HomeMy WebLinkAboutAdopt Resolution No. 2019-29 concerning the status and updat } APPPOVED b-0-1
City of Huntington Beach
File #: 19-645 MEETING DATE: 6/17/2019
REQUEST FOR CITY COUNCIL ACTION
SUBMITTED TO: Honorable Mayor and City Council Members
SUBMITTED BY: Dave Kiff, Interim City Manager
PREPARED BY: Travis Hopkins, Interim Assistant City Manager
Subject:
Adopt Resolution No. 2019-29 concerning the status and update of the City's Circulation
Element and Mitigation Fee Program for the Measure M2 Program
Statement of Issue:
To be eligible for Measure M2 funding, the City is required to adopt a resolution informing the Orange
County Transportation Authority (OCTA) that the City's Circulation Element is in conformance with the
Master Plan of Arterial Highways (MPAH) and reaffirm concurrence with the City's existing Mitigation
Fee Program.
Financial Impact:
No financial impact. The City will receive Measure M2 funds of approximately $3.5 million in Fiscal
Year 2019/20.
Recommended Action:
Adopt Resolution No. 2019-29, "A Resolution of the City Council of the City of Huntington Beach
Concerning the Status and Update of the Circulation Element and Mitigation Fee Program for the
Measure M (M2) Program."
Alternative Action(s):
Do not adopt a resolution and forego the eligibility for Measure M2 funding.
Analysis:
The City is required to adopt a resolution biennially, informing OCTA that the City's Circulation
Element is in conformance with the MPAH and whether any changes to any arterial highways of the
Circulation Element have been adopted by the City. In addition, the City Council must reaffirm that
the City concurs with the existing mitigation fee program. The following are descriptions of the
resolution items:
Circulation Element/MPAH Consistency
A Circulation Element is one component of the City's General Plan that depicts a planned multimodal
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File #: 19-645 MEETING DATE: 6/17/2019
network and related policies. The City's Circulation Element defines the minimum planned lane
configurations for major roads and shall be consistent with the OCTA MPAH, which defines the
minimum planned lane configurations for major regionally significant roads in Orange County.
Mitigation Fee Program
The mitigation fee program is a locally established fee program, which assess fees used to mitigate
effects of new development on transportation infrastructure. Appropriate mitigation measures,
including payment of fees, construction of improvements, or any combination thereof, will be
determined through an established and documented process by the City. The City adopted
Resolution No. 2012-23 (attached) establishing new and revised mitigation fees.
Resolution No. 2019-29 allows the City to meet annual eligibility requirements to receive Measure M2
Net Revenues.
Public Works Commission Action: Not applicable
Environmental Status:
Not applicable
Strategic Plan Goal:
Enhance and maintain infrastructure
Attachment(s):
1. Resolution No. 2019-29
2. Huntington Beach Circulation Element
3. Resolution No. 2012-23
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ATTACHMENT # 1
RESOLUTION NO. 2019-29
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF HUNTINGTON BEACH
CONCERNING THE STATUS AND UPDATE OF THE CIRCULATION ELEMENT AND
MITIGATION FEE PROGRAM FOR THE MEASURE M (M2) PROGRAM
WHEREAS, the City of Huntington Beach desires to maintain and improve the streets
within its jurisdiction, including those arterials contained in the Master Plan of Arterial
Highways (MPAH) and
WHEREAS, the City of Huntington Beach had endorsed a definition of and process for,
determining consistency of the City's Traffic Circulation Plan with the MPAH, and
WHEREAS, the City has adopted a General Plan Circulation Element which does not
preclude implementation of the MPAH within its jurisdiction, and
WHEREAS, the City is required. to adopt a resolution biennially informing the Orange
County Transportation Authority (OCTA) that the City's Circulation Element is in conformance
with the MPAH and whether any changes to any arterial highways of said Circulation Element
have been adopted by the City during Fiscal Years (FY) 2017-18 and FY 2018-19, and
WHEREAS, the City is required to send biennially to the OCTA all recommended
changes to the City Circulation Element and the MPAH for the purposes for re-qualifying for
participation in the Comprehensive Transportation Funding Programs;
WHEREAS, the City is required to adopt a resolution biennially certifying that the City
has an existing Mitigation Fee Program that assesses traffic impacts of new development and
requires new development to pay a fair share of necessary transportation. improveas2ents
attributable to the new development; and
NOW, THEREFORE, BE IT RESOLVED that the City Council for the City of
Huntington Beach, does hereby inform OCTA that:
a) The arterial highway portion of the City Circulation Element of the City is in
conformance with the MPAH.
b) The city attests that no unilateral reduction in through lanes has been made on any
MPAH arterials during FY 2017-18 and FY 2018-19.
c) The City reaffirms that Council concurs with the existing Mitigation Fee Program.
19-7586/203584 1
Resolution No. 2019-29
PASSED AND ADOPTED by the City Council of the City of Huntington Beach at a
regular meeting thereof held on the 17 th day of June , 2019.
Mayor
REVIEWED AND APPROVED:
INITIATED AND APPROVED:
1
Ci ager
Director of Public W iks
APPROVED A ORM:
rty orney NUJ
19-7586/203584 2
Res. No. 2019-29
STATE OF CALIFORNIA
COUNTY OF ORANGE ) ss:
CITY OF HUNTINGTON BEACH )
I, ROBIN ESTANISLAU, the duly elected, qualified City Clerk of the
City of Huntington Beach, and ex-officio Clerk of the City Council of said City, do
hereby certify that the whole number of members of the City Council of the City of
Huntington Beach is seven; that the foregoing resolution was passed and adopted
by the affirmative vote of at least a majority of all the members of said City Council
at a Regular meeting thereof held on June 17, 2019 by the following vote:
AYES: Carr, Semeta, Peterson, Posey, Delgleize, Hardy
NOES: None
ABSENT: Brenden
RECUSE: None
City Clerk and ex-officio Clerk of the
City Council of the City of
Huntington Beach, California
ATTACHMENT #2
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me Circulation
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II
Introduction and Purpose
Huntington Beach is an active, lively community that recognizes its circulation system is
something more than just roads and the cars that drive on them. The city's multimodal
system includes bikeways,equestrian trails, sidewalks and jogging paths, and waterways.
Public transit services transport people within the planning area and to more distant
destinations, using regional services provided by the Orange County Transportation
Authority (OCTA).
Ensuring that mobility options in Huntington Beach remain diverse and efficient is both a
fundamental goal and a necessity as concerns about air quality, greenhouse gas
emissions, and the accessibility of transportation options to all members of the community
grow. The Circulation Element describes and directs how people, goods, and services
move within and through Huntington Beach. Through goals and policies contained in this
element, the City guides how the circulation system will be shaped to respond to the needs
and desires of the community. These needs and desires include reducing and preventing
traffic congestion, providing for safe active transportation, and planning for new transit
opportunities. Huntington Beach is a dynamic city, and the Circulation Element provides '
the means for the circulation system to adapt to dynamic conditions. r
R
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-1
270
Accomplishing these objectives requires effective land use planning, roadway monitoring
and improvement, transportation system and demand management, regional
coordination, and commitment of significant personnel resources. The policies and
programs in this element emphasize a balanced, multimodal transportation system that
responds to the demands of current and planned land uses identified in the Land Use
Element.
Scope and Content
The Circulation Element is a mandatory component of the General Plan. Pursuant to
California Government Code Section 65302(b), the City must address major
thoroughfares, transportation routes and various means of travel, terminals, and other
local public utilities and facilities, all correlated with the Land Use Element. Huntington
Beach has chosen to address utilities within the Public Services and Infrastructure
Element.
In addition, Assembly Bill (AB) 1358, the Complete Streets Act of 2008, requires that cities
and counties identify how they will provide for the routine accommodation of all users of
roadways,including motorists, pedestrians, bicyclists,individuals with disabilities, seniors,
and users of public transportation. Planning and building Complete Streets is one way
cities and counties can meet this requirement. A complete street is a transportation facility
that is planned, designed, operated, and maintained to enable access for all roadway
users.
The Circulation Element consists of this Introduction and Purpose identifying the intent of
the element, how it relates to other documents, and metrics commonly used to measure
traffic flow; a Circulation Plan designating locations and standards for roadways and non-
motorized circulation facilities, and stating the community's desired level of transportation
service; and Issues, Goals, and Policies, which provide strategies to maintain and
enhance Huntington Beach's dynamic circulation system.
The element addresses the physical circulation system consisting of streets, highways,
bicycle routes, equestrian facilities, paths, and sidewalks,as well as available modes of
transportation, including cars, buses, bicycles, and walking. How efficiently goods and
people move about in a community is one of the most imperative issues a locality must
address, as it affects land use, economic vitality, urban design, energy consumption, air
quality, and ultimately, the city's infrastructure. Circulation decisions cannot be addressed
solely at the local level, however; they must be coordinated with regional, state, and
federal agencies, as well as with neighboring communities.
3-2 City of Huntington Beach General Plan (Adopted October 2, 2017)
271
Relationship to Other General Plan Elements
State planning law requires that the Circulation Element be consistent with other General
Plan elements. As circulation affects such a wide range of issues, consistency with other I
elements is especially important. The elements most closely linked with the Circulation
Element are Land Use and Noise. The Land Use Element identifies the development --
potential of vacant or underutilized properties throughout the city, which is a major factor
in developing future traffic volume estimates that are used to evaluate roadway adequacy
in the Circulation Element. The transportation policies found in the Circulation Element are G
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also directly linked to the programs and policies in the Noise Element, since transportation
facilities users are largely responsible for excessive noise levels in certain locations in the
community. Projected noise distributions, depicted as noise contours in the Noise
Element, are in turn related to the Circulation Element. Policies and plans contained in the
Noise Element are largely based on the Circulation Element and are aimed at minimizing
the effects of transportation noise on current and planned land uses. The Natural
Resources and Conservation Element is also related to this element, as it addresses air
quality and greenhouse gas emissions.
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circulation Plan _
Huntington Beach's circulation network consists of roadways, transit services, multiuse I
trails, waterways, bikeways, and air traffic from the various heliports in the city. Other
facilities such as park-and-ride lots, transit shelters, bicycle racks and lockers,and public
and private parking facilities support these methods of travel. Similarly, the overall
circulation system supports the movement of goods and services via the various
components of that system.
Measuring Traffic Flow I
Roadway networks must be regularly evaluated to ensure they are moving vehicles
4
efficiently and maintaining adequate capacity to support future growth. This element uses
specific approaches to measure and describe traffic flow and roadway capacity. They
involve a policy component with respectto desirable level of service(LOS)and vehicle miles I
traveled(VMT),and a technical component that outlines the criteria involved.
Volume-to-Capacity Ratio
The volume-to-capacity (V/C) ratio indicates how many vehicles travel on a roadway
(volume) and the number of vehicles the roadway can carry (capacity). V/C ratios are i
calculated based on current or future traffic volumes and capacity values for various types
of roadway facilities.Volume is established either by a traffic count(in the case of current
volumes)or by a forecast for a future condition. Capacity is a critical component of roadway
design. The higher the V/C ratio (approaching or above 1.00), the more congested the
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-3
272
roadway becomes. For example, a roadway that carries 1,000 vehicles per hour but has the
capacity to accommodate 2,000 vehicles per hour at free flow speed has a V/C of 0.50,
which drivers would experience as"free-flowing,"with only minor delays.
The V/C ratio is used to reflect intersection performance through the intersection capacity
utilization (ICU). This measure is applied using peak-hour volumes and the geometric
configuration of traffic signal controlled intersections.The ICU sums the V/C ratios for the
critical movements of an intersection, and thus accounts for the overall performance of
intersections, which is typically the portion of the system that most influences the overall
operations within a roadway system.
Level of Service
LOS is a tool used to describe the operating characteristics of the street system in terms
of the level of congestion or delay experienced by vehicles. Service levels range from A
through F, with each level defined by a range of V/C ratios, as shown in Table CIRC-1.
LOS A, B, and C are considered good operating conditions, with only minor delays being
experienced by motorists. LOS D represents operating conditions where drivers
occasionally have to wait through more than one signal cycle to proceed through the
intersection. LOS E is considered a near-capacity condition, and LOS F represents an
oversaturated condition with long delays. The LOS designations are based upon ICU
values calculated for intersections.
Table CIRC-1
"leek Hour Level of Service Descrir¢t or s for !ntersectloni,
MI n
Low volumes; high speeds, speed not restricted by other vehicles;all signal
A cycles clear with no vehicles waiting through more than one signal cycle. ? 0.00-0.60
Operating speeds beginning to be affected by other traffic; between one and ?
B 10 percent of the signal cycles have one or more vehicles which wait through 0.61-0.70
more than one signal cycle during peak traffic periods.
Operating speeds and maneuverability closely controlled by other traffic;
between 11 and 30 percent of the signal cycles have one or more vehicles
C which wait through more than one signal cycle during peak traffic periods; 0.71-0.80
recommended ideal design standards.
Tolerable operating speeds; 31 to 70 percent of the signal cycle have one or
D more vehicles which wait through more than one signal cycle during peak 0.81-0.90
traffic periods; often used as design standard in urban areas.
Capacity;the maximum traffic volume an intersection can accommodate;
° restricted speeds; 71 to 100 percent of the signal cycles have one or more
yd ' , E vehicles which wait through more than one signal cycle during peak traffic 0.91-1.00
periods.
MIM
,1 Long queues of traffic; unstable flow; stoppages of long duration;traffic
x _ a F volume and traffic speed can drop to zero;traffic volume will be less than the Above 1.00
volume which occurs at level of service E.
Source:Highway Capacity Manual 2000,Transportation Research Board,National Research Council
3-4 City of Huntington Beach General Plan (Adopted October 2, 2017)
273
Vehicle Miles Traveled
SB 743 was passed by the state legislature in 2013. Among other topics, it discusses how
transportation impacts are addressed under the California Environmental Quality Act
(CEQA). Currently, an environmental impact report addresses impacts to traffic
congestion and delays. SB 743 requires the Office of Planning and Research to update the State CEQAGuidelines sothat impacts are instead measured by the predicted change
in VMT rather than the change in LOS. This method allows for better calculation of the
greenhouse gas and energy impacts. Local jurisdictions may still use LOS in making
planning decisions, but it cannot be included as part of the CEQA process.This may result
in significant changes to the way transportation systems are designed and operated in
cities. The City of Huntington Beach will utilize VMT or a similar metric as a CEQA
threshold of significance, while still maintaining the best possible traffic flow by assessing
proposed development or reuse project impacts to LOS as a part of determining a project's
consistency with the General Plan. Providing additional transportation mode options could
improve LOS for vehicle travel, while also decreasing VMT for single-occupant vehicles.
The benefits of having a variety of travel options are numerous. Having access to public
transit, cycling,and walking options increases the opportunity for residents to navigate the
community and fulfill the necessary aspects of everyday life, regardless of age, ability, or
economic status. Multiple options also provide individuals with greater choice and control
over their mobility, and support a physically and socially active lifestyle. In addition,
increased travel options have the potential to reduce automobile traffic, reduce
greenhouse gas emissions,and minimize the need for large, multilane roadways and busy
neighborhood streets.
Land Use Plan and Forecasts
The Circulation Element is designed to meet transportation needs based on assumptions
about the intensity and location of development from the Land Use Plan. In turn, the Land
Use Plan was developed through an iterative process with the Circulation Plan to ensure
that the transportation network can meet the needs of proposed land uses.
Anticipated future development consistent with General Plan land use designations is
presented in the Land Use Element. With implementation of the General Plan, up to 7,228
additional dwelling units and approximately 5.4 million additional nonresidential square
feet could be constructed in the planning area. This additional development would result
in the addition of approximately 148,000 average daily vehicle trips to roadways within the
planning area.
13
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-5
274
Regional Mobility -�
Orange County has seen rapid growth
since the 1990s, and is projected to
have continued growth well into the
21st century. Regional transportation
strategies are needed to successfully
implement City and County plans
accommodating future growth. These
strategies must link Huntington Beach
to other regional employment and
commercial centers, as well as airports and transportation hubs, and should prominently
feature alternative modes of travel to the automobile.
Currently, regional and interregional roadway access is provided by a system of freeways
and arterials. The San Diego Freeway(1-405) is the major north—south freeway,traversing
� the northeastern portion of the planning area. Pacific Coast Highway (SR 1) extends
parallel to the coast on the western portion of the planning area. Pacific Coast Highway
provides regional access to the City of Newport Beach to the south and the City of Seal
Beach to the north, as well as points beyond.
OCTA provides local transit service and regional transit connections between the city and
other areas of the county and region. OCTA provides a variety of transit services including
bus service, passenger rail, and mobility services for those with special needs. OCTA
continues to develop new transit alternatives to improve regional mobility.
Regional transportation plans and programs address regional and local transit, bicycle
routes, and improved accessibility for Huntington Beach to and from points east of the
Santa Ana River. Resolving these regional issues will require coordination between
Huntington Beach, the County, and neighboring jurisdictions.
Complete Streets
Complete Streets are streets that accommodate all modes of travel in a convenient
manner for all users. Pedestrians, bicyclists, motorists, and transit riders of all ages and
abilities must be able to move along and across a complete street in a relatively safe
manner. Complete Streets help facilitate a variety of important community benefits,
including the following:
• Complete Streets provide travel choices and give people the option to use alternative
modes of transportation.
• Complete Streets encourage healthy physical activity. Public health experts promote
walking and bicycling to combat obesity, especially in children.
3-6 City of Huntington Beach General Plan (Adopted October 2, 2017)
275
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• Complete Streets can lead to economic revitalization by reducing transportation costs �
2 E
and travel time while increasing property values and job growth in communities. �
• Thoughtful design and accommodations for bicyclists and pedestrians reduces the
incidence of crashes and improves safety for all transportation users. i
• Complete Streets foster strong communities where all people feel welcome on the
road and where walking and bicycling are an important part of improving public
transportation and creating friendly, walkable neighborhoods. �
Making a street more complete could include installing or improving sidewalks, adding
bike or dedicated bus lanes, or maintaining frequent and visible crosswalks, roundabouts,
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or any number of other design features that suit the location and maintain or improve
� 4
overall transportation flow. The City of Huntington Beach has built the vast majority of
streets utilizing the Complete Streets approach, and expanding the Complete Streets
efforts would require retrofit or redesign of existing streets. �
3 ` 4
In addition to providing ways to travel, and creating places for people, Huntington Beach's
streets also provide access to private property and public sewer, water, electrical, and
storm drain utilities.
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The Local Road System �
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Roadways in Huntington Beach are generally " �
laid out on a north—south, east—west trending
grid system.The grid system becomes slightly
modified in the Downtown area, where
roadways trend northeast—southwest, and in
the Huntington Harbour and Sunset Beachig
"
areas. As shown later in the Arterial Highway ,
Plan, the local roadway system is organized in x
a hierarchical fashion, based on the grid
system. However, due to natural barriers such =
as the Bolsa Chica Wetlands, the Santa Ana
River, the Pacific Ocean, and the Seal Beach
Naval Weapons Station, the grid system -
becomes discontinuous. This results in
circuitous and somewhat limited access to
certain locations, such as access to Pacific � 14ti
Coast Highway from north-central Huntington Beach, or access across the Santa Ana
MM
River from the southeast.
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-7
276
„ Roadways are not equal in function or in their service of different travel modes. Major and
primary arterials, like Warner Avenue or Goldenwest Street, must effectively balance the
needs of both automobiles and mass transit vehicles in order to keep drivers from using
adjacent neighborhood streets to avoid traffic. Secondary arterials like Newland Street or
m Slater Avenue still accommodate significant automobile traffic while also balancing the
,y needs of more direct local access,on parking, and increased nonmotorized modes
of transportation. Collector streets like Delaware Street or Orange Avenue are more
p' supportive of other modes and uses, such as bicycles. Finally, local streets are mixed
TM' environments where all users interact, and the parkways and sidewalk areas can be used
- ”
for recreation or gathering.
Roadway Types
The local street system is composed of various-sized roadways that allow for mobility from
point-to-point and access to properties. Roads generally emphasize either mobility or
"- access. In Huntington Beach, roadways are classified as follows:
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Freeway Primary Arterial
5, Smart Street Arterial Secondary Arterial
; Principal Arterial Collector Arterial
Major Arterial Local Street
Some roadway types have a standard cross section for use in selected areas. The
standard roadway classifications and key mobility and access characteristics of each are
described in the following paragraphs. Typical non-intersection cross sections are
illustrated in Figure CIRC-1.Additional rights-of-way(beyond the standard width) may be
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n required at higher volume intersections and to accommodate turning movements.
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Freeways are limited access, high-
speed, divided travelways of six
lanes or more. Access is provided
at strategically spaced, grade- '
r
separated on- and off-ramps. 1-405
provides regional freeway access
ti at a number of interchanges in or i
- adjacent to the city. Freeway
design standards are dictated by
Caltrans, District 12, and the
3 ;
Federal Highway Administration.
Any interchange improvements
must be coordinated with and approved by Caltrans.
3-8 City of Huntington Beach General Plan (Adopted October 2, 2017)
277
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SMART 571E NT ARTERIAL
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MAMIt ARTERIAL
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PiiiWAff ARTERIAL(DIVIDED)
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SKOHMW ARTERIAI(tINDIVIDED�
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COUICTM STREET(WOMDED)
Source UYOfH Se.0(n14)
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Typical Roadway Crass Sections �
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City of Huntington Beach General Plan (Adopted October 2, 2017) j 3-9
278
Smart Street Arterials
Smart street arterials are six-to eight-lane roadways with
enhanced capacity compared to a standard arterial
street. Smart streets are designated by OCTA as
important regional routes and improved with Measure M
funds to increase traffic capacity and flow through using
techniques such as signal synchronization, bus turnouts,
intersection improvements, driveway consolidation, and
prohibition of on-street parking.
t
Traffic-carrying capacities of smart streets can range
from 60,000 to 79,000 vehicles per day,depending on the
number of lanes, degree of access control, peak-period
loading, and configurations of major intersections.
Beach Boulevard is designated as a smart street arterial by OCTA. Beach Boulevard
(SR 39) and Pacific Coast Highway(SR 1) are under Caltrans's jurisdiction.
Principal Arterials
Principal arterials act as main thoroughfares and provide access to major activity centers
and the regional freeway system. Principal arterials are typically eight-lane roadways
featuring raised or striped medians. Desirable minimum spacing for street intersections
along a principal arterial is approximately one-quarter mile. Unsignalized minor street and
driveway access may be allowed, but signalized access is preferred and left-turn
restrictions are typically planned at unsignalized access locations.
Curbside parking is prohibited. Traffic-carrying capacities of±65,000 vehicles per day can
be achieved depending on the degree of access control, peak-period loadings, and lane
configurations at major intersections.
While the City does not currently have any principal arterials, this classification is part of
the County Master Plan of Arterial Highways,and could be used for later reclassifications
if appropriate. Principal arterials can be designated as smart streets with the appropriate
capacity enhancements, as the two classifications are not mutually exclusive.
Major Arterials
Major arterials are high-capacity six-lane roadways with painted or raised landscaped
medians. Left-turn restrictions at minor unsignalized driveways enhance vehicle flow.
w Curbside parking is usually not appropriate along some of the more heavily traveled major
A, arterial street segments in the city. Maximum service volumes of±50,000 vehicles per day
IV,
can be achieved, depending on the degree of access control, intersection operations, and
peak-period loadings.
3-10 City of Huntington Beach General Plan (Adopted October 2, 2017)
279
Major arterials can be designated as smart streets with the appropriate capacity
enhancements, and so these two classifications are not mutually exclusive.
Primary Arterials -
I
Primary arterials are four-lane divided roadways carrying local and regional commute
traffic. Unsignalized minor street and driveway access may be allowed, but signalized
access is preferred and left-turn restrictions are typically planned at unsignalized access I'
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locations.
Curbside parking is generally prohibited. Maximum service volumes of ±35,000 vehicles
per day can be achieved depending on the degree of access control, peak-period
loadings, and lane configurations at the major intersections.
Secondary Arterials
Secondary arterials are four-lane roadways without medians. Direct access from private
residential properties to secondary arterials should be avoided where possible unless
medians can be provided at such access points.
While secondary arterials have curbside parking, localized circumstances could warrant
1,
parking restrictions, such as prohibiting parking near intersections where left-turn lane G
striping is provided. In some locations, secondary arterials may include a limited median
or be restriped to provide a left-turn pocket.Maximum service volumes of±25,000 vehicles
per day can be achieved depending on the degree of access allowed, intersection
operations, and peak-period traffic loadings.
Collector Arterials
Collector arterials provide access to local streets from the arterial roadway network. r
Collectors are typically two-lane roadways that sometimes feature painted medians for
left-turn movements.
Collectors allow curbside parking. Parking should be restricted near intersection
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approaches where a separate right-turn lane is provided. Maximum service volumes of
±12,500 vehicles per day can be achieved depending on the degree of access control and
peak-period traffic loadings,
Augmented Roadways
The augmented designation for arterial street classifications provides flexibility for
customizing sections of roadway while retaining the basic qualities of the classification
such as the minimum number of lanes. Whether for aesthetic or capacity reasons, the
intent is to allow these arterials to be compatible with their localized settings, providing a
context-sensitive approach to the actual design parameters. Examples include the type
and size of medians, the size and use of parkways, and in some cases, auxiliary lanes to
facilitate local access. _
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-11
280
ram.
Local Streets
Local streets are two-lane roadways without medians. Centerline striping is typically not
provided, and curbside parking is generally allowed. Traffic-carrying capacity is physically
similar to a collector; however, the qualitative limit of acceptable traffic volumes in a
residential environment is lower (less than 5,000 vehicles per day). Local streets are not
shown on the Arterial Highway Plan.
Table CIRC-2 summarizes the function, typical width, access constraints, and maximum
volumes for each roadway type.
Table CIRC-2
Roadway Characteristics by Type
NumberMaximum
Standard Minimum Two-Way
Roadway Mobility and Access Characteristics width -• Daily Traffic
of Lanes
Class Pavement) Volume
EL at LOS E)
High-capacity arterial roadways
featuring enhanced traffic signal 6 to 8 lanes
with raised or
Smart synchronization, bus bays, Variable painted median
Street intersection improvements, and ROW and additional 79,000
Arterial additional travel lanes. Direct access (120'-144') turn lanes at
to adjacent properties is discouraged,
except at signalized intersections. intersections
Main thoroughfares providing access 8 lanes with
to major activity centers and the I raised or
Principal regional freeway system. Direct painted median
Arterial access to adjacent properties is 120'/104' and additional 65,000
discouraged, except at signalized turn lanes at
intersections. intersections
Major arterials complement the 6 lanes with
principal system by providing a raised or
Major medium-capacity backbone system. 120'/104' Painted median 50,000
Arterial Only limited access is provided, j and additional
typically to commercial properties P turn lanes at
and not to residential properties. intersections
Roadways intended to carry traffic
Primar between local streets and principal or 4 lanes divided,
y I major arterials. They are similar to 100'/84' [ with turn lanes 35,000
Arterial 1 major arterials,with only limited as needed
access to adjacent properties.
Roadways intended to carry traffic 4 lanes
Secondary between local streets and principal or undivided with
major arterials. They are similar to 80'/6 ,4' 25,000
Arterial major arterials,with only limited turn lanes as
access to adjacent properties. needed
Collector Roadways providing property access 2 lanes
and linking properties to secondary, Varies 12,500
Arterial major, and principal arterials. undivided
3-12 City of Huntington Beach General Plan (Adopted October 2, 2017)
281
Beach and Edinger Corridors Specific Plan
The sections of Beach Boulevard and Edinger Avenue that fall within the Beach and
Edinger Corridors Specific Plan area have cross sections that are unique to the Specific
Plan (for example, different lane configurations and median landscaping) and which allow
for deviation from the standard cross sections described in Table CIRC-2. '�
E '
Arterial Highway Plan �' c
Circulation Element goals, policies, and implementation programs emphasize the need to
'N t
provide a circulation system capable of serving current and future local and regional traffic. ,''
The planning horizon for the roadway system is 2040. The City's Arterial Highway Plan is
illustrated in Figure CIRC-2 and has been developed to accommodate anticipated
volumes in 2040.
s�
Relationship to County Master Plan of Arterial Highways (MPAH)
The plan depicted in Figure CIRC-2 is the required initial plan that must be consistentwith
the current OCTA MPAH. Several amendments to the MPAH and, subsequently, the
Arterial Highway Plan are recommended to be pursued. The recommended amendments
to the current MPAH are depicted in Figure CIRC-3. Coordination with OCTA to pursue
the MPAH amendments is required before any changes can be made to the City's adopted
plan. Each amendment will be evaluated in cooperation with OCTA and other affected
agencies prior to a final decision regarding amendment of the MPAH. As MPAH ;
amendments are approved by OCTA, administrative amendments to the Arterial Highway
Plan will be made when consistent with the recommendations identified in Figure CIRC-3.
Principal and Secondary Intersections
As a result of the way Huntington Beach's road network has been developed, many trips �
funnel through a few key intersections. If these intersections fail to operate at adopted ,, r
performance standards,this failure seriously impacts the overall effectiveness of the entire
_ I
roadway system. Such locations are defined as "principal intersections" and "secondary
intersections." Principal intersections have been designated as such because they are
considered to have strategic importance within the overall Arterial Highway Plan. Principal
and secondary intersections are critical to the function of the entire network and are
regularly monitored and given priority for roadway improvements. 3
Principal and secondary intersections will be identified in the Technical Administrative ,
IRI
Report and will be amended based on annual review and reporting of conditions. Action
involved in changing intersection designations (principal to secondary or secondary to
principal) involves administrative review and approval by the Planning Commission. A
General Plan Amendment is not required for such changes.
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-13
282 _
rya
in
m
rn
�05
Um
3 v
City of W 3 City of
Seal Beach Westminster
_ o
m
Bolsa Ave
c �
o McFadden c7 �
Ave r
G 3
� 4 Center Ave Z
Edinger Ave
Huntington A
Harbour
Heil Ave
o� City of
untain Valley
as _0 Warn rAve
c
O
Slater-Ave �cG
let b
Talbert Ave
Ellis F 75
Ave Y 65
o ,;
02 ¢ _ ,
- - b
a )
Garfield Ave
Yorktown Ave
eat �
Adams Ave
�' 4d
/Hamilton
ianapolisAve
1r
5�
taAve
LEGEND Existing Circulation ^5Ma}a(6 lane divided)
Ave
--Pnma y(4 lane divided) 1aa a
�a
—Augmented Primary(added capacity) O x
o� Banning Ave
Secondary(41ane undivided) !
---Collector(Z lane undivided) � ey`- C�- j)
Augmented Collector(added capacity) a� / t[`fir
f
Proposed Primary Csa�c 9i Costa Mesa
Reserved Right of Way Jib
State Facilely
Planning Area
7 7 Non-Incorporated Land
VJ Within Planning Are.
+ '— Data Soume Data—piled by PMC'(414)
Bass Map Saurce:City of Huntington Bead(2014)
1
\ flnnftnglon
s acra _ Arterial Highway Pla
HI
• _ � � , � � �;� �.�: �� gyp. � . ,���r
3-14 City of Huntington Beach General Plan (Adopted October 2, 2017)
283
II�I v
3r
I m
73
C
9np
€.._. `. City ofCity of r
Seal Beach s a Westminster
Bolsa Ave 6
�a P
o McFadden (�1 r ab'
8 Ave saw,'
m =�
vi• z � � f
Edinger Ave —
Htrnhng-
Harfiour
s Heil Ave -
♦�a®� City of
�• c -- - Fountain Valley h
rAve I 7
SlaterAve
a
l
Galb QQ,q�e Talbert Ave tn�
r
Soho Chico
q� VVe Hands ���
e Ellis
r� Ave o m
Garfield Ave
�l
y Yorktown Ave
AdamsAve a
',"
f.
IndianapollsAve
Atlanta Ave NI
pI li
r8-:� Hamilton Ave
{ E
��ti'• �i
�� �•�� anningAve Ii
LEGEND
Downgrade to Primary
N" 5 `. rdt
Downgrade to Collector on MPAH, �'� City of '.rc
Augmented Facility on Arterial Hwy Plan . Costa( * b�
•A� Delete from MPAH i� P
Major City Streets 4t
�••�• City Limit ��� I ' ,i
s
�_ �
I
� 0 0,5 1
cc• c ;
t 1 r I
ae 31ILE$ Data Source-Data compiled by Stamen
ease Map Sauroe'City a Huntingu,n Beacb 12014)
Ifunflualon
}�f�1fh r e� R
i .. - • ..� '` t a , sit � � �M �
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-15
284
The standard right-of-way and roadway widths specified in Table CIRC-2 will vary on
approaches to intersections to accommodate intersection improvements, such as auxiliary
turn lanes and/or dual-left turn lanes. Parking will typically be restricted on the approaches
to principal and secondary intersections to ensure adequate space to develop such
h.
t improvements.
" a Critical Intersections
One further intersection definition is "critical intersection," which is recommended for
isolated cases where the long-range LOS is projected to be worse than the desired
threshold and no feasible improvements are identified (see discussion on LOS below).
The intent is that such locations be monitored over time.
Performance Criteria
Performance standards for intersections involve a policy component, the desired LOS,
and a technical component that involves the assumptions and procedures used to
determine the LOS. The LOS standards are set by the City of Huntington Beach (Policy
5„ CIRC 1.6),except in the case of Orange County Congestion Management Program(CMP)
intersections. The lowest acceptable performance standard for CMP intersections is
LOS E. Seven CMP intersections are located in Huntington Beach:
wq..
r, v Beach Boulevard at Adams Avenue Bolsa Chica Street at Bolsa Avenue
• Beach Boulevard at Edinger Avenue Bolsa Chica Street at Warner
Avenue
• Beach Boulevard at Pacific Coast Pacific Coast Highway at Warner
Highway Avenue
• Beach Boulevard at Warner Avenue
Evaluation of volumes, capacities, and levels of service on the City street system are
based on peak-hour intersection data since intersections are the primary limiting factor
affecting traffic flow on city streets.The LOS standards as established by Policy CIRC-1.13
are as follows:
y- Critical Intersections LOS E
Principal Intersections LOS D
I Secondary Intersections LOS C
Included in the principal intersections are the CMP intersections listed above; hence City
policy is to achieve LOS D for these CMP intersections, a higher standard than the CMP
LOS E requirement.
3-16 City of Huntington Beach General Plan (Adopted October 2, 2017)
285
The technical procedures used to determine LOS are based on the ICU methodology
described earlier. Parameters and criteria used in such calculations will be defined in the
W
Technical Administrative Report, which will be prepared following the adoption of this
Circulation Element. `
Future roadway improvements needed to fully implement the Arterial Highway Plan have
been determined through use of a citywide traffic forecasting model maintained by the
City. The Technical Administrative Report will list the intersection and roadway ,
improvements required to transition to full implementation of the Arterial Highway Plan. "
The City will continue to use the five-year CIP process to prioritize, fund, and build these
improvements, updating both the CIP and the Technical Administrative Report on an
annual basis to reflect current needs, priorities, and financial conditions. New development X-M
project mitigation will also be used to address necessary improvements.
6�I
t :
Relationship to Land Use
Planned land uses within Huntington Beach through the year 2040 influence future traffic
1flM
volumes and highway capacity needs. Baseline(year 2014) daily trip generation within the
planning area was around 1,618,820 trips per day, and 148,000 additional trips are �
anticipated by 2040 (an increase of about 9 percent). The Arterial Highway Plan is
designed to accommodate this increase, but will require improvements including new ��`
roadway construction, improved transit service, and enforcement of the transportation
demand management program.
Neighborhood Traffic Management NO-
As vehicle traffic in Huntington Beach and the region increases, commuters and locals
may look for less-crowded streets for quicker drive times. Drivers may choose to leave
congested arterials in favor of local streets, impacting generally quiet residential
neighborhoods. In busy commercial areas, employees and visitors may find it easier or
less expensive to park in an adjoining neighborhood. Resulting increases in traffic,
speeding on local streets, and inadequate parking can disrupt residential neighborhood
ng
activities.
r , i
Preserving the character and safety of neighborhoods is important to the City. Policies
aimed at protecting neighborhoods from the negative effects of cut-through traffic and "
inappropriate parking include residential parking permits, site planning, and traffic-calmin '�'� v
measures. Traffic-calming techniques are used to direct traffic elsewhere and slow traffic
within neighborhoods. Specific traffic-calming measures will be identified in the ,
neighborhood Technical Administrative Report prepared following adoption of this
Circulation Element, and will be updated on an ongoing basis. 1
' t
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-17
286
Public Transportation
Most regional connections from Huntington Beach to locations outside the city are made
by personal automobiles. However, there are also many riders who use the public
transportation system.
Fixed-route and demand-responsive services meet these needs. Fixed-route services are
transit lines that operate on regular schedules along a set route. Demand-responsive
services have defined service areas but do not operate on fixed routes or schedules.
° In 2014, OCTAoperated 16 routes through
the city(see Figure CIRC-4).The number
of lines and routes are adjusted as needed
I in response to ridership patterns. OCTA
and the City both operate demand-
response services. OCTA operates the
ACCESS program. The City,with the aid of
OCTA, operates the Senior Services
Mobility Program.
Two park-and-ride facilities allow
` commuters to park their personal vehicles at one location and utilize carpools, vanpools,
or commuter bus service.The park-and-ride facilities are the Golden West Transportation
N, Center at Gothard Street and Center Avenue, and a large lot at the Boeing Corporation
campus at Bolsa Avenue and Bolsa Chica Street.
ly
�,
Future Plans
The Union Pacific Railroad right-of-way runs east of Gothard Street and extends from the
_ northern city limits to its endpoint just north of Garfield Avenue. Approximately three trains
per week use the active portion of the rail line north of Ellis Avenue. The City has
designated the abandoned portion of the rail corridor south of Ellis Avenue for a future
transportation corridor use. Future development of all or portions of the corridor, including
,ODE
the existing active rail section, for transportation purposes may be pursued by the City in
the future. Potential uses include development of a bicycle or multipurpose trail or to
function as an exclusive transit corridor. These options may be limited in some areas
where portions of the corridor are no longer available for public use.
4`
P
r
i
3-18 City of Huntington Beach General Plan (Adopted October 2, 2017)
287
� o Y
City of City of
E Westminster
Seal Beach64
tsi t� i
21 ■� ar= r r r I F
Boisa Ave IN
IF
5
F aAIT
o McFadden 68 ''
Q Ave r
Ewo
r r r EdingerAve
70� ...I Huntington IIto 65 n cn
Harbour t 1- @ ro E a 4
`
Q r c m S Heil ve �r1
•.�` d n ' City of
� 72 72$ m Fountain Valley
a
�����• ? 0 29 a. -- WaWerAve
fn
76
m SlaterAve
•� z
�•
�`. tatb ert 1 Talbert Ave
76 N
re r r�a r
Ellis to 6) +T
Ave o r �
2A N O 'S
�~ Garfield Ave G
178
Yorktown Ave
178
!`•• J IN r r' r ;Adams Ave
4 JJ
v
�� ?d IndianapotisAve -
r �
LEGEND `� ' tn.
— Major City Streets HUNTING' sa Atlanta Ave
BEACH PIER �!
--•— City Limits dff��dff 5ti
Bus Route • , 'Hamilton Ave
a •
Route 1 Route 66 ��x so`' I
air y�•�, ;Banning Ave
r® s Route 21 a Route 70 �a �•
Route 25 Route 72 � f City of
Route 29 •r •Route 76 � �``�. /ICosta Mesa
Route 33 ■m■Route 178 ��
—Route 35 a r Route 211 oovr� 'mod t
■ r ' Route 64 Route 701
i�
0 C.5 1
RL 1 1 1 1J
MILES
5 Data Souroe Data—pied by St.W.
Base bap Source:City of Huntington Beach(2014)
H9�1![N
>at Bus Route Map Figure CIRC-4
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-19
288 '__
Helistops and Heliports
Local heliports are used primarily for air ambulance, business, emergency, and police
uses. Heliports are located at the Boeing Corporation (Bolsa Chica Street at Bolsa
Avenue), Guardian Center (Beach Boulevard at Warner Avenue), Huntington Beach
' Police Station (Gothard Street and Talbert Avenue), Cal Resources at Pacific Coast
Highway (between Seapoint Street and Warner Avenue), and the Huntington Beach Civic
L i N Center (Main Street at Yorktown Avenue). City policy regarding heliports is to ensure that
§s*. their development and operation are coordinated with the Airport Land Use Commission
4 w
+�Rp
(ALUC) and to comply with conditions mandated by the Federal Aviation Administration,
the ALUC, and Caltrans.
i,
Transportation Demand Management and Air Quality
Huntington Beach is located within the South Coast Air Basin, which is a nonattainment
r �
r area with regard to meeting state and federal air quality standards. The City has
established a Transportation Demand Management (TDM) ordinance to mitigate potential
a
d
impacts of development projects on mobility, congestion, and air quality. The City uses
P P P 1 tY� 9 q tY• tY
ordinance requirements and policies in this element to encourage individuals and
employers to change their travel behavior. Fewer vehicle trips and miles translate to
reduced pollutant emissions. Policies and implementation measures include requiring
0 ' employers and new developments to provide appropriate transit and pedestrian facilities,
encouraging current businesses and new development projects to submit TDM plans, and
encouraging the creation of Guaranteed Ride Home and carpool programs.
The City also encourages the use of - q
low- or no-emission vehicles, >..
including hybrids, electric vehicles, or
other emerging technologies. One
example is low-speed, zero-emission
neighborhood electric vehicles
(NEVs). These vehicles are usually
restricted to roads with speeds of 35
mph or less and must be charged
approximately every 30 miles. For
these reasons, the City encourages
businesses to provide charging
stations and is investigating alternative roadway systems for NEVs.
fi
I�
3-20 City of Huntington Beach General Plan (Adopted October 2, 2017)
289
Parking
4
�On
Huntington Beach is a popular destination for beachgoers and shoppers. Great demand
for limited parking in Downtown, at the beach, and at parks, sports fields, high schools,
churches, and industrial locations has been a continuing issue for many years. Excessive
numbers of vehicles parked on city streets can potentially impede vehicle circulation,
reducing the effective capacity of roadways and causing traffic congestion. Residential
neighborhoods also experience heavy parking demand when large numbers of visitors
use on-street parking, especially during special events. Pursuant to Coastal Act ,Y
requirements, parking must be maintained within the coastal zone that allows visitors to
access the beach and coastal resources. �fi� s
The City operates parking lots and garages in Downtown and near the beach. To reduce � �-
associated impacts on adjacent residential neighborhoods, the City is committed to
developing new parking facilities and programs and continuing to regulate neighborhood
parking through residential permit programs. At the same time, the City will explore ways
to reduce overall parking requirements when appropriate, in order to minimize the amount �h
of land used for parking and encourage alternative forms of transportation.
Pedestrian, Bicycle, and Equestrian Paths and Waterways
Accomodating Pedestrians ��
Sidewalks and walking paths allow
people to walk easily around most
parts of Huntington Beach,
particularly in areas such as
Downtown, adjacent to the beach,
and along portions of Beach - -
Boulevard. Within master-planned - -
neighborhoods, pedestrian paths link homes to recreation facilities. In many other
neighborhoods, sidewalks allow children to walk to schools and parks and surrounding
uses,
The City seeks to improve the pedestrian experience and enhance pedestrian safety.
Areas eligible for improvements will be designated as pedestrian enhancement zones �
(PEZs). PEZ improvements may include widened sidewalks, crosswalks, trees,
pedestrian-scale lighting, and traffic-calming measures. The City will establish a l
designation process for PEZs, coordinating with County and regional transportation
agencies to assess the need for improved facilities and balance the demand for improved
pedestrian facilities with the need to maintain adequate vehicular traffic flows.
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-21
290
— Routes for Bicyclists
Huntington Beach's mild climate
—»
permits bicycle riding year-round, and -
�� the growing popularity of bicycling hasyi
V l
drawn enthusiasts onto the streets r �
and bike trails near the beach and
throughout the planning area. The
bikeway plan shown in Figure CIRCA _
wz
Nq identifies the planned system of
I bikeways to accommodate growing demand and provide a real alternative to the car for
local trips. The plan establishes three classes of bicycle routes:
°m Class I Bike Paths — Off-road routes located along designated multiuse trails or
vacated rail lines separated from streets.
• Class II Bike Lanes — On-road routes delineated by painted stripes and other
identifying features.
Class III Bike Routes—On-road routes sharing use with pedestrians or motor vehicle
traffic that are signed but not striped.
E
Cross sections for each type of route are shown on Figure CIRC-6. Class II and III routes
along the north-south and east-west arterials connect to pedestrian trails and Class I
routes. Given the built out nature of the city,creating new Class I routes is difficult. Thus,
' where bicyclists and pedestrians share the road with automobiles, the City will work to
ti
meet appropriate traffic safety standards.
Equestrian Facilities
Huntington Beach, despite its generally suburban
character, has managed to retain a few residential
neighborhoods near Central Park where the
.�' keeping of horses is permitted. To support
equestrian activities, the City has required the
development of horse trails around and through _
these neighborhoods with a planned route west tox
, Pacific Coast Highway.Visitors and others also use .
1 'a the trails for rented horses available at the
f Huntington Central Park Equestrian Center. The
center and equestrian trails provide welcome
0 recreation options for residents and others, and the
' City will retain these facilities as community resources.
3-22 City of Huntington Beach General Plan (Adopted October 2, 2017)
291
s�
L N
m,-y.• . .. ._ \ City of
City of 3
Westminster
Seal Beach s i ''n
Bolsa Aver ,•� r_ 4
j vy_'2 v
m _ �
c _ m
_J
o McFadden,'__ ( c
Ave C
♦ �,. .E \_ EdingerAve
�•y�� Huntington
Harbour \.
♦•♦ ', Heil Ave
` City of
♦ Fountain Valley
a, Warner Ave
�..-,.�♦ n Slater-Ave
Bobo Chco TalbertAve �
Wefiands +�`
_ Ellis
Ave p �.
♦ �4aT + �� 2 m
m
�� ♦ 9,e Yo own Ave
LEGEND �� ��♦
-•�' �O Santa Ana River Trail Access Adams Ave♦ �
Major City Streets ♦
Horse Trails 9 •♦ tndianapolisAve
r
-�-�� Railroads �� ♦�c
--- City Limits �� '�� ,
Atlanta Ave
�s-Bike Lane
Bike Lane on One Side
PHamilton Ave
Bike Lane/Bike Route 41e a�
Bike Route
0``♦:z BanningAve
k Multi-Use Pathway
Proposed Bike Blvd �' '�.;� f= City of
Proposed Bike Lane c°
Costa Mesa
Proposed Bike Route ;�0 ♦,
J
Proposed Mufti-Use oo�r
- Wide Walkway
0�
0 as 1
, '- E I t I t
S MILES Data Source-Data compiled by St-lb.Base Mao Source:City ofH—gton Beach(20 4)
H on
sew°�
Bikeway Plan Figure CIRC-5
rGd
�� ,a �
z
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-23
292
Class 1 Multi-Use Bike Path Provides a completely separated right-of-
way for the exclusive use of bicycles and
pedestrians with cross flow by motorists
r t minimized.
Desaiptiom Right-ofway separated from motor vehicle
traffic Used where adjacent roadway speeds arid the
volume of traffic is toe high for safe shared use Also used
for connections through open space areas and parks,or
- where no other facility type is feasible
_ -am Guidelines:
I' 1 Eight foot paved with two foot graded edge rnin,mum
width for two-way use Greater width is recommended for
high use corridors
Bike paths adjacent to a highway closer than five feet from
t the edge of the shoulder shall inc lude a physical loaner
" - such as rails,dense shrubs or trees
-" � References:
.Y a Caltrans Highway Design Manual Chapter 1000
CaBtomiaMUTIM7 2012
Class 2 Bike Lane
Provides a striped lane for one-way bike
travel on a street or highway.
AVO
D"criptiorc provides a striped lane for ore-way bike
war! travel on a street or highway Installed along streets in
corridors where there is significant bicycle demand,and
where there are distinct needs that can be served by there
In streets with on-street parking,bike lanes are located
r >r between hake raises een the parking area and the traffic lanes
---- ----- _ D*sipn Guidelines:
Five foot minimum width for bike lanes located between
t parking area and traffic lanes
aitF
Four fiat minimum width if no gutter or parking exists.
Including a normal two foot gutter,minimum bike lane
width shall be five feet.
BIKE LANE
:# ti Raterenam
_ - Sgyi R8t fCA) Catrans Highway Design Manual Chapter 1000 b 300
California MOT-D 2012
nn.ep is 6tx one.r3a fide Lane Road Sterns
Class 3 Bike Route Provides for shared use of the roadway
with motor vehicle traffic.
2 —
N Description:within vehicular nght-of-way,delineated
T by diremonai signage.Used where roadway speeds
- and traffc w-Iume are fairly low and shoulder provides
adequate roo n Bike Routes indicate to cyclists that
there are particular advantages to using these routes
compared to alternative routes
Design Guidohnss:
°M1°f11e°O�O 't 'F Wide•r than standard outside lane recommended
.
• Because cyclists are permitted on all roadways(except
r proh bned freeways},bicycle routes should offer a
��J b Ngher degree of service than other streets.
MAY USE
f FULL LANE Rotorences
Cattrans Highway Design Manual Chapter 1000
SJprr Dfr-h gn RG-t t CaRfrnmia MUT.::D 2012
N
Bikeway Cross Sections Figure CIRC-6
GjtV,oft t S `Aa
3-24 City of Huntington Beach General Plan (Adopted October 2, 2017)
293
Boating V
9
-10
Given the city's coastal location, Huntington Beach residents take advantage of its local
waterways largely for recreation from Huntington Harbour, Sunset Channel, and the =
Orange County Sunset Aquatic Marina. Additional future uses could include ferries to
employment centers or water taxis. The City supports and encourages private
development of such waterborne transportation options.
Scenic Corridors
m r
The practice of identifying scenic corridors and routes was introduced by the state of
California in the 1960s as a way to protect the aesthetic value of lands adjacent to
highways. In Huntington Beach, this practice has been extended to cover corridors that
the City has determined to have notable aesthetic appeal for the community.
Caltrans defines scenic corridors as lands generally adjacent to and visible from the
highway, using a motorist's line of vision. Scenic corridors in Huntington Beach consist of
roads that offer motorists, cyclists,and pedestrians attractive vistas and pleasing street
scenes. Though not officially designated by the state, Pacific Coast Highway in Sunset
Beach is an informal "Scenic Highway,"which is effectively the equivalent of a major urban
scenic corridor. The City has established policies regarding treatment of scenic corridor
rights-of-way, selection criteria for appropriate surrounding land uses, and rigorous
development review procedures to protect the aesthetic appeal of these corridors.
a
hiEytl n?�iti �=
ra. ri T
T = 01
k
rn I°
e
i
City of Huntington Beach General Plan (Adopted October 2, 2017) 1f 3-25
294
.a The City defines three types of scenic corridors:
Major Urban Scenic Corridors— Major corridors offering views of either natural or
built environments. Development may be regulated to preserve views within the
-_ coastal zone, and landscaping and detailing are required to reinforce the aesthetic
beauty of the surrounding area. Major urban scenic corridors are prominent, signature
boulevards conveying arrival and identity, and in many cases will connect with
adjacent cities.
• Minor Urban Scenic Corridors—Minor corridors terminate within the city boundaries
and typically carry less traffic than major corridors.Development may be regulated to
,.
preserve views within the coastal zone, and landscaping and detailing are required to
reinforce the aesthetic beauty of the surrounding area.
Landscape Corridors — Corridors requiring specific treatment of signage,
�a landscaping, or other details to reinforce the design continuity of the area.
i r�N
Scenic corridors are regulated by design standards summarized in Table CIRC-3.
4l
Table CIRC
Summary of Scenic Corridor Development Requirements
mVMS
�NIL
t26
V 11tihNry
'rr Utilities to consist of underground facilities
Urban • Prohibit off-site signs and billboards
" Scenic Require open space easements for natural areas adjacent to corridor
Corridors 0 Require adjacent developments to incorporate compatible landscaping
i5f `We'll-
(Major and Other design requirements as specified in the Land Use Element
Minor) Utilize the City's Design Review Board to evaluate developments within
designated scenic corridors
Landscape Prohibit off-site signs and billboards
Corridors Require adjacent developments to incorporate compatible/increased landscaping
• Other design requirements as specified in the Land Use Element
.,
There are several intersections along the edges of Huntington Beach that serve as entry points to the various scenic corridors in the community. These intersections, known as
entry nodes, are key locations that help to demarcate the corridor and set it apart from the
surrounding areas. There are 11 primary entry nodes and 5 secondary entry nodes in
Huntington Beach. The locations of the scenic corridors and entry nodes are shown in
Figure CIRC-7.
3-26 City of Huntington Beach General Plan (Adopted October 2, 2017)
295
Transportation and Urban Runoff
The quality and quantity of stormwater runoff flowing into the Santa Ana River and Pacific
Ocean are regulated by the State of California. Urban environments such as Huntington W _
Beach contain expanses of impervious surfaces that prevent stormwater from percolating -"
into the ground; instead, runoff drains lead directly to the river or ocean. The circulation =;
system—comprising sidewalks, roads, and parking lots—makes up a large proportion of ;
the impervious surface acreage in the planning area and resulting pollution. Many of then.
pollutants entering the stormwater system are byproducts of motor vehicles, including gas
k$
and oil.
To responsibly address the water quality impacts of urban runoff, and to meet Santa Ana
Regional Water Quality Control Board National Pollutant Discharge Elimination System
(NPDES)permit requirements,the Citywill continueto require mitigation of potential impacts
of transportation-related sources of water pollution, particularly in urban runoff.
„4
gp
e ki
r
00
ffl
k
a
.E
= 1
r ijgi€
i s
x
E � Y�nK
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-27
296 "
a
N �
V d
s w crr
City of in �r .. .. . . I City Of
Westminster
Seal Beach
t�
Boise Ave
o McFadden [9 o
o Ave m c
• Edinger Ave
Huntington
Harbour
�h Hell Ave
♦h♦ City of
o Fountain Valley
i� Warner Ave •
`°ti..�o�♦� Stater Ave o,-
�h Salb r
801so chtca ��e Talbert Ave
Weffonds ♦ �4iR
a
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3-28 City of Huntington Beach General Plan (Adopted October 2, 2017)
297
Issues, Goals, and Policies
The circulation issues addressed in this element include:
• Maintaining adequate level of service
• Providing adequate Downtown and beach parking
• Enhancing regional transit
• Increasing local transit options
• Ensuring mobility options for all users
• Enhancing bicycle, pedestrian, equestrian, and waterway options
• Protecting and developing scenic corridors
• Providing for alternative fuel vehicles and infrastructure
• Ensuring access for emergency vehicles
Maintaining Adequate Level of Service
While the City has generally maintained adequate levels of service overtime, congestion
occurs at some key intersections and on several arterial roadways during commute hours,
on the weekends, and during the tourist season. The City does not control operations on
some roadways, such as Beach Boulevard and Pacific Coast Highway, as they are under
Caltrans jurisdiction. Maintaining adequate levels of service enhances quality of life for
Huntington Beach residents, promotes traffic safety, and improves the ability of
emergency service providers to respond to emergency situations.
Goal CIRC-1a. The circulation system supports existing, approved, and planned
land uses while maintaining a desired level of service and capacity on streets and
at critical intersections.
Goal CIRC-1b. The implementation of citywide systems and driver applications,
such as vehicle detection, traffic signal coordination, collision avoidance systems,
traffic calming measures, and emergency or traffic notification systems, creates a
quality circulation system.
Goal CIRC-lc. Through ongoing evaluation of jurisdiction, efficient transportation
management provides the highest level of safety, service, and resources.
Policies
A. Develop and maintain the city street network and pursue completion of missing roadway
links identified on the Arterial Highway Plan (Figure CIRC-2) and standard roadway cross
I
i
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-29
298
sections (Figure CIRC-1), including appropriate roadway widths, medians, and bicycle
lanes.
B. Maintain the following adopted performance standards for citywide level of service for
traffic-signal-controlled intersections during peak hours.
a. Locations with specific characteristics identified as critical intersections: LOS E
(ICU to not exceed 1.00)
b. Principal Intersections: LOS D (0.81-0.90 ICU)
c. Secondary Intersections: LOS C (0.71-0.80 ICU)
C. Monitor the capacity of principal intersections. When principal intersections approach or
have reached unacceptable levels of service, consider elevating the priority of Capital
Improvement Program (CIP) projects that reduce traffic congestion at these intersections.
q
D. Require additional right-of-way and restrict parking on segments adjacent to principal
intersections to allow for future intersection improvements and turning movements as
needed to satisfy performance standards.
E. Maintain compliance with the OCTA Congestion Management Program or any subsequent
replacement program.
F. Require development projects to provide circulation improvements to achieve stated City
goals and to mitigate to the maximum extent feasible traffic impacts to adjacent land uses
and neighborhoods as well as vehicular conflicts related to the project.
G. Limit driveway access points, require driveways to be wide enough to accommodate traffic
- flow from and to arterial roadways, and establish mechanisms to consolidate driveways
where feasible and necessary to minimize impacts to the smooth, efficient, and controlled
flow of vehicles, bicycles, and pedestrians.
E
H. Protect residential neighborhoods from adverse conditions associated with cut-through and
nonresidential traffic.
I. Pursue technological innovations to ensure Huntington Beach has the best available traffic
sr management systems.
J. Investigate current jurisdictional control of roadways and determine where adjustments
may be made in the future.
Providing Adequate Downtown and Beach Parking
Parking can be a challenge in Downtown throughout the year, but especially during the
a
high tourist season and special events. Street parking and Downtown parking structures
are the current primary parking options. While drivers circulate looking for available
parking spaces, congestion increases. This congestion may diminish the visitor
experience.
3-30 City of Huntington Beach General Plan (Adopted October 2, 2017)
299
Goal C/RC-2.Parking is easy for both residents and visitors to locate, and provided
in sufficient quantity to handle peak parking times such as tourist season and
special events. ,
Policies __
f
A. Provide enhanced wayfinding signs to direct users toward existing parking areas.
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B. Evaluate options for increased parking in Downtown and beach areas and determine the ;
best method to accommodate future parking demand. Off-site parking locations in tandem
with parking shuttles should be investigated as part of this strategy. INK, 7-
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C. Establish a parking management program and require that new development projects
supply parking that supports anticipated demands. ] ��
D. Allow for shared parking and other creative parking arrangements that optimize availableAM
parking areas, and support and collaborate with property owners to manage the available
parking supply. Identify rideshare service opportunities that could reduce parking demand, °q
where feasible.
Enhancing Regional Transit F
Enhancing regional transit connections would improve access and mobility for residents
and visitors and could reduce vehicle miles traveled, traffic congestion, and parking
limitations in the community.
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Goal C/RC-3a. Convenient and efficient connections between regional transit and
areas of employment, shopping,recreation,and housing will increase ridership and kf
active mobility, with a focus on first/last mile solutions. ,
Goal C/RC-3b. The City is positioned to expand transit, through a long-range
strategy that allows the City to carry out transportation goals as funding and }
infrastructure are feasible.
Policies
A. Pursue an urban transit system that serves Huntington Beach, and evaluate local and
051
regional transit service to identify areas of opportunity for existing regional transit linkages. A
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B. Ensure that local transit is reliable and safe, and provides high-quality service to and from
regional transit and destination areas.
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C. Use the best available transit technology to streamline and link destinations and improve
rider convenience and safety.
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D. Require new projects to contribute to the transit and/or active transportation network in
proportion to their expected traffic generation.
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-31
300
E. Include or promote multimodal transit centers and stops that allow for seamless
connections between regional and local transit systems, pedestrian and bicycle networks,
and commercial and employment centers.
a
F. Explore the possibility of locating a transportation center in or near Downtown.
Increasing Local Transit Options
Existing local bus service has been characterized as limited and slow. A negative
, perception of the transit system dissuades ridership, and current ridership levels do not
a< , warrant expanded routes or frequencies. Because driving remains the preferred travel
mode for most residents and visitors, creating a successful local transit system will be
challenging. Still, Huntington Beach can take steps to improve local transit conditions over
the long term by incorporating transit amenities within local roadway improvements,
preserving existing rail rights-of-way for future rail or trail use, and dedicating additional
rail rights-of-way to form connections to the regional transit system.
f Goal CIRC-4. A balanced and integrated multimodal transportation system that
increases mass transit opportunities for Huntington Beach residents.
Policies
A. Continue to reserve abandoned rail rights-of-way for future transportation uses such as
transit and bicycle facilities.
B. Increase bus lines and services along commute routes and connecting to regional transit
such as ARTIC, in partnership with OCTA and LA Metro.
C. Use roadway improvement projects as an opportunity to enhance transit amenities and
options.
D. Maintain a system of transit and paratransit services that assist seniors and persons with
disabilities.
E. Provide alternative transportation options for residents and visitors to travel to Downtown.
F. Increase ridership by providing attractive, comfortable, and convenient options for local
transit.
G. Ensure that construction and operation of heliports and helistops and construction or
alteration of structures more than 200 feet above ground level fully comply with provisions
of federal and state law, and with referral requirements of the Airport Land Use
Commission.
3-32 City of Huntington Beach General Plan (Adopted October 2, 2017)
301
a
Ensuring Mobility Options for All Users N wi
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3
Traditional circulation planning tends to focus on travel by cars,many times at the expense
of other modes of transportation, such as walking, biking,train, and transit.The Circulation
Plan is intended to accommodate and encourage these other modes of travel. In additionwt
to carrying traffic between destinations, streets are integral to neighborhoods and provide
I
places for people to gather and recreate. The City's objective is to balance the many HL"
competing roles that streets play in the lives of residents, businesses, and visitors.
Goal CIRC-5. The City's active transportation system integrates seamlessly with
transit and vehicle circulation as part of a Complete Streets system.
Policies
A. Maximize use of transportation demand management strategies to reduce total vehicle � -
, 3NII
miles traveled and improve regional air quality. -
B. Develop Complete Streets that create functional places meeting the needs of pedestrians, P �A„
bicyclists, transit riders, wheelchair users, and motorists. Provide safe, accessible, and
connected multimodal routes, especially along popular and arterial routes. ai
E
C. Coordinate with neighboring jurisdictions to ensure that bicycle routes connect to and are
consistent with routes in adjacent jurisdictions. _
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D. Maintain and repair bicycle lanes and sidewalks as necessary to expand use and safety. F
E
E. Improve citywide awareness of pedestrian and bicycle safety.
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F. Include low-impact stormwater system design techniques in Complete Streets designs (i.e.,
natural stormwater retention basins, curb cuts to planter areas for stormwater FA
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management).
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G. Support alternative fuel vehicles where feasible.
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Enhancing Bicycle, Pedestrian, Equestrian, and Waterway
Options
p �
The existing development pattern in Huntington Beach limits the ability in some areas of f�
the city to commute via bicycle or by walking, and could result in limiting access to goods,
N�
,
services, schools, and parks and recreation resources. It is generally considered M` �
challenging and unpleasant to cross or travel along major roadways as a bicyclist or �"w�
pedestrian. Enhancements to the roadway system through Complete Streets serve the � "
needs of all users equally and can increase the viability of bicycling and walking for bothI'
commute and local service trips. At the same time, some portions of Huntington Beach
(e.g., Downtown/Main Street) are dominated by pedestrians during the peak tourist
season and would benefit from improvements that balance the needs of other users. ,
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-33
302 _
Equestrians and boaters are also important circulation system users requiring access to
facilities.
Goal CIRC-6. Connected well-maintained, and well-designed sidewalks, bike lanes,
equestrian paths and waterways allow for both leisurely use and day-to-day
required activities in a safe and efficient manner for all ages and abilities.
Policies
A. Provide pedestrian and bicycle routes that integrate with local and regional transit, connect
destinations, and provide end-of-trip facilities.
B. Designate and improve pedestrian enhancement zones (PEZs) at appropriate locations.
C. Require new commercial and residential projects to integrate with pedestrian and bicycle
networks, and that necessary land area is provided for the infrastructure.
D. Implement and operate appropriate traffic control devices to reduce conflicts between
pedestrians, bicycles, and motor vehicles.
E. Ensure that bicycle and pedestrian facilities comply with accessibility provisions of the
Americans with Disabilities Act.
F. Increase bicycle parking in or near Downtown, near the beach, and throughout the planning
area. Identify opportunities for a pilot bikesharing program in Downtown.
G. Encourage the use of easements and/or rights-of-way along flood control channels, public
utilities, railroads, and streets, for use by bicyclists and/or pedestrians, where safe and
appropriate.
H. Maintain an equestrian trail network that supports horse properties and local stables, and
link trails to regional facilities that can be combined with hiking trails.
I. Maintain navigable waterways in Huntington Harbour and Sunset Channel for both
recreational and commuter use.
Protecting Scenic Corridors
Scenic corridors enhance the visibility and attractiveness of the community, and in some
cases, provide visual access to the beach and ocean. Protecting the aesthetic appeal of
these areas is an ongoing City priority.
3-34 City of Huntington Beach General Plan (Adopted October 2, 2017)
303
Goal CIRC-7. Designated scenic corridors protect and enhance visual quality and
scenic views.
Policies �n7- ,
A. Establish and implement landscape and urban streetscape design themes for landscape
corridors, minor urban scenic corridors, and major urban scenic corridors that create a
distinct character for each, enhancing each corridor's surrounding land uses.
B. Require that any bridges, culverts, drainage ditches, retaining walls, and other ancillary
scenic and landscape corridor elements be compatible and architecturally consistent with
surrounding development and established design guidelines, to the greatest extent
practicable.
C. Require that slopes and earthen berms along scenic corridors be landscaped consistent
with design objectives and standards.
D. Provide landscaped medians and sidewalk treatments in accordance with City standards
within major and primary arterial streets designated as landscape corridors, and continue
to require the construction of landscaped medians and sidewalk treatments in new
developments.
E. Require that development projects adjacent to a designated scenic corridor include open
spaces, plazas, gardens, and/or landscaping that enhance the corridor and create a buffer
between the building site and the roadway.
F. Continue to locate new and relocated utilities underground within scenic corridors to the
greatest extent possible. All other utility features shall be placed and screened to minimize
visibility.
Providing for Alternative Fuel Vehicles and Infrastructure
Increasing the use of alternative fuels (e.g., natural gas, hydrogen, fuel cells) in traditional
vehicles and increasing the use of electric vehicles represent important strategies to
maintain mobility while reducing air pollution and greenhouse gas emissions.
Goal CIRC-8. Planning and infrastructure support electric and alternative fuel
vehicles through power or fueling stations and other means.
Policies
A. Encourage inclusion of power stations and alternative fuels at traditional gas stations.
B, Plan for conversion of all government fleet vehicles to alternative fuel or electricity. j
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r
r'
i
City of Huntington Beach General Plan (Adopted October 2, 2017) 3-35
304
Ensuring Access for Emergency Vehicles
Ensuring the ability of the City's emergency services to respond to emergency situations
is crucial to the community's public safety. Congestion may impede the ability of the City's
y x emergency services to respond in a timely manner. It is important to implement new
r devices and programs to improve the ability of emergency personnel and vehicles to
A
respond to calls for assistance and direct residents during emergencies.
Goal C/RC-9. The circulation system is prepared for emergency vehicle response
by reducing congestion or other roadway- and traffic-related impediments which
can slow response times.
Policies
A. Provide a circulation system that helps to meet emergency response time goals and
incorporates technology infrastructure to clear intersections during emergency response
events.
B. Complete transportation improvements that assist in meeting the response goals for
emergency services.
C. Provide a system of primary, major, and secondary arterials that can be used for
evacuating persons during emergencies or for ingress when emergency response units
are needed.
t
F
3-36 City of Huntington Beach General Plan (Adopted October 2, 2017)
305
ATTAC H M E N T #3
RESOLUTION NO. 2012-23
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF HUNTINGTON BEACH
ADOPTING THE DEVELOPMENT IMPACT FEE CALCULA TION AND NEVUS REPORT
FOR THE CITY OF HUNTINGTON BEACH, AND ESTABLISHING NEW AND REVISED
DEVELOPMENT IMPACT FEES FOR ALL DEVELOPMENT WITHIN THE CITY
WHEREAS, several policies within the City's General Plan require that new development
mitigate its share of the impacts to the natural and built environments and be fiscally neutral so
as to not result in a net economic loss for the City; and
Such General Plan policies include the maintenance of existing quality of life,
maintenance of existing service levels and funding of new facilities, the requirement of new
development to mitigate a fair share of its impacts, and calling for the use of impact fees to fund
needed improvements to serve new development, among other policies; and
In accordance with these General Plan policies, the City Council has directed staff in the
past to create development impact fees in accordance with State law. Said impact fees were
codified in Chapter 17.65 and Chapter 17.66 of the Huntington Beach Municipal Code as well as
Huntington Beach Zoning and Subdivision Ordinance Chapter 230.20. Pursuant to each
ordinance set forth above, the amount of the development impact fee is to be set and/or updated
by resolution of the City Council; and
Subsequently, and periodically, staff has conducted comprehensive reviews of the City's
development impact fees to determine whether those fees are adequate to defray the cost of
public facilities related to new development; those fees are set forth in Resolutions 6164,2006-
23, 2000-97, 2004-88, 99-60 and 96-71; 2002-129, 2004-88 and
The City contracted with Revenue & Cost Specialists, LLC to provide a updated
comprehensive evaluation of the City's existing development impact fees; and
Revenue & Cost Specialists, LLC prepared a report, entitled Development Impact Fee
Calculation and Nexus Report for the City of Huntington Beach, dated October, 2011 as
amended April 27, 2012 (the "Nexus Report"), that provides an evaluation of existing
development impact fees, recommends an increase and change in methodology in certain
development impact fees, the creation of new impact fees and establishes the nexus between the
imposition of such impact fees and the estimated reasonable cost of providing the service for
which the fees are charged; and
The Nexus Report has been available for public review and comment; and
The Nexus Report substantiates the need for a modification to existing fees to change
certain methodology as well as creation of new impact fees; and
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12-3209.006/79289 306
Resolution No.2012-23
The City has collected development impact fees to mitigate the impacts of new
development, including fees for transportation, park land acquisition and development, library
and other public facilities since the adoption of the respective ordinances and resolutions; and
The City Council desires to repeal certain resolutions, create and update other
development impact fee resolutions in accordance with the calculations and recommendations
contained in the Nexus Report; and
In compliance with the Mitigation Fee Act, California Government Code section 66000
et seq., the City Council held a noticed public hearing on the proposed increase in development
impact fees at its regular meeting on June 18 , 2012, to solicit public input
on the proposed increases to development impact fees,
NOW, THEREFORE, the City Council of the City of Huntington Beach does hereby
resolve as follows:
1. Findings pursuant to Government Code section 66001. The City Council finds
and determines that the Nexus Report complies with California Government Code section 66001,
and as to each of the proposed fees to be imposed on new development:
(a) Identifies the purpose of the fee;
(b) Identifies the use to which the fee will be put;
(c) Shows a reasonable relationship between the use of the fee and the type of
development project on which the fee is imposed;
(d) Demonstrates a reasonable relationship between the need for the public facilities
and the type of development projects on which the fee is imposed; and
(e) Demonstrates a reasonable relationship between the amount of the fee and the
cost of the public facilities or portion of the public facilities attributable to the
development on which the fee is imposed.
2. Fees for Uses Consistent with the Nexus Report. The City Council hereby
determines that the fees imposed, pursuant to this resolution shall be used solely to finance the
public facilities and/or equipment and park land acquisition described or identified in the
respective ordinances and Nexus Report.
3. Approval of Items in the Nexus Report. The City Council has considered the
specific public facilities, equipment and park land acquisition cost estimates identified in the
Nexus Report and each ordinance thereto and hereby approves such public facilities, equipment
and park land acquisition cost and cost estimates and further finds that the cost estimates serve as
a reasonable basis for calculating and imposing the development impact fees as set forth in the
Nexus Report.
2
12-3209.006/79289 307
Resolution No.2012-23
4. Consistency with General Plan. The City Council finds that the public facilities
equipment and park land acquisition and fee methodology identified in the respective ordinances
and Nexus Report are consistent with the City's General Plan and, in particular, those policies
that require new development to mitigate its share of the impacts to City infrastructure and to be
fiscally neutral.
5. Differentiation among Public Facilities. The City Council finds that the public
facilities identified in the Nexus Report and funded through the collection of development
impact fees recommended in the Nexus Report are separate and distinct from those public
facilities funded through other fees presently imposed and collected by the City. To the extent
that other fees imposed and collected by the City, including Specific Plan fees are used to fund
the construction of the same public facilities identified in the respective ordinances and Nexus
Report, then such other fees shall be a credit against the applicable development impact fees.
Notwithstanding the above provision, this resolution shall not be deemed to affect the imposition
or collection of the water and sewer connection fees authorized by the Huntington Beach
Municipal Code.
6. CEQA Finding. The adoption of the Nexus Report and the increase in
development impact fees are not subject to the California Environmental Quality Act in that
pursuant to CEQA Guidelines, section 15378(b) (4), the creation of government funding
mechanisms which do not involve any commitment to any specific project which may cause a
significant effect on the environment, is not defined as a "project" under CEQA.
7. Adoption of Report. The Nexus Report as amended April 27, 2012, including
Appendices,is hereby adopted.
8. Fee Imposed. The new Development Impact Fees set by this resolution shall not
apply to projects that have received discretionary project entitlement approval on or before June
5, 2012 and the following milestones are met:
1. Project applicant has submitted an approved application for building permits
within 180 days after the fee going into effect or no later than February 18, 2013.
2. From the time of initial building permit application, the project makes continued
progress toward satisfying plan check comments.
3. Building Permits are issued within 360 days after the fees go into effect.
An exception to the above milestones is the involvement of an outside third party
regulatory agency. In such cases the 180 days to make building permit application will begin
when the developer receives clearance from that agency. The City Manager shall have the
authority, in his/her sole discretion, to extend milestone dates for qualifying "grandfathered"
projects. All other projects are subject to the fees then in effect. All existing Development
Impact Fees remain in effect until final action is taken on this resolution and respective
ordinances. In the event any portion of this resolution is held invalid, the previously approved
development impact fee shall automatically apply.
9. Timing of Fee. The development impact fees imposed by this resolution shall be
paid pursuant to the ordinances or resolution creating each separate fee. Until final action is
3
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308
Resolution No.2012-23
taken by City Council adopting the ordinances or resolution referenced herein, resolutions 6164,
2006-23, 2000-97, 99-60, 2004-88 and 96-71 shall remain in effect.
10. Amount of Fee. The City Council hereby approves and adopts the Development
Impact Fees as set forth in Exhibit"A," attached hereto and incorporated herein as well as Nexus
Report Schedules 3.2, 4.3, 5.2, 6.2, 7.1, 8.1, and 8.4. Exhibit A and the Nexus Report sets forth
the methodology and aggregate amount imposed as a development impact fee for both residential
and nonresidential land uses and also sets forth the breakdown of each development impact fee
by type of facility.
The amount of the development impact fees excluding traffic impact fees shall be
automatically modified annually pursuant to the the percentage of increase or decrease in the Los
Angeles-Anaheim-Riverside All Urban Consumer Price Index (CPI) or any relevant successor
for the Orange County area, from March to March of the preceding twelve (12)months.
Traffic impact fees shall be increased using the Engineering News Record's
construction cost index as reported for the twelve month period ending in March of each year.
The escalator indices provided herein shall not take effect until March of 2016.
11. Use of fee. The development impact fees shall be solely used for the purposes
described in the respective ordinances creating the fees and the Nexus Report.
Fees collected pursuant to existing ordinances and resolutions shall be maintained
and used exclusively for those purposes and accounts for these fees shall remain in effect and
shall be maintained by the City Manager or his/her designee. Fees collected under any of the
categories listed in the Nexus Report may be used to finance the construction or implementation
of any public facility listed in those categories to the extent that use of the fees may not exceed
the percentage allocated to new development of all of the public facilities listed in the category,
or sub-category.
12. Fee Determination by of Use.
A. Residential Development. Development impact fees for residential
development shall be based upon the type of unit constructed. The development impact fee
categories as shown in Exhibit A generally correspond to the City's land use designations in the
land use element of the City's General Plan.
B. Nonresidential Land Uses. Development impact fees for nonresidential
land uses shall be based upon the square footage of the building or other measurement detailed in
the respective development impact fee ordinances. The development impact fee categories as
shown in Exhibit A generally correspond to the City's land use designations in the land use
element of the City's General Plan.
C. Uses Not Specified. In the event that there are land uses not specified in
Exhibit A, the development impact fee for such use shall be determined by the City Manager or
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309
Resolution No.2012-23
his/her designee who shall determine such fee based on an analysis of the impacts of the
proposed use on public facilities, equipment and/or park land.
13. Prior Resolutions Superseded. As provided herein the development impact fees
approved and adopted by this resolution shall supersede and repeal any previously adopted
development impact fee resolutions concerning the same, including 6164, 96-71, 99-60, 2000-97,
2004-88 and 2006-23, 2002-129,2004-88.
14. Severability. If any action, subsection, sentence, clause or phrase of this
resolution, the Nexus Report, or other attachments thereto, shall be held invalid or
unconstitutional by a court of competent jurisdiction, such invalidity shall not affect the validity
of the remaining portions of this resolution the Nexus Report, or other attachments thereto or
fees levied by this resolution that can be given effect without the invalid provisions or
application of fees. In the event any section of this resolution is held invalid the previously
adopted affected fees shall be automatically reinstate as if never repealed or modified herein.
15. Effective Date. Consistent with California Government Code section 66017(a),
the fees as identified in attached Exhibit "A" adopted by this resolution shall take effect sixty
(60) days following final action taken on the respective ordinances or amendments thereto by the
City Council.
16. Appeals. Appeals of any fees, including methodology, use, land valuation etc.
created pursuant to this resolution shall be conducted as set forth in Huntington Beach Municipal
Code Chapter 17.73.
PASSED AND ADOPTED by the City Council of the City of Huntington Beach at a
regular meeting thereof held on the 18 day of June 0 12
Mayor
REVI *er
D APPROVED: INITI AN OVED:
Ci Deputy City anager
APPROVED AS TO FORM:
City Attorney 01
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12-3209.006/79289
310
Exhibit A
Exhibit A-3 Aternative Fee Schedule No. 3
Development Impact Fees (Effective 9/2/2012) 30%
Circulation Park Land/
System Open Space
Law Fire (Streets, & Facilities
Enforcement Suppression Signals, Public Library (No Tract
Land Use Facilities Facilities Bridges) Facilities Map)
Detached Dwelling Units (per Unit) $119 $277 $1,800 $1,091 $6,802
Attached Dwelling Units (per Unit) $245 $115 $1,238 $519 $4,632
Mobile Home Dwelling Units (per Unit) $111 $475 $940 $479 $3,351
Hotel/Motel Lodging Units (per Unit) No Fee No Fee $172/trip $0.04/SF $0.23/SF
Resort Lodging Units (per Unit) No Fee No Fee $172/trip $0.04/SF $0.23/SF
Commercial/Office Uses (per sq.ft.) $0.312 $0.099 $4.175 No Fee $0.447
Industrial/Manufacturing Uses (per sq.ft.) $0.133 $0.009 $1.279 No Fee $0.393
Development Impact Fees (Effective 9/2/2013) 60%
Circulation Park Land/
System Open Space
Law Fire (Streets, & Facilities
Enforcement Suppression Signals, Public Library (No Tract
Land Use Facilities Facilities Bridges) Facilities Map)
Detached Dwelling Units (per Unit) $238 $553 $2,092 $1,126 $11,540
Attached Dwelling Units (per Unit) $489 $229 $1,417 $686 $8,576
Mobile Home Dwelling Units (per Unit) $221 $950 $1,094 $588 $6,701
Hotel/Motel Lodging Units (per Unit) No Fee No Fee $172/trip $0.04/SF $0.23/SF
Resort Lodging Units (per Unit) No Fee No Fee $172/trip $0.04/SF $0.23/SF
Commercial/Office Uses (per sq.ft,) $0.625 $0.197 $4.175 No Fee $0.664
Industrial/Manufacturing Uses (per sq.ft.) $0.266 $0.018 $1.498 No Fee $0.555
Development Impact Fees (Effective 9/2/2014) 90%
Circulation Park Land/
System Open Space
Law Fire (Streets, & Facilities
Enforcement Suppression Signals, Public Library (No Tract
Land Use Facilities Facilities Bridges) Facilities Map)
i
Detached Dwelling Units (per Unit) $356 $830 $2,385 $1,160 $16,278
Attached Dwelling Units(per Unit) $734 $344 $1,597 $852 $12,520
Mobile Home Dwelling Units (per Unit) $332 $1,425 $1,248 $697 $10,052
Hotel/Motel Lodging Units (per Unit) No Fee No Fee $172/trip $0.04/SF $0.23/SF
Resort Lodging Units (per Unit) No Fee No Fee $172/trip $0.04/SF $0.23/SF
Commercial/Office Uses (per sq.ft.) $0.937 $0.296 $4.175 No Fee $0.882
Industrial/Manufacturing Uses (per sq.ft.) $0.399 $0.027 $1.716 No Fee $0.718
Date Printed;5/24/2012,June 4 Resolution 30_60_90
312 Page 1
Exhibit A-3 Aternative Fee Schedule No. 3
Schedule of Rates for Traffic Impact Fees (Effective 9/2/2012)
Recommended Cost per 30%Increase
1000 sq.ft,dwelling unit Scenario Cost per
Adjusted Average Trip-end Additional Cost per or other unit(90%of 1000 sq.ft,dwelling
Land Use Trip Ends Distance to Trip Trip Miles Trip Mile original) unit or other unit
RESID,ENTIAL.LAND USES er Urrik - =
Detached Dwelling Unit 8.761 7.9 0.5 34.6 $ 50.22 $ 1,737.61 /Unit $ 1;722.55 /Unit
Apartment 6.15 7.9 0.5 24.3 $ 50.22 $ 1,220.35 /Unit $ 1,209.50 /Unit
Condominium/rownhouse 5.36 7.9 0.6 21.2 $ 50.22 $ 1,064.66 /Unit $ 1,064.55 /Unit
Mobile Home Dwelling 4.57 7.9 0.5 18.1 $ 50.22 $ 908,98 /Unit $ 8.99.59. /Unit
RESOWNTOURIST'(per Unit orErStryo'goor) _
Hotel 6.291 7.61 0.51 23.9 $ 64.34 $ 1,537.73 /Room $ 1,298.63 /Room
All Suites Hotel 3.77 7.61 0.51 14.3 $ 64.34 $ 920.06 /Room $ 720.93 /Room
Motel 4,341 7.61 0.51 16.5 $ 64.34 $ 1,061.61 /Room $ 841.02 !Room
INDUSTRIAL(p'er 1,000 SF) _
General Light Industrial 6.17 9.0 0.5 27.8 $ 64.34 $ 1,788.65 /1,000 sf $ 1,279.46 /1,000
Heavy Industrial 5.97 9.0 0.5 26.9 $ 64.34 $ 1.730.75 /1,000 sf $ 1,238M 11,000
Manufacturing 2.73 9.0 0.5 12.3 $ 64.34 $ 791.38 /1,000 sf $ 566.11 /1,000
Warehousing 4.39 9.01 0.51 19.8 $ 64.34 1 $ 1,273.93 /1,000 sf $ 910.74 /1,000
COMMERCIAL(per 1,000 SF)'
Office Park 7.42 8.8 0.5 32.6 $ 64.34 $ 2,097.48 /1,000 sf $ 1,522:61 f,000
Research Park 5.01 8.8 0.5 22.0 $ 64.34 $ 1,415.48 /1,000 sf $ 1,027.86 f,000
Business Park 9.34 8.8 0.5 41.1 $ 64,34 $ 2,644.37 /1,000sf $ 1,917.85 f,000
Bldg.Materials/Lumber 29.35 4.3 0.5 63.1 $ 64.34 $ 4,059.85 /1,000 sf $ 41059.85 /1,000
Store sf
Garden Center 23,45 4.3 0.5 50.4 $ 64.34 $ 3,242.74 /1,000 sf $ 3,242.74 f,000
Movie Theater 2.47 4.3 0.5 5.3 $ 64.34 $ 341.00 /1,000 sf $ 341.00 f,000
Church 5.92 4.3 0.5 12.7 $ 64.34 $ 817.12 /1,000 sf $ 817.12 sf,000
Medical-Dental Office 22.21 8.8 0.5 97.7 $ 64.34 $ 6,286.02 /1,000 sf $ 4,659.89 f,000
General Office Building 7.161 8.8 0.5 31.5 $ 64.34 $ 2,026.71 /1,000 sf $ 1,470.08 f,000
Shopping Center 30.2 4.3 0.5 64.9 $ 64.34 $ 4,175.67 /1,000 sf $ 4,175.67 sf,000
Hospital 11.42 4.3 0.5 24.6 $ 64.34 $ 1,582.76 /1,000 sf $ 1,582.76 f,000
Discount Center 62.93 4.3 0.5 135.3 $ 64.34 $ 8,706.20 /1,000 sf $ 8,705.20 f,000
High-Turnover Restaurant 8.9 4.3 0.5 19.1 $ 64.34 $ 1,228.89 /1,000 sf $ 1,2213.89 f,000
Convenience Market 43.57 4.3 0.5 93.7 $ 64.34 $ 6,028.66 /1,000 sf $ 6,028.66 f,000
Office Park 13.97 4.3 0.5 30.0 $ 64.34 $ 1,930.20 /1,000 sf $ 1,930.20 f,000
OTHER`(as noted);
Cemetery 3.07 4.3 0.5 6.6 $ 64.34 $ 424,64 /Acre $ 424.64 /Acre
Service Station/Market 107.69 4.3 0.5 231.5 $ 64.34 $ 14,894.71 /Fuel $ 14,894.71 /Fuel
av Position Position
Service Station w/Car 99.35 4.3 0.5 213.6 $ 64.34 $ 13,743.02 /Fuel $ 13,743.02 /Fuel
Wash Position Position
313 Page 2
Exhibit A-3 Alternative Fee Schedule No. 3
Schedule of Rates for Traffic Impact Fees (Effective 9/2/2013)
Recommended Cost per 60%Increase Scenario
1000 sq.ft,dwelling unit Cost per 1000 sq.ft,
Adjusted Average Trip-end Additional Cost per or other unit(90%of dwelling unit or other
Land Use Trip Ends Distance to Trip Trip Miles Trip Mile original) unit
RESIDENTIAL.LAND USES(per Unit)
Detached Dwelling Unit 8.76 7.9 0.5 34.6 $ 67.39 $ 1,985.69 /Unit $ 1,938.39 /Unit
Apartment 6.15 7.9 0.5 24.3 $ 57.39 $ 1,394.58 /Unit $ 1,361.20 /Unit
Condominium/Townho 5.36 7.9 0.5 21.2 $ 67.39 $ 1,216.67 /Unit $ 1,187.17 /Unit
use
Mobile Home Dwelling 4.57 7.9 0.5 18.1 $ 57.39 1$ 1,038.76 /Unit $ .1,013.15 /Unit
RES0RT1T0VRIST(per;-Unit or Entry-Door)
Hotel 6.291 7.61 0.51 23.9 $ 64.34 $ 1,537.73 1/Room 1$ 1,356.39.1/Room
All Suites Hotel 3.771 7.6 0.51 14.3 $ 64.34 1$ 920.06 /Room $ 811.41 /Room
Motel 4.341 7.61 0.51 16.5 $ 64.34 1$ 1,061.61 /Room $ 935.56 /Room
INDUSTRIAL(`per 1;000.SF) '
General Light Industrial 6.17 9.0 0.5 27.8 $ 64.34 $ 1,788.65 /1,000 sf $ 1,497.69 /1,000 sf
Heavy Industrial 5.97 9.0 0.5 26.9 $ 64.34 $ 1,730.75 11,000 sf $ 1,449.18 /1,000 sf
Manufacturing 2.73 9.0 0.5 12.3 $ 64.34 $ 791.38 /1,000 sf $ 662.65 /1,000 sf
Warehousing 4.39 9.01 0.5 19.8 $ 64.34 $ 1,273.93 /1,000 sf $ 1,086.39 /1,000 sf
COMMERCIAL(per 1,006 SO
Office Park 7.42 8.8 0.5 32.6 $ 64.34 $ 2,097.48 /1,000 sf $ 1,768.99 /1,000 sf
Research Park 6.01 8.8 0.6 22.0 $ 64.34 $ 1,415.48 /1,000 sf $ 1,19$.98 /1,000 sf
Business Park 9.34 8.8 0.5 41.1 $ 64.34 $ 2,644.37 /1,000 sf $ 2,229.22 /1,000 sf
Bldg. Materials/Lumber 29.35 4.3 0.5 63.1 $ 64.34 $ 4,069.86 /1,000 sf $ 4,059.85 /1,000 sf
Store
Garden Center 23.45 4.3 0.5 60.4 $ 64.34 $ 3,242.74 /1,000 sf $ 3,242.74 /1,000 sf
Movie Theater 2.47 4.3 0.5 5.3 $ 64.34 $ 341.00 /1,000 sf $ 341.00 /1,000 sf
Church 6.92 4.3 0.6 12.7 $ 64.34 $ 817.12 /1,000 sf $ 817.12 /1,000 sf
Medical-Dental Office 22.21 8.8 0.5 97.7 $ 64.34 $ 6,286.02 /1,000 sf $ 5,299.66 /1,000 sf
General Office Building 7.16 8.8 0.5 31.5 $ 64.34 $ 2,026.71 /1,000 sf $ 1,708.63 /1,000 sf
Shopping Center 30.2 4.3 0.5 64.9 $ 64.34 $ 4,176.67 /1,000 sf $ 4,175.67 /1,000 sf
Hospital 11.42 4.3 0.5 24.6 $ 64.34 $ 1,682.76 /1,000 sf $ 1,582.76 /1,000 sf
Discount Center 62.93 4.3 0.5 135.3 $ 64.34 $ 8,705.20 /1,000 sf $ 8,705.20 /1,000 sf
High-Turnover 8.9 4.3 0.5 19.1 $ 64.34 $ 1,228.89 /1,000 sf $ 1,228.89 /1,000 sf
Restaurant
Convenience Market 43.57 4.3 0.5 93.7 $ 64.34 1 $ 6,028.66 /1,000 sf $ 6,028.66 /1,000 sf
Office Park 1 13.97 4.31 0.51 30.0 $ 64.34 1 $ 1,930.20 1/1,000 sf 1 $ 1,930.20 111,000 sf
OTHER-(as noted) _ - -
Cemetery 3.07 4.3 0.5 6.6 $ 64.34 $ 424.64 /Acre $ 424.64 /Acre
Service Station/Market 107.69 4.3 0.5 231.5 $ 64.34 $ 14,894.71 /Fuel $ 14,894.71 /Fuel
av Position Position
Service Station w/Car gg 35 4.3 0.5 213.E $ 64.34 $ 13,743.02 /Fuel $ 13,743.02 /Fuel
Wash Position Position
Page 3
314
Exhibit A-3 Aternative Fee Schedule No. 3
Schedule of Rates for Traffic Impact Fees (Effective 9/2/2014)
Recommended Cost per
Adjusted Average Trip-end to Additional Cost per 1000 sq.ft,dwelling unit or
Land Use Trip Ends Distance Trip Trip Miles Trip Mile other unit(90% of original)
RESIDENTIAL LAND jJSES er Unit) `
Detached Dwelling Unit 8.76 7.9 0.6 34.6 $ 64.34 $ 2,226.16 /Unit
Apartment 6.15 7.9 0.5 24.3 $ 64.34 $ 1,663.46 /Unit
Condom inium/Townhou 5.36 7.9 0.5 21.2 $ 64.34 $ 1,364.01 /Unit
se
Mobile Home Dwelling 4.57 7.9 0.5 18.1 $ 64.34 $ 1,164.55 /Unit
RESt 'RTITOURIST„(per Unit or:Entry Door).
Hotel 6.29 7.6 0.5 23.9 $ 64.34 $ 1,637.73 /Room
All Suites Hotel 3.77 7.6 0.5 14.3 $ 64.34 $ 920.06 /Room
Motel 4.34 7.6 0.5 16.5 $ 64.34 $ 1,061.61 /Room
INDUSTRIAL'(per 1,000 SF)
General Light Industrial 6.17 9.0 0.5 27.8 $ 64.34 $ 1,788.65 /1,000 sf
Heavy Industrial 5.97 9.0 0.5 26.9 $ 64.34 $ 1.730.76 /1,000 sf
Manufacturing 2.73 9.0 0.5 12.3 $ 64.34 $ 791.38 /1,000 sf
Warehousing 4.39 9.01 0.51 19.8 $ 64.34 $ 1,273.93 /1,000 sf
COMMERCIAL(per 1',600.SF.)
Office Park 7.42 8.8 0.5 32.6 $ 64.34 $ 2,097.48 /1,000 sf
Research Park 5.01 8.8 0.5 22.0 $ 64.34 $ 1,416.48 /1,000 sf
Business Park 9.34 8.8 0.5 41.1 $ 64.34 $ 2,644.37 /1,000 sf
Bldg. Materials/Lumber 29.35 4.3 0.5 63.1 $ 64.34 $ 4,059.85 /1,000 sf
Store
Garden Center 23.45 4.3 0.5 60.4 $ 64.34 $ 3,242.74 /1,000 sf
Movie Theater 2.47 4.3 0.5 5.3 $ 64.34 $ 341.00 /1,000 sf
Church 5.92 4.3 0.5 12.7 $ 64.34 $ 817.12 /1,000 sf
Medical-Dental Office 22.21 8.8 0.5 97.7 $ 64.34 $ 6,286.02 /1,000 sf
General Office Building 7.16 8.8 0.5 31.5 $ 64.34 $ 2,026.71 /1,000 sf
Shopping Center 30.2 4.3 0.5 64.9 $ 64.34 $ 4,175.67 /1,000 sf
Hospital 11.42 4.3 0.5 24.6 $ 64.34 $ .. 1,582.76 /1,000 sf
Discount Center 62.93 4.3 0.5 135.3 $ 64.34 $ 8,705.20 /1,000 sf
High-Turnover 8.9 4.3 0.5 19.1 $ 64.34 $ 1,228.89 /1,000 sf i
Restaurant
Convenience Market 1 43.571 4.3 0.51 93.7 $ 64.34 $ 6,028.66 /1,000 sf
Office Park 13.97 4.3 _0.51 30.0 $ 64.34 $ 1,930,20 /1,000 sf
QTHER(as noted)
Cemetery 3.07 4.3 0.5 6.6 $ 64.34 $ 424.64 /Acre
Service Station/Market 107.69 4.3 0.5 231.5 $ 64.34 $ 14,894.71 /Fuel
av Position
Service Station w/Car 99.35 4.3 0.5 213°6 $ 64.34 $ 13,743.02 /Fuel
Wash Position
31 e9®4
Res. No. 2012-23
STATE OF CALIFORNIA
COUNTY OF ORANGE } ss:
CITY OF HUNTINGTON BEACH }
I, JOAN L. FLYNN the duly elected, qualified City Clerk of the City of
Huntington Beach, and ex-officio Clerk of the City Council of said City, do hereby
certify that the whole number of members of the City Council of the City of
Huntington Beach is seven; that the foregoing resolution was passed and adopted
by the affirmative vote of at least a majority of all the members of said City Council
at a regular meeting thereof held on June 18, 2012 by the following vote:
AYES: Shaw, Carchio, Bohr, Boardman
NOES: Harper, Dwyer, Hansen
ABSENT: None
ABSTAIN: None
Ci y Clerk and ex-officio Clerk of the
City Council of the City of
Huntington Beach, California
316