6.17 TRAFFIC AND TRANSPORTATION

Impact Sciences, Inc. 6.17-1 St. John’s Seminary Residential Community EIR 0037.030 June 2017

6.17 TRAFFIC AND TRANSPORTATION

6.17.1 OVERVIEW AND SUMMARY

The purpose of this section is to address the potential traffic and circulation impacts associated with the proposed

project. This section incorporates information from the St. John’s Seminary Residential Project Traffic and

Circulation Study (Traffic Study), prepared by Stantec. The Traffic and Circulation Study in its entirety is

presented as Appendix 6.17 in this environmental impact report (EIR).

The proposed project would not result in the decrease of level-of-service (LOS) conditions below LOS C during AM

or PM peak hours to the existing circulation system within the City of Camarillo. Additionally, under buildout

conditions of the City of Camarillo General Plan (General Plan), the proposed project will not significantly impact

the studied intersections, as described in this section, and all of the intersections would continue to operate at LOS

C conditions or better during AM and PM peak hours.

It is also important to note that the Traffic Study for the proposed project analyzed traffic impacts using a factor of

320 dwelling units. Currently, buildout of the proposed project would result in 300 dwelling units. Thus, this

analysis is conservative by assuming 20 additional dwelling units than what is actually proposed, and impacts upon

project implementation would be less than what is described in the following section.

6.17.2 LITERATURE AND DATA REVIEW

Project-Related Studies

The following technical report was used in the preparation of this analysis (see Appendix 6.17):

• Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016

Other Data Sources

Other data regarding traffic and transportation that would be applicable to the proposed project site was

obtained from the following sources:

• California Department of Transportation, Guidelines for the Preparation of Traffic Impact Studies.

• Southern California Association of Governments, 2016 Regional Transportation Improvement Program.

6.17 Traffic and Transportation


6.17.3 METHODOLOGY

To determine the operating conditions at the study intersections, the traffic analysis used a level-of-

service ranking scale. This scale compares traffic volumes to capacity and assigns a letter value to

represent the determined level of service. The letter scale ranges from A to F, with LOS A representing

free flow conditions and LOS F representing congested conditions. The City of Camarillo’s acceptable

level of service for roadways and intersections is LOS C or better with temporary periods of LOS D

(volume-to-capacity [V/C] 0.83). Volume-to-capacity is the ratio of demand flow rate to capacity for a

traffic facility. Pursuant to the City of Camarillo’s requirements, the Intersection Capacity Utilization

methodology (ICU) was used to analyze signalized intersections and the results are shown as a

volume-to-capacity ratio. Levels of service for signalized intersections were calculated using

methodologies outlined in the Highway Capacity Manual (HCM); these results are presented as seconds of

delay. The level of service criteria is summarized below in Table 6.17-1, Level of Service Definitions.

Table 6.17-1 Level of Service Definitions

Level of Service

Signalized Intersections (V/C

Ratios)

Unsignalized Intersections (Seconds

of Delay) Definition A < 0.60 ≤ 10 Conditions of free, unobstructed flow; no delays; and all

signal phases sufficient in duration to clear all approaching vehicles.

B 0.61-0.70 > 10 and ≤ 15 Conditions of stable flow, very little delay, and a few phases are unable to handle all approaching vehicles.

C 0.71-0.80 > 15 and ≤ 25 Conditions of stable flow, delays are low to moderate, and full use of peak direction signal phases is experienced.

D 0.81-0.90 > 25 and ≤ 35 Conditions approaching unstable flow, delays are moderate to heavy and significant signal time deficiencies are experienced for short durations during the peak traffic period.

E 0.91-1.00 > 35 and ≤ 50 Conditions of unstable flow, delays are significant, signal phase timing is generally insufficient, and congestion exists for extended duration throughout the peak period

F > 1.00 > 50 Conditions of forced flow, travel speeds are low and volumes are well above capacity. This condition is often caused when vehicles released by an upstream signal are unable to proceed because of backups from a downstream signal.

Source: Stantec, St. John’s Parcel Residential Project Traffic and Circulation Study, City of Camarillo, October 3, 2016, Table 3, 8.

Since traffic flows in the study area are most constrained at the intersections, the traffic analysis focused

on the operating conditions at the below-discussed key intersections during peak travel periods which

typically occur during the morning and afternoon commute hours. The AM peak hour period is defined



as the highest 1-hour period between 7:00 AM and 9:00 AM, and the PM peak hour period is defined as

the highest 1-hour period between 4:00 PM and 6:00 PM.

6.17.4 APPLICABLE REGULATIONS

State Regulations

The California Department of Transportation (Caltrans) LOS standard for state highway facilities is “at

the transition between LOS ‘C’ and LOS ‘D.’” Where this is not feasible, Caltrans recommends that the

appropriate LOS target be determined in consultation between Caltrans and the lead agency.1

Local Regulations

Ventura County Transportation Commission

The Ventura County Transportation Commission (VCTC), as the designated Congestion Management

Authority (CMA) for Ventura County, is responsible for coordinating land use, transportation planning,

and air quality to mitigate traffic congestion. Every two years, VCTC prepares an updated Ventura

County Congestion Management Program (CMP) to provide local government agencies and private

developers with the resources necessary to positively impact traffic congestion throughout Ventura

County.

The 2009 CMP prepared by VCTC lists nine CMP intersections in the City of Camarillo. The CMP

intersection nearest the project site is the intersection of Los Posas Road and Lewis Road. Operations at

this intersection were reported at an acceptable LOS A in 2004 and 2009. The 2009 CMP roadway network

identifies important roadways in the Ventura County area that will be monitored in order to identify and

remedy congested intersections. Somis Road, Las Posas Road, and Lewis Road are identified as CMP

roadways near the project site. However, no intersections along these roadways are identified as subject

to existing congestion in the 2009 CMP.

City of Camarillo Circulation Element

The primary function of the City of Camarillo General Plan Circulation Element2 is to describe the

circulation system, transportation modes, and terminal facilities which, when combined, provide for the

1 Caltrans, Guide for the Preparation of Traffic Impact Studies, (2002) 1. 2 City of Camarillo General Plan, “Circulation Element,” City of Camarillo Department of Community Development,

April 23, 2014.



efficient movement of people and goods through and within the community’s existing and proposed land

use patterns. The intent of the Circulation Element is to

• [d]evelop and maintain a comprehensive circulation and transportation system that will serve the city and its environs as efficiently and safely as possible. The circulation pattern within the city should be a pleasant one, with vistas and route design in harmony with the natural topographic characteristics of the area.

The General Plan Circulation Element contains policies and goals to minimize possible traffic and

circulation impacts within the City. The policies and goals are provided in Section 6.17.9, Consistency

with General Plan, along with an analysis of the proposed project’s consistency with the General Plan.

City of Camarillo Traffic Impact Mitigation Fees

The City of Camarillo Municipal Code3 has developed traffic impact mitigation fees to raise additional

revenue for construction of necessary circulation system improvements to accommodate traffic that will

be generated by development of land within the City, as consistent with the General Plan. The proposed

project would be required to pay the appropriate traffic mitigation fees.

The City of Camarillo is split into three traffic mitigation fee districts. District 1 is bounded to the east by

Las Posas Road, to the west by the City line, to the north by the City line, and to the south by Pleasant

Valley Road. District 2 is bounded to the west by Las Posas Road, to the east by Conejo Creek, to the

north by the City line, and to the south by the US Highway 101 (US 101). District 3 is bounded to the east

by Lewis Road, to the north by US 101, and to the south by the City line. The proposed project is located

within Traffic Mitigation Fee District 2, and the proposed project would therefore be required to pay the

City of Camarillo District 2 Traffic Mitigation Fees.

6.17.5 EXISTING CONDITIONS

The proposed project is currently served by a circulation system comprised of highways, arterial streets,

and collector streets within the City of Camarillo. A description of the regional circulation setting, local

circulation setting, and the proposed project site are further discussed below.

3 City of Camarillo Municipal Code, Title 11 Vehicles and Traffic, Chapter 11.68 “Traffic Impact Mitigation Fees.”

https://www.municode.com/library/ca/camarillo/codes/code_of_ordinances?nodeId=TIT11VETR_CH11.68TRIMMIFE , accessed September 21, 2016.



Regional Setting

Regional Roadways

The City of Camarillo is located in an area of Southern California that is readily accessible by many forms

of regional transportation. The 101 Freeway (Ventura Freeway) is the main regional freeway that

residents and employees within the City of Camarillo use to travel to and from the Los Angeles area and

the Santa Barbara area. The freeway bisects the City of Camarillo, as it is situated in an east-west travel

direction. Highway 34 (Lewis Road/Somis Road) is also within the City of Camarillo and provides

regional transportation for residents and employees traveling to and from the Simi Valley area, Moorpark

area, and other cities to the northeast of the City of Camarillo (please see Figure 3.0-2, Regional Location

Map, in Section 3.0, of this EIR).

Air Transportation

The nearest (approximately 11.5 miles to the southwest of the proposed project site) commercial airport

facility is the Ventura County Airport at Oxnard. This facility is oriented primarily toward general

aviation. Additional airport facilities serving Camarillo include Los Angeles International Airport,

Hollywood/Burbank Airport, Santa Barbara Airport, and many small airfields located throughout the

Ventura/Los Angeles region.

The Camarillo Airport is designated as a general aviation field for use by private aircraft along with

charter, agricultural, and government flying activities. Monitoring programs to ensure compatibility

between the airport and its surrounding uses include community participation programs,

noise-abatement programs, aircraft operator training programs, and noise-monitoring programs.

Rail Transportation

The Union Pacific Railroad traverses the City of Camarillo and is located west of the existing seminary on

Lewis Road, approximately 1380 feet west of the boundary line. Union Pacific Freight and Amtrak

currently use this railroad line through the City of Camarillo. Additionally, Camarillo is presently served

by Metrolink, Southern California Regional Rail Authority’s commuter train system, which offers

transportation from Camarillo to the Los Angeles area via this railroad line.

The Camarillo Metrolink Station is located at the intersection of Lewis Road and Ventura Boulevard and

is currently a permanent Metrolink stop. Amtrak also stops at the station during midday periods to

supplement Metrolink, which only stops at the station in the mornings and evenings. The rail



transportation system within the City of Camarillo allows residents and employees in the City to travel to

and from distant locations by easy access to transportation.

Local Setting

City of Camarillo Roadway Classifications

The City of Camarillo General Plan Circulation Element describes and classifies the types of roadways that

are located within the City boundary. Figure 6.17-1, City of Camarillo Existing Circulation Network,

shows the configuration of the City’s current circulation network.

Freeways

Freeways are high-speed vehicle corridors that carry unimpeded traffic between communities and

between major traffic generators, such as large commercial, industrial, recreational, and residential

centers. The City of Camarillo and its environs are currently served by the Ventura Freeway (US 101),

which—within the City—runs in an east-west direction. The Ventura Freeway is six lanes wide, three in

each direction, except in the vicinity of the Conejo grade where the southbound lanes are four wide. The

freeway is primarily at grade except for an eight-block section, which is depressed below the adjoining

property.

Street and Highways

A system of streets and highways should offer its users efficiency, continuity, safety, and attractiveness.

It is with these fundamental criteria in mind that the subsequent system of streets and highways is

proposed. The system of streets and highways has been divided into four basic categories: Arterial

(primary and secondary), Collector, Local, and Standard Industrial. Each category has specific standards

and criteria through which design and route are developed. The number of lanes and average daily trips

(ADT) are two variables that contribute to an understanding of a road’s general traffic condition. The

traffic condition is referred to as the level of service (LOS). The City of Camarillo has a policy to maintain

a LOS of C or better on all streets and intersections. Brief periods of LOS D during peak AM and PM

traffic hours are permitted where improving to LOS C would be unreasonably costly.

C I R C U L A T I O N E L E M E N T

Circulation Element

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City of Camarillo Circulation NetworkFIGURE 6.17-1

SOURCE: City of Camarillo, 2016

0037-030•12/16



Arterials

Arterial streets are intended to provide maximum movement of traffic to and from major traffic

generators, such as civic center, commercial centers, and industrial districts. They also collect and

distribute traffic from freeways. The General Plan recognizes two classes of arterial streets: primary and

secondary.

Primary Arterial Streets are intended to provide for the movement of large volumes of traffic between

major traffic generators. Direct vehicular access to abutting properties should be provided to and from

these arterials at limited intervals through the use of well-designed, controlled, and safe intersections.

Parking should be limited to emergency parking and parking during non-peak traffic hours. Bike lanes,

bike paths, and bike routes where shown on the Bikeway Master Plan would also need to be provided.

The primary arterial is designed to accommodate four to six lanes of traffic with a capacity of 30,000 to

45,000 ADT. At LOS C an arterial could accommodate between 24,000 and 36,000 ADT.

A median divider is required, which is useful to channel traffic, facilitate left-turn movements, and

improve the visual appearance of the arterial corridor. Median openings should only be allowed at key

intersections. The General Plan designates the following routes as primary arterial streets:

• Las Posas Road - From Pleasant Valley Road to Ponderosa Drive

• Lewis/Somis Road - From Pleasant Valley Road to northern city limit

• Pleasant Valley Road - From western city limit to the U.S. 101/Ventura Freeway

• Santa Rosa Road - From U.S. 101/Ventura Freeway to eastern city limit

Secondary Arterial Streets make up the bulk of the urban arterial circulation network within the City of

Camarillo and its environs. Secondary arterials, therefore, are the foundation of an efficient, attractive,

and safe circulation system. A master plan for a major portion of the City’s street medians and parkways

has been adopted and implementation has begun; this will help create a unique streetscape theme for

major streets and intersections in the City.

Secondary arterial streets provide for the movement of vehicles to and from collector streets, primary

arterial streets, and freeways. They usually have four lanes (two lanes in each direction) and a landscaped

median divider. Median openings in secondary arterials should be discouraged except at key

intersections. The secondary arterial can accommodate approximately 24,000 ADT at LOS C; capacity is

approximately 30,000 ADT at LOS E. The following routes are designed as secondary arterial streets

within the City of Camarillo:



• Adolfo Road - From Ponderosa Drive to Camarillo Springs Road and U.S. 101/Ventura Freeway

interchange

• Arneill Road - From Las Posas Road to Ventura Boulevard

• Camarillo Springs Road - From U.S. 101/Ventura Freeway to the Camarillo Springs Golf Course

• Carmen Drive - From Las Posas Road to Pleasant Valley Road

• Central Avenue - From the westerly city limit to Verdulera Street

• Dawson Drive - From Petit Street to Mission Oaks Boulevard

• Earl Joseph Drive - From West Ponderosa Drive to Las Posas Road

• Flynn Road - From Adolfo Road to Upland Road

• Las Posas Road - From West Ponderosa Drive to Lewis Road

• Mission Oaks Boulevard - From Dawson Drive to Upland Road

• Petit Street - From Dawson Drive to Village at the Park Drive

• Ponderosa Drive - From Antonio Avenue to Central Avenue

• Ridgeview Street - From Camarillo Springs Road to Pleasant Valley Road

• Springville Drive - From West Ventura Boulevard to West Ponderosa Drive

• Upland Road - From Lewis Road to Santa Rosa Road

• Ventura Boulevard - From Lewis Road to Las Posas Road

• Verdulera Street - From West Ventura Boulevard to Central Avenue

• Village at the Park Drive" From Petit Street to Village Commons Boulevard

• West Ventura Boulevard - Las Posas Road to Verdulera Street

Collectors

The collector street system is intended as the intermediate route to handle traffic between local streets

and arterial streets. This system includes streets that provide for traffic movements within a relatively

small area such as a residential neighborhood. Traffic using the collector street should have either an

origin or destination within the local area. Bike lanes, bike paths, or bike routes would also need to be

provided where shown on the City of Camarillo’s Bikeway Master Plan. Collector streets have a capacity

of approximately 13,000 ADT at LOS E and can accommodate approximately 10,000 ADT at LOS C.



Major Collectors

The major collector street system is intended as the intermediate route to accommodate traffic between

intra-regiona.1 travel corridors, such as shopping centers, parks, and schools. This system includes those

streets which provide for traffic movements within larger areas other than minor collectors. Traffic using

the major collector streets should have either an origin or destination within the larger local area or routes

with higher classification. Bike lanes, bike paths, or bike routes should be provided where shown on the

Bikeway Master Plan.

The following are designated as major collectors:

• Camarillo Center Drive - From Las Posas Road to Ventura Boulevard

• Crestview Avenue - From Las Posas Road to Valley Vista Drive

• Daily Drive - From Las Posas Road to Lewis Road

• Los Pueblos Drive - From Santa Rosa Road to Adolfo Road

• Oak Canyon Road - From Santa Rosa Road to Mission Oaks Boulevard

• Rosewood Avenue - From Las Posas Road to Dally Drive

• Temple Avenue - From las Posas Road to Lewis Road

• Verdugo Way - From Santa Rosa Road to Camino Ruiz

• Village Commons Boulevard - From Pleasant Valley Road to Village at the Park Drive

• Woodcreek Road - From Santa Rosa Road to Upland Road

Minor Collectors

The minor collector street system is intended as the route to accommodate traffic between locally

important traffic generators. This system includes those streets which provide for traffic movements

within a relatively small area, such as a residential neighborhood. Traffic using the minor collector streets

should have either an origin or destination within the local area. Bike lanes, bike paths, or bike routes

should be provided where shown on the Bikeway Master Plan.

The following are designated as minor collectors:

• Avenida Acaso - From Adolfo Road to Flynn Road

• Avenida de Aprisa - From Ponderosa Drive to Crestview Avenue

• Beardsley Road - From Ramona Drive to Central Avenue



• Bridgehampton Way - From Pleasant Valley Road to Davenport Street

• Crestview .Avenue - From Valley Vista Drive to Avenida de Aprisa

• Davenport Street - From Bridgehampton Way to Village at the Park Drive

• Fieldcrest Drive - From Mission Oaks Boulevard to Woodcreek Road

• Lantana Street - From Daily Drive to Las Posas Road

• Mobil Avenue - From Daily Drive to Dunningan Street

• Modesto Avenue and Dunnigan Street - From Carmen Drive to Arneill Road

• Mission Drive, West Loop Drive, North Loop Drive, East Loop Drive and Lorna Drive – North of

Las Posas Road

• Paseo Camarillo - From Carmen Drive to Rosewood Avenue

• Pickwick Drive and Hartnell Street - From Mobil Avenue to Temple Avenue

• Rancho Calleguas - From Adolfo Road to Mission Oaks Boulevard

• Temple Avenue - From Las Posas Road to Amber Drive

• Valley Vista Drive, Calle Aurora, Camino Concordia, Ramona Drive - From Crestview Avenue to

Beardsley Road

• Verdugo Way - From Camino Ruiz to Camino Carillo

• Village at the Park Drive - From Village Commons Boulevard to Davenport Street

Local Streets

The primary functions of the local street are to provide vehicular access to abutting properties and to

move small amounts of traffic in and out of specific local areas. Local streets should not carry through

traffic or buses and heavy trucks, except in commercial and industrial districts.

The basic design of the local street is much the same as that of the collector street, however, instead of

providing straight-line design for through traffic, the local street should, whenever possible, be designed

to curve, turn, and/or cul-de-sac to discourage through traffic.

Parking is an auxiliary function of the local street. On-street parking should, however, be limited to

daytime parking. Local streets are not individually identified in the General Plan; however, all are

recognized as an integral part of the circulation system.



Industrial Streets

The industrial street is recommended as a separate classification for all existing and future industrial

development. Individual streets are designed specifically to facilitate truck traffic, which is a significant

feature of the industrial district. The accommodation of larger and heavier vehicles requires that lanes be

wider than normal (13 feet wide) and pavement be thicker. Parking should not be permitted on industrial

streets, so as to maintain adequate clearance for all truck traffic. The provision of bike lanes, bike routes,

or bike paths would also be required where shown on the City of Camarillo Bikeway Master Plan. The

following are designated as industrial collectors:

• Adohr Lane – From Pancho Road to Ridgeview Street.

• Flynn Road – From Mission Oaks Boulevard to Adolfo Road.

• Pancho Road – From Pleasant Valley Road to Howard Road.

Alternate Forms of Transportation

Public Transit

The study area is served by the Camarillo Area Transit (CAT), which provides a fixed route service via

Upland Road between Leisure Village, located east of Santa Rosa Road, and the Community Center at

Carmen Drive. The fixed route service operates Monday through Friday. No bus stops are currently

located in the vicinity of the project site.

The City of Camarillo also provides general Dial-A-Ride services for all residents including seniors and

persons with disabilities. The service is available seven days a week for trips within the city limits and to

cities in eastern Ventura County.

Intercity bus transportation it provided by the Ventura County Transportation Commission (VCTC) with

service seven days a week on a fixed route basis. These buses provide intercity transportation throughout

Ventura County; specifically, the cities of Thousand Oaks, Moorpark, Simi Valley, Camarillo, Oxnard,

and Ventura. The VCTC system also has a Coastal Express connection to Santa Barbara and Goleta, as

well as a route that makes several runs a day from the city’s Metrolink station to California State

University Channel Islands.

Regional train service is provided by Metrolink and Amtrak. The Camarillo Metrolink Station is located

on Lewis Road south of U.S. 101 and provides train service to Oxnard and the Los Angeles Station.



Bikeways

In Camarillo, bicycles are mainly used for recreation and, to a lesser extent, as a secondary means of

transportation. The General Plan Circulation Element proposes bikeways to serve as linkage systems

between housing, schools, recreation, and commercial area. Considerable research and analysis has been

conducted to develop a bikeway master plan that is consistent with the Community Design Element and

provides adequate safety measures to protect bicycle riders.

Based on the considerations within the Circulation Element and existing facilities, the Bikeway Master

Plan was developed. The plan, adopted in 1999 and updated in 2008, incorporates a mixture of Class I

bike paths, Class II bike lanes, Class III bike routes, and shoulder bike lanes within the City. Locations of

these bikeway facilities are shown in Figure 6.17-2, City of Camarillo Bikeway Network. The following

is a short description of the bikeway class routes designated within the City of Camarillo:

Class I Bike Paths – Bike paths that are physically separate from roadways for the exclusive use of

bicycles. They are recommended for the following: bridges crossing railroads or freeways; on park and

school properties; as a way to provide shortcuts between destinations; and in areas where separate bike

paths have been committed for development in adopted plans.

Class II Bike Lanes – These bike lanes are separated from general traffic by pavement markings within the

roadway. Typical bicycle lanes are 5 to 6 feet wide.

Class III Bike Routes – On bike routes, bicycles share the roadway with automobiles or the sidewalk with

pedestrians and are identified by bike route signs. There is no separation of the route from the roadway

by pavement marking or physical barrier. These routes are typically designated on residential streets for

travel to and from Class II and other bicycle lanes that connect streets throughout the City.

Shoulder Bike Routes – Shoulder bike routes have no bikeway designation signs but provide continuous

striped shoulder area of the street to improve safety and convenience for bicyclist and motorists.

Shoulder bike routes are typically located along state routes and rural roads.

Concerning the project area, a Class I bike path extends along Calleguas Creek from Pleasant Valley

Fields to Upland Road, providing a north-south bicycle connection to the project site. Class II bike lanes

are provided on Upland Road, Mission Oaks Boulevard, Santa Rosa Road and on Flynn Road north of

Adolfo Road.



Walkways

The Circulation Element has recommended, as part of a walkway plan for the City, that a complete

system of pedestrian walkways be established in all neighborhoods, taking into consideration the

provision of pathways as access routes to sources of employment, shopping and recreation that allow for

access throughout the community. Walkways are separated from vehicle traffic except where street

crossing is required and should be of sufficient dimension to allow, at the minimum, two persons to walk

side by side and to accommodate the disabled. Lighting is required and is designed to enhance the visual

quality of the area. Rest stops are designed into the system, at points of interest (shopping areas, vistas,

etc.) and in the hilly areas of Camarillo. Furthermore protection in the form of police patrolling is

encouraged. Special study should be given to the hill areas of the community to determine the need for

and design of walkways.

Parking

Parking within the City of Camarillo is discussed within the Circulation Element only as a supportive

component of a total circulation and transportation network. The City requires that all new development

and redevelopment projects provide adequate off-street parking facilities in order to reduce the need for

on-street parking. Additionally, landscaping of all such parking facilities is required to be consistent with

the standards of the General Plan Community Design Element.

Project Site

The proposed project site consists of 88.45 acres and includes development of a senior citizen housing

development with up to 300 dwellings of various types, proposed on the parcel located north of Upland

Road and east of Flynn Road.

Current access to the proposed project site is via a gated entrance (the entrance to the St. John Seminary)

along Upland Road approximately 680 feet west of the second driveway for the Padre Serra Parish. The

access road then leads onto the St. John’s Seminary property, and circulates through the existing Major

Seminary campus and the now abandoned St. John’s Seminary College campus. Additional roadways are

located on site to allow access to the citrus and avocado orchards that are located within the Seminary

boundaries.

Project Circulation System

Access to the proposed residential community would be provided via a new driveway connection to

Upland Road located immediately west of the Padre Serra Parish. It is recommended that the new

driveway connection be full access and that frontage improvements on Upland Road would include



construction of a median opening, an eastbound left-turn lane, and a westbound right-turn deceleration

lane.

Figure 6-17-3, Upland Road Project Access Driveway, illustrates the concept Upland Road/project

driveway intersection geometry developed for the project. As shown, the existing right-turn only

driveway that provides access to the church, located immediately east of the new driveway, would be

eliminated and traffic to and from the church redirected to the new full access driveway. The new

intersection would contain two inbound lanes, of which the right lane would be a mandatory right-turn

lane into the church parking lot. To minimize delays for exiting vehicles, separate left- and right-turn

lanes should be provided on the driveway approach of the intersection.

Based on requirements contained in the Highway Design Manual4, the length of the eastbound left-turn

lane on Upland Road should be 325 feet including taper to provide for storage of two vehicles and

deceleration assuming partial deceleration in the westbound through lane to 35 mph. The recommended

length of the westbound right-turn lane is 275 feet including taper.

The future plus project and buildout plus project traffic volumes would not satisfy traffic signal warrants

contained in the Caltrans 2014 California Manual of Uniform Traffic Control Devices.5 The intersection

would be controlled by a stop sign on the driveway approach. Level of service calculations indicate that

the Upland Road/project driveway intersection would operate in the LOS B-C range during both the AM

and PM peak hours under future plus project and buildout plus project conditions with stop control on

the minor approach (project driveway). A sight distance analysis completed pursuant to the sight

distance criteria contained in the Highway Design Manual indicates that corner sight lines in excess of the

required distance of 550 feet (50 mph) are provided from the proposed driveway to both directions onto

Upland Road.

It is noted that traffic volumes at the driveway are expected to increase during short periods of time

before and after church related activities at the Padre Serra Parish. Since these periods would not coincide

with commute travel times, no adverse impacts are anticipated at the intersection.

Secondary Access: A secondary (emergency) access point to the proposed residential community would

be provided via the existing St. John’s Seminary access roadway that extends north along the Seminary’s

eastern boundary.

Circulation

4 California Highway Design Manual, Chapter 400 – Intersections at Grade, Caltrans, 2014, updated December 2015. 5 2014 California Manual of Uniform Traffic Control Devices, Revision 1, Caltrans, December 2015.



The circulation system of the residential site is conceptual at this stage. It is comprised of a two-lane

collector road that extends northerly from Upland Road that connects to the residential streets that

provide access to the various residential clusters. Based on the expected moderate overall traffic loads

(2,100 ADT on the collector road), the proposed circulation system is expected to operate acceptably. Bike

lane and sidewalk connections will be provided from the site’s internal circulation system to Upland

Road. The on-site circulation system will be designed pursuant to City of Camarillo collector roadway

and residential roadway standards to accommodate all travel modes, emergency vehicles, and service

vehicles.

C I R C U L A T I O N E L E M E N T

Circulation Element

µ

Existing and Future Facilities

Class I - Bike Path

Future Class I

Class II - Bike Lane

Future Class II

Class III - Bike Route

Future Class III

Shoulder Route

0 0.5 1 1.5 20.25Miles

£101

£101

PLEASANT VALLEY RD.PLEASANT VALLEY RD.

EARL JOSEPH DR.

LAS

PO

SA

S R

D.

LAS POSAS RD.

CA

RM

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DR

. AR

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ILL

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TEM

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MISSION OAKS BLVD.

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W. VENTURA BLVD.

LEWIS R

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IS R

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Figure 5-8 Bikeway Network

¬«34

DAILY DR.

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Existing and Future FacilitiesClass 1 - Bike Path

Future Class 1

Class 2 - Bike Lane

Future Class 2

Class 3 - Bike Route

Shoulder Route

0 0.5 1 1.5 20.25Miles

£101

£101


EARL JOSEPH DR.

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PO

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.

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ILL

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.

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SANTA ROSA RD.

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D.

LEW

IS R

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Figure 5-8 Bikeway Network

¬«34

DAILY DR.

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Freeway On/Off Ramp

Primary Arterial

Secondary Arterial





0 0.5 1 1.5 20.25Miles

£101

£101


EARL JOSEPH DR.

LAS

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41

City of Camarillo Bikeway NetworkFIGURE 6.17-2

SOURCE: City of Camarillo, 2016

0037-030•12/16

Project Site

N.T.S.

EXHIBIT 16

Stantec 29

UPLAND RD/PROJECT ACCESS DWYPRELIMINARY GEOMETRY

Upland Road Project Access DrivewayFIGURE 6.17-3

SOURCE: Stantec, 2016

0037-030•12/16



Existing Roadway Circulation System

The project site is served by a circulation system comprised of highways, arterial streets, and collector

streets, as shown in Figure 6.17-4, Project Site Location/Existing Street Network. A description of the

study-area roadways is provided below:

• US Highway 101 (US 101) – Located approximately 1.75 miles south of the project site, US 101 provides regional access to the project site via Lewis Road, Flynn Road, and Santa Rosa Road interchanges. Although it is a north-south oriented highway in the state freeway system, it is aligned in the east-west direction in the vicinity of the City of Camarillo. US 101 is a six-lane freeway within the study area.

• Lewis Road – This road is a primary arterial that extends in a northerly direction from Hueneme Road south of US 101 to Upland Road. North of Upland Road, the roadway becomes Somis Road and extends to Los Angeles Avenue (State Route 118) in Ventura County. The roadway provides regional access to the site from the Cities of Ventura, Oxnard, Moorpark, and Simi Valley. Within the study area the roadway contains one travel lane in each direction and turning lanes at intersections. The posted speed limit is 40 miles per hour (mph) north of US 101 and 50 mph north of Temple Avenue.

• Flynn Road – This road is a four-lane secondary arterial that provides a direct connection between US 101 and the project site. The road extends parallel to Lewis Road from US 101 until it terminates at Upland Road. The posted speed limit is 45 mph.

• Santa Rosa Road – This road is a primary arterial that extends north from US 101 to Adolfo Road as a six-lane divided facility and as a four-lane divided facility north of Adolfo Road. It provides access to the residential uses within the east portion of the City and to the cities of Thousand Oaks and Simi Valley to the east. The posted speed limit along Santa Rosa Road is 50 mph.

• Upland Road – This road is a secondary arterial that extends west from Santa Rosa Road to Lewis Road, where it turns into Las Posas Road. It provides direct connection from the project site to downtown Camarillo. Adjacent to the project site, the roadway is fully developed with four travel lanes, Class II bike lanes, a raised median and turning bays at intersections, and a sidewalk along the north side. The roadway provides direct access to the St. John’s Seminary parcel via two driveways. The posted speed limit is 45 mph.

• Adolfo Road – This road is classified as a secondary arterial street and contains four lanes with a landscaped median and bike lanes. It extends from Ponderosa Road to the City’s east boundary, serving the residential, office, and light industrial uses located in the eastern portion of the City. The posted speed limit is 45 mph.

Study-Area Intersections

The traffic analysis study area includes 12 key intersections located along the primary access routes to

and from the proposed project area. The list of intersections was determined through consultations with

City of Camarillo staff. These 12 intersections were selected because they are expected to have the most

direct impact from project traffic.



Existing Intersection Levels of Service

Existing levels of service were calculated for the above-mentioned key intersections based on the existing

geometries, traffic control, and the AM and PM peak hour traffic volumes as shown in Figure 6.17-5,

Existing AM Peak-Hour Traffic Volumes, and Figure 6.17-6, Existing PM Peak Hour Traffic Volumes,

respectively. The peak hour traffic volumes were derived from turning-movement counts conducted by

Stantec in June 20166 (see Appendix 6.17). Table 6.17-2, Existing Peak Hour Levels of Service, shows the

existing peak hour level of service for the intersections that were analyzed.

As shown below, in Table 6.17-2, the study-area intersections currently operate within the City’s

acceptable level-of-service range during both peak hours.

Table 6.17-2 Existing Peak Hour Levels of Service

Intersection Traffic Control

AM Peak Hour V/C-LOS

PM Peak Hour V/C-LOS

Upland Rd./Lewis Rd. Signal 0.57/LOS A 0.59/LOS A

Upland Rd./Flynn Rd. Signal 0.55/LOS A 0.45/LOS A

Lewis Rd./Adolfo Rd. Signal 0.69/LOS B 0.68/LOS B

Flynn Rd./Adolfo Rd. Signal 0.61/LOS B 0.68/LOS B

Flynn Rd./US 101 NB Ramps Signal 0.67/LOS B 0.66/LOSA

Adolfo Rd./Mission Oaks Blvd. Signal 0.62/LOS B 0.62/LOS B

Adolfo Rd./Santa Rosa Rd. Signal 0.69/LOS B 0.63/LOS B

Santa Rosa Rd./US 101 NB Ramps Signal 0.65/LOS B 0.70/LOS B

Petit St./Dawson Dr. Signal 0.63/LOS B 0.50/LOS A

Petit St./US 101 SB Ramps All- way stop 12.2 sec/LOS B 13.4 sec/LOS B

Daily Dr./US 101 NB Ramps Signal 0.48/LOS A 0.65/LOS B

Ventura Blvd./US 101 SB Ramps Signal 0.68/LOS B 0.59/LOS A

Sources: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016.

6 Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, June 21, 2016

UplandRdLas

PosasRd

Lewis

Rd

Lewis

RdW

ood

Rd

Creek

Santa

Rosa

Rd

Plea

sant

Valle

y Rd

Mission Oaks

Blvd

Mis

sion

OaksBlvd

Adolfo

AdolfoRd

Rd

Poder

osa

Dr

Petit St

DailyDr

Ventura Blvd

Flyn

n

Rd

Flynn

Rd

N.T.S.

EXHIBIT 1PROJECT SITE LOCATION/

PROJECT

SITE

PARK

EXISTING STREET NETWORK

Stantec

Page 2

Project Site Location - Existing Street NetworkFIGURE 6.17-4


0037-030•12/16

Existing AM Peak Hour Traffic VolumesFIGURE 6.17-5


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Existing PM Peak Hour Traffic VolumesFIGURE 6.17-6


0037-030•12/16



6.17.6 THRESHOLDS OF SIGNIFICANCE

In order to assist in determining whether a project will have a significant effect on the environment, the

California Environmental Quality Act (CEQA) Statutes and Guidelines, City of Camarillo Threshold

Guidelines (adopted from the State CEQA Guidelines, Appendix G) identify criteria for conditions that

may be deemed to constitute a substantial or potentially substantial adverse change in physical

conditions.

Under the following thresholds, a project may be deemed to have a significant impact if it would:

• Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit;

• Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways;

• Result in a change in traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks;

• Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment);

• Result in inadequate emergency access;

• Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities.

City of Camarillo Traffic Impact Thresholds

The City of Camarillo’s acceptable level of service for intersections is LOS C or better, with LOS D (V/C 0.83) allowed for short periods of time during peak hour periods. “Critical movement” refers to the movement or lane for a given phase that requires the most green light time. Project impacts are significant and must be mitigated if they exceed the following thresholds:

• 30 per-lane peak-hour critical movement trips for LOS D

• 20 per-lane peak-hour critical movement trips for LOS E

• 10 per-lane peak-hour critical movement trips for LOS F



6.17.7 ENVIRONMENTAL IMPACTS

Traffic Model

In addition to existing conditions, the project traffic impact analysis provides a future (without the

proposed project) condition to assess potential impacts generated by approved projects in the vicinity of

the proposed project. Existing plus approved projects traffic forecasts were developed assuming

occupancy of approved development (related) projects in the study area.

Seven (7) approved related projects were identified in the City of Camarillo’s Department of Community

Development Monthly Report (May, 2016), that would add traffic to the study area and are included in

the future conditions analysis. , as shown in Table 6.17-3, Related Projects:

Table 6.17-3 Related Projects

Approved Project Case # Land Use Size RPD-186 Apartment 368 Units

RPD-187 Apartment 82 Units

RPD-188 Condominium 87 Units

RPD-189 Apartment 83 Units

RPD-194 Townhomes 129 Units

CPD-236 Comm. Mixed Use 42,630 SF

UPD-400 Light Industrial 44,186 SF

Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016 Note: These projects are the same projects identified in Section 5, and used for the Cumulative Impacts analysis.

In addition, City staff requested that traffic generated by the full development of Camarillo Academy High

School and Performing Arts Center, located west of Lewis Road and north of Las Posas Road, be included in

the future conditions. Trip generation estimates and trip distribution for these two developments were

developed based on data contained in the traffic study prepared for the Camarillo Academy High School and

Performing Arts Center. The approved and pending projects trip generation table is included in the

Technical Appendix of the Traffic Study (Appendix 6.17 of this EIR) for reference.

Future Intersection Operations

Levels of service were calculated for the study-area intersections assuming the future baseline AM and

PM peak hour volumes illustrated in Figure 6.17-7, Future Baseline AM Peak-Hour Traffic Volumes



and Figure 6.17-8, Future Baseline PM Peak Hour Traffic Volumes. Future intersection improvements

include the construction of a traffic signal at the Petit Street/U.S. 101 Southbound Ramps intersection in

2017. No other roadway or intersection improvements are proposed under future conditions. Table 6.17-

4, Future Peak Hour Levels of Service, summarizes the future intersection level of service calculations.

As shown, all intersections would continue to operate at LOS C or better, which is acceptable based on

the City’s level of service standard.

Table 6.17-4 Future Peak Hour Levels of Service

Intersection Traffic Control

AM Peak Hour V/C-LOS

PM Peak Hour V/C-LOS

Upland Rd./Lewis Rd. Signal 0.60/LOS A 0.61/LOS B

Upland Rd./Flynn Rd. Signal 0.55/LOS A 0.46/LOS A

Lewis Rd./Adolfo Rd. Signal 0.70/LOS B 0.68/LOS B

Flynn Rd./Adolfo Rd. Signal 0.63/LOS B 0.69/LOS B

Flynn Rd./US 101 NB Ramps Signal 0.69/LOS B 0.71/LOS C

Adolfo Rd./Mission Oaks Blvd. Signal 0.63/LOS B 0.62/LOS B

Adolfo Rd./Santa Rosa Rd. Signal 0.69/LOS B 0.63/LOS B

Santa Rosa Rd./US 101 NB Ramps Signal 0.65/LOS B 0.70/LOS B

Petit St./Dawson Dr. Signal 0.67/LOS B 0.57/LOS A

Petit St./US 101 SB Ramps Signal 0.55/LOS A 0.54 LOS A

Daily Dr./US 101 NB Ramps Signal 0.51/LOS A 0.71/LOS C

Ventura Blvd./US 101 SB Ramps Signal 0.72/LOS C 0.62/LOS B

Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016

Future Baseline AM Peak Hour Traffic VolumeFIGURE 6.17-7


0037-030•12/16

Future Baseline PM Peak Hour Traffic VolumeFIGURE 6.17-8


0037-030•12/16



Project Traffic Analysis

Based on the previously listed Thresholds of Significance, the proposed project would have a significant

impact on traffic and transportation if it would:

Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit

Impacts

Construction

Under the proposed project, temporary traffic impacts may occur during periods when construction

equipment and material or debris is transported to or from the project site. Traffic delays may result from

the presence of additional vehicles on the roadway system, trucks entering or exiting the project site, or

from temporarily reduced lane widths, which may possibly occur on Upland Road. This is a temporary

impact and is not expected to be significant, as the project will be developed over approximately two

years and the truck trips generated (in transporting material on and off the project site) will be distributed

throughout the entire day rather than concentrated during the peak traffic periods.

Construction worker traffic impacts depends on the number of construction workers employed during

various construction phases, as well as the travel mode and travel time of the workers. In general, the

hours of construction typically require workers to be on site before the weekday morning commuter peak

period and allow them to leave before or after the afternoon commuter peak period. Therefore, most, if

not all, of the construction worker trips would occur outside of the typical weekday commuter peak

periods.

Therefore, impacts to traffic and circulation would be less than significant during the construction phases

of the proposed project.

Operation

Trip Generation Rates

Trip generation rates developed by the City for residential land uses were applied to estimate trips

generated by the proposed senior citizen housing development. Active adult dwellings are expected to



generate less traffic than single family dwellings, because trips associated with single family dwellings

such as children related trips (school, sports etc.) or work commute trips would occur less frequent. The

City has not developed trip generation rated for active adult dwellings, and no rates are available in

recognized trip generation handbooks (Institute of Transportation Engineers’ Trip Generation Manual or

SANDAG’s Traffic Generators). Based on City staff input, rates were developed by interpolating between

the City’s trip generation rates for Single Family Residential and Retirement Community. Trip generation

rates are summarized in Table 6.17-5, Project Trip Generation Rates.

Table 6.17-5 Project Trip Generation Rates

Land Use Unit Daily Rate AM Peak Hour Rates PM Peak Hour Rates In Out Total In Out Total

Senior Citizen Housing DU 6.5 0.10 0.42 0.52 0.33 0.18 0.51 DU – Dwelling unit Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016

The trip generation estimates of the proposed project are shown in Table 6.17-6, Project Trip Generation

Estimates.

Table 6.17-6 Project Trip Generation Estimates

Land Use Size ADT AM Peak Hour Rates PM Peak Hour Rates

In Out Total In Out Total Estate 320 DU 2,080 32 134 166 106 57 163 DU – Dwelling unit Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016

The proposed project, as shown in Table 6.17-6, is expected to generate 2,080 average daily trips, with 166

trips occurring during the AM peak hour and 163 trips occurring during the PM peak hour.

Trip Distribution

The trip distribution pattern for the residential component is expected to be regional in nature. Trip

distribution percentages were developed separately for the project site based on existing traffic patterns;

the location of the residential, commercial, and industrial areas within the Camarillo area; and knowledge

of the regional demographics. Table 6.17-7, Project Trip Distribution, shows the project trip distribution

percentages, and Figure 6.17-9, Project Trip Distribution, shows the residential site distribution

percentages. Project-generated traffic was distributed and assigned to the study-area street network

according to the percentages shown below in Table 6.17-7.



Table 6.17-7 Project Trip Distribution

Street Direction Percentage of Trips US Highway 101 North/South 21 percent/28 percent

Las Posas Road West 25 percent

Lewis Road North/South 4 percent/5 percent

Santa Rosa Road Northeast 5 percent

Pleasant Valley Road South 1 percent

Ventura Boulevard Southwest 2 percent

Daily Drive Southwest 1 percent

Local -- 8 percent

Total Traffic 100 percent Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016 Notes: E/O = East Of W/O = West Of

Project Trip DistributionFIGURE 6.17-9


0037-030•12/16

Project Added Traffic VolumesFIGURE 6.17-10


0037-030•12/16



The proposed project-added traffic was added to the future traffic volumes. Figure 6.17-10, Project

Added Traffic Volumes, shows the project-added traffic volumes for the proposed project.

Levels of service for the study-area intersections were recalculated based on the future-plus-project traffic

volumes. Figure 6.17-11, Future plus Project AM Peak Hour Traffic Volumes, and Figure 6.17-12 Future

plus Project PM Peak Hour Traffic Volumes show the anticipated traffic volumes for each intersection.

Table 6.17-8, Future plus Project AM Peak Hour Intersection Levels of Service and Table 6.17-9, Future

plus Project PM Peak Hour Intersection Levels of Service, show the level of service analysis results for

the AM and PM peak hours, respectively.

Table 6.17-8 Future plus Project AM Peak Hour Intersection Levels of Service

Intersection Future Baseline

LOS Future + Project

LOS Impact

Upland Road/Lewis Road 0.60/LOS A 0.62/LOS B No

Upland Road/Flynn Road 0.55/LOS A 0.59/LOS A No

Lewis Road/Adolfo Road 0.70/LOS B 0.70/LOS B No

Flynn Road/Adolfo Road 0.63/LOS B 0.65/LOS B No

Flynn Road/US 101 NB Ramps 0.69/LOS B 0.69/LOS B No

Adolfo Road/Mission Oaks Blvd. 0.63/LOS B 0.63/LOS B No

Adolfo Road/Santa Rosa Road 0.69/LOS B 0.69/LOS B No

Santa Rosa Road/US 101 NB Ramps 0.65/LOS B 0.66/LOS B No

Petit Street/Dawson Road 0.67/LOS B 0.68/LOS B No

Petit Street/US 101 SB Ramps1 0.55/LOS A 0.56/LOS A No

Daily Drive/US 101 NB Ramps 0.51/LOS A 0.51/LOS A No

Ventura Blvd./US 101 SB Ramps 0.72/LOS C 0.72/LOS C No


Future plus Project AM Peak Hour Traffic VolumesFIGURE 6.17-11


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Future plus Project PM Peak Hour Traffic VolumesFIGURE 6.17-12


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Table 6.17-9 Future plus Project PM Peak Hour Intersection Levels of Service

Intersection Future Baseline

LOS Future +

Project LOS Impact? Upland Road/Lewis Road 0.61/LOS B 0.61/LOS B No




Flynn Road/US 101 NB Ramps 0.71/LOS C 0.72/LOS C No



Santa Rosa Road/US 101 NB Ramps 0.70/LOS B 0.70/LOS B No

Petit Street/Dawson Road 0.57/LOS A 0.58/LOS A No

Petit Street/US 101 SB Ramps1 0.54/LOS A 0.54/LOS A No

Daily Drive/US 101 NB Ramps 0.71/LOS C 0.71/LOS C No

Ventura Blvd./US 101 SB Ramps 0.62/LOS B 0.62/LOS B No


The level-of-service data shown above in Table 6.17-8 indicates the study area intersections would

continue to operate at LOS C or better under the proposed project. The proposed project upon

implementation will not generate any significant project-specific intersection impacts during the AM

peak hour.

As shown above in Table 6.17-9, the study-area intersections under the proposed land use concept would

operate at LOS C circulation conditions or better under future-plus-project conditions during PM peak

hour circulation, which is acceptable based on the City of Camarillo’s LOS C standard. The proposed

project would therefore not generate any significant project-specific impacts during PM peak hour

circulation.

The proposed project will also be subject to the City of Camarillo Traffic Mitigation Impact Fee

Ordinance, as discussed above.7 Since the proposed project is located within District 2 of the Traffic

Mitigation Impact Fee program, the proposed project will be required to pay into the fund, the

appropriate impact fees for District 2. Paying into this Traffic Mitigation Impact Fee program will provide

funding for the City of Camarillo to complete improvements to intersections and roadways throughout

the City.

Therefore, implementation of the proposed project would not conflict with the City’s measures of

effectiveness for the performance of the circulation system, and impacts would be less than significant.

7 City of Camarillo Municipal Code, Title 11 Vehicles and Traffic, Chapter 11.68 “Traffic Impact Mitigation Fees”



Mitigation Measures

No mitigation measures are required.

Residual Impacts

Impacts would be less than significant.

Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways

Impacts

For the purposes of a Congestion Management Program (CMP) traffic impact analysis, LOS E is

considered to be acceptable, and a significant impact occurs if the proposed project increases traffic

demand on a CMP facility by 2% of capacity (V/C > 0.02), causing or worsening LOS F (V/C > 1.00).

Roadways: U.S. 101, Lewis Road, Las Posas Road, and Santa Rosa Road are included in the CMP

network. According to the 2009 CMP8, all facilities operate at LOS D or better during the AM and PM

peak hours periods except the following segments of U.S. 101:

• Southbound U.S. 101 south of Lewis Road operates in the LOS F range during the AM peak hour.

The proposed project would add 9 AM peak hour trips (PHT). These traffic additions would not

result in a CMP impact based on the criteria outlined above.

• Northbound U.S. 101 operates in the LOS F range during the PM peak hour. The project would

add 12 PM PHT. These additions would not result in a CMP impact based on the criteria outline

above.

Additionally, within the study area the Lewis Road/Las Posas Road intersection and Santa Rosa

Road/U.S. 101 Interchange are included in the CMP network. These intersections are forecasted to operate

at LOS C or better.

As discussed above, the proposed project would not contribute to a significant increase in traffic levels on

the studied roadway segments or intersections as analyzed in the traffic study. The proposed project will

contain its own circulation system within its boundaries, consisting of local residential streets and 8 2009 Ventura County Congestion Management Program, VCTC, Adopted July 10, 2009.



collector streets that will be connected to the circulation system of the City of Camarillo via Upland Road.

The proposed project will not include or be required to provide any improvements to the local circulation

system of the City of Camarillo outside the proposed project’s boundaries. Therefore, since the proposed

project under the three concepts will not conflict with CMP congestion control measures at any CMP

intersection.

Mitigation Measures

No mitigation is required.

Residual Impacts


Result in a change in traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks

The proposed project would construct internal streets to provide access for project residents, but would

not require alteration of existing public streets. As discussed above, the proposed project would not result

in substantial traffic increases such that significant decreases in intersection levels of service would occur.

Since the proposed project would not alter intersection operation, no changes in traffic patterns are

expected to result from project development, and impacts would be less than significant.

Mitigation Measures


Residual Impacts


Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)

Impacts

The proposed project will include the development of an internal circulation system that will consist of a

two-lane roadway extending from Upland Road and several local streets that will provide access to the

various residential clusters within the proposed project boundaries. All local streets will be developed in

accordance with the City of Camarillo street development standards and will also be consistent in width



and design with the City’s standards. Therefore, the internal circulation system within the proposed

project will not develop local streets that will include design features that could increase hazards;

therefore, impacts would be less than significant.

The proposed project will also include the development of an intersection that will provide access onto

the residential portion of the project site (a driveway along Upland Road that will be shared by the Padre

Serra Parish). It is possible that this intersection could provide less than acceptable line-of-sight

conditions for residents’ ingress and egress onto and off of the project site from Upland Road. However, a

sight distance analysis was conducted for the proposed driveway to the residential portion of the

proposed project along Upland Road. The analysis indicated that the proposed driveway would be

designed in a way that would provide corner sight lines in excess of the required 500-foot distance in

both directions for residents entering the proposed project site and leaving the proposed project site

(residential portion) and entering Upland Road.

Therefore, since the proposed project would not substantially increase hazards due to a design feature or

incompatible uses, impacts would be less than significant.

Mitigation Measures


Residual Impacts


Result in inadequate emergency access.

Impacts

Access to the proposed residential development would be provided via a new full-access driveway

connection to Upland Road located immediately west of the Padre Serra Parish. The adjacent existing

right-turn-only driveway that provides access to the church would be eliminated, and traffic from the

church lot would utilize the new full-access driveway. Frontage improvements on Upland Road would

include construction of an eastbound turn-lane bay and a westbound right-turn deceleration lane at the

proposed intersection. The recommended length of the westbound right-turn lane is 275 feet, including

taper. This is based on the deceleration requirements contained in the Highway Design Manual and

assumes partial deceleration in the westbound through lane to 35 mph.



The operations of the new driveway were analyzed in the traffic report based on the proposed

intersection geometry and the existing-plus-project and General Plan buildout-plus-project volumes.

Traffic volumes counted at the exiting church driveway were also incorporated. The access point would

contain two inbound lanes, of which the right lane would trap into the church parking lot, and separate

outbound turning lanes. The intersection will be controlled by a stop sign on the proposed project site

driveway.

The analysis within the traffic report indicates that the driveway would operate in the LOS B range

overall and LOS C or better on the minor street during both the AM and PM peak hours. Traffic volumes

at the access driveway are expected to increase during short periods of time immediately before and after

church-related activities at the Padre Serra Parish. Since these periods would not coincide with commute

travel times, the access intersection to the proposed project is expected to continue to operate at

acceptable LOS levels.

A traffic signal warrant analysis was completed for the proposed access intersection for the proposed

project (refer to Appendix 6.17).

The signal warrant analysis indicates that the unsignalized intersection of Upland Road and the project

driveway would operate acceptably under existing-plus-project and General Plan buildout-plus-project

conditions. Since warrants are not likely to be met based on project traffic alone, installation of a traffic

signal is not required. Because of potential traffic fluctuations associated with church activities, traffic

conditions may be monitored and traffic signal warrants completed after buildout of the proposed project

to evaluate the need for a traffic signal at the driveway entrance under project traffic plus church traffic

conditions. Therefore, impacts would be less than significant.

Emergency Site Access

The emergency access point to the proposed residential community would be provided via the existing

St. John’s Seminary access roadway, which extends from Upland Road, and would connect to the

proposed project site’s circulation system on the project site’s northeast boundary. The existing roadway

is 23 to 26 feet wide. A truck-turning analysis was conducted in the traffic report (refer to Appendix 6.17),

which indicated that the driveway would accommodate a fire truck without encroaching into the

opposing travel lane.



Under the St. John’s Seminary Road Emergency Access Route the proposed project would be required to

incorporate the following amenities to provide the proper type of emergency access road, according to

the City of Camarillo and Ventura County Fire Department Guidelines:9

• A gate would be provided at the Doheny Library that would serve as the emergency access point onto the proposed project site. The gate would need to automatically open and have a fail-safe power system and signage indicating that this route was for emergency purposes only. Residents of the proposed project would be allowed to exit only through this gate, but the Ventura County Fire Department would have full ingress and egress to the proposed project through this gate.

• Another gate has been considered acceptable by the Ventura County Fire Department at the T-intersection of the seminary road that goes south to the Major Seminary campus or north to the seminary college; or, instead of a gate, the access road should provide signage to direct traffic.

• “No Parking-Fire Lane” signs will need to be posted along the entire emergency access road through the St. John’s Seminary property.

• The St. John’s Seminary Road Emergency Access Route will need to meet the Ventura County Fire Department’s standard turning radius space of 40 feet.

The Ventura County Fire Department reviewed and approved the St. John’s Seminary Road Emergency

Access Route in July 2015. Therefore, the proposed project would provide adequate emergency access

routes for egress and ingress onto the proposed project. As a result, impacts would be less than

significant.

Mitigation Measures

No mitigation is required. Residual Impacts


Conflict with adopted policies, plans or programs supporting alternative transportation (e.g., bus turnouts, bicycle racks).

Impacts

The proposed project will provide for areas of trails that will connect pocket parks and view parks to

various residential clusters within the proposed project. This will allow residents to walk, bike, or jog to

parks within the proposed project boundaries, instead of use their vehicles to travel to the parks from

9 Notes from Meeting between the Ventura County Fire Department (at the Fire Department), John Dodd, Glen

Pace, Dave Lauletta, Jasch Janowicz, and Jackie Lee, December 3, 2008.



their residence. Additionally, Upland Road to the south of the proposed project includes bicycle lanes

that future residents of the proposed project will be able to access and use.

The proposed project does not include the development of bus turnouts. However, the closest transit bus

stop (Camarillo Area Transit – CAT) to the proposed project is located approximately 0.75 mile to the

west of the proposed project along East Los Posas Road in front of the Camarillo Library.

Furthermore, bike lane and sidewalk connections will be provided from the site’s internal circulation

system to Upland Road, as the roadway is fully developed with Class II bike lanes. On-site circulation

system will be designed pursuant to City of Camarillo collector roadway and residential roadway

standards to accommodate all travel modes. Therefore, since the proposed project will not conflict with

adopted policies, plans, or programs supporting alternative transportation, impacts would be less than

significant.

Mitigation Measures


Residual Impacts


6.17.8 CUMULATIVE ANALYSIS

Exceed, either individually or cumulatively, a level of service standard established by the County congestion management agency for designated roads or highways.

Buildout (Cumulative) Traffic Forecasts

Buildout traffic volumes for the study-area intersections were derived from the City’s Traffic Model

(CTAM) and were provided by City staff. The Traffic Model’s Year 2030 traffic forecasts include both

traffic growth associated with buildout of the City’s Land Use Element and anticipated regional growth,

and incorporates the roadway network improvements included in the City’s Circulation Element. In

addition, traffic from the Camarillo Academy High School and Performing Arts Center – Buildout Scenario was

added to the City’s CTAM forecasts.

Figure 6.17-13, Year 2030 AM Peak Hour Traffic Volumes, and Figure 6.17-14, Year 2030 PM Peak Hour

Traffic Volumes, show the cumulative AM and PM peak hour traffic volumes that are expected upon

buildout of the City of Camarillo.



Buildout (Cumulative) Intersection Levels of Service

Buildout of the City of Camarillo General Plan will result in an increase in traffic flows to the local

circulation system within the City. In order to determine the impact that the proposed project would have

on cumulative intersection level of service for the studied intersections, the project-added AM and PM

peak hour traffic volumes for each land use concept were layered onto the General Plan buildout

peak-hour traffic volumes as shown in Figure 6.17-14, Buildout Plus Project AM Peak Hour Traffic

Volumes Figure 6.17-15 and Figure 6.17-24, Buildout Plus Project PM Peak Hour Traffic. Additionally,

the level of service calculations are shown in Table 6.17-10, AM Buildout Plus Project Intersection

Levels of Service, and Table 6.17-11, PM Buildout Plus Project Intersection Levels of Service.

Year 2030 AM Peak Hour Traffic VolumesFIGURE 6.17-13


0037-030•12/16

Year 2030 PM Peak Hour Traffic VolumesFIGURE 6.17-14


0037-030•12/16

N.T.S.

UplandRd

Las Posas

Rd

Lewis

Rd

Lewis

Rd

Wood

Rd

creek

Santa

Rosa

Rd

Mission Oaks

Blvd

Mis

sion

Oaks

Blvd

Adolfo

AdolfoRd

Rd

Podero

sa

Dr

PetitSt

DailyDr

Ventura Blvd

Flyn

n

Rd

Flynn

Rd

EXHIBIT 14

LEGEND

- Traffic Movement

- AM Peak Hour Volume

YEAR 2030 + PROJECT AM PEAK HOUR TRAFFIC VOLUMES

Stantec

25

Year 2030 plus Project AM Peak Hour Traffic VolumesFIGURE 6.17-15


0037-030•12/16

Year 2030 plus Project PM Peak Hour Traffic VolumesFIGURE 6.17-16


0037-030•12/16



Table 6.17-10 indicates that one intersection is forecast to operate below the City’s LOS C standard during

the AM peak hour under buildout and Buildout plus project conditions. The intersection of Adolfo Road

and Santa Rosa Road would operate in the LOS D range. The project would not exceed the LOS D

threshold of the addition of 30 per lane peak hour critical movement trips. The project would therefore

not generate any buildout intersection impacts during the AM peak hour. It is noted that brief periods of

LOS D (V/C 0.83) during AM and PM peak hours are permitted where improvements to achieve LOS C

would be unreasonably costly.

Table 6.17-10 AM Buildout Plus Project Intersection Levels of Service

Intersection

AM Peak Hour Buildout

LOS Buildout + Project

LOS Impact? Upland Road/Lewis Road 0.61/LOS B 0.62/LOS B No



Flynn Road/Adolfo Road 0.59/LOS A 0.61/LOS B No

Flynn Road/US 101 NB Ramps 0.78/LOS C 0.79/LOS C No


Adolfo Road/Santa Rosa Road 0.81/LOS D 0.81/LOS D No

Santa Rosa Road/US 101 NB Ramps 0.74/LOS C 0.74/LOS C No

Petit Street/Dawson Drive 0.62/LOS B 0.63/LOS B No

Petit Street/US 101 SB Ramps 0.55/LOS A 0.56/LOS A No

Daily Drive/US 101 NB Ramps 0.49/LOS A 0.49/LOS A No

Ventura Blvd./US 101 SB Ramps 0.80/LOS C 0.80/LOS C No Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016 NB = Northbound; SB = Southbound

Table 6.17-11 PM Buildout Plus Project Intersection Levels of Service

Intersection

PM Peak Hour

Buildout LOS Buildout + Project

LOS Impact? Upland Road/Lewis Road 0.65/LOS B 0.65/LOS B No


Lewis Road/Adolfo Road 0.70/LOS B 0.71/LOS C No


Flynn Road/US 101 NB Ramps 0.65/LOS B 0.66/LOS B No



Santa Rosa Road/US 101 NB Ramps 0.72/LOS C 0.72/LOS C No

Petit Street/Dawson Drive 0.57/LOS A 0.58/LOS A No

Petit Street/US 101 SB Ramps1 0.72/LOS C 0.73/LOS C No

Daily Drive/US 101 NB Ramps 0.72/LOS C 0.73/LOS C No



Intersection

PM Peak Hour

Buildout LOS Buildout + Project

LOS Impact? Ventura Blvd./US 101 SB Ramps 0.62/LOS B 0.62/LOS B No

Source: Stantec, St. John’s Seminary Residential Project Traffic and Circulation Study, October 3, 2016 NB = Northbound; SB = Southbound

As shown above in Table 6.17-11, the level of service indicates that all intersections are forecast to operate

at the City’s LOS C standard or better during the PM peak hour under buildout and buildout plus project

conditions.

As discussed above, the General Plan buildout (cumulative) and proposed project analysis shows that the

proposed project would not exceed any of the City of Camarillo’s impact thresholds during the AM and

PM peak hour under General Plan buildout conditions. While the intersection of Adolfo Road and Santa

Rosa road would operate at LOS D during the AM peak hour, the proposed project would not increase

the intersection’s v/c ratio beyond the level caused by cumulative development. Therefore, the proposed

project would not cumulatively contribute to the traffic impacts upon General Plan buildout; thus, the

project would be considered cumulatively less than significant.

Mitigation Measures


Residual Impacts

Impacts would be less than significant impact.

6.17.9 CONSISTENCY WITH THE GENERAL PLAN

The City of Camarillo General Plan Circulation Element provides the following goals and policies for

traffic and transportation that apply to the proposed project. An analysis of the consistency of the

proposed project with each of the general plan goals, objectives, and policies is provided below.

Goal: Promote a well-balanced, connected, economically feasible, and sustainable multimodal

transportation system that provides for a safe and efficient movement on well-maintained

roads while meeting the needs of Camarillo residents, businesses, employees, visitors, special

needs populations, and the elderly.

Analysis: The proposed project will be located in an area within the City of Camarillo, where its

residents will have access to the Camarillo Area Transit (CAT) fixed route bus service, through the



location of a bus stop approximately 0.75 mile to the west of the proposed project site. Residents of the

proposed project site will have access to the bus stop, via Upland Road to East Los Posas Road. Since the

proposed project will be located in an area of the City that encourages the use of City transit systems,

including the CAT and Dial-a-Ride bus service, and will provide a convenient location for residents of the

proposed project to access the CAT, the proposed project will be consistent with this goal.

Goal: Provide adequate parking that is attractive, convenient, efficient, and appropriate in capacity

without overshadowing the uses which the parking supports.

Analysis: Parking for the St. John’s Seminary Residential Community Project is proposed in six

“parking areas”. Parking for the single family units occurs in three parking areas. Parking in area 1

includes 52 garage spaces and 50 guest spaces; 102 total parking spaces. Parking in area 3 includes 24

garage spaces and 27 guest spaces; 51 total parking spaces, while parking in area 6 includes 52 garage

spaces and 39 guest spaces; 91 total parking spaces. The proposed project will be consistent with this goal.

Goal: Maintain a safe and efficient public transportation network that provides mobility to all city

residents and employees as an alternative to automobile travel.

Analysis: The proposed project will be located in an area within the City of Camarillo, where its

residents will have access to the Camarillo Area Transit (CAT) fixed route bus service, through the

location of a bus stop approximately 0.75 mile to the west of the proposed project site. Residents of the

proposed project site will have access to the bus stop, via Upland Road to East Los Posas Road. Since the

proposed project will be located in an area of the City that encourages the use of City transit systems,

including the CAT and Dial-a-Ride bus service, and will provide a convenient location for residents of the

proposed project to access the CAT, the proposed project will be consistent with this goal.

CONSISTENCY ANALYSIS SUMMARY

The proposed project is consistent with the City of Camarillo General Plan and there would be no impact.

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6.17 TRAFFIC AND TRANSPORTATION

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