HomeMy WebLinkAboutAGENDA REPORT 2012 0606 CC REG ITEM 09B ITEM 9.B.
City Council Meeting
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ACTION:
MOORPARK CITY COUNCIL
AGENDA REPORT
TO: Honorable City Council
FROM: David A. Bobardt, Community Development Director
Prepared By: Joseph R. Vacca, Principal Planner '
DATE: May 22, 2012 (CC Meeting of 06106/2012)
SUBJECT: Consider Response to Caltrans on Draft Environmental Impact
Report (EIR) for Proposed State Route 118 Intersection
Improvements at State Route 34 (Somis Road)
BACKGROUND/DISCUSSION
On October 30, 2008, Caltrans distributed a Notice of Preparation for a Draft
Environmental Impact Report, (EIR) to evaluate six alternative intersection
improvements to the SR-118 highway intersection with SR-34 highway, in Somis to
alleviate congestion and reduce the risk for traffic accidents in this area. The purpose of
a Notice of Preparation is to allow government agencies and the public the opportunity
to identify critical issues or alternatives they wish to see evaluated in the EIR. A copy
of the comment letter that was prepared by staff and submitted to Caltrans on
November 21, 2008, is provided, (Attachment 1).
Chapter 1 of the Draft EIR outlines the proposed project (Attachment 2). The Draft EIR
indicates that the SR-118 intersection at Somis Road, (SR-34) currently operates at
Level of Service, (LOS) F, with a 108 second delay during morning peak hours and a
188.9 second delay during afternoon peak hours. These values demonstrate that more
vehicles approach the intersection at these times than it has physical capacity to
accommodate. Furthermore, the Draft EIR reports that accident rates at the intersection
and its approaches are higher than the statewide average for similar highway segments;
with rear end type accidents comprising the majority of accidents at, or approaching this
intersection.
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Honorable City Council
June 6, 2012
Page 2
Page 5 of Draft EIR (Chapter 1), shows a table that outlines average daily traffic, (ADT)
as follows:
• Existing ADT - Westbound. SR-118 has an ADT of 11,200 with 26.79 percent
being trucks; and Eastbound SR-118 has an ADT of 17,700 with 20.63 percent
being trucks.
• Projected to Year 2035 ADT - Westbound SR-118 projected ADT of 12,400 with
26.79 percent being trucks; and Eastbound SR-118 projected ADT of 19,600 with
20.63 percent being trucks.
From existing to projected year 2035 levels, the number of trucks would increase on
Westbound SR-118 from 3,000 existing trucks to 3,322 trucks, (an increase of 322
trucks daily in 2035).
From existing to projected year 2035 levels, the number of trucks would increase on
Eastbound SR-118 from 3,652 existing trucks to 4,043 trucks, (an increase of 391
trucks daily in 2035).
Furthermore, regarding truck traffic on the SR-118, page 62 of the DER (Chapter 2),
states the following: "The high volume of trucks on this segment of SR-118 and the low
volume on SR-23 suggest that the trucks are using a route that does not require
passing through the existing Commercial Vehicle Enforcement Facilities, (CVEF) on
US-101, west of SR-23." The projections in the Draft EIR do not appear to adequately
correlate with the recognition that there is an ever increasing volume of trucks on this
segment of the SR-118. This should be analyzed further in the Draft EIR.
The six improvement alternatives originally proposed with the NOP, have been reduced
to three alternatives, including the "no project" alternative. The two build alternatives
would alleviate the congestion to varying degrees and improve safety approaching and
passing through the intersection. Both build alternatives would improve LOS to the
minimum acceptable level set forth in the Ventura County General Plan. However, the
Draft EIR did not adequately analyze the impacts associated with potential increased
truck traffic, as the improvements would increase the desirability of the SR-118 highway
over other routes. The draft EIR indicates on page 48, that the proposed project would
not indirectly induce substantial growth, and would not result in growth related impacts,
however improved LOS at this intersection will result in increased use of this
transportation corridor and this has not been adequately analyzed in the Draft EIR.
\\DC1\Department Share\Community Development\OTHER AGENCIES\CALTRANS\SR118&SR34 Intersection Improve EIR\CC Agenda Report 120606.doc
124
Honorable City Council
June 6, 2012
Page 3
Other traffic/circulation items that do not appear to be analyzed in the Draft EIR, which
may have impacts on traffic at the project intersection of SR-118 and SR-34, as follows:
• Rice Road / Santa Clara Road improvements at US-101 and the potential for
increased traffic on SR-118 have not been included in the cumulative impacts in
the Draft EIR.
• Port Hueneme truck projections on Lewis Road, (SR-34) have not been included
in the cumulative impacts in the Draft EIR.
• Analysis of traffic related to California State University Channel Islands has not
been included in the cumulative impacts in the Draft EIR.
A draft comment letter requesting that these issues be addressed in the Draft EIR is
provided (Attachment 3).
FISCAL IMPACT
None
STAFF RECOMMENDATION
Direct staff to send a comment letter to Caltrans to address the unresolved issues in the
Environmental Impact Report, as drafted.
Attachments:
1. Staff comment letter on Notice of Preparation, dated November 21, 2008
2. Copies of Chapter 1 of the Draft EIR, Proposed Project, dated May 2012
3. Draft staff comment letter to Caltrans, June , 2012
S:\Community Development\OTHER AGENCIES\CALTRANS\SR118&SR34 Intersection Improve EIR\CC Agenda Report 120606.doc
125
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25 yraea^I COMMUNITY DEVELOPMENT DEPARTMENT:PLANNING—BUILDING AND SAFETY—CODE COMPLIANCE
' 799 Moorpark Avenue,Moorpark,California 93021 (805)517-6200 fax(805)532-2540
November 21, 2008
Ron Kosinski
Deputy District Director
Caltrans, Division of Environmental Planning
100 South Main Street, Suite 100
Los Angeles, CA 90012
Dear Mr. Kosinski,
RE. Notice of Preparation of a Draft Environmental Impact Report for the State Route
118 Intersection Improvements at State Route 34 (Somis Road) and Donlon Road
Thank you for requesting input on the scope of the Draft Environmental Impact Report that
Caltrans will be preparing for the proposed improvement alternatives to the SR-118
intersections at Somis and Donlon Roads. The City recognizes that these improvement
alternatives, with the exception of the "no project' alternative, would alleviate to varying
degrees severely congested conditions to the SR-118 in Somis during the morning and
afternoon peak traffic periods. These improvements, however, could also increase the
desirability of the SR-118 as a truck route by reducing the travel time along this route, as
compared to other routes. The City of Moorpark is requesting that the Environmental Impact
Report include analysis and mitigation of the expected increase to truck traffic and related air
quality, noise and safety impacts on the SR-118 (Los Angeles Avenue) through Moorpark from
each of the proposed improvement alternatives. Please include me as your contact for the
City of Moorpark on this project.
Thank you for your consideration of these comments.
Sincerely,
i
David A. Bobardt
Planning Director
C: Honorable City Council
Honorable Planning Commission
Honorable Peter C. Foy, Chair, Ventura County Board of Supervisors
Steven Kueny, City Manager
Barry K. Hogan, Deputy City Manager
Yugal Lail, Public Works Director/City Engineer
Darren Kettle, Executive Director, Ventura County Transportation Commission
File
Chron
\\mor_pri_seMDepartment Share\Community Development\AGENCIES\CALTRANS\081121 NOP SRI 18 Somis Rd Improvements.doc
PATRICK HUNTER JANICE PARVIN ROSEANN MIKOS KEITH F.MILLHOUSE MARK VAN DAM
Mayor Mayor Pro Tern Councilmember Councilmember Councilmember
CC ATTACHMENT 1 126
I _
E
Chapter 1 Proposed Project
1.1 Introduction
The California Department of Transportation (Caltrans) is proposing improvements at the SR-
118/SR-34 intersection, in the Somis area of unincorporated Ventura County. The project limits
extend approximately 1.1 mile on SR-118 and approximately 0.86 mile on SR-34. Figure 1.1-1
shows the project location within its regional context. The proposed project is a joint project by
Caltrans and the Federal Highway Administration (FHWA), and is subject to state and federal
environmental review requirements. Caltrans is the lead agency under both the California
Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). The
proposed project is included in the Southern California Association of Governments' (SCAG)
2008 Regional Transportation Plan (2008 RTP) and the SCAG 2008 RTP amendment #2, with
funding for preliminary engineering only. The proposed project is also included in the SCAG
2008 RTIP amendment#08-24 modeling list.
Figure 1.1-1 Regional Project Location
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EIR SR-118/SR-34 Intersection Improvement Project 1
CC ATTACHMENT 2
127
1.1.1 Project Background
In 1993, the Ventura County Public Works Agency (VCPWA) requested a joint venture with
Caltrans for a project that proposed to widen the SR-118/SR-34 intersection, and realign Donlon
Road (Rd.). to create a four-way intersection. A Negative Declaration/Finding of No
Significant Impact (ND/FONSI) for the project was approved on September 26, 2000. In
November 2000, the Save Our Somis (SOS) community organization filed a lawsuit contending
that Caltrans violated the CEQA by declining to prepare an EIR for the proposed project. In
late 2002, the Ventura County Superior Court vacated approval of the proposed project and held
that an EIR was necessary. Caltrans is preparing this DEIR in order to fulfill state
environmental review and CEQA requirements. Federal environmental review and NEPA
requirements for the proposed project have been met with the approval of the FONSI.
The ND/FONSI (Caltrans, September 2000) for the proposed project presented six alternatives,
one No-Build alternative and five Build Alternatives. The realignment of Donlon Rd. was
included as part of the scope of work for four of the five Build Alternatives presented in the
ND/FONSI (Caltrans, September 2000). All six of the alternatives considered in the
ND/FONSI (Caltrans, September 2000) were revisited for the purpose of this DEIR.
A Notice of Preparation (NOP) for the DEIR was issued by Caltrans on October 30, 2008. The
NOP was sent to the State Clearinghouse, Responsible Agencies, Trustee Agencies, Local
Agencies, Community Groups, and members of the public. An NOP informs the reviewer of
the lead agency's intent to prepare an EIR. An Alternatives Workshop was held on Thursday,
May 7, 2009 and a Community Meeting was held on Wednesday, August 26, 2009, at the
Somis School Auditorium. The Alternatives Workshop was advertised in the Ventura County
Star. Also, over 150 invitations were sent to local government agencies, organizations and the
public before each of the meetings. Meetings were also held with members of the SOS
community organization on June 29, 2009 at the Caltrans District 7 Headquarters Building, and
on October 28, 2010 at the Caltrans Ventura County Satellite Office. The purpose of these
meetings was to provide an overview on the proposed project's purpose and alternatives, and to
solicit input from all interested parties. Project information was also made available for a
period of time on the Caltrans District 7 website.
The VCPWA issued a Notice of Intent (NOI) to Adopt a Draft Initial Study/Mitigated Negative
Declaration (IS/MND) for the Donlon Rd. Realignment Project (VCPWA Project) on
September 10, 2010. The VCPWA project involves the realignment of Donlon Rd. to replace
the SR-118/SR-34 "T" intersection with a four-way intersection. It is anticipated that the
VCPWA project will be completed prior to the proposed project. The realignment of Donlon
Rd. is no longer a part of the proposed project. Due to this change in the scope of the project,
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2 EIR SR-118/SR-34 Intersection Improvement Project
128
the Roundabout Alternative and the Bridge Alternative, both presented in the Caltrans NOP and
at community meetings, are no longer considered feasible.
1.1.2 Project Location
The project location is the SR-118/SR-34 intersection, approximately 1.5 miles north of the City
of Camarillo and 4.5 miles west of the City of Moorpark. Figure 1.1-2 identifies the project
location in the Somis Area. State Route 118 is an east-west interregional highway that travels
through the counties of Ventura and Los Angeles. The segment of SR-118 within the project
area is primarily a two-lane conventional highway, also known as Los Angeles Avenue (Ave.),
which provides regional connectivity to SR-23 to the east, US-101 to the south, and SR-126 to
the west. At the project location, SR-118 forms two closely-spaced "T" intersections with SR-
34 and Donlon Rd. State Route 34 is a two-lane conventional highway that travels through the
cities of Oxnard and Camarillo, ending at the intersection with SR-118. The highway is also
known as Somis Rd. in the project area.
1.1.3 Existing Facilities
The SR-118/SR-34 intersection is located between Post Mile (PM) 10.80 and PM 11.05 on SR-
118, and at PM 17.66 on SR-34. The existing intersection configuration is shown in Figure 1.2-
1. The intersection is controlled by traffic signal, and is located approximately 270 ft. west of
the SR-118/Donlon Rd. "T" intersection. Donlon Rd. is a two-lane County roadway that forms
the north leg of the "T" intersection with SR-118. There is a 30 ft. left-turn lane on eastbound
(EB) SR-118, allowing access to Donlon Rd. Donlon Rd. is controlled by a stop sign.
Within the project limits, both SR-118 and SR-34 are two-lane conventional highways that
carry one 12 ft. lane and a 4 ft. shoulder in each direction. There are no existing sidewalks or
dedicated bike lanes within the project limits. The width of the existing right-of-way on SR-34,
south of the intersection, and on SR-118, west of the intersection, is 60 feet. The width of the
existing right-of-way on SR-118, east of the intersection, is 100 feet. State Route 118 is on the
National Highway System (NHS). Both routes are on the California Freeway and Expressway
System. Both routes are also part of the Ventura County Regional Road Network. According
to the Ventura County General Plan, the SR-118 portion of the Regional Road Network within
the project limits does not adequately meet present travel demands.
1.1.4 Surrounding Land Uses
The project area is characterized by low-intensity land uses, predominantly Agricultural.
Agricultural uses in the project area include farmlands, commercial nurseries, and
ranches/residences. Downtown Somis is located along SR-34, approximately a half-mile south
of the intersection. The six-square-block downtown includes a mixture of residential,
commercial, and agricultural zoning. The rest of the town consists mostly of single-family
....................................................................................................................................................................................................................................................
EIR SR-118/SR-34 Intersection Improvement Project 3
129
residences, concentrated west of SR-34. There are also two areas in town that are zoned for
light industrial/quasi-industrial activities.
Figure 1.1-2 Project Location
Project Location
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101
3{ 101
1.2 Purpose and Need
The SR-118/SR-34 intersection currently operates poorly due to high traffic volumes and
limited queuing capacity. Motorists experience heavy traffic congestion at the intersection
during both the morning and evening peak commute hours. The intersection has numerous
operational deficiencies as a result of a rise in traffic volume over the years. The high volume
of vehicles passing through the intersection during peak commute hours results in substantial
delays, and is a factor in congestion-related accidents within the project area.
The purpose of the proposed project is to improve overall traffic operations at the SR-118/SR-
34 intersection. To achieve this goal, the following project objectives have been identified:
• reduce delay time;
• relieve congestion;
• and enhance safety.
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4 EIR SR-118/SR-34 Intersection Im rovement Pro'ect
130
1.2.1 Average Daily Traffic (ADT)
Average Daily Traffic (ADT) is the average number of vehicles passing a specified point during
a 24-hour period. Traffic projections for the project area were developed for the opening year
(2015) and the horizon year (2035). The horizon year is the year for which the SCAG 2008
RTP describes the envisioned regional transportation system. Projected 2015 and 2035 ADT
volumes are based on the SCAG 2035 RTP Baseline Model. Table 1.2-1 shows the existing,
projected 2015 and 2035 ADT, and existing truck percentage.
Table 1.2-1 Existing and Projected 2015/2035 Average Daily Traffic (ADT)
WB EB SB NB
SR-118 SR-118 SR-34 SR-34
ADT 11,200 17,700 12,200 15,200
Truck Percentage 26.79 20.63 14.65 14.38
Projected 2015 ADT 11,250 17,750 12,250 15,250
Projected 2035 ADT 12,400 19,600 13,030 16,250
Source:State of California-Department of Transportation,Office of Advanced Planning,03/08/2010
1.2.2 Level of Service (LOS)
Traffic conditions at the SR-118/SR-34 and SR-118/Donlon Rd. intersections were analyzed
using the capacity analysis methodology for signalized intersections presented in the Highway
Capacity Manual — 2000 Edition (HCM 2000). The HCM 2000, prepared by the National
Transportation Research Board, provides a consistent system of techniques for the evaluation
of the quality of service on highway and street facilities.
The six defined Levels of Service use letter designations from A to F, with LOS A representing
the best operating conditions and LOS F representing the worst. Each LOS represents a range
of operating conditions and the driver's perception of those conditions. Levels E and F
typically are considered to be unsatisfactory. Table 1.2-2 shows LOS definitions for signalized
intersections with corresponding average vehicular delay estimated using the HCM capacity
analysis methodology for signalized intersection.
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EIR SR-118/SR-34 Intersection Improvement Project 5
131
Table 1.2.2 Level of Service (LOS) and Delay
LOS Interpretation Average
Delay
(seconds)
A Uncongested operations;all vehicles clear in a single cycle. 0.0-10.0
B Uncongested operations;all vehicles clear in a single cycle. 10.1-20.0
C Light congestion;occasional backups on critical approaches. 20.1-35.0
D Congestion on critical approaches,but intersection functional.Vehicles required to wait 35.1-55.0
through more than one cycle during short peaks.No long-standing lines formed.
E Severe congestion with some long-standing lines on critical approaches.Blockage of 55.1-80.0
intersection may occur if traffic signal does not provide for protected turning movements.
F Total breakdown with stop-and-go operations. >80.0
The capacity analysis methodology for signalized intersections addresses the LOS and other
performance measures for lane groups and intersection approaches. The methodology also
addresses the LOS for the intersection as a whole. Tables 1.2-3 and 1.2-4 show existing peak
commute hour volumes, delay and LOS for each approach, as well as the delay and LOS for the
whole intersection. Tables 1.2-5 and 1.2-6 show the same traffic data for the horizon year 2035.
Traffic data shows that the LOS at the SR-118/SR-34 intersection is currently classified as F,
with a delay of 108 seconds per vehicle during morning peak commute hours, and 188.9
seconds per vehicle during evening peak commute hours. The traffic data also shows that
without improvements, future peak commute hour volumes at the intersection are expected to
increase, with LOS remaining at F during peak commute hours. These conditions would result
in delays of 267.5 seconds per vehicle during morning peak commute hours and 315 seconds
per vehicle during evening peak commute hours.
1.2.3 Operational Deficiencies
Motorists currently experience traffic congestion and delays at the SR-118/SR-34 intersection
during both the morning and evening peak commute hours. Insufficient storage for vehicles
making left turns from WB SR-118 to SB SR-34 poses a problem at the intersection, as this
causes vehicles to back up onto the WB SR-118 through lane. The congestion at the
intersection is worsened by the proximity of the SR-118/Donlon Rd. "T" intersection. The
close spacing of the two intersections leads to weaving and a build-up of traffic.
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6 EIR SR-118/SR-34 Intersection Improvement Project
132
Table 1.2.3 Existing AM Peak Hour Traffic Volumes, Delay and LOS
Peak Approach Approach Intersection Intersection
Delay Delay
Hour LOS LOS
Traffic (sec.) (sec.)
Eastbound Through 352
SR-118 92.1 F
Right-Turn 8
Westbound Left-Turn 502 162.7 F 108.0 F
SR-118
Through 358
Left-Turn 63
SR-34 32.5 C
Right-Turn 484
Source:State of California-Department of Transportation,Traffic Study Report,June 2010
Table 1.2.4 Projected 2035 AM Peak Hour Traffic Volumes, Delay and LOS
Peak Approach Approach Intersection Intersection
Hour Delay LOS Delay LOS
Traffic (sec.) (sec.)
Eastbound Through 420
SR-118 Right-Turn 10 150.9 F
Westbound Left-Turn 600 F
464.3 267.5 F
SR-118
Through 410
Left-Turn 70
SR-34 35.0 D
Right-Turn 570
Source:State of California-Department of Transportation,Traffic Study Report,June 2010
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EIR SR-118/SR-34 Intersection Improvement Project 7
133
Table 1.2.5 Existing PM Peak Hour Traffic Volumes, Delay and LOS
Peak Approach Intersection
Hour Delay Approach Delay ntersection
Traffic LOS LOS
(sec.)) (sec.))
Eastbound Through 345
SR-118 Ri 73.3 E
Right-Turn 12
Westbound Left-Turn 409 188.9 F
SR-118 339.0 F
Through 464
Left-Turn 98
SR-34 45.8 D
Right-Turn 529
Source:State of Cali fornia-Department of Transportation,Traffic Study Report,June 2010
Table 1.2-6 Projected 2035 PM Peak Hour Traffic Volumes, Delay and LOS
Peak Approach roach Intersection
Hour Delay App Delay Intersection
Traffic LOS LOS
(sec.) (sec.)
Eastbound Through 410
85.4 F
SR-118 Right-Turn 12
Westbound Left-Turn 480
608.4 F 315.0 F
SR-118 Through 510
Left-Turn 120
SR-34 56.2 E
Right-Turn 630
Source:State of California-Department of Transportation,Traffic Study Report,June 2010
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8 EIR SR-118/SR-34 section Improveent Project
134
1.2.4 Accident Rates
During meetings held in the community of Somis, members of the community expressed
concern about safety and traffic operations at the intersection. Traffic Accident Surveillance
and Analysis System (TASAS) accident output reports of the intersection and intersection
approaches were reviewed for the three-year period of April 1, 2006 to March 31, 2009. The
total limits of the proposed project alternatives were considered in the accident analysis.
Table 1.2-7 summarizes the Caltrans District 7 TASAS Selective Accident Rate Calculation
(Table B) report. The report contains both the actual accident rate within the project limits and
the statewide average accident rate for similar highway segments. The accident rate is
expressed as a ratio between the number of collisions that occur over a set time period on a
certain roadway segment and the average traffic volume traveling over the length of that
segment. The calculated ratio can then be compared to ratios calculated for similar highway
segments to establish the relative safeness of a given segment. Accident rates are calculated to
evaluate the relative safeness of a highway and to set priorities for safety improvement work.
Table 1.2-7 TASAS Selective Accident Rate Calculation (4/01/06-3/31/09)
Location Post Mile Accident Total Accident Rate(A/MVM)
Actual Rate Average Rate
SR-118/SR-34 Intersection 10.92 14 .47 .30
SR-118 Intersection Approach 10.70-11.80 54 2.68 .77
SR-34 Intersection Approach 16.80-17.66 41 3.29 1.35
A/MVM=Accidents per Million Vehicle Miles
Source:Caltrans District 7 TASAS Selective Accident Rate Calculation(Table B)
The TASAS Selective Accident Rate Calculation (Table B) report indicates that the accident
rate, expressed in accidents per million vehicle miles (A/MVM), at the SR-118/SR-34
intersection and intersection approaches is higher than the statewide average for similar
highway segments. The corresponding TASAS Selective Accident Retrieval (TSAR) report
indicates that some of the safety issues at the intersection are due to traffic congestion. The
TSAR report is a detailed list of accidents and/or summary for any type or types of accidents on
any section of highway, any ramp or any intersection in the State Highway System. Accidents
may be selected by location, highway characteristics, accident data codes or any combination of
these. A typical TSAR report contains accident summary fields that include principal collision
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EIR SR-118/SR-34 Intersection Improvement Project 9
135
factor, environmental conditions, road condition, right of way control,type of collision, number
of vehicles involved, etc.
Table 1.2-8 shows the accident type summary from the TSAR report reviewed for the accident
analysis. The accident type summary indicates that the majority of accidents recorded within
the project limits on SR-118 during the specified period involved rear end-collisions. The high
percentage of rear-end type accidents occuring on SR-118 are indicative of stop-and-go traffic
related to existing congested conditions. According to the TSAR report, stop-and-go traffic
was a factor in 35 percent of the accidents along SR-118. The construction of the proposed
project is expected to improve overall traffic operations at the SR-118/SR-34 intersection
through congestion relief, which in turn would reduce the number of rear-end collisions, and
improve safety at this location.
Table 1.2-8 TASAS Selective Accident Retrieval (4/1/06-3/31/09)
Type of SR-118/SR-34 Intersection SR-118 r SR-34
Accident (PM 10.92) (PM 10.70-11.80) (PM 16.80-17.66)
Number of Percentage Number of Percentage Number of Percentage
Accidents Accidents Accidents
Head-On 0 0% 0 0% 2 4.9%
Sideswipe 3 21.4% 2 3.6% 3 7.2%
Rear End 6 42.9% 38 69.1% 11 26.8%
Broadside 0 0% 7 12.7% 7 17.1%
Hit Object 4 28.6% 7 12.7% 13 31.7%
Overturn 1 7.1% 1 1.8% 3 7.3%
Other 0 0% 0 0% 2 4.9%
Source:Caltrans District 7 Traffic Accident Surveillance and Analysis System(TASAS)
1.2.5 Geometric Deficiencies
A major reason for the traffic congestion at the SR-118/SR-34 intersection is queing at the
traffic signal that extends beyond the length of the existing left-turn lane on WB SR-118.
Approximately 480 vehicles currently make this turn during evening peak commute hours and
358 vehicles during morning peak commute hours. The Caltrans Highway Design Manual
recommends that double left-turn lanes be considered at signalized intersections on multi-lane
conventional highways if left-turn demand is 300 vehicles per hour or more.
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10 EIR SR-118/SR-34 Intersection Improvement Project
136
1.3 Proposed Project Alternatives
1.3.1 No-Build Alternative
Figure 1.3-1 illustrates the existing SR-118/SR-34 intersection configuration. The No-Build
Alternative proposes to maintain the existing configuration. Existing right-of-way width at the
intersection is 60 ft. on SR-34 and SR-118, west of the intersection. The existing right-of-way
width on SR-118, east of the intersection, is 100 feet.
Figure 1.3-1 Existing Intersection Configuration
_
SRI 10{Los Angeles Ave)
Intersection Improvement SR34
(Somis Rd.S Don on R
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i
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Existing
SR 34 Not to scale
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EIR SR-118/SR-341ntersection Improvement Project 11
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1.3.2 Build Alternatives
The improvements proposed under both Build Alternatives extend approximately 1.1 miles on
SR-118 and approximately 0.86 mile on SR-34. Both Build Alternatives differ from earlier
versions, presented in the NOP and at community meetings, with respect to left-turn lane
storage length, elimination of striped medians, and a reduction in the amount of right-of-way
required from adjacent properties. Also, the Intersection Improvement Alternative now
includes the addition of a merge lane on westbound SR-118, west of the intersection. The Build
alternatives have some common design features, which are presented in the following section.
Common Design Features
The Intersection Improvement Alternative and Save Our Somis (SOS) Alternative both
proposed the following:
• widen shoulders along SR-118 and SR-34 to 8 ft.;
• reconstruct existing pavement;
• extend SR-118 arch culvert for Coyote Canyon;
• rock slope protection in Coyote Canyon;
• biofiltration swales;
• utility relocation (e.g., telephone poles, cable pull boxes, water meters);
• right-of-way acquisition;
• and drainage easements.
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12 EIR SR-118/SR-34 Intersection Improvement Project
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Intersection Improvement Alternative
Figure 1.3-2 depicts additional lanes proposed under this alternative, which requires
approximately 2.44 acres of new right-of-way. The maximum proposed width on SR-118 is
115 ft., west of the intersection, and 142 ft., east of the intersection. The maximum proposed
width on SR-34 is 119 ft. In addition to the common design features, the following is proposed:
• extend existing left-turn lane on westbound (WB) SR-118 from 160 ft. to 800 ft;
• add 800 ft. left-turn lane on WB SR-118;
• extend existing left-turn lane on northbound (NB) SR-34 from 170 ft. to 629 ft.
• add 640 ft. merge lane on southbound (SB) SR-34;
• add 800 ft. merge lane on eastbound (EB) SR-118;
• add 374 ft. right-turn lane on EB SR-118;
• add 454 ft. left-turn lane on EB SR-118;
• add 600 ft. merge lane on WB SR-118 (not shown in Figure 1.3-2).
Figure 1.3-2 Proposed Intersection Configuration
SRI IS(Los Angeles Ave)
Intersection Improvement Q SR34
(Somas Rd.S Donion Rd.)
10586
N
i_
CD
SR 34 Alternative 2 rya to w4d.
....................................................................................................................................................................................................................................................
EIR SR-1113/SR-34 intersection Improvement Project 13
139
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Save Our Somis (SOS) Alternative
Figure 1.3-3 depicts additional lanes proposed under this alternative, which requires
approximately 1.62 acre of new right-of-way. The maximum proposed width on SR-118 is 100
ft., west of the intersection, and 107 ft., east of the intersection. The maximum proposed width
on SR-34 is 92 ft. In addition to the common design features, the following is proposed:
• extend existing left-turn lane on WB SR-118 from 160 ft. to 1,164 ft.;
• extend existing left-turn lane on NB SR-34 from 170 ft. to 619 ft
• add 440 ft. right-turn lane on EB SR-118
• add 440 ft. left-turn lane on EB SR-118
Figure 1.3-3 Proposed Intersection Configuration
SRI 18(Los Angeles Ave)
Intersection Improvement @ SR34
(Somis Rd.&Donlon Rd.)
10586
N
X
Go
Go
eo
SR34 Alternative 3 Na:sc:Dale
.........................................
...............................................................................................................................................................................................................
EIR SR-118/SR-34 Intersection Improvement Project 15
141
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1.3.3 Comparison of Alternatives
Traffic analysis results, shown in Table 1.3.3-1, indicate that both of the Build Alternatives
would substantially reduce delay time during future peak commute hours compared to the No-
Build Alternative.
Table 1.3-3 Projected Peak Hour Delay
Delay in Seconds
AM Peak Hour PM Peak Hour
2015
No-Build 135.5 194.9
Intersection Improvement 28.9 30.7
Save Our Somis 32.1 36.7
2035
No-Build 267.5 315.0
Intersection Improvement 31.6 35.8
r- Save Our Somis 39.6 52.1
Reduced delay times are expected to relieve congestion and decrease the potential for
congestion-related accidents at the intersection approaches. Therefore, both Build Alternatives
would meet the project objectives. The Intersection Improvement Alternative would achieve a
greater reduction in delay time and would meet Caltrans design standards. However, this
alternative would result in the acquisition of 2.44 acres, compared to 1.62 acre that would be
acquired for the SOS Alternative. Also, the Intersection Improvement Alternative would result
in the acquisition of 2.07 acres of agricultural land, compared to 1.58 acre as a result of the SOS
Alternative. The major source of controversy that has emerged from a review of public
comments involves the improvements proposed under the Intersection Improvement
Alternative. Community members have expressed concerns about the size of the intersection
proposed under the Intersection Improvement Alternative, and its effects on the rural character
of the town of Somis. Caltrans is considering the SOS Alternative, which was proposed by
community members, as a result of this.
1.3.4 Alternatives Considered And Dismissed From Further Consideration
The following alternatives were considered during the project development process, but
dismissed from further consideration.
Roundabout Alternative
This alternative proposed to realign Donlon Rd. and replace the existing SR-118/SR-34
intersection with a roundabout. Under this alternative, Donlon Rd. would form the north leg of
........................................................................................................................................................................................................................................................
EIR SR-118/SR-341nters Io.n Improvement Project 1 7
143
the roundabout. This alternative is no longer considered feasible because none of the
alternatives under consideration for the VCPWA Project match the alignment that Caltrans
proposed for the north leg of the roundabout. The proposed location of the roundabout was
selected in order to avoid potential significant impacts to Coyote Canyon.
Bridge Alternative
This alternative proposed the same modifications to the SR-118/SR-34 intersection as the
Intersection Improvement Alternative, with the exception of the Donlon Rd. realignment. This
alternative is no longer considered feasible because Caltrans will not be undertaking the
realignment of Donlon Rd.
Somis Bypass Alternative
The Somis Bypass Alternative was determined to result in substantially greater effects than the
Intersection Improvement Alternative and SOS Alternative with relation to farmland
acquisition, housing, visual resources, floodplains, stormwater runoff, wetlands, plant species
and animal species. The sections below briefly discuss each of these effects.
Farmlands
The Somis Bypass Alternative would convert 20.69 acres of agricultural land compared to a
maximum of 2.07 acres under the Build Alternatives. This alternative would also affect a total
of 11 agricultural parcels, compared to a maximum of five under the Build Alternatives. Six of
the parcels that would be affected by this alternative are currently used for agricultural
production. The amount of land required from one parcel would potentially render it
permanently non-farmable. Furthermore, this alternative would result in the removal of an
agricultural tree row that is approximately one quarter-mile long on another parcel.
Relocations
The Somis Bypass Alternative would require partial acquisition of 24 parcels and the full
acquisition of one parcel, compared to a maximum of 14 partial acquisitions and one full
acquisition under the Build Alternatives. Furthermore, this alternative would result in the
displacement of one multi-family residential unit. Both Build Alternatives would avoid
residential displacement.
Visual Resources
Changes in views as a result of the the Somis Bypass Alternative would have greater visual
effects than the Build Alternatives The views to and from the road would be affected by the
construction of the new road and two new signalized intersections proposed under this
alternative. The new roadway would replace existing agricultural lands and require new
utilities, causing a visual distraction. Vividness would drop from high to moderate visual
quality as the new roadway would encroach upon the natural landscape. The encroachment of
........................................................................................................................................................................................................................................................
18 EIR SR-118/SR-34 Intersection Improvement Project
144
the roadway on the visual setting would create an eyesore to viewers, resulting in a
diminishment of intactness from high to moderately low visual quality. Existing development
and the natural landscape would be disturbed and would not reinforce each other, causing the
visual setting to look chaotic and jumbled. This would result in a diminishment in unity from
high to low visual quality.
Floodplains
A portion of the new roadway proposed for the Somis Bypass Alternative would be constructed
within the Fox Barranca and Coyote Canyon Zone A 100-year floodplain. Also, a bridge
would be required at the location where the roadway would cross Coyote Canyon. This
alternative would potentially result in a longitudinal encroachment on Fox Barranca, and would
result in a transverse encroachment on Coyote Canyon, which could increase base flood levels.
A longitudinal encroachment is an encroachment that is parallel to the direction of flow, and
would occur if the new roadway runs along the edge of Fox Barranca, as currently proposed in
the Draft Project Report. A transverse encroachment is an encroachment that is perpendicular
to the direction of flow and would occur as a result of the required bridge encroachment on the
floodplain. An increase in base flood levels at this location would result in overtopping of the
Union Pacific Railroad (UPRR) main line. Currently, the Southern California Regional Rail
Authority (SCCRA) and the UPRR operate passenger trains and freight trains over this line,
respectively. Increased base flood levels would also affect neighboring properties, and could
result in damages to crops. These impacts are considered to be significant.
Water Quality and Storm Water Runoff
The potential for permanent water quality and storm water runoff impacts as a result of the
Somis Bypass Alternative would be incrementally greater than those associated with the Build
Alternatives. The proposed increase in impervious area as a result of this alternative would be
9.4 acres compared to a maximum of 2.8 acres under the Build Alternatives. Furthermore, the
potential impacts as a result due to exposure of surface soils during construction activities
would also be greater, because the disturbed soil area under this alternative would be 22.91
acres compared to a maximum of 7.58 acres under the Build Alternatives.
Natural Communities
The Somis Bypass Alternative would have permanent impacts to 6.49 acres of riparian
vegetation compared to 0.18 acre of riparian vegetation under either of the Build Alternatives.
Furthermore, the area that would be impacted by this alternative contains riparian habitat
occupied by Least Bell's Vireos, a Federal and State endangered species, and other bird species
that utilize the area as an important stopping point along their migratory routes. Additionally,
the fragmentation of Least Bell's Vireo habitat as a result of this alternative would result in
........................................................................................................................................................................................................................................................
EIR SR-118/SR-341ntersection Improvement Project 19
145
cumulative impacts to nesting and foraging sites. These impacts are considered to be
significant.
Wetlands
The Somis Bypass Alternative would affect 0.170 acre of wetlands compared to no effect to
wetlands under the Build Alternatives.
Plant Species
Potential impact to Southern Willow Scrub, a special status species, would be limited to the area
south of SR-118, in the vicinity of the Somis Bypass Alternative. The Build Alternatives would
have no impacts on special status plant species.
Animal Species
The Somis Bypass Alternative would result in potential impacts to Desert Woodrat (Neotoma
lepida intermedia), Two-striped Garter Snake (Thamnophis hammondii), Arroyo Chub (Gila
orcutti), Yellow-breasted Chat (Icteria virens), and Yellow Warblers (Dendroica petechia), all
special status animal species. The Build Alternatives would avoid impacts to most of these
special status species, with the exception of Desert Woodrat.
1.4 Permits and Approvals Needed
Permits and approvals that are required for the proposed project include the following:
Table 1.4-1 Permits and Approvals
Agency/Jurisdiction Permit/Approval
Superior Court of California,
California Environmental Quality Act compliance determination
County of Ventura
U.S.Army Corps of Engineers Section 404 Permit
Federal Highway Administration Transportation Conformity/Clean Air Act
Construction General Permit/Order No.2009-0009-DWQ;
State Water Resources Control Board National Pollutant Discharge Elimination System Nos.CAS000002
and CAS000003
California Department of Fish and Game 1600 Series Agreement for Streambed Alteration
Los Angeles Regional Water Quality Control Section 401 Water Quality Certification
Board
Ventura County Watershed Protection Watercourse and Encroachment Permit
District
........................................................................................................................................................................................................................................................
20 EIR SR-118/SR-34 Intersection Improvement Project
146
Pp q 'O
CITY OF MOORPARK
0
o COMMUNITY DEVELOPMENT DEPARTMENT 1 799 Moorpark Avenue,Moorpark,California 93021
BOOR Main City Phone Number(805)517-6200 1 Fax(805)532-2540 1 moorpark @ci.moorpark.ca.us
grFO �
June 2012
Lead Agency:
Mr. Carlos Montez, Branch Chief
Division of Environmental Planning
California Department of Transportation
100 South Main Street
Los Angeles, CA 90012
RE: Notice of Availability of Draft Enviri5iften �6 act Report (EIR) for the
State Route 118/State Route 34 Interse rovement Project, (Souris),
Ventura County, on the appltpation of Cal'raris_
Dear Mr. Montez:
Thank you for sending the„ Draft EnWronmenta) Impact Report (EIR) to the City of
-,
Moorpark on the proposed Sate Route '118/�fiate Roui Intersection Improvement
Project, (Somis), Vr,,,, ura County. A(th;�rrgh the City of Moorpark is neither a
responsible or trustee agency for this project ender CEQA, a project of this scale could
impact the residents and businesses in M,orpark, based on the growth inducing
A,
potential for additiop01 the=_City. Moorpark is already significantly
impacted by truck traffic onrState Routes ,lMoand 23. We anticipated that the Draft EIR
would have inixluded m"606,,,detailed analysis on growth inducing impacts on the State
Route:118, which may affect Moorpark.
Chapter 1 of the Draft EtR outlines:the proposed project (Attachment 2). This indicates
that th"e..15R-118 interse0('Ion at omis Road (SR-34), currently operates at Level of
y.
Service; (LOS) F, with a ;108 second delay during morning peak hours and a 188.9
second delay, during afternoon peak hours. These values demonstrate that more
vehicles approach the intersection at these times than it has physical capacity to
accommodate. 'Furth rmore, the Draft EIR reports that accident rates at the intersection
and intersection approaches is higher than the statewide average for similar highway
segments; with rear end type accidents comprising the majority of accidents at, or
approaching this intersection.
JANICE S.PARVIN ROSEANN MIKOS,Ph.D. KEITH F.MILLHOUSE DAVID POLLOCK MARK VAN DAM 7
Mayor Councilmember Councilmember Councilmember Councilmember
Mr. Montez
June—, 2012
Page 2
Page 5 of Draft EIR (Chapter 1) shows a table that outlines average daily traffic, (ADT)
as follows:
• Existing ADT - Westbound SR-118 has an ADT of 11,200 with 26.79 percent
being trucks; and Eastbound SR-118 has an ADT of 17,700 with 20.63 percent
being trucks.
• Projected to Year 2035 ADT - Westbound SR-118 shows;an ADT of 12,400 with
26.79 percent being trucks; and Eastbound SR-118 s�iows an ADT of 19,600
with 20.63 percent being trucks.
From existing to projected year 2035 levels, the number of trucks,.would increase on
Westbound SR-118 from 3,000 existing trucks to, 3;322 trucks,' (ain, increase of 322
trucks daily in 2035).
From existing to projected year 2035 levels, ,the number of trucks would increase on
Eastbound SR-118 from 3,652 existing truck`s to 4,043'trcks, (an increase of 391
trucks daily in 2035).
Furthermore, regarding truck traffic on he SR118, pale 62 of the DER (Chapter 2),
states the following: "The high , o-3rUcks on this Segment of SR-118 and the low
volume on SR-23 suggest that the rfrucks- ale ;using a borate that does not require
passing through the existing Commere,ial Veh,cl � E-n#orcerraent Facilities, (CVEF) on
US-101, west of SR-23 " s,The projections in thte 0r6*6 d.o not appear to adequately
correlate with the recogriit on 'tttat there is an°ever incre'sing volume of trucks on this
ix:segment of the SR 418. This shhould be analyzed further in the Draft EIR.
The six improvementvsalternatiu.es originally proposed with the NOP, have been reduced
to three alternatives,'mclu � �pr g tie "n j ct"'alternative. These two build alternatives
would alleviate the congestion to varying degrees and improve safety approaching and
passing-through #he, intersection. Both build alternatives would improve LOS to the
minimum acceptable"I velsetforth in the Ventura County General Plan. However, the
Draft.EIR did not ecfuately a alyze the impacts associated with potential increased
truoKtraffic, as the impr --menu would increase the desirability of the SR-118 highway
over other routes. The 'draft EIR indicates on page 48 that the proposed project would
not indirectly induce substantial growth, and would not result in growth related impacts,
however improved LOS ,-'at this intersection will result in increased use of this
transportation corridor and this has not been adequately analyzed in the Draft EIR and
additional analysis` o address this should be included. The Draft EIR does not
distinguish between automobiles and trucks when analyzing impacts. Also, there are no
projections of ADT truck percentages for 2035. It appears that the Draft EIR carries
forward the current ADT truck percentages for the 2035. With improved efficiency at
this intersection, the percentage of trucks will likely increase from current levels. While
the Draft EIR recognizes that trucks prefer to use the SR-118 to avoid the scale facilities
on the US-101, the Draft EIR does not adequately address the potential increase of
truck trips and the additional environmental impacts that this would have on the
148
SAConununity Development\OTHER AGENCIES\CALTRANS\SR118&SR34 Intersection Improve EIR\Cmnt Ur to Cattrans 118_34 improvements June 2012.dou
Mr. Montez
June _, 2012
Page 3
immediate area and adjacent communities. Truck trips create greater impacts than
passenger vehicles and automobiles, with more air pollution, higher levels of noise and
ground vibration, and more overall traffic impacts. The Draft EIR does not address the
issues that we requested to be analyzed in our letter dated November 21, 2008,
responding to the NOP for this project. We request that greater analysis be included in
the Draft EIR to address the increase in truck trips along the SR-118 corridor, and that
analysis is provided on the impacts that this will create, and that mitigation be identified
as needed.
Also, there are other traffic/circulation items that do not xppear to be analyzed in the
Draft EIR, which may have impacts on traffic at the proJf;ct1*n ,e� ction of SR-118 and
SR-34, as follows:
• Rice Road / Santa Clara Road improvements at US-101 aric the potential for
increased traffic on SR-118 have not been'included in the cum' impacts in
the Draft EIR. „ ,4
• Port Hueneme truck projections on Lewis& oad, (SR34) have not been included
in the cumulative impacts in the Draft EIR.ry
u
• Analysis of traffic related to California State lnuersity Channel Islands has not
been included in the cumulative impacts in the Draft„EIR.
We request that these traffic / circulation 'bove beircluded in the cumulative
impacts analysis in the Draft EIR, and that nitigation brs�iderntified as needed.
Please continue to' 'riclude me, as the core#act person for the Moorpark Community
Development Department on th', "notification'list for environmental review and for any
hearings regarding this project proposal. I ban be reached at (805) 517-6236 or via
email at jvacca _ci.mooroark.ca us F
Thank,,you for'your:;considerat on of these comments.
Sincerely,
Joseph R. Vacca, AICP ”
Principal Planner
C: Honorable Ci#y Council
Honorable Planning Commission
Steven Kueny, City Manager
David A. Bobardt, Community Development Director
Dave Klotzle, City Engineer/ Public Works Director
File
Chron
149
SACommunity Development\OTHER AGENCIES\CALTRANS\SR118 8 SR34 Intersection Improve EIR\Cmnt Ltr to Caflrans 118_34 improvements June 2012.dom