development and other
means is supported by state policies and other actions.
Among these are:
"A jobs/housing balance helps meet important state
environment preservation and protection goals .
Providing housing, jobs, and services in close proximity
can reduce the number and length of vehicle trips taken.
Compact development is cheaper and more convenient to
serve by bus, van, or carpools. Further, people are
more likely to walk or bicycle when distances are
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manageable •.. State policy on this issue is based on ◄ &
the knowledge that proper siting of new homes close to
jobs, or at least close to public transportation, can
account for substantial gasoline savings. In addition,
the same decision reduces air pollution from automobile
exhausts and saves the need for massive investment in
new freeway construction."
(The California Housing Plan, State Department of
Housing and Community Development, 1982)
"State policy encourages mixed use development, e.g.,
combining residential with compatible industrial or
commercial uses. The Governor's Office ot Planning and
Research has published Mixed Uses, which explains how
mixed use zoning policies can be implemented and
1 Source: SCAG, Travel Forecast Summary Year 1980, Technical
Memorandum No. O/FM/8301.04, January 18, 1983 .
1-12
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discusses existing prototypes. The location of jobs and
housing in close proximity to each other reduces
commuting and can result in self-contained village-type
communities. Mixed use developments have been tried
successfully in San Francisco, Los Angeles, and other
locations around the state."
(The California Housing Plan, State Department of
Housing and Community Development, 1982)
"Mixed Use development whether sponsored by a private
developer or by industry, integrates high density
housing with commercial or industrial development, thus
reducing transportation, energy consumption, and air
pollution."
(Mixed-Use Develo ent: Bri Jobs and Housin
Together OPR, April, 1981
Finally, SCAG has recsntly allocated a staff position to
work on the jobs/housing balance issue.
In conclusion, examining jobs/housing balance in relation to
reducing air pollution through land use planning and
incentives has basis in current public policy and actions.
Description of Measure
Implementation of jobs/housing balance as presented here can
involve the· following:
A. Encourage jobs/housing balance for reduced emissions through
balanced land uses in planning and permitting functions.
• B. Promote jobs increase in areas of 1) existing or planned
housing availability, and 2) high incidence of inter-county
commute trips by attracting selected commercial and·
industrial siting.
C. Coordinate with city and countywide economic development
activities, including information dissemination and
recruiting of selected commercial and industrial uses.
D. Coordinate with related TCM's including development design
criteria and mixed use development.
E. Encouragement of mixed use projects by cities through
implementing techniques outlined in Appendix B.
F. To mitigate additional population growth, cities should
attempt to maintain consistency with population forecasts
contained in the AQMP and "208" plans.
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v.
Implementing Agencies
Implementing agencies are the legislative and planning bodies of
the county and the cities in coordination with public and/or
private economic development organizations.
Timetable For Implementation
Implementation can occur immediately after adoption of the TCK
items .
Impacts
Air quality emissions and energy useage are expected to decrease
as compared to the alternative of not implementin& the TCM.
Positive social impacts are expected from working closer to home
and the resulting increase in leisure time and community
interaction. Economic benefits are also expected through the
increase of local jobs, larger volume of local shopping and the
secondary effects of new businesses .
Regarding air quality specifically, a basic model can illustrate
how overall emissions can be significantly impacted, both in
absolute terms and in relation to other TCM's, by an improved
jobs/housing balance. The model used to calculate emissions
impact is based on emission changes between a given inter-county
commute and a given intra-county commute.
The findings of the model indicate that a shift in workplace from
L.A. County to Ventura County can have a significant reduction in
31
emissions per vehicle. Based on a change of one inter-county • II[
commute from ~9 miles one way (to an L.A. County workplace) to one
intra-county commut& of 10 miles one way (to a Ventura County
workplace), a reduction of 20.92 lbs. NOx and an increase of 0.5
lbs. ROC per work year per vehicle per round trip is achieved
within Ventura County. Since the commute vehicle is not commuting
to L.A. County there is, of course, a 100% reduction in emissions
within L.A. County (30.08 lbs. NOx and 13.83 lbs. HOC).
Based on a 240 day work year, the NOx emissions reduction in
Ventura County for one vehicle chani work laces as stated in
the model is 20.92 lbs. per year 240 workdays x 39.57 grams NOx
total Ventura County reduction• 9,496 grams/year reduction T 454
grams• 20.92 lbs./year NOx reduction). Using the same
calculation method, the change in ROC is an increase of 0.5 lbs.
per year.
Based on a change of 25% of the total 1980 inter-county commu~e
trips from Ventura County (68,324 trips), a 179 tons per year
2 The decrease in NOx results from shorter trip len&th.
1-14
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reduction in NOx emissions can be achieved (68,324 trips x 25% •
17,081 trips x 20.92 lbs.• 357,334 lbs/year • 179 tons/year
reduction). Using the same calculat3on method, the change in ROC
is an increase of 4.3 tons per year.
Funding
The TCM items are not expected to involve a significant level of
funding. Much of the implementation can be accomplished through
ongoing processes.
Increase results from increased cold starts and hot soaks
taking place within ·ventura County.
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HAPPY CAMP CANYON REGIONAL PARK
Areas 1, 2, and 3
DESIGN DEVELOPMENT REPORT
Prepared for
County of Ventura
General Services Agency
by
Van Dell and Associates, Inc.
Irvine, California
DRAFT: April 1987
EXHIBIT a.
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CITY OF MOORPARK BOUNDARY m1J OPEN SPACE
MOORPARK SPHERE OF INTEREST D AGRICUI.. TURAL
EXISTING LOCAL PARKS ~ RURAL LOW DENSITY
BICYCLE PATH ~ LOW DENSITY
EQUESTRIAN TRAR. ~ MEDIUM DENSITY
FIGURE B-1
camp canyon regional park
county of vEntura
-8-
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-BACltllONE ROADWAY
._ ACCESS POINT * VISTA POINT
••••• BlXE TJlAIL
00000 EOUESTJllAJf TRAIL/HlltlNG
--JOGGING/HIDNG
••-EXERCISE COURSE/JOGGING
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NOTE: GSA SHOULD ACQUIRE
THIS PIECE BY TRADE
WITH AGRICULTURAL OWNER
, i 1\ \_~1
'1 ~\ -; ~ \i
~orr~MO@it □@[ru ~O~m1
happy camp canyon
CAMPUS PARI
DRIVE ENTRANCE
FIGURE B-13
@
regional park
-35-
COLLEGE RESERVOIR
7i
l I COLLEGE TURNOUT
i L
~ CITY OF MOO RP ARK BOUNDARY ~ EXISTING SANITARY SEWER
~ MOORPARK SPHERE OF INTEREST ~ EXISTING DOMESTIC WATER
E!3 PARK BOUNDARY ELECTRICAL POWER SOURCE (EDISON COMPANY)
□ SEWAGE TREATMENT PLANT JI. 3 PHASE 16 KV (UNDERGROUND STUB DUCT
• RESERVOIR 0 3 PHASE 16 KV (OVERHEAD)
E3 TELEPHONE LINE E3 NATURAL GAS LINE (SO. CAL GAS COJ
FIGURE B-17
happy camp canyon regional park
@ county of ventura
-53-
__ ---,:--:s=pMaRi OF INFLUENCE
~---0 , yoo"'""IIC.
/ c1TY
, ,
_ ;
~\
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L
KAP'P,Y CAMI' CANYON
L __
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,-_J
FIGURE C-4
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~□rr~M~@'ltO@[ru ~~~\t~mru
camp canyon regional park
·@ county of ventura
-73-