HomeMy WebLinkAboutAGENDA REPORT 1996 0904 CC REG ITEM 10F�pLL m .
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OwlAGENDA REPORT
��{ FCity of Moorpark
-�' The Honorable City Council
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FROM: Kenneth C. Gilbert, Director of Public Works
DATE: August 20, 1996 (CC Meeting: 9 -4 -96)
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SUBJECT: Consider Approval of an Engineering Study to Develop
Conceptual Design Alternatives for a Possible Project for
the Widening of Peach Hill Road East of Spring Road
On August 7, 1996, the City Council considered a report (attached
as Exhibit 1) on the subject proposal. Prior to taking action on
this proposal the City Council directed staff to provide the City
Council with a summary background of the action taken by the City
Council in July 1990, to approve the off -site street improvements
required to be constructed by the Presbyterian Church (RPD 89 -3).
That action established the width of the existing street
improvements on Peach Hill Road just east of Spring Road.
A. City Engineer's Recommendation (1990)
In June 1990, John Knipe, the then City Engineer, recommended
to the Planning Commission that they require the Presbyterian
Church to dedicate additional right -of -way sufficient to
provide for a fifty -nine feet (591) wide right -of -way, and to
construct off -site street improvements which would include a
street cross section measuring forty -six (461) from curb to
curb. This recommended street width is wider than the minimum
required: a forty feet (401) wide street within fifty -three
feet (531) of right -of -way. The increased width would allow
for the construction of two travel lanes, a left turn lane and
two bike lanes [Note lane widths: 51- 121- 121- 121- 511.
It was the opinion of Mr. Knipe that a left turn lane for west
bound traffic at this intersection, would be required to
adequately meet future traffic demands. This opinion was not
based on any traffic studies which clearly identified future
traffic congestion problems requiring this additional street
width. At that time the Environmental Impact Report and
related Traffic Studies for the Carlsberg Specific Plan had not
yet been completed. The traffic congestion during peak hours,
which would result from not providing a left turn lane, was
predictable without the need of such studies.
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B. approved Street Improvements
On July 2, 1990, the Planning Commission adopted Resolution No.
PC -90 -215 approving RPD 89 -3. However, that action did not
concur with the City Engineer's recommendation regarding the
width of the required street improvements. The Conditions set
forth in that resolution recommended that the required street
improvements be consistent with Plate B -5a, which only requires
a forty feet (401) wide street (curb -to -curb) within a fifty
three feet (531) wide right -of -way.
It should be noted that the City Engineer also recommended that
a thirteen and one -half feet (13.51) wide easement be offered
to the City by the Church to accommodate the possible
construction of parkway landscaping, meandering sidewalks and
possible future street widening. This recommendation was also
not approved by the Planning Commission.
On July 11, 1990, the City Council considered RPD 89 -3. The
staff report to the City Council noted the above described
Planning Commissions recommendations. But the staff report
again requested that the City Council approve requirements for
the dedication of street right -of -way and the construction of
street improvements consistent with the City Engineer's
recommendations: a forty -six feet (461) wide street within a
fifty -nine feet (591) wide right -of -way. The City Council
concurred with the recommendation of the Planning Commission.
C. Carlsberg Specific Plan
In September of 1994 the amended Carlsberg Specific Plan was
approved. That Specific Plan, and related Environmental Impact
Report, identified a number of traffic impacts related to the
Carlsberg project and recommended a number of mitigation
measures to deal with those problems. The list of "problem"
intersections requiring corrective measures did not include the
intersection of Peach Hill Road and Spring Road. That traffic
study predicted that the Level of Service (LOS) for this
intersection would be B prior to construction of the project,
and would function at LOS C after build out of the Carlsberg
project. These findings do not support requiring any
improvements or modifications at the subject intersection.
D. Actual Conditions
The Traffic Studies prepared for the Carlsberg Specific Plan
used generally accepted traffic models to derive predicted LOS
levels before and after the construction of that project. The
actual LOS of the intersection after build -out is of course
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Peach Hill Road Widening
September 4, 1996
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unknown. The present LOS of the intersection may or may not be
at LOS C. It is possible that unique traffic patterns
associated with the Middle School and /or other factors cause
the intersection to operate at a different level than the
Carlsberg Specific Plan predicted. This of course can only be
determined by conducting a new Traffic Signal Capacity Study
which would assess current conditions. That new study,
combined with the data in the Carlsberg study related to the
traffic anticipated to be generated by that project, could be
used to generate revised predictions of the LOS subsequent to
the Carlsberg build -out.
E. Left Turn Lane
Absent all of the background and the possible future traffic
studies mentioned above, it is apparent from existing
conditions during peak hours, the lack of a left turn lane
causes undue traffic delays. It is safe to assume that this
condition will only grow worse as and when traffic volumes
increase subsequent to the construction of Science Drive
between New Los Angeles Avenue and Tierra Rejada Road, and the
subsequent build -out of the residential developments proposed
by the Carlsberg project.
F. Summary
Regardless of what led to the present width of the street, it
appears that there now is a peak hour traffic congestion
problem (predicted to grow worse) which would be significantly
reduced if a left turn lane were to be added. The inconvenience
cause by that traffic congestion is and will be experienced by
the general public, not just the those attending the Catholic
and Presbyterian Churches and the School. It is recommended,
therefore, that the City determine the present and anticipated
future severity of the problem, and develop a number of
alternative solutions.
G. Conclusions
1. Option 11: Do nothing.
• Undertake no efforts to evaluate existing traffic
conditions and /or congestion.
• Undertake no efforts to reevaluate future "post build -
out" traffic conditions and /or congestion.
• Leave the design for the east leg of the subject
intersection unchanged.
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September 4, 1996
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2. Option 12: Conduct a traffic study and evaluate design
options for the addition of a left turn lane.
• Conduct an intersection capacity study to reevaluate
existing, as well as future "post build- out," traffic
conditions and /or congestion.
• Prepare several design alternatives (with construction
cost estimates) to add a left turn lane, said effort to
possibly include alternatives ...
- with or without additional street right -of -way, and
- with or without widening the curb -to -curb street
dimension.
3. Fiscal Impact:
• CONSTRUCTION -- The upper end of a range of costs for a
number of possible street improvements projects to
provide the subject left turn lane, is not expected to
exceed $70,000.
• PRELIMINARY STUDIES -- The estimated cost of the two
engineering studies described in Option #2 above is as
follows:
- Intersection Capacity Study: $1,500
- Conceptual Design Study: $1,500
• The FY 1996/97 Budget (240.801.0000.000.9199) for
Miscellaneous Engineering Studies is $13,500.
•104 -�..
Approve Option #2 (more fully described in this report) to conduct
an intersection capacity study and prepare a number of design
alternatives for the addition of a left turn lane on the east leg
of the subject intersection.
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AGENDA REPORT
City of Moorpark
TO: The Honorable City Council
FROM: Kenneth C. Gilbert, Director of Public Works
DATE: July 23, 1996 (CC Meeting 7 -96)
SUBJECT: Consider Approval of an Engineering Study to Develop
Conceptual Design Alternatives for a Possible Project for
the Widening of Peach Hill Road East of Spring Road
A number of years ago the City Council approved a project for the
construction of the Presbyterian Church at the southeast corner of
Peach Hill Road and Spring Road. That project called for the
construction of street improvements on Peach Hill Road east of
Spring Road. The approved cross section for that street was forty
feet (40 ,1) curb -to -curb, within a fifty -three feet (531) wide
right -of -way.
DISCUSSION
A. Problem
The present striping design
centerline to be at the center
feet (151) wide vehicle travel
five feet (51) wide Bike Lane
allows for only one west bound
B. Study
for the street calls for the
of the roadway, with one fifteen
lane in each direction, plus one
in each direction. This design
lane at the intersection.'
Circulation would be improved if there were two westbound lanes
just east of the intersection, to allow for either a left turn
lane with a through /right lane, or a through /left lane with a
free right turn lane. However, in order to determine the
"best" solution, in terms of traffic safety, congestion relief
and cost, it is necessary to retain the City Traffic Engineer
to perform a traffic study and develop a number of options and
prepare a report summarizing his findings, possible alternative
solutions and recommended action.
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August 1996 -LOM
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C. Design Alternatives
The design alternatives to be possible be considered include
the following:
1. Re- striping: Re- stripe the street and replace the traffic
signal detector loops to provide the following:
- one 11' wide travel lane in each direction
- one 10' wide west bound left turn lane
- two 4' wide Bike Lanes in each direction.
Note: This design does not meet City Standards.
2. Street Widening: Acquisition of additional street right -of-
way from:
- the north side,
- the south side, or
- both sides of the street; and then ...
Re- construction of all or a portion of the street, curb &
gutter and sidewalk improvements from Spring Road easterly
an adequate distance, to allow for two Bike Lanes, two
through lanes and one left -turn lane which meet or exceed
City design standards.
D. Construction Cost Estimate
Prior to the preparation of a conceptual design study, it is
difficult to develop accurate construction cost estimates.
However, a rough estimate of the range of possible costs is as
follows:
Alternate #1 - Re- Striping: $3,000 to $5,000.
Alternate #2 - Widening: $40,000 to $60,000.
E. Fiscal Impact
If approved, it is the intent of staff to charge the cost for
the preparation of the subject Traffic Study to monies budgeted
for miscellaneous engineering studies. It is also the intent
of staff to account for these costs under a separate project
number (Acc. # 240.801.8030.000.9199). In the event the City
Council approves an improvement project related to the subject
matter, the City Council will be asked to approve an additional
appropriation and budget amendment to fund these costs.
Recommendations
Staff recommends that the City Council approve the preparation of
the subject conceptual design study.
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