# General plan documents — huntington_beach-california

Assembled by OpenPublica from the documents it serves for this government. Each section below is a separate publication by the government; page anchors (`<!-- page N -->`) refer to pages of that section's own source PDF, linked in its heading.

**Contains 5 documents.**
OpenPublica has pinned these slots for this government: circulation, coastal_part_1, coastal_part_2, conservation, general_plan_implementation, general_plan_introduction, historic_preservation, infrastructure, land_use, noise, open_space, safety. That is what we have looked for, not a statement that the government publishes nothing else — a plan element absent here may simply not have been reviewed yet. Last reviewed 2026-09-13.

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## Land Use — Huntington Beach General Plan, Chapter 2: Land Use Element (adopted October 2, 2017)

- Source: https://www.huntingtonbeachca.gov/Documents/Departments/Community%20Development/Planning%20Zonning/General%20Plan/Generalplan/Land_Use_Element.pdf
- Pages: 40
- Covers: land_use

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# II. Land Use

<<FIGURE>>

## Introduction and Purpose

The fundamental pattern of Huntington Beach is set, as most of the land in the community is already developed or planned for a future use. However, communities are ever-evolving, and change, growth, and refinement can still be encouraged and cultivated. Land use is often considered the most overarching topic within a general plan, as it affects every other subject covered and directly influences the availability of housing and services, neighborhood and community character, economic stability, and quality of life for community members. By both focusing investment and embracing opportunity, Surf City can continue to thrive and expand into the future.

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# Scope and Content

California Government Code Section 65302(a) requires the City to adopt a Land Use Element that designates the proposed general distribution, location, and extent of land uses for housing, business, industry, open space, forest/timber, agriculture, natural resources, recreation, scenic beauty, education, public buildings and land, solid and liquid waste disposal facilities, and other public and private uses of land. The Land Use Element also establishes standards for residential density and nonresidential building intensity for designated land uses, and considers the impact of new growth on military readiness activities carried out on military facilities. Although the planning area does not contain any active military facilities, military facilities are located in the City of Seal Beach adjacent to the planning area’s northern boundary. Land uses described in this element do not conflict with any military readiness activity associated with these facilities.

The Land Use Map is the visual component of the element, illustrating how land use, urban design, and economic development goals and policies translate on the ground, where specific uses are allowed, and their intended density and intensity. Together, the Land Use Map and Element ensure that future development is balanced, effective, and consistent with City and community interests.

The Land Use Element also addresses two related topics inherently related to land use decisions undertaken by the City: urban design and economic development. These are optional general plan topics under California law. Section 65303 of the California Government Code enables a county or city to adopt “any other elements or address any other subjects, which, in the judgment of the legislative body, relate to the physical development of the county or city.” Any optional topics or elements must be consistent with the seven mandatory elements and, once adopted, they carry the same legal weight as any of the mandatory topics or elements.

The Land Use Element consists of this *Introduction and Purpose*, summarizing the general purpose of the Land Use Element; a *Land Use Plan* that defines land use standards and identifies the location and extent of land uses within the planning area; an *Urban Design Plan* outlining the fundamental components of community form in Huntington Beach; an *Economic Development Plan* recommending economic development strategies to sustain community character and economic vitality; *Issues, Goals, and Policies* outlining the most important land use, design, and economic issues affecting the planning area and policies to address these issues; and *Implementation Programs* describing how tools proposed to address land use issues are put into practice. Implementation programs are contained in a separate chapter at the conclusion of this General Plan.

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# Relationship to Other Elements

The Land Use Element affects every other element in the General Plan. Land use provides the basis for what uses are allowed where and in what shape and form. The Land Use Element lays out how uses are connected to ensure the Circulation Element provides for adequate transportation that meets the demands of current and future development. Likewise, the existing and planned transportation network can play a key factor in the economic success, safety, and character of specific land uses.

The Environmental Resources and Conservation Element includes goals and policies relating to the preservation and maintenance of open space areas identified in the Land Use Element for natural resource conservation and recreational access to parks and beaches.

Noise Element policies ensure that conflicts between uses proposed in the Land Use Element are minimized, and that uses producing higher noise levels are located away from residential areas and schools. The Natural and Environmental Hazards Element regulates proposed land uses in areas with higher potential for natural or human-caused hazards such as flooding or pollution.

The Public Services and Infrastructure Element ensures adequate services and upkeep of roadways, utilities, and other infrastructure. The City must account for the amount and location of growth and development laid out in the Land Use Element and identify the mechanisms necessary to ensure adequate infrastructure is in place to support the anticipated growth.

The Housing Element contains goals and policies relating to the availability, adequacy, and affordability of housing for all economic segments of the community. This is an important relationship, since the Land Use Element dictates where residential uses are allowed and prioritized within the planning area.

The Historic and Cultural Resources Element identifies important historical resources within the community and documents issues potentially affecting their status as significant resources. Land use compatibility can affect historic and cultural resources and the viability of future use, restoration, and preservation of these resources.

The Coastal Element is part of the City's Local Coastal Program and outlines the City's roles, responsibilities, and strategies to provide coastal access and protect coastal resources within the coastal zone consistent with the California Coastal Act.

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# Land Use Plan

The Land Use Plan categorizes and maps where residential, commercial, industrial, and community facilities are located today and where they are planned for the future. This plan describes the envisioned character of change to the current development pattern and land uses, the planned distribution and development density and/or intensity of future uses, and how land use goals will be achieved throughout the planning area and within each land use designation.

## Characterizing Land Uses

Land uses are generally described by the maximum *density* and/or *intensity*, a measure of how much development exists or can be built on a site, and by the characteristics of use(s) located on a site. Density, intensity, and use characteristics form the basis for categorizing types of development into land use designations.

### Density and Intensity

*Density* applies to residential and mixed-use designations that allow for residential development. This term describes the number of dwelling units accommodated within 1 net acre of land (dwelling units per net acre [du/ac]). As a secondary calculation, density can also refer to the population that can be accommodated within 1 acre of land (population per acre [pop/ac]).

| Maximum Building Intensity (FAR) | | |
| :--- | :--- | :--- |
| 0.35 | <<FIGURE>> | <<FIGURE>> |
| 0.5 | <<FIGURE>> | <<FIGURE>> |
| 1.0-1.5 | <<FIGURE>> | <<FIGURE>> |

*Intensity* applies to nonresidential developments such as commercial and industrial buildings, as well as nonresidential portions of mixed-use development. This term describes the floor-to-area ratio (FAR), or the relationship between the total area of a development and the area of the parcel where the development is located. FAR is calculated by dividing the gross floor area (the amount of floor space) of all buildings (excluding garages) on a lot by the net ground area of the lot.

FAR and other development factors, such as building square footage, building height, and the percent of lot coverage, are interrelated. For example, a 20,000-square-foot building on a 40,000-square-foot lot yields a FAR of 0.5:1 (comparable to 20,000:40,000). The 0.5:1 FAR could accommodate a single-story building that covers half the lot, or a two-story building on a quarter of the lot. FARs are typically expressed as a single number rather than a ratio (e.g., 0.5:1 is expressed as 0.5 FAR), and this notation will be used throughout this plan.

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In some areas of Huntington Beach, intensity and density are regulated by development and design standards rather than FAR limits. These standards, sometimes referenced as form-based codes, may include specifications for setbacks (how far a building may be situated from a street or sidewalk), limits on building height and massing (e.g., size and shape), and requirements to include open space, among others. These standards apply to properties within the planning areas of specific plans, which establish these standards when they are adopted.

The maximum allowable development on any individual parcel is governed by the maximum measure of density or intensity permitted for that land use designation applied to the parcel. The General Plan uses these measurements to establish development capacity for each individual parcel and for the planning area at large. The planned (and actual) density or intensity on a parcel is usually less than the maximum, and is influenced by the physical characteristics of a parcel, access and infrastructure limitations, compatibility with other nearby uses, market factors, and past development trends.

### Use Characteristics

*Use characteristics* refer to the intended character and development pattern of, and uses associated with, a parcel of land. The General Plan uses these use characteristics to classify buildings with similar characteristics into land use designations. To maintain compatible development on and between sites and within neighborhoods, overlay areas, and other defined areas, use characteristics for each designation are intentionally limited.

### Distribution of Existing Uses

Existing land uses in Huntington Beach include a mix of residential, commercial, industrial, mixed use, parks, open space (e.g., wetlands, beaches), oil-related, and public uses. According to a 2014 land use survey, residential development is the predominant use in the city; housing uses constitute about 43 percent of all land uses in the planning area. Public uses, primarily comprising public rights-of-way, occupy an additional 28 percent of the planning area. Open space, commercial, and industrial development occupies most of the remainder of the planning area.

### Character of Change

Change is a constant process observed over a specified time frame. Between now and 2040, Huntington Beach expects a certain continuing level of change resulting from a number of forces such as population growth, changing demographics, the need to replace aging buildings and improve existing homes, and an ever-changing economy. Physical changes are guided by new development that almost exclusively occurs through private forces based on market demand. The goals and policies provided in this element address areas and locations that would be best suited to accommodate transformational change that supports the Community Vision established in the General Plan.

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<<FIGURE>>

| LEGEND | |
| :--- | :--- |
| **Character of Change** | |
| | Conserve |
| | Preserve |
| | Transform |

| Transform Opportunity Sites |
| :--- |
| 1 - Gothard Street Industrial Corridor |
| 2 - Northwest Industrial Area |

Character of Change

Figure LU-1

City of Huntington Beach General Plan

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Figure LU-1 indicates where change is encouraged to occur to accommodate future growth and development under this plan and to what degree it can be expected. As shown in the diagram, most areas in Huntington Beach are proposed to remain much as they are today, or would transform through guidelines provided by documents other than the General Plan. The terms used to describe the planned levels of change range from very little (“Preserve” and “Conserve”) to substantial (“Transform”), as follows:

**Preserve**

“Preserve” areas are developed portions of Huntington Beach, where land use changes are not envisioned and are not necessary to implement the Community Vision. Preserve areas include all established residential neighborhoods; most commercial, retail, and employment centers; many visitor-serving commercial uses; and all of the Downtown area.

**Conserve**

“Conserve” areas include open space and recreational areas that provide valuable natural habitat or parkland and support the community recreational and aesthetic needs. This category includes the beach, the Bolsa Chica Wetlands, parks, golf courses, and other similar uses.

**Transform**

“Transform” areas consist of underdeveloped or underutilized portions of the planning area, where current developments might not adequately support future City goals. These areas are located within the Northwest Industrial Area and along the Gothard Corridor, where a majority of the city’s industrial uses are located. To assist in transforming these areas, the General Plan proposes a new land use designation, Research and Technology, enabling a broader mix of lower-intensity industrial and commercial uses that better meet current and future market demands, and capture employment growth in emerging fields. Additional areas in the city could transform via means other than those established within the General Plan (e.g., specific plan areas).

### Land Use Map

Land use designations are applied to every parcel within the planning area; however, the City can only regulate land uses located within the city limits. Figure LU-2 illustrates the planned distribution and intensity of land use in the planning area.

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# Land Use Designations

The General Plan establishes 20 designations (18 primary land use designations and 2 overlay designations) that govern land uses within the planning area. These designations apply density and intensity requirements, use characteristics, development standards, and land use policies to individual parcels. As most of the planning area is already developed and maintained in good condition, the designations generally correspond to the pattern of existing uses. The following discussions identify the land use designations, land use characteristics associated with each designation, and the land use density/development intensity allowed within each designation.

## Residential Designations

Four land use designations accommodate solely residential development in Huntington Beach. Collectively, these designations occupy the largest portion of the planning area (45 percent). The designations encompass a wide variety of densities and housing types, ranging from lower-density, primarily detached single-family residences in neighborhoods, to higher-density, mostly attached housing in and adjacent to Downtown, along the coast, and along select arterial roadway corridors.

*Low Density Residential*
*Density range: up to 7.0 units/acre*

The Low Density Residential designation provides for traditional detached single-family housing, zero-lot-line developments, mobile home parks, low-density senior housing, and accessory dwelling units or “granny” flats.

<<FIGURE>>

<<FIGURE>>

*Medium Density Residential*
*Density range: >7.0–15.0 units/acre*

The Medium Density Residential designation provides for uses allowed with the Low Density Residential designation, as well as smaller lot detached single-family housing, zero-lot-line developments, attached single-family housing (e.g., duplexes, townhomes), and lower-density multiple-family housing, such as garden apartments.

*Medium High Density Residential*
*Density range: >15.0–25.0 units/acre*

The Medium High Density Residential designation provides for uses allowed in the Low and Medium Density Residential designations as well as attached single-family housing (e.g., townhomes), and a limited range of multiple-family housing (e.g., garden apartments, lofts).

<<FIGURE>>

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Insert separate PDF page to maintain quality of figure

<<FIGURE>>

Land Use Plan | Figure LU-2
City of Huntington Beach General Plan (Adopted October 2, 2017) | 2-9

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_High Density Residential_
_Density range: >30.0 units/acre_

<<FIGURE>>

The High Density Residential designation provides for uses allowed in the Low, Medium, and Medium High Density Residential designations as well as a broad range of multiple-family housing types (e.g., apartments, condominiums, lofts). The maximum density allowed within the area designated with the High Density Residential land use is prescribed on the Land Use Map for individual parcels/areas or within an adopted specific plan that covers the High Density Residential designated area.

### Commercial Designations

Four land use designations accommodate commercial development in Huntington Beach. The businesses and other organizations located in these designations provide jobs, services, and goods, contributing to the economic vitality and shaping the physical environment. These commercial-focused designations are distinguished by location and the customers the uses are intended to serve. Neighborhood-serving commercial uses are located in low-scale stand-alone buildings or small centers near residential neighborhoods. Community- and regional-serving uses occupy larger properties near principal intersections. Visitor-serving uses are located near primary tourist destinations, including the beach and pier. One employment-focused office designation supports professional employment centers and complementary uses in and around Downtown and along arterial corridors.

_Neighborhood Commercial_
_FAR range: up to 0.35_

<<FIGURE>>

The Neighborhood Commercial designation provides for small-scale retail commercial, professional offices, eating and drinking establishments, financial institutions, household goods, food sales, drugstores, personal services, cultural facilities, institutional, health, government offices, and similar uses designed to serve the needs of the surrounding residential area. The maximum building height is two stories.

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*General Commercial*
*FAR range: up to 1.5*

<<FIGURE>>

The General Commercial designation provides for retail commercial, professional offices, eating and drinking establishments, financial institutions, automobile sales, household goods, food sales, drugstores, building materials and supplies, personal services, recreational commercial, hotels/motels, timeshares, cultural facilities, institutional, health care, government offices, educational, and similar uses designed to serve the needs of the community. The maximum building height is two stories.

*Visitor Commercial*
*FAR range: up to 0.5*

<<FIGURE>>

The Visitor Commercial designation provides for hotels/motels, timeshares, recreational commercial, eating and drinking establishments, retail, cultural facilities, and similar uses that are designed to serve the needs of tourists visiting the city and region.

*Office*
*FAR range: up to 1.0*

<<FIGURE>>

The Office designation provides for professional offices, ancillary commercial services (e.g., financial institutions, print shops), eating and drinking establishments, and similar uses designed to serve the needs of businesses and employees.

**Mixed-Use Designation**

One land use designation accommodates mixed-use development that currently occurs entirely within established specific plan areas. The designation is intended to provide for compact, pedestrian-oriented developments with commercial centers that range in scale from small neighborhood-serving centers to large community- and regional-serving centers. These developments will generally feature mixed types of commercial uses, and may include multiple-family residential housing, civic and cultural uses, and open spaces accessible to the public.

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### Mixed-Use
*Building FAR range and residential densities are established per specific plan and shown on the Land Use Map for specific areas.*

<<FIGURE>>

The Mixed-Use designation provides for any combination of commercial uses; offices; attached single-family housing, multiple-family housing, and live-work units; institutional uses; cultural facilities; developments including an open space component; and/or civic facilities. Mixing of these uses may occur in a vertical and/or horizontal orientation. Maximum FAR and residential density standards are established within individual specific plan areas. For some specific plans, FAR and density are not prescribed for individual properties or developments. In these cases, the overlaying specific plan includes a maximum development capacity for each land use.

### Industrial Designations
Two land use designations accommodate industrial development in Huntington Beach. To ensure that the city is well positioned for future prosperity, these designations continue to provide jobs in established industries, while also supporting new employment opportunities that accompany emerging technologies and the redevelopment of transitioning industrial areas. One designation accommodates a diverse mix of nonresidential uses. The other accommodates a range of industrial uses that have historically characterized established industrial areas.

<<FIGURE>>

#### Research and Technology
*FAR range: up to 1.0*

The Research and Technology designation provides for a wide variety of nonresidential mixed-use development in industrial areas that are undergoing or poised for transformation to support changing employment demand. The designation encourages both employment uses and commercial uses designed to accommodate employees while continuing to allow traditional industrial uses such as manufacturing and production. Uses include clean and green manufacturing (e.g., medical devices, solar panels), research and development, technology, warehousing, business parks, professional offices, limited eating and drinking establishments that have an industrial component (e.g., a brewery), restaurants and cafes to accommodate employment uses and surrounding residential neighborhoods, and similar neighborhood commercial uses.

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_Industrial_
FAR range: up to 0.75

The Industrial designation provides for manufacturing (e.g., assembly, fabrication), construction, transportation, logistics, auto repair, research and development, warehousing, business parks, professional offices, ancillary commercial services (e.g., financial institutions, print shops), warehouse and sales outlets, and similar uses.

<<FIGURE>>

**Open Space and Recreational Designations**

Five land use designations accommodate resource conservation, parks, and recreation in Huntington Beach.

<<FIGURE>>

_Conservation_

The Conservation designation provides for environmental resource conservation and management (e.g., wetland protection) and supporting ancillary uses (e.g., maintenance equipment storage).

_Park_

The Park designation provides for public parks and recreational facilities and supporting ancillary uses (e.g., maintenance equipment storage).

<<FIGURE>>

<<FIGURE>>

_Recreation_

The Recreation designation provides for publicly or privately operated recreation facilities, such as golf courses. This designation also provides for supporting ancillary uses (e.g., food stands, recreational equipment rentals, maintenance equipment storage).

_Water Recreation_

The Water Recreation designation provides for water bodies used for recreational purposes, such as boating, swimming, and water sports.

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*Shore*

The Shore designation provides for coastal beaches operated by the City and state, and publicly or privately operated ancillary uses (e.g., food stands, recreational equipment rentals, maintenance equipment storage).

<<FIGURE>>

**Public and Semi-Public Designations**

Two land use designations accommodate a wide variety of publicly owned facilities and community-serving uses.

<<FIGURE>>

*Public*

The Public designation provides for government administrative (e.g., City Hall) and related facilities, such as public utilities, public parking lots, and similar uses.

*Public-Semipublic*

<<FIGURE>>

The Public-Semipublic designation provides for public and private schools, hospitals, churches, cultural facilities, institutional, and similar semi-public community service uses. Most land use properties with a Public-Semipublic designation have an underlying designation shown in parentheses on the Land Use Map. The underlying designation indicates the preferred land use in the event the sites permanently transitions to another use. A General Plan Amendment would be necessary to change these sites to the underlying designation or any other land use.

**Overlay Designations**

Two overlay designations are included on the Land Use Map. These overlay designations provide additional development criteria to supplement the underlying or base land use designation. Overlay designations are noted as a suffix to the base land use designation on the Land Use Map.

*Mixed Use Overlay*

The Mixed Use Overlay permits the development of residential uses in conjunction with the underlying commercial designation. Currently, the only area of the city with the Mixed Use Overlay designation is within the Sunset Beach Specific Plan, which permits residential units in conjunction with visitor-serving commercial uses on designated parcels in the specific plan area. Design and density standards are set forth in the specific plan.

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*Specific Plan Overlay*

The Specific Plan Overlay permits the underlying land use designation and requires a specific plan to provide greater specificity for development of property and includes such things as land use and infrastructure plans, design and development standards, circulation and pedestrian access, and design guidelines. Permitted density and intensity is either shown on the Land Use Map in parentheses or established in the specific plan.

## Adopted Specific Plans

There are 15 adopted specific plans in Huntington Beach, as identified in **Figure LU-3**. These plans have predominantly been used to focus on the characteristics unique to an area and customize the planning process and land use regulations and requirements to apply to that area of the city. Specific plans provide greater specificity for land use and infrastructure plans, design and development standards, and phasing/implementation. Designations for SP-2 and SP-16 are currently reserved for future specific plans, in the event they are needed.

The City has several specific plans that are also within the coastal zone and, as such, are incorporated into the City's certified Local Coastal Program Land Use Plan. Two adopted specific plans, Brightwater Specific Plan and Sunset Beach Specific Plan, have not been certified by the California Coastal Commission. The land use designations for these specific plan areas are shown on the Land Use Map with the notation that they have not been certified as part of the City's Local Coastal Program Land Use Plan.

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<<FIGURE>>

| LEGEND | |
| :--- | :--- |
| — Major City Streets | |
| --- City Limits | |
| **Specific Plans** | |
| 1 North Huntington Center | |
| 2 Reserved | |
| 3 Seabridge | |
| 4 Huntington Harbour Bay Club | |
| 5 Downtown | |
| 6 Seacliff | |
| 7 Ellis-Goldenwest | |
| 8 Meadowlark | |
| 9 Holly-Seacliff | |
| 10 Magnolia Pacific | |
| 11 McDonnell Centre Business Park | |
| 12 Palm/Goldenwest | |
| 13 Bella Terra | |
| 14 Beach Edinger Corridors | |
| 15 Brightwater | |
| 16 Reserved | |
| 17 Sunset Beach | |

### Adopted Specific Plans
**Figure LU-3**

City of Huntington Beach General Plan

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# Community Subareas

In addition to the specific plans identified throughout the planning area, the General Plan also identifies a number of community subareas (Figure LU-4), which are intended to supplement density/intensity standards, use characteristics, and urban design goals and policies provided in this element beyond the guidance offered by the land use designations. Each community subarea has been identified to further the economic goals and guiding principles of the City and to enhance areas where reinvestment or improvements are proposed during the life of the General Plan, but require additional consideration due to their locations and/or environmental setting. Although some subareas are contained partially or wholly within a specific plan, the description and goals of the subareas in this General Plan do not conflict with the respective specific plans. The following subareas have been identified through the General Plan process or carried over from the previous General Plan.

## Intersection Enhancement Subareas

The following four community subareas represent opportunities to improve neighborhood gateways and commercial corridors within the planning area.

### Subarea 1: Beach/Warner Intersection Enhancement

Encompassing the four corners of the Beach Boulevard and Warner Avenue intersection, within the Beach and Edinger Corridors Specific Plan, this 27-acre subarea is designated Mixed-Use and surrounded by Low Density Residential, Medium Density Residential, Medium High Density Residential, General Commercial, Mixed-Use, and Public uses. The subarea includes buildings of varying scales and architectural styles. The built environment and streetscapes lack a cohesive style. The predominant uses are retail stores, a gas station, a drug store, a car wash, and the 14-story Ocean Tower. The intersection is the subarea’s defining feature.

### Subarea 2: Brookhurst/Adams Intersection Enhancement

Encompassing the four corners of the Brookhurst Street and Adams Avenue intersection, this subarea includes 58 acres of commercial use. Surrounded by low-density residential uses to the south and medium high-density residential uses to the north, each corner contains a variety of commercial uses within individual developments.

This subarea is characterized by large parking lots separated from the main roadways by landscape buffers. Strip retail and/or large format retailers are located behind the parking areas, and small pad retail buildings are dispersed within portions of the developments. The buildings generally maintain a low profile and the built environment and streetscapes lack a cohesive identity. Existing uses include banks, restaurants, a grocery store, a drug store, and several small commercial service businesses. Both streets are wide and carry a large volume of traffic through the subarea.

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<<FIGURE>>

# Land Use Subareas

**LEGEND**

*   Major City Streets
*   --- City Limits
*   [ ] Community Subareas

1 - Beach/Warner Intersection
2 - Brookhurst/Adams Intersection
3 - Goldenwest/Edinger Intersection
4 - Goldenwest/Warner Intersection
5 - Gothard Street
6 - Northwest Industrial
7 - Open Space Shore
8 - PCH/Beach Northeast
9 - Peter's Landing
10 - Sunset Beach

Figure LU-4

City of Huntington Beach General Plan

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### Subarea 3: Goldenwest/Edinger Intersection Enhancement

Encompassing the four corners of the Goldenwest Street and Edinger Avenue intersection, within the Beach and Edinger Corridors Specific Plan, this 79-acre subarea includes portions of Goldenwest College and commercial development designated for future mixed commercial and residential use on three corners. The subarea is surrounded by additional public uses associated with Goldenwest College to the north/northeast, additional planned mixed commercial and residential uses to the east, and low-density residential uses to the south and west.

The remainder of the subarea consists of commercial development. The development pattern features large parking areas along both arterial streets, strip retail and/or large format retail stores located behind the parking areas, and pad buildings and smaller retail centers interspersed within the parking areas. The parcel located at the southwest corner of the intersection is currently vacant. The subarea’s built environment and streetscapes lack a cohesive identity. The wide streets provide motorists with good access to the college and the retail uses, but limit pedestrian access, especially for students attempting to cross the streets to patronize businesses.

### Subarea 4: Goldenwest/Warner Intersection Enhancement

Encompassing 64 acres along the four corners of Warner Avenue and Goldenwest Street, this subarea is predominantly designated for commercial and office use. It is surrounded by two low-density residential neighborhoods, a medium high-density residential development, Ocean View High School, Golden View Elementary School, two parks, and a flood control channel.

This subarea features various forms of commercial development. Large parking areas fronted by landscape buffers line both arterial streets; strip retail and/or large format retailers are located behind the parking areas; and small pad retail buildings are dispersed within the parking areas. The buildings generally maintain a low profile, and between each of the corners of the intersection, the buildings and streetscape/landscape currently lack a cohesive identity. In addition to large and small retail businesses, the overlay area also includes an assisted living facility and various small service businesses. Both Warner Avenue and Goldenwest Street are wide arterials, carrying large volumes of traffic through the intersection, but impeding pedestrian access from one corner of the site to another. The overlay area also currently lacks pedestrian connections to adjoining residential areas.

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# Technology and Innovation Subareas

## Subarea 5: Gothard Street

Centrally located along Gothard Street between Edinger Avenue and Ellis Avenue, the 422-acre Gothard Street Subarea consists of both industrial and research and technology uses, along with a few isolated community service and public use parcels. The subarea is predominantly surrounded by residential development of varying density and character to the east and south, areas identified for mixed commercial and residential development to the north along Edinger Avenue, and Ocean View High School and Central Park to the west. The eastern edge of the subarea abuts the Oak View neighborhood. The Union Pacific Railroad (UPRR) right-of-way runs just east of the Gothard Street Subarea, extending from the northern city limits to its endpoint just north of Garfield Avenue.

The Gothard Street Subarea is predominantly occupied by smaller manufacturing and warehouse uses and auto repair facilities. Other uses include a lumberyard, some retail and office uses, Republic Services, several gyms/training facilities, Seabreeze Church, and City facilities. The built environment consists of small industrial buildings, isolated offices, and a few industrial parks. Incompatibilities between existing industrial uses in the subarea and residential uses in the Oak View neighborhood present existing environmental justice concerns, as expressed by community members. Given the proximity to residential uses and Ocean View High School, the potential for land use compatibility and environmental justice issues associated with typical industrial use remains an ongoing concern. The City has also designated the abandoned portion of the UPRR rail corridor south of Ellis Avenue for a future transportation corridor use. Potential uses include development of a bicycle or multipurpose trail or an exclusive transit corridor.

To support economic development goals to attract new incubator and technology-oriented uses, this subarea introduces the Research and Technology land use designation along with the existing Industrial designation to promote opportunities for new industrial uses that are generally greener, lighter, more mixed with commercial, and more compatible with surrounding sensitive uses. Similar to the Northwest Industrial Subarea, this subarea uses the Research and Technology designation to provide a flexible platform for both industrial and commercial uses that do not fit into the city’s historically commercial or industrial areas. While the average building intensity of research and technology use is anticipated to be higher than that of traditional industrial use, the processes and operations of such uses are intended to have fewer potential air quality and noise impacts on surrounding sensitive uses than conventional industrial activities.

The maximum development intensity for uses in this subarea ranges from 0.75 FAR for traditional industrial uses to 1.0 FAR for proposed research and technology uses.

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*Subarea 6: Northwest Industrial*

The 760-acre Northwest Industrial Subarea is located in the northwestern portion of the planning area. Comprising the McDonnell Centre Business Park Specific Plan north of Bolsa Avenue and industrial and research and technology uses south of Bolsa Avenue, the subarea is surrounded by residential uses to the north, south, and east, and is bordered by the City of Seal Beach to the west and by Interstate 405 and commercial developments to the east and north. This subarea is anchored by two of Huntington Beach’s largest employers (Boeing and C&D/Zodiac Aerospace), as well as a variety of industrial, technology, commercial service, and fitness uses. The built environment ranges from large office buildings and business parks to small commercial pad and industrial spec buildings.

Given the proximity to residential uses, the potential for land use compatibility issues within typical industrial uses is a major concern. As a result, this subarea introduces the Research and Technology land use designation in areas adjacent to single-family residential neighborhoods to promote opportunities for new industrial uses that are more compatible with surrounding sensitive uses.

The Research and Technology designation provides a flexible platform for both industrial and commercial uses that do not fit into the city’s historically commercial or industrial areas. Many new business types require this flexibility as they may need both commercial and industrial components to conduct business. As a result, the Research and Technology designation is a catalyst to spur employment growth and change within this opportunity area, reinforcing the City’s desire to meet current and future needs and spur economic growth.

The maximum development intensity for uses in this subarea ranges from 0.75 FAR for traditional industrial uses to 1.0 FAR for proposed research and technology uses.

**Pacific Coast Highway Coastal Corridor Subareas**

These subareas intend to preserve and enhance the recreational character of the Pacific Coast Highway coastal corridor through the expansion of visitor-serving uses and maintenance of open spaces and recreational opportunities. The intent is to establish distinct commercial nodes, residential communities, and open spaces along its length.

*Subarea 7: Open Space – Shore*

The shoreline along Pacific Coast Highway is an amenity that requires a careful balance of preservation and enhancement of the recreational character through the expansion of visitor-serving uses and maintenance/improvement of open spaces and recreational opportunities consistent with policies and programs identified in the Coastal Element. No modifications to development intensities or use characteristics are proposed. However, future development or reuse projects will be required to highlight environmental awareness and education initiatives in project design.

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*Subarea 8: Pacific Coast Highway/Beach Northeast*

This subarea allows for Open Space-Conservation (OS-C), Visitor Commercial (CV), and Medium Density Residential (RM) uses, with building heights up to three stories, and land use density/intensity limited to 15 du/ac and 0.5 FAR, respectively. Key elements of this subarea include:

* Establishment of a major streetscape element to identify the Beach Boulevard-Pacific Coast Highway intersection.
* Site, design, and limit the scale and mass of development, as necessary, to protect wetlands.
* Maintain visual compatibility with Downtown.
* Incorporate on-site recreation amenities for residents.
* Minimize access to and from Pacific Coast Highway, providing an internal roadway system.
* Incorporate extensive landscape and streetscape.

*Subarea 9: Peter’s Landing*

Located at the western end of the planning area, the Peter’s Landing Subarea is located northeast of Pacific Coast Highway and Anderson Street. The purpose of this subarea is to promote revitalization and enhancement of the commercial center and to establish a unified "village" character. Through the use of consistent architecture, appropriate massing, and proper building placement and orientation, Peter’s Landing should be redeveloped to promote extensive pedestrian activity and human-scale character.

A key component of any future redevelopment should include a major entryway into the subarea which also serves as a landmark entry into the City of Huntington Beach from the north. Future development should provide pedestrian linkages with surrounding areas that link Pacific Coast Highway to the waterways within Huntington Harbour and incorporate measures to reduce roadway noise from Pacific Coast Highway. Due to the scale and type of development desired by the community, development intensity in the Peter’s Landing Subarea is limited to a maximum 0.5 FAR, building heights are limited to three stories, and uses permitted are limited to Visitor Commercial (CV).

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_Subarea 10: Sunset Beach_

In addition to the regulations and guidance provided in the Sunset Beach Specific Plan (SP 17), the Sunset Beach subarea was established to provide guidance for future development activities that ensure Sunset Beach maintains its distinctive and unique neighborhood character and to promote cohesion between Sunset Beach, Huntington Harbour, and the balance of Huntington Beach.

<<FIGURE>>

During the GPAC meetings, discussion of the Sunset Beach subarea emphasized the need for extensive outreach to existing property owners, residents, and businesses during planning activities. In addition, inclusion of key stakeholders, such as the Sunset Beach Sanitary District, Sunset Beach Community Association, Sunset Beach LCP Review Board, Las Damas, and Sunset Beach Woman's Club, is recommended.

### Distribution of Land Uses

Table LU-1 identifies the distribution of land uses described in this element and in Figure LU-2. The largest land use in the planning area is residential, which makes up approximately 42.5 percent of the planning area with single-family residential comprising the majority of the residential land use designations. The next largest land uses in the planning area are public and rights-of-way (27.9 percent) and open space uses including recreation and conservation (17.4 percent).

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Table LU-1
General Plan Distribution of Land Uses

| Land Use Designation | Acres (approximate) | Percentage of Planning Area |
| :--- | :--- | :--- |
| **Residential** | | |
| Low Density | 5,666.3 | 29.8% |
| Medium Density | 1,184.6 | 6.2% |
| Medium High Density | 1,034.4 | 5.5% |
| High Density | 180.7 | 0.95% |
| **Commercial** | | |
| Neighborhood | 90.9 | 0.48% |
| General | 296.9 | 1.6% |
| Visitor | 165.7 | 0.9% |
| Office | 16.3 | 0.1% |
| **Mixed Use** | | |
| Mixed Use | 637.9 | 3.4% |
| **Industrial** | | |
| Research and Technology | 473.2 | 2.5% |
| Industrial | 654.6 | 3.5% |
| **Open Space and Recreational** | | |
| Conservation | 1,661.9 | 8.8% |
| Park | 701.1 | 3.7% |
| Recreation | 237.8 | 1.3% |
| Water Recreation | 238.7 | 1.3% |
| Shore | 434.3 | 2.3% |
| **Public and Community Service** | | |
| Public | 835.7 | 4.4% |
| Public-Semipublic | 779.2 | 4.1% |
| Rights-of-Way | 3,681.5 | 19.4% |
| Total | 18,971.8* | 100% |

Source: City of Huntington Beach
* Totals may not add up due to rounding

## Development Capacity

Table LU-2 identifies the development capacity associated with the planned distribution of land uses described in this element and summarizes the land use distribution and the resulting residential and nonresidential levels of development that can be expected from implementation of land use policies established by the General Plan. As the density and intensity standards for each land use designation are applied to future development projects and land use decisions, properties will gradually transition from one use to another, and land uses and intensities will gradually shift to align with the intent of this Land Use Element.

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Table LU-2
General Plan Development Capacity

| Land Use Designation | Acres (approximate) | Total Estimated Dwelling Units (2040) | Nonresidential Square Feet (2040) |
| :--- | :--- | :--- | :--- |
| Residential | 8,066.0 | 85,360 | — |
| Commercial | 1,207.7 | 43[^p25-1] | 18,442,316 |
| Industrial | 1,127.8 | — | 24,149,404 |
| Open Space & Recreational | 3,273.8 | — | 1,734,283 |
| Public & Rights-of-Way | 5,296.4 | — | 6,084,987 |
| **Total (2040)** | **18,971.8*** | **85,403** | **50,410,990** |
| **Existing (2014) Totals** | **18,971.8*** | **78,175** | **45,026,070** |
| **Change, 2014–2040** | **—** | **7,228** | **5,384,920** |

Source: City of Huntington Beach
Notes:
* Totals may not add up due to rounding
[^p25-1]: Residential units located in the General Commercial designation represent existing residential units on land designated for a range of nonresidential uses where no land use change is anticipated.

The Land Use Element does not directly specify a maximum population for Huntington Beach. The maximum possible number of residential units is determined by the different maximum densities allowed for each land use designation and the amount of land area with that designation. However, this maximum number of units is unlikely to be reached because every residential parcel in Huntington Beach would need to be developed to its maximum potential. Because most of the planning area is built out and existing buildings are generally in good condition, these changes will primarily occur within the “transform” areas identified in Figure LU-1. Forecasting assumptions are used to determine the realistic expected number of residential units that Huntington Beach will have when all of the parcels that are reasonably expected to redevelop have already done so.

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# Urban Design Plan

In 2000, the City adopted Urban Design Guidelines intended to address urban design issues citywide and guide new development in the city. This Urban Design Plan identifies key community issues related to urban design and includes goals and policies to ensure that these issues continue to be addressed throughout implementation of the Urban Design Guidelines and other City codes.

## Beach City Culture and Identity

Future development should maintain and enhance the unique beach and “Surf City” feel of Huntington Beach. This includes preserving historic and cultural resources related to that identity, such as older neighborhoods and historic buildings; perpetuating traditional beach city architectural styles and design motifs in newer districts and neighborhoods; and preventing development from encroaching on views of the Pacific Ocean, the Bolsa Chica Wetlands, and Huntington Harbour.

<<FIGURE>>

## Fostering the Identity of Individual Neighborhoods and Districts

Some of Huntington Beach’s established suburban districts, neighborhoods, and corridors lack a distinctive character, which can contribute to a weak visual community image. Future development occurring in these areas should foster or enhance the particular identity of the individual area and the ability of a person to identify or associate the area with the city’s unique beach city identity. This can be accomplished through the use of appropriate architectural styles and treatments, more extensive landscaping and street trees, coordinated streetscape elements and signage, public art, and the enhanced treatment of walled superblock corridors.

## Accommodating Larger-Scale Development while Enhancing Character of Commercial Corridors

Many of the city’s suburban commercial corridors appear fragmented, lack a unified identity and sense of center, incorporate inconsistent and excessively large signage, and possess varied development scales that create a disjointed appearance within the corridor and conflict with surrounding uses. Future development should be designed to better

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accommodate larger-scale development and to bring greater cohesion and enhanced character to these areas. This can be accomplished by designing projects to be visually distinctive, create a sense of place, provide adequate transitions in density, intensity, scale, and height, address public streets and tie into the city’s grid street pattern, and incorporate attractive, coordinated signage that is properly scaled and located on the site.

## Maintaining Historic Character and Architectural Diversity in Downtown

Major new projects in the Downtown area have joined and in some instances supplanted the older buildings traditionally associated with this area. Older structures should be integrated into Downtown’s design themes. At the same time, Downtown should maintain some architectural diversity, as well as observe the retail street wall through consistent setbacks, taking care to coordinate new development setbacks with existing setbacks.

## Economic Development Plan

Economic, demographic, social, and cultural conditions within Huntington Beach are interconnected. Land use decisions help to shape the local economy over time. Various aspects of urban design also determine the economic health of the community. This Economic Development Plan outlines the general economic issues and strategies the City intends to use to ensure a strong and healthy economy in the decades ahead.

Conditions affecting the local economy include land use decisions, business retention and development initiatives, job formation, and private and public investment patterns. This section covers general economic issues that have affected Huntington Beach in the recent past and highlights recent trends and growth patterns that illustrate future needs.

### Economic Trends

Approximately 75,000 employees lived in Huntington Beach in 2012. For many decades, the economic engine of Huntington Beach was the aerospace industry. However, the past two decades have also seen the continued expansion of many high-tech light industrial and service industries. This reflects a long, ongoing shift away from land-intensive industrial operations (i.e., oil extraction and processing). The four largest employment

<<FIGURE>>

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sectors today are tourism, industrial, professional office, and healthcare/social assistance. Top employers include the aerospace industry and a number of businesses in the manufacturing, healthcare, waste management, and retail sectors. Together, these industries account for roughly 13 percent of the jobs in Huntington Beach.

Forecasts conducted in 2014 indicate Huntington Beach is heading toward a long-term period of slow but steady population and employment growth. Estimates indicate that employment is projected to experience a relatively higher growth rate than household growth, resulting in an increase in the jobs-housing ratio from 1.03 in 2012 to 1.10 in 2040. This level of growth is projected to be lower than most surrounding jurisdictions, including the county as a whole, which is projected to increase from 1.54 to 1.68 within the same time frame.

Average annual wages earned by Huntington Beach residents have increased approximately 29 percent between 2002 and 2011. However, accounting for inflation and the recent economic recession between 2009 and 2014, real income has not grown. In 2012 inflation-adjusted dollars, median household income decreased 11 percent from 2000 to 2012. However, the city’s median household income is 5.8 percent greater than the median in Orange County.

### Commuter Inflow/Outflow

Commuting behavior is linked to the jobs-housing ratio. Approximately 86 percent of Huntington Beach residents work elsewhere (a characteristic called outflow), while 82 percent of employees in Huntington Beach commute into the city for work (a characteristic called inflow). Approximately 14 percent of jobs in the city are held by Huntington Beach residents. The result is a large commuting population and longer commute times, which can in turn create increased traffic volumes and longer vehicle miles traveled for residents and nonresidents alike.

The high inflow and outflow of commuters indicates a degree of mismatch between residents’ skills and education and the available training and jobs in the city, in addition to a relative lack of desirable and affordable housing for workers. Diversifying the economy toward professional/technical, specialized engineering, and research and development sector jobs could create greater job opportunities for residents, resulting in a better jobs-housing balance. Likewise, providing a greater diversity of housing opportunities could also positively affect the jobs-housing ratio.

### Real Estate Trends

Median home values in the city were $616,700 in 2012, which is 21 percent higher than the county median. From 2000 to 2012, housing prices in the city increased 43 percent (in real dollars) versus 37 percent in Orange County. Due to a high quality of life, coastal

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location, and compelling economic opportunity, for-sale housing, resale, and new development activity are expected to remain strong, and increase with growth of new industry and jobs. This makes affordable housing a key economic development issue.

The city's trend of higher real estate prices relative to other parts of the county extends to the retail, apartment, and industrial sectors, which have performed at or above market averages over the past five to seven years while experiencing low vacancy rates. The one notable exception is office sector uses, which experience lower rent and higher vacancy rates than the market average. As a result, Huntington Beach is generally considered a secondary office location for businesses requiring leased space.

### Development Activity

Development activity in Huntington Beach is predominantly residential, with a marked increase in mixed-use multifamily style developments accounting for the largest share of new projects. Nonresidential development is dominated by retail uses, with a small portion of industrial uses.

Job generation associated with retail development tends to be lower than that associated with industrial development, and wages associated with retail jobs also tend to be lower on average. As a result, the City will continue to look for opportunities to attract employers offering higher paying technical, professional, and skilled labor positions.

### Retail Capture and Leakage

Another way to describe the economic strength or weakness of specific economic sectors compared to the region is by considering capture and leakage. Taxable sales per capita provide an indication of where the city is underperforming in relationship to the local market area and Orange County and where retail sales that could be captured by local shops are being made elsewhere (a characteristic known as leakage).

Retail taxable sales per capita are significantly lower in Huntington Beach than both the Orange County and local market area averages. While the recent revitalization of the Bella Terra shopping center and Edinger Plaza addresses part of this issue, other similar opportunities likely exist. The Pacific City development is having a notable positive effect on leakage in this sector. Sites in the planning area that could host development serving these markets are discussed in the Economic Development Strategies section below.

## Economic Development Strategies

Huntington Beach has established goals to bring new local businesses into the city, with a focus on start-ups and research and technology industries, while maintaining a diverse economic base and strong support for tourism. The City has identified target industries and opportunity areas in the Northwest Industrial Subarea and the Gothard Street Subarea

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for new development to help meet these goals. These opportunity areas were identified because they either have significant concentrations of existing employment, or have future economic growth potential. The City could provide incentives to retain, expand, and capture new businesses, including research and development industries and start-ups. The City should also update the Huntington Beach Zoning and Subdivision Ordinance to ensure that development regulations and land use controls reflect the City's economic development goals.

### Research and Technology Uses

When assessing Huntington Beach's location, employment, and land use potential, technology manufacturing and technology services industries present high potential for growth. A Research and Technology land use designation within the Northwest Industrial Subarea and the Gothard Street Subarea will accommodate these types of future uses. This designation provides for a wide variety of nonresidential mixed-use development and encourages both employment uses and commercial uses designed to accommodate employees while continuing to allow traditional industrial uses such as manufacturing and production. Uses may include clean and green manufacturing and industrial uses (e.g., medical devices, clean air technology), research and development uses, technology, warehousing, business parks, professional offices, limited eating and drinking establishments that have an industrial component (e.g., a brewery), restaurants and cafes to accommodate employment uses and surrounding residential neighborhoods, and similar neighborhood commercial uses.

Technology firms will demand newer or refurbished multi-tenant buildings that offer modern, high speed and high bandwidth infrastructure. Therefore, the City will also focus on encouraging development of a strong inventory of adequately improved and competitive industrial buildings within these districts that provide the resources and technological capacity desired by businesses in this industry.

### Infrastructure

Along with bandwidth in facilities, adequate infrastructure across all services is also important to support new industry growth. The City must invest in water, sewer, drainage, street, and other infrastructure updates to serve future generations of residents, businesses, and visitors. There is much to be done to achieve long-term fiscal stability and to bring public services and capital infrastructure back to acceptable levels, which were impacted by the economic recession and loss of redevelopment funding.

The City will continue to maintain and expand its Capital Projects Reserve for the repair and construction of city infrastructure. New infrastructure projects will be coordinated using a comprehensive systems approach that balances serving existing community members and provides adequate capacity for future growth.

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### Quality of Life

Huntington Beach currently has an excellent quality of life. Its desirable residential neighborhoods, world-class beaches and recreation areas, and safe environment all contribute to a city that is a great place to live, work, and play. Improving the jobs-housing balance by planning for a range of housing types in appropriate focus areas in conjunction with industrial and commercial expansion is a key component of ensuring and maintaining the city’s quality of life.

### Fiscal Responsibility

Without redevelopment, new, creative, and innovative ideas to stimulate business and development will have to be implemented. Resolving these issues and many others will influence the level of net revenues that the City will have available to fund enhanced levels of service and to maintain and build new infrastructure necessary to support a strong, vibrant economy.

General Fund costs will now be subject to a fiscal impact analysis since they are so important to the fiscal health of the community. As part of this plan, the economic development recommendations will be tested using a fiscal impact model to provide guidance in the development of effective land use goals and policies that facilitate a strong local economy and long-term fiscal stability. As economic recovery is vulnerable to global, national, and state forces beyond the City’s control, the City is committed to continue on the path of fiscal conservatism.

### Tourism and Hospitality

An estimated 30 percent of jobs in Huntington Beach are tourism-based. Tourism is one of the city’s competitive economic advantages, and continuing to foster the health of this sector is important to the overall strength and diversity of the city’s economy. With over 10 miles of contiguous, accessible coastline, Huntington Beach hosts millions of visitors annually. Many of these visitors stay in one of the city’s nearly 2,000 hotel and motel rooms, most of which are located along the coast. However, the current level of demand for overnight accommodations is not fully met within the city, leading to economic leakage and lost tax revenues. Therefore, identifying prime locations along the coastline as well as in other areas that provide a high-quality visitor experience remains an economic development priority.

The City will continue to work with existing and future operators to update or expand existing overnight accommodations and visitor-serving facilities, and develop new accommodations and facilities to meet future demands. To complement this strategy, the City will also continue to expand and enhance natural resources, open spaces, and recreation amenities to retain or improve its position among the top tourism destinations in Southern California.

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# Land Use and Urban Design Issues, Goals, and Policies

The land use and urban design issues addressed in this element include:

* Coordinating development patterns and protecting community character
* Addressing interactions between neighborhoods and nonresidential attractions
* Providing a range of well-maintained housing types
* Protecting and adaptively reusing industrial areas
* Maintaining flexible long-term school capacity
* Fostering the identity of individual neighborhoods and community subareas
* Maintaining historic character and architectural diversity in Downtown

## Coordinating Development Patterns and Protecting Community Character

Much of the planning area has been developed, and many of the remaining undeveloped parcels are committed to development by specific plans and development agreements, or are preserved for open space. Consequently the fundamental patterns, distribution, and form of development has been established. However, protecting the traditional beach and the successful "Surf City" brand and feel of Huntington Beach is a community priority.

Continuing to preserve historic and cultural resources related to that "Surf City" identity, such as older neighborhoods; historic buildings, structures, and monuments; Native American, pioneer settlement, agricultural development; and historical periods including prehistory settlements, trading with Catalina, Civil War, World Wars, veterans' history etc., is an important step in retaining Huntington Beach's unique culture.

**Goal LU-1. New commercial, industrial, and residential development is coordinated to ensure that the land use pattern is consistent with the overall goals and needs of the community.**

**Policies**

A. Ensure that development is consistent with the land use designations presented in the Land Use Map, including density, intensity, and use standards applicable to each land use designation.

B. Ensure new development supports the protection and maintenance of environmental and open space resources.

C. Support infill development, consolidation of parcels, and adaptive reuse of existing buildings.

D. Ensure that new development projects are of compatible proportion, scale, and character to complement adjoining uses.

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*Goal LU-2. New development preserves and enhances a distinct Surf City identity, culture, and character in neighborhoods, corridors, and centers.*

**Policies**

A. Ensure that new development and reuse projects protect existing Surf City culture and identity and preserve and recognize unique neighborhoods and areas as the building blocks of the community.

B. Ensure that new and renovated structures and building architecture and site design are context-sensitive, creative, complementary of the city’s beach culture, and compatible with surrounding development and public spaces.

C. Distinguish neighborhoods and subareas by character and appearance and strengthen physical and visual distinction, architecture, edge and entry treatment, landscape, streetscape, and other elements. Evaluate the potential for enhancement of neighborhood entrances and perimeter walls.

D. Maintain and protect residential neighborhoods by avoiding encroachment of incompatible land uses.

E. Intensify the use and strengthen the role of public art, architecture, landscaping, site design, and development patterns to enhance the visual image of Huntington Beach.

## Addressing Interactions Between Neighborhoods and Attractions

Huntington Beach contains several well-defined places characterized by community activity and a high level of identity. These include the pedestrian-oriented Downtown area, the beach, Central Park (the city’s primary recreation and cultural center), the Bolsa Chica Wetlands, neighborhoods such as Huntington Harbour and Sunset Beach, and the comparatively new Bella Terra area. Most other areas have developed as principally auto-oriented environments that pose a challenge for neighborhood interactions. Future planning should provide multiple ways for neighborhoods and attractions to interact through non-auto travel modes, drawing on existing and expanded bicycle and pedestrian facilities as well as enhanced transit facilities.

*Goal LU-3. Neighborhoods and attractions are connected and accessible to all residents, employees, and visitors.*

**Policies**

A. Ensure that future development and reuse projects are consistent with the Land Use Map to provide connections between existing neighborhoods and city attractions.

B. Improve trail, bicycle pathway, roadway, sidewalk, and transit connections to new development and reuse projects.

C. Ensure connections are well maintained and safe for users.

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# Providing a Range of Well-Maintained Housing Types

Continued increases in land values and construction costs inhibit the ability to provide a range of housing types and prices to meet the needs of existing and future residents, particularly young family households, seniors, and low- and very low-income households. Providing a range of residential land use designations is crucial to meet existing and future housing needs. As the existing housing stock continues to age, ongoing efforts will be required to ensure it is maintained and does not physically or economically deteriorate.

*Goal LU-4. A range of housing types is available to meet the diverse economic, physical, and social needs of future and existing residents, while neighborhood character and residences are well maintained and protected.*

### Policies

A. Encourage a mix of residential types to accommodate people with diverse housing needs.

B. Improve options for people to live near work and public transit.

C. Encourage and provide incentives for residential property owners to maintain their homes and buildings.

D. Ensure that single-family residences are of compatible proportion scale and character to surrounding neighborhoods.

E. Encourage housing options located in proximity to employment to reduce vehicle miles traveled.

# Protecting and Adaptively Reusing Industrial Areas

The nature of industrial uses has changed over the past few decades. Historically, most industrial land in Huntington Beach was used to support the aerospace industry and manufacturing. These uses were separated from residential and commercial uses to avoid transmitting excessive noise and odors, and located adjacent to arterial and rail corridors to support goods movement. Although aerospace and manufacturing uses continue to thrive in Huntington Beach, a variety of nonindustrial uses have been introduced in some industrial areas. Many of these uses have supported and been ancillary to the primary industrial function, while others provide diverse and valuable services to the community. Protecting the city's industrial areas is critical to promote the creation of more local jobs.

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*Goal LU-5. Industrial businesses provide employment opportunities for residents, supporting the local economy.*

**Policies**

A. Support and attract new businesses in the city’s industrial areas.

B. Encourage clean, less intensive industrial development in areas identified in the planning area.

C. Ensure proposed development and uses in industrial areas contribute to the City’s economic development objectives and do not minimize existing uses.

D. Explore opportunities to optimize use of underutilized or underperforming industrial land that is sensitive to surrounding uses, and to introduce new industrial uses that create jobs.

E. Encourage and assist existing and potential industrial owners to update, modernize, and expand their industrial properties.

**Maintaining Flexible Long-Term School Capacity**

Much of Huntington Beach was built during a time when demand for school facilities was high to accommodate the needs of the post-World War II baby boom. Today, demand for school facilities is experiencing a relative decline. Some schools in Huntington Beach are at or above capacity while others are under capacity depending on the school or district. Short-term demand for residential, commercial, and open space uses is competing with the ability to retain these sites for longer-term school use. Nonoperational schools are being leased for other uses, while other schools are overcrowded.

*Goal LU-6. Neighborhood school sites adapt over time to meet the changing needs of the community.*

**Policies**

A. Consistent with state law, explore alternatives with school districts for public benefit and access to recreation and open spaces, as well as other uses for surplus school sites should a closure occur.

B. Continue to consult with school districts in connection with any City-related or school district-related planning and environmental review of proposed non-education surplus school site projects.

C. In consultation with school districts and consistent with state law, encourage flexible interim use options to maximize existing use of school sites while addressing future community needs.

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# Fostering the Identity of Individual Neighborhoods and Community Subareas

A lack of distinctive character within some of Huntington Beach’s subareas, corridors, and neighborhoods can contribute to an overall weak visual community image. Fostering or enhancing the identity of individual communities is key to strengthening the city’s overall image and the ability of a person to identify or associate it uniquely with Huntington Beach.

**Goal LU-7. Neighborhoods, corridors, and community subareas are well designed, and buildings, enhanced streets, and public spaces contribute to a strong sense of place.**

### Policies

A. Preserve unique neighborhoods, corridors, and subareas, and continue to use specific plans to distinguish districts and neighborhoods by character and appearance.

B. Use street trees, signage, landscaping, street furniture, public art, and other aesthetic elements to enhance the appearance and identity of subareas, neighborhoods, corridors, nodes, and public spaces.

C. Minimize visual clutter along commercial corridors.

D. Enhance intersection subareas to create additional pedestrian connections and appeal of the area.

E. Promote additional uses that complement and support the existing uses in the intersection subareas.

F. Encourage undergrounding of utilities on approaches to and within the intersection subareas.

# Maintaining Historic Character and Architectural Diversity in Downtown

New projects in the Downtown area have joined and in some instances supplanted the older buildings traditionally associated with Downtown. Older structures should be integrated into the design themes of the Downtown. At the same time, Downtown should maintain some architectural diversity, as well as observe the retail street wall through consistent setbacks, taking care to coordinate new development setbacks with existing setbacks.

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*Goal LU-8. Historic character and architectural diversity in Downtown Huntington Beach are protected and enhanced in new development and in the retrofit of existing buildings.*

**Policies**

A. Reinforce Downtown as the city’s historic center and as a pedestrian and bicycle-oriented village with commercial, entertainment, and recreation uses to meet the needs of residents and visitors.

B. Encourage development of underused parcels with a mix of uses and unique architecture.

C. Ensure new development reflects the Downtown’s historical structures and theme.

D. Reinforce the unique Downtown character and visual distinctions, architecture, and streetscape.

# Economic Development Issues, Goals, and Policies

The economic development issues addressed in this element include:

*   Capitalizing on location with technology infrastructure
*   Retaining, expanding, and capturing businesses
*   Capturing sales tax revenues
*   Encouraging renovation and revitalization of commercial and industrial areas
*   Adapting to a changing economy
*   Enhancing tourism, hospitality, and the high tech industry

## Capitalizing on Location with Technology Infrastructure

The City must continue to capitalize on its location and reputation as an advantageous and competitive business location by encouraging expansion of state-of-the-art technology infrastructure related to communications, media, and computing systems that existing and new businesses can cost-effectively use.

*Goal LU-9. Industrial uses provide job opportunities for existing and future residents, as well as the surrounding region, while generating revenue for the city.*

**Policies**

A. Establish technology or innovation districts, such as the Gothard Street Subarea and the Northwest Industrial Subarea, where technology infrastructure is provided specifically to support existing and new businesses.

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B. Support the provision of technology infrastructure and services to supply necessary technological and communication tools for existing and new industry and businesses.

C. Provide opportunities for new start-up businesses to develop innovative products and services in a business incubator environment.

D. Support the ability for future industrial uses to accommodate new flexible work programs.

## Retaining, Expanding, and Capturing Businesses

The city’s business sector includes a sizable share of research, development, and start-up businesses. However, there is an opportunity to attract more of these businesses to locate within the city and thrive, thus increasing the average wage rate of workers and improving the jobs-housing balance. Largely concentrated in the Northwest Industrial Subarea and the Gothard Street Subarea, most of these jobs are associated with technology manufacturing or technology services.

**Goal LU-10. The City aggressively retains and enhances existing industrial businesses and technology businesses while attracting new firms to the city.**

**Policies**

A. Provide incentives to retain, expand, and capture new businesses, including research and development industries and start-ups.

B. Promote the creation of jobs with increasing wage opportunities within the community.

C. In partnership with regional, state, and federal agencies, provide workforce programs that facilitate workforce diversity in the city through expanded labor force training and hiring practices.

D. Maximize the economic development services provided by the City to existing and prospective businesses and industries.

## Capturing Sales Tax Revenues

The City must monitor taxable sales trends by key locations and work to reverse leakage trends in retail sales, with the objective of recapturing sales tax revenues that are leaving the city, by promoting targeted development and expansion of commercial uses that serve Huntington Beach and the surrounding region.

**Goal LU-11. Commercial land uses provide goods and services to meet regional and local needs.**

**Policies**

A. Encourage a variety of commercial uses that cater to local and regional demand to create an environment that meets resident needs and increases the capture of sales tax revenues.

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B. Encourage new businesses to locate on existing vacant or underutilized commercial properties where these properties have good locations and accessibility.

C. Maximize the economic development services provided by the City to existing and prospective businesses and industries.

### Encouraging Renovation and Revitalization of Commercial and Industrial Areas

There is a marked difference in development quality and property maintenance between older commercial/industrial corridors and newer commercial/industrial and mixed-use centers.

*Goal LU-12. Commercial and industrial corridors throughout the planning area are renovated and revitalized.*

#### Policies

A. Establish in the Urban Design Guidelines that nonresidential buildings and sites be designed to be consistent with and use low-impact design techniques.

B. Encourage renovation and revitalization of deteriorating and struggling nonresidential areas and corridors, particularly commercial locations.

C. Expand shuttle services and pedestrian linkages between adjoining business areas, particularly along the coast, where a greater flow of local shoppers and visitors is encouraged.

D. Seek opportunities to encourage the creation of business improvement districts or other economic development strategies where coordination and financing of mutually shared, enhanced services can increase business potential for all.

### Adapting to a Changing Economy

As with the oil industry in the early 20th century, many new industries are getting their start in Huntington Beach in the 21st century. However, in the past decade, the way businesses operate has changed. Employees are looking for alternatives to long commutes, employers are considering ways to attract new talent, and communities desire greater workforce diversity.

*Goal LU-13. The city provides opportunities for new businesses and employees to ensure a high quality of life and thriving industry.*

#### Policies

A. Encourage expansion of the range of goods and services provided to accommodate the needs of all residents and the market area.

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B. Capture emerging industries such as, but not limited to, “knowledge”-based industries and research and development firms.

C. Support development of new commercial and industrial projects and retrofits of existing buildings.

D. Improve transit and other alternative transportation options, including shuttles and safe bicycle routes, for employees who live and work in the community.

E. Do not preclude future mobility technologies in land use planning.

## Enhancing Tourism and Hospitality

Anchored by the beach, Pier, natural resources, and cultural amenities, Huntington Beach is a world-renowned tourist destination. Annual events like the US Open of Surfing and Surf City Half Marathon draw hundreds of thousands of visitors. Huntington Beach is also enjoying an increase in conventions and meetings, and has expanded the number of available hotel rooms along Pacific Coast Highway. A limited number of other lower-cost lodging options are available, and ongoing provision of a variety of lodging options to ensure visitors of all income levels can enjoy the coast is a top priority of the Coastal Act. A healthy tourist and hospitality economy also requires a robust service economy.

*Goal LU-14. Huntington Beach continues to attract visitors and provides a variety of attractions and accommodations during their stay.*

### Policies

A. Encourage expansion of the range and location of available lodging for both tourist and business visitors.

B. Encourage both coastal and inland visitor-serving uses to offer a wide spectrum of opportunities for residents and visitors.

C. Improve the availability of affordable housing and accessible transportation options for service workers.

D. Facilitate the provision of transit and bicycling linkages between the various tourist destinations which help encourage local residents and visitors to minimize the use of automobiles.

E. Support a concert/entertainment venue within the city.

---

## Circulation — Huntington Beach General Plan, Chapter 3: Circulation Element (adopted October 2, 2017)

- Source: https://www.huntingtonbeachca.gov/Documents/Departments/Community%20Development/Planning%20Zonning/General%20Plan/Generalplan/Circulation_Element.pdf
- Pages: 36
- Covers: circulation

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# III. Circulation

<<FIGURE>>

## 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.

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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.

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# 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 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 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.

# Circulation Plan

Huntington Beach’s circulation network consists of roadways, transit services, multiuse 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

Roadway networks must be regularly evaluated to ensure they are moving vehicles 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 respect to desirable level of service (LOS) and vehicle miles 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 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

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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
Peak Hour Level of Service Descriptions for Intersections

| LOS | Description | V/C or ICU |
| :--- | :--- | :--- |
| A | Low volumes; high speeds, speed not restricted by other vehicles; all signal cycles clear with no vehicles waiting through more than one signal cycle. | 0.00–0.60 |
| B | Operating speeds beginning to be affected by other traffic; between one and 10 percent of the signal cycles have one or more vehicles which wait through more than one signal cycle during peak traffic periods. | 0.61–0.70 |
| C | Operating speeds and maneuverability closely controlled by other traffic; between 11 and 30 percent of the signal cycles have one or more vehicles which wait through more than one signal cycle during peak traffic periods; recommended ideal design standards. | 0.71–0.80 |
| D | Tolerable operating speeds; 31 to 70 percent of the signal cycle have one or more vehicles which wait through more than one signal cycle during peak traffic periods; often used as design standard in urban areas. | 0.81–0.90 |
| E | Capacity; the maximum traffic volume an intersection can accommodate; restricted speeds; 71 to 100 percent of the signal cycles have one or more vehicles which wait through more than one signal cycle during peak traffic periods. | 0.91–1.00 |
| F | Long queues of traffic; unstable flow; stoppages of long duration; traffic volume and traffic speed can drop to zero; traffic volume will be less than the volume which occurs at level of service E. | Above 1.00 |

*Source: Highway Capacity Manual 2000, Transportation Research Board, National Research Council*

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### 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 CEQA Guidelines so that 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.

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# Regional Mobility

<<FIGURE>>

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 (I-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.

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* Complete Streets can lead to economic revitalization by reducing transportation costs 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.
* 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, or any number of other design features that suit the location and maintain or improve 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.

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.

## The Local Road System

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 Beach areas. As shown later in the Arterial Highway Plan, the local roadway system is organized in 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 Coast Highway from north-central Huntington Beach, or access across the Santa Ana River from the southeast.

<<FIGURE>>

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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 Slater Avenue still accommodate significant automobile traffic while also balancing the needs of more direct local access, on-street parking, and increased nonmotorized modes of transportation. Collector streets like Delaware Street or Orange Avenue are more supportive of other modes and uses, such as bicycles. Finally, local streets are mixed 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:

* Freeway
* Smart Street Arterial
* Principal Arterial
* Major Arterial
* Primary Arterial
* Secondary Arterial
* Collector 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 required at higher volume intersections and to accommodate turning movements.

### Freeways

Freeways are limited access, high-speed, divided travelways of six lanes or more. Access is provided at strategically spaced, grade-separated on- and off-ramps. I-405 provides regional freeway access at a number of interchanges in or adjacent to the city. Freeway design standards are dictated by Caltrans, District 12, and the Federal Highway Administration. Any interchange improvements must be coordinated with and approved by Caltrans.

<<FIGURE>>

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<<FIGURE>>

SMART STREET ARTERIAL

<<FIGURE>>

MAJOR ARTERIAL

<<FIGURE>>

PRIMARY ARTERIAL (DIVIDED)

<<FIGURE>>

SECONDARY ARTERIAL (UNDIVIDED)

<<FIGURE>>

COLLECTOR STREET (UNDIVIDED)

Source: City of Huntington Beach (2014).

Typical Roadway Cross Sections | Figure CIRC-1

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*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.

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.

<<FIGURE>>

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.

Curbside parking is usually not appropriate along some of the more heavily traveled major arterial street segments in the city. Maximum service volumes of ±50,000 vehicles per day can be achieved, depending on the degree of access control, intersection operations, and peak-period loadings.

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Major arterials can be designated as smart streets with the appropriate capacity enhancements, and so these two classifications are not mutually exclusive.

### Primary Arterials

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 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 parking restrictions, such as prohibiting parking near intersections where left-turn lane 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. 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 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.

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_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

| Standard Roadway Class | Mobility and Access Characteristics | Minimum width (ROW/ Pavement) | Typical Number of Lanes | Maximum Two-Way Daily Traffic Volume (at LOS E) |
| :--- | :--- | :--- | :--- | :--- |
| Smart Street Arterial | High-capacity arterial roadways featuring enhanced traffic signal synchronization, bus bays, intersection improvements, and additional travel lanes. Direct access to adjacent properties is discouraged, except at signalized intersections. | Variable ROW (120'–144') | 6 to 8 lanes with raised or painted median and additional turn lanes at intersections | 79,000 |
| Principal Arterial | Main thoroughfares providing access to major activity centers and the regional freeway system. Direct access to adjacent properties is discouraged, except at signalized intersections. | 120'/104' | 8 lanes with raised or painted median and additional turn lanes at intersections | 65,000 |
| Major Arterial | Major arterials complement the principal system by providing a medium-capacity backbone system. Only limited access is provided, typically to commercial properties and not to residential properties. | 120'/104' | 6 lanes with raised or painted median and additional turn lanes at intersections | 50,000 |
| Primary Arterial | Roadways intended to carry traffic between local streets and principal or major arterials. They are similar to major arterials, with only limited access to adjacent properties. | 100'/84' | 4 lanes divided, with turn lanes as needed | 35,000 |
| Secondary Arterial | Roadways intended to carry traffic between local streets and principal or major arterials. They are similar to major arterials, with only limited access to adjacent properties. | 80'/64' | 4 lanes undivided, with turn lanes as needed | 25,000 |
| Collector Arterial | Roadways providing property access and linking properties to secondary, major, and principal arterials. | Varies | 2 lanes undivided | 12,500 |

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*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**.

*Arterial Highway Plan*

Circulation Element goals, policies, and implementation programs emphasize the need to 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.

*Relationship to County Master Plan of Arterial Highways (MPAH)*

The plan depicted in **Figure CIRC-2** is the required initial plan that must be consistent with 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 performance standards, this failure seriously impacts the overall effectiveness of the entire 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.

Principal and secondary intersections will be identified in the Technical Administrative 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.

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<<FIGURE>>

# Arterial Highway Plan

Figure CIRC-2

City of Huntington Beach General Plan (Adopted October 2, 2017)

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<<FIGURE>>

Proposed MPAH Amendments
Figure CIRC-3

City of Huntington Beach General Plan (Adopted October 2, 2017) 3-15

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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 improvements.

*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 CIRC 1.B), 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:

* Beach Boulevard at Adams Avenue
* Beach Boulevard at Edinger Avenue
* Beach Boulevard at Pacific Coast Highway
* Beach Boulevard at Warner Avenue
* Bolsa Chica Street at Bolsa Avenue
* Bolsa Chica Street at Warner Avenue
* Pacific Coast Highway 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.B are as follows:

Critical Intersections | LOS E
--- | ---
Principal Intersections | LOS D
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.

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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 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 project mitigation will also be used to address necessary improvements.

### Relationship to Land Use

Planned land uses within Huntington Beach through the year 2040 influence future traffic 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

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 activities.

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-calming 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.

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# 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.

<<FIGURE>>

In 2014, OCTA operated 16 routes through the city (see Figure CIRC-4). The number of lines and routes are adjusted as needed in response to ridership patterns. OCTA and the City both operate demand-responsive 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 Center at Gothard Street and Center Avenue, and a large lot at the Boeing Corporation campus at Bolsa Avenue and Bolsa Chica Street.

## 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 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.

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<<FIGURE>>

**LEGEND**
— Major City Streets
--- City Limits

**Bus Route**
— Route 1
— Route 66
▪▪▪ Route 21
▪▪▪ Route 70
— Route 25
— Route 72
— Route 29
▪▪▪ Route 76
— Route 33
▪▪▪ Route 178
— Route 35
▪▪▪ Route 211
▪▪▪ Route 64
— Route 701

Bus Route Map | Figure CIRC-4
City of Huntington Beach General Plan
City of Huntington Beach General Plan (Adopted October 2, 2017) | 3-19

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### 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 Center (Main Street at Yorktown Avenue). City policy regarding heliports is to ensure that their development and operation are coordinated with the Airport Land Use Commission (ALUC) and to comply with conditions mandated by the Federal Aviation Administration, the ALUC, and Caltrans.

### Transportation Demand Management and Air Quality

Huntington Beach is located within the South Coast Air Basin, which is a nonattainment area with regard to meeting state and federal air quality standards. The City has established a Transportation Demand Management (TDM) ordinance to mitigate potential impacts of development projects on mobility, congestion, and air quality. The City uses 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 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 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.

<<FIGURE>>

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# Parking

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 requirements, parking must be maintained within the coastal zone that allows visitors to access the beach and coastal resources.

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 of land used for parking and encourage alternative forms of transportation.

# Pedestrian, Bicycle, and Equestrian Paths and Waterways

### Accomodating Pedestrians

<<FIGURE>>

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 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.

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### Routes for Bicyclists

Huntington Beach’s mild climate permits bicycle riding year-round, and the growing popularity of bicycling has drawn enthusiasts onto the streets and bike trails near the beach and throughout the planning area. The bikeway plan shown in Figure CIRC-5 identifies the planned system of bikeways to accommodate growing demand and provide a real alternative to the car for local trips. The plan establishes three classes of bicycle routes:

<<FIGURE>>

*   **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.

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 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 to Pacific Coast Highway. Visitors and others also use the trails for rented horses available at the Huntington Central Park Equestrian Center. The center and equestrian trails provide welcome recreation options for residents and others, and the City will retain these facilities as community resources.

<<FIGURE>>

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<<FIGURE>>

### Bikeway Plan

### Figure CIRC-5

City of Huntington Beach General Plan (Adopted October 2, 2017) 3-23

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# Class 1 Multi-Use Bike Path

<<FIGURE>>

**Provides a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flow by motorists minimized.**

**Description:** Right-of-way separated from motor vehicle traffic. Used where adjacent roadway speeds and the volume of traffic is too high for safe shared use. Also used for connections through open space areas and parks, or where no other facility type is feasible.

**Design Guidelines:**
* Eight foot paved with two foot graded edge minimum width for two-way use. Greater width is recommended for high use corridors.
* Bike paths adjacent to a highway closer than five feet from the edge of the shoulder shall include a physical barrier such as rails, dense shrubs or trees.

**References:**
Caltrans Highway Design Manual Chapter 1000
California MUTCD 2012

# Class 2 Bike Lane

<<FIGURE>>

**Provides a striped lane for one-way bike travel on a street or highway.**

**Description:** Provides a striped lane for one-way bike 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 them. In streets with on-street parking, bike lanes are located between the parking area and the traffic lanes.

**Design Guidelines:**
* Five foot minimum width for bike lanes located between parking area and traffic lanes.
* Four foot minimum width if no gutter or parking exists. Including a normal two foot gutter, minimum bike lane width shall be five feet.

**References:**
Caltrans Highway Design Manual Chapter 1000 & 300
California MUTCD 2012

# Class 3 Bike Route

<<FIGURE>>

**Provides for shared use of the roadway with motor vehicle traffic.**

**Description:** Within vehicular right-of-way, delineated by directional signage. Used where roadway speeds and traffic volume are fairly low and shoulder provides adequate room. Bike Routes indicate to cyclists that there are particular advantages to using these routes compared to alternative routes.

**Design Guidelines:**
* Wider than standard outside lane recommended.
* Because cyclists are permitted on all roadways (except prohibited freeways), bicycle routes should offer a higher degree of service than other streets.

**References:**
Caltrans Highway Design Manual Chapter 1000
California MUTCD 2012

***

**Bikeway Cross Sections** | **Figure CIRC-6**

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### Boating

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

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.

<<FIGURE>>

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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, landscaping, or other details to reinforce the design continuity of the area.

Scenic corridors are regulated by design standards summarized in **Table CIRC-3**.

Table CIRC-3
Summary of Scenic Corridor Development Requirements

| Scenic Corridor Type | Development Requirements |
| :--- | :--- |
| Urban Scenic Corridors (Major and Minor) | • Utilities to consist of underground facilities<br>• Prohibit off-site signs and billboards<br>• Require open space easements for natural areas adjacent to corridor<br>• Require adjacent developments to incorporate compatible landscaping<br>• Other design requirements as specified in the Land Use Element<br>• Utilize the City's Design Review Board to evaluate developments within designated scenic corridors |
| Landscape Corridors | • Prohibit off-site signs and billboards<br>• Require adjacent developments to incorporate compatible/increased landscaping<br>• Other design requirements as specified in the Land Use Element |

<<FIGURE>>

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**.

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# 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 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 the pollutants entering the stormwater system are byproducts of motor vehicles, including gas 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 City will continue to require mitigation of potential impacts of transportation-related sources of water pollution, particularly in urban runoff.

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<<FIGURE>>

# Scenic Highway Plan

# Figure CIRC-7

City of Huntington Beach General Plan (Adopted October 2, 2022)

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# 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 over time, 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-1c. 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

<!-- page 30 -->
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.

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.

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 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 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.

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**Goal CIRC-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**

A. Provide enhanced wayfinding signs to direct users toward existing parking areas.

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.

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 available parking areas, and support and collaborate with property owners to manage the available parking supply. Identify rideshare service opportunities that could reduce parking demand, where feasible.

**Enhancing Regional Transit**

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.

**Goal CIRC-3a. Convenient and efficient connections between regional transit and areas of employment, shopping, recreation, and housing will increase ridership and active mobility, with a focus on first/last mile solutions.**

**Goal CIRC-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 regional transit service to identify areas of opportunity for existing regional transit linkages.

B. Ensure that local transit is reliable and safe, and provides high-quality service to and from regional transit and destination areas.

C. Use the best available transit technology to streamline and link destinations and improve rider convenience and safety.

D. Require new projects to contribute to the transit and/or active transportation network in proportion to their expected traffic generation.

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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.

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 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.

***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.

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# Ensuring Mobility Options for All Users

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 addition to carrying traffic between destinations, streets are integral to neighborhoods and provide places for people to gather and recreate. The City’s objective is to balance the many 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 miles traveled and improve regional air quality.

B. Develop Complete Streets that create functional places meeting the needs of pedestrians, bicyclists, transit riders, wheelchair users, and motorists. Provide safe, accessible, and connected multimodal routes, especially along popular and arterial routes.

C. Coordinate with neighboring jurisdictions to ensure that bicycle routes connect to and are consistent with routes in adjacent jurisdictions.

D. Maintain and repair bicycle lanes and sidewalks as necessary to expand use and safety.

E. Improve citywide awareness of pedestrian and bicycle safety.

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 management).

G. Support alternative fuel vehicles where feasible.

# Enhancing Bicycle, Pedestrian, Equestrian, and Waterway Options

The existing development pattern in Huntington Beach limits the ability in some areas of the city to commute via bicycle or by walking, and could result in limiting access to goods, services, schools, and parks and recreation resources. It is generally considered challenging and unpleasant to cross or travel along major roadways as a bicyclist or 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 both 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.

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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.

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_Goal CIRC-7. Designated scenic corridors protect and enhance visual quality and scenic views._

**Policies**

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.

<!-- page 36 -->
# 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 emergency services to respond in a timely manner. It is important to implement new devices and programs to improve the ability of emergency personnel and vehicles to respond to calls for assistance and direct residents during emergencies.

***Goal CIRC-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.

---

## Conservation — Huntington Beach General Plan, Chapter 4: Environmental Resources and Conservation Element (adopted October 2, 2017)

- Source: https://www.huntingtonbeachca.gov/Documents/Departments/Community%20Development/Planning%20Zonning/General%20Plan/Generalplan/environmental_resources_conservation_element.pdf
- Pages: 40
- Covers: conservation, open_space

<!-- page 1 -->
# IV. Environmental Resources and Conservation

<<FIGURE>>

## Introduction and Purpose

Huntington Beach benefits tremendously from surrounding natural resources, which include City parks, wetlands, mineral resources, biological diversity, clean air and water, and the community’s world-famous beach and shoreline. These resources contribute substantially to the local economy, provide rest and recreational opportunities, and help support public health. In order to continue to benefit from these resources, Huntington Beach must protect and enhance them when possible while still allowing for economic growth.

## Scope and Content

The Environmental Resources and Conservation Element establishes goals and policies to protect and conserve Huntington Beach’s environmental resources, including open space and beaches, and addresses air quality and greenhouse gas (GHG) emissions, water quality, biological diversity, and mineral resources.

<!-- page 2 -->
California Government Code Sections 65302(d), 65302(e), and 65560 direct local governments to include a conservation element and an open space element in their general plans. The conservation element must provide for the conservation, development, and utilization of natural resources, including water and its hydraulic force, forests, soils, rivers and other waters, harbors, fisheries, wildlife, minerals, and other natural resources to the extent that they are present in the planning area. The open space element protects open space intended for the preservation of natural resources, managed resource production, outdoor recreation, and public health and safety. This Environmental Resources and Conservation Element meets state requirements for both a conservation element and an open space element. It addresses all required content for each element, in addition to locally important issues.

The Environmental Resources and Conservation Element consists of this *Introduction and Purpose* identifying the intent of the element and how it relates to other documents; an *Open Space Plan* identifying local open spaces, including the beach and other coastal areas, and the issues facing open spaces in the community; a *Conservation Plan* discussing the quality of natural resources in Huntington Beach and how they are used; and *Issues, Goals, and Policies*, for both open space and conservation, providing tools to protect and improve the environmental resources present in Huntington Beach. The proposed tools to put policies that address environmental resources and conservation issues into practice are included in the Implementation Programs chapter of this General Plan.

## Relationship to Other Elements

The Environmental Resources and Conservation Element most closely relates to the Land Use, Circulation, Housing, Natural and Environmental Hazards, and Historic and Cultural Resources Elements.

The Land Use Element identifies desired future uses for all lands in the planning area. Such uses relevant to the Environmental Resources and Conservation Element include parks, recreational facilities, and public and privately owned open spaces to meet the needs of existing and future generations. Circulation Element goals and policies identify, and ensure access to, open spaces and recreational areas requiring access. The Circulation Element also assigns the location of streets and trail systems for pedestrians, bicyclists, and equestrians in open spaces.

The Natural and Environmental Hazards Element provides goals and policies addressing public health and safety, including open space lands such as parks, trails, lakes, and the beach. The Historic and Cultural Resources Element is a companion element to the Environmental Resources and Conservation Element, and provides policies and programs related to conservation of historic and cultural resources within the planning area.

<!-- page 3 -->
# Open Space Plan

Open Space land use designations comprise approximately 3,274 acres (17 percent) of the planning area, exclusive of open space located within specific plan areas. Open space in Huntington Beach ranges from small mini parks to the Bolsa Chica Wetlands. Residents and visitors use these sites for active and passive recreation, including organized sports, running, walking, picnics, and as children's play areas. They often serve as buffers between different land uses, and can provide habitat for a number of species. Open spaces provide numerous benefits to the community and contribute substantially to a high quality of life.

<<FIGURE>>

## Open Space Diagram

Open space in the planning area consists of habitat conservation areas, parks, shoreline, and recreation areas. Figure ERC-1 designates each existing open space use in the planning area. Table ERC-1 identifies the acreage of each open space use type and identifies how each is categorized under state open space law.

<!-- page 4 -->
<<FIGURE>>

Open Space Diagram
Figure ERC-1

City of Huntington Beach General Plan

<!-- page 5 -->
Table ERC-1
Open Space Land Uses

| Use Type | California Government Code Category | Acreage | Percentage of Open Space |
| :--- | :--- | :--- | :--- |
| Conservation (OS-C) | Preservation of Natural Resources | 1,662 | 51% |
| Parks (OS-P) | Outdoor Recreation/Public Health and Safety | 701 | 21% |
| Recreation (OS-R) | Outdoor Recreation/Public Health and Safety/Preservation of Natural Resources | 238 | 7% |
| Water Recreation (OS-WR) | Outdoor Recreation/Public Health and Safety/Preservation of Natural Resources | 239 | 7% |
| Shore (OS-S) | Outdoor Recreation/Public Health and Safety | 434 | 13% |
| **Total** | | **3,274** | **100%*** |

Note: Open space categories correspond to those identified in California Government Code Section 65560(b).
* Totals may not add up due to rounding

**Conservation (OS-C)** areas constitute the largest open space use category at 1,662 acres. Much of this area is located in the Bolsa Chica Wetlands, which is considered part of the planning area, but is not currently incorporated as part of the city. The other major concentration of conservation land is located in the Huntington Beach wetlands near the southeast edge of the city. The Conservation designation provides for environmental resource conservation and management (e.g., wetland protection) and supporting ancillary uses (e.g., maintenance equipment storage). Habitat conservation lands are exposed to environmental degradation due to upstream water quality issues, ecological connectivity problems, and increasing tidal variability. This element includes goals, policies, and programs to protect these resources such as restoring and enhancing habitat resources, enhancing habitat connectivity, and naturalizing flood channels.

<!-- page 6 -->
Parks (OS-P) make up the second largest land area among open space uses, accounting for 701 acres. The Parks designation provides for public parks and recreational facilities and supporting ancillary uses (e.g., maintenance equipment storage) and consists of uses ranging from mini parks to larger regional parks. Central Park accounts for about half of the parkland. The Parks and Recreation discussion below addresses challenges, opportunities, and the City’s desired future for parks.

<<FIGURE>>

Recreation (OS-R) areas are the third largest Open Space land use designation, covering 238 acres. The Recreation designation provides for publicly or privately operated recreation facilities, such as golf courses. This designation also provides for supporting ancillary uses (e.g., food stands, recreational equipment rentals, maintenance equipment storage). Recreation uses in the planning area face numerous challenges including competing user needs, surrounding land use compatibility issues, and environmental quality challenges. Goals, policies, and programs in this element seek to mitigate these challenges by providing for diverse recreation facilities and evaluating potential incompatibilities.

Water Recreation (OS-W) accounts for 239 acres of the planning area. The Water Recreation designation provides for water bodies used for recreational purposes, such as boating, fishing, swimming, and water sports. Currently the OS-W designation is used in the Huntington Harbour waterways.

Shore (OS-S) accounts for 434 acres of the planning area. The Shore designation provides for coastal beaches operated by the City and the State, and publicly or privately operated ancillary uses (e.g., food stands, recreational equipment rentals, maintenance equipment storage). Lands located in the Shore designation face many challenges including conflicting user needs, and erosion and physical impacts associated with coastal storms and increasing tidal variability. The City seeks to protect and enhance these economic and ecologically important land resources through goals, policies, and programs that maintain the recreational and cultural identity of the beach while improving and enhancing the overall habitat value of coastal areas.

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# Parks and Recreation

The City of Huntington Beach maintains and operates public park grounds and landscaped areas. In total, 79 parks consisting of 1,073 acres are located in Huntington Beach, ranging in size from mini parks (smaller than 2.5 acres) up to Central Park, a 343-acre regional park (Figure ERC-2), and including City-operated beaches and a public golf course. Along with park facilities, recreation programming is an important part of creating and maintaining a healthy community with a high quality of life. Huntington Beach residents enjoy many recreation opportunities, provided by a City government committed to ensuring a well-rounded, healthy community. Recreation programming includes volunteering opportunities, human services programs, classes, sports, cultural arts, school programs, nature programs, and special events for residents from every walk of life. The City is committed to ensuring that residents of all ages, backgrounds, and interests have abundant available recreation opportunities.

## Parks Inventory and Acreage Standards

Huntington Beach contains a number of different types of parks. Figure ERC-3 includes a list and the location of the city’s 79 parks as well as the City Gym and Pool.

Mini parks are generally smaller than 2.5 acres and typically do not have enough room for organized recreation facilities, but support passive recreational activities such as walking (e.g., Booster Park, French Park, Tarbox Park).

Neighborhood parks are between 2.5 and 10 acres in size and often provide recreational opportunities to families with young children. They typically have children’s play areas and structures, and many are located near a school (e.g., Burke Park, Conrad Park, Drew Park, Wieder Park).

<<FIGURE>>

Community parks are 10 to 40 acres in size and are often centrally located to serve multiple neighborhoods. These facilities provide a wide range of recreational opportunities for children and adults, and offer a more diverse range of activities than neighborhood parks (e.g., Chris Carr Park, Gisler Park, Langenbeck Park, Marina Park).

Regional parks, which exceed 40 acres in size, provide specialized recreational facilities such as equestrian areas and campsites. In addition to serving Huntington Beach community members, regional parks often attract visitors from a wider region (e.g., Huntington Central Park).

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Most cities establish parkland acreage standards, which ensure that the community has enough parks to serve the population. In Huntington Beach, based on the existing population of 193,189 in 2014, there are approximately 5.4 acres of parkland for every 1,000 Huntington Beach residents including parks, City-operated beaches, a public golf course, and the City Gym and Pool.

### Site Selection Standards for New Parks

The Environmental Resources and Conservation Element maintains an established citywide parkland level of service goal of 5 or more acres of parkland per 1,000 residents. This General Plan has an anticipated year 2040 buildout population of 211,051 residents. Under this population scenario, assuming no net loss of parkland acreage, the City would have a parkland level of service of 5.1 acres per 1,000 residents, which would degrade the existing level of service, but still meets the established standard without the addition of new parkland.

Because Huntington Beach is largely a built-out city, locating new parks will be difficult. The City will prioritize developing new park facilities in underserved areas in a way that equitably serves neighborhood and community needs while balancing budget constraints. The City will continue to locate future neighborhood parks adjacent to elementary schools with independent street frontage when possible. Additionally, the City will seek to retain existing open spaces in the event that schools close or are decommissioned.

A park that is inaccessible, lacks usable open space, or is otherwise constrained has limited utility to the residents it is designed to serve. Therefore, the City will also prioritize accessibility as a factor in the selection of future park sites, with an emphasis on pedestrian and bicycle accessibility.

### Recreation Facilities and Services

Huntington Beach is home to a wide range of public recreation facilities and services including indoor activities, baseball/softball diamonds, tennis courts, swimming pools, handball courts, volleyball courts, horseshoe pits, basketball courts, disk golf courses, a skate park, lakes in parks, and other sports fields. These facilities are faced with the challenge of constantly changing public demands, and many facilities are not readily adaptable to changing community preferences and needs. The City addresses this challenge through policies and programs that seek to diversify recreation facilities and services.

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| Park Name and Number | Park Name and Number | Park Name and Number | Park Name and Number |
| :--- | :--- | :--- | :--- |
| 1 | 11th Street Beach | 21 | Discovery Well | 41 | Huntington Central | 61 | Perry |
| 2 | Arevalos | 22 | Drew | 42 | Irby | 62 | Pleasant View |
| 3 | Baca | 23 | Eader | 43 | Lake | 63 | Prince |
| 4 | Bailey | 24 | Edison | 44 | Lake View | 64 | Robinwood |
| 5 | Banning/Magnolia | 25 | Farquhar | 45 | Lamb | 65 | Rogers Senior Center |
| 6 | Bartlett | 26 | Finley | 46 | Lambert | 66 | Schroeder |
| 7 | Bauer | 27 | Franklin | 47 | Langenbeck | 67 | Seabridge |
| 8 | Bluff Top | 28 | French | 48 | Lark View | 68 | Seeley |
| 9 | Boardwalk | 29 | Gibbs | 49 | Le Bard | 69 | Sowers |
| 10 | Bolsa View | 30 | Gisler | 50 | Manning | 70 | Sun View |
| 11 | Booster | 31 | Glen View | 51 | Marina | 71 | Sunset Beach Greenbelt |
| 12 | Burke | 32 | Golden View | 52 | Marine View | 72 | Talbert |
| 13 | Bushard | 33 | Green | 53 | McCallen | 73 | Tarbox |
| 14 | Carr | 34 | Greer | 54 | Moffett | 74 | Terry |
| 15 | Circle View | 35 | Harbour View | 55 | Murdy | 75 | Triangle |
| 16 | City Gym | 36 | Haven View | 56 | Newland | 76 | Trinidad |
| 17 | Clegg-Stacey | 37 | Hawes | 57 | Oak View | 77 | Wardlow |
| 18 | College View | 38 | Helme | 58 | Pacific City | 78 | Wieder |
| 19 | Conrad | 39 | Hope View | 59 | Parkside | 79 | Wieder Regional (O.C.) |
| 20 | Davenport Beach | 40 | Humboldt Beach | 60 | Pattinson | 80 | Worthy |

<<FIGURE>>

### Park Locations and Service Areas
Figure ERC-2

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# Coastal Recreation and Beach Management

The entire Huntington Beach coastline supports a contiguous sandy beach totaling 9.5 miles and 434 acres. This includes both state and City beach areas, the pier, the multi-use trail running the length of the beach, recreational amenities, parking, and a range of private retail, food, and personal service activities associated with the beach. The beaches, from north to south, are Sunset Beach, Bolsa Chica State Beach, Huntington Beach City Beach, and Huntington State Beach.

<<FIGURE>>

The beach is used for a variety of recreational activities, from swimming, surfing, fishing, and sunbathing to jogging and volleyball, to major sporting and cultural events. Beach access and recreational activities are important to the city's economic vitality and cultural identity. The beaches and adjacent marine habitats also provide habitat for numerous species, including federally protected birds that use the beach for nesting. It is important that beach management practices maintain a careful balance between recreational uses and providing functional habitat for native species.

Beaches in the planning area face numerous challenges ranging from conflicting user needs, ecological sensitivity, erosion, and increasing tidal variability. The policies in this Environmental Resources and Conservation Element work to ensure the beach maintains and improves its recreational, economic, and ecological value.

## State Beaches

Bolsa Chica State Beach extends approximately 3 miles from Seapoint Street to Warner Avenue. This beach is a popular destination for surfing, fishing, and other recreation. The beach is also a popular grunion run during the summer months. Shorebirds forage in the intertidal zone. Special-status western snowy plover may forage along the beach as well.

Huntington State Beach extends approximately 2 miles from the mouth of the Santa Ana River north to Beach Boulevard. The beach features a multi-use trail and fire rings for bonfires. Huntington State Beach includes the Least Tern Natural Preserve, which also provides sanctuary for other birds, including the western snowy plover.

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**City Beaches**

The City operates two public beaches, consisting of 3.5 miles of shoreline, extending from Beach Boulevard to Seapoint Street. 2.5 miles of this area is owned by the State of California and operated by the City. Sunset Beach consists of a 1.1-mile stretch of shoreline extending from Warner Avenue to Anderson Street. Both beaches are popular destinations for recreation such as volleyball, fishing, surfing, and swimming. The beaches receive millions of visitors each year and require routine maintenance. Shorebirds forage in the intertidal zone. Special-status western snowy plover may forage along the beaches as well.

<<FIGURE>>

**Conservation Plan**

Natural resources in Huntington Beach are critical for the safety and well-being of the community. Clean air and a reliable water supply help ensure the health of Huntington Beach residents, while the community’s mineral resources and biological diversity support the local economy by attracting jobs and visitors. Although often overlooked, modern life in Huntington Beach would be very difficult without abundant local and regional energy resources. This section discusses where these key resources are located in the planning area and outlines a conservation strategy for each resource. Please refer to the Historic and Cultural Resources Element for discussion of cultural resources, and the Public

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Services and Infrastructure Element for discussion concerning solid waste-related resources.

# Air Resources

Huntington Beach is located within the South Coast Air Basin. Of the various pollutants monitored for human health, the key pollutants of concern in the air basin are ozone, small particulate matter (PM₁₀ and PM₂.₅), and nitrogen dioxide (NO₂), which are collectively part of a group called criteria air pollutants. Other criteria air pollutants include carbon monoxide (CO), sulfur dioxide (SO₂), and lead (Pb). These air pollutants can come from a number of sources, including major facilities (manufacturing centers, power plants, and large commercial and institutional buildings), construction and landscaping activities, and moving vehicles.

While ozone plays an important role high in the atmosphere to protect the earth from excess ultraviolet light, it creates health risks near the surface. Exposure to excessive levels of ozone can lead to breathing problems, headaches, and nausea. It is also the primary component in smog, in which ozone mixes with other pollutants, and can create additional health hazards. Ozone is created when fossil fuels (e.g., petroleum and natural gas) are burned, and when various chemicals evaporate creating certain chemical compounds. These compounds react in the presence of sunlight to create ozone. Low wind speeds or stagnant air, warm temperatures, and clear skies help prevent ozone from dissipating, keeping ozone levels elevated. The South Coast Air Basin is not currently in compliance with state and federal air quality standards for ozone, but localized ozone levels in and around Huntington Beach do comply with these standards.

Particulate matter consists of dust, soot, and smoke. Larger particles are known as PM₁₀, while smaller particles are known as PM₂.₅. They are formed from the burning of fossil fuels, wood burning, and construction activities. Particulate matter can cause breathing problems when inhaled, and can make existing respiratory and cardiovascular conditions more severe. PM₂.₅ is particularly dangerous, as it can settle deep in the lungs and create long-term health impacts. The air basin exceeds federal and state standards for both PM₁₀ and PM₂.₅. Huntington Beach and surrounding areas currently exceed state (but not federal) standards for PM₁₀, and are below federal annual standards for PM₂.₅ (although the community exceeds federal daily standards).

Nitrogen dioxide is a brown-colored gas formed by the burning of fossil fuels. When inhaled, it can cause breathing difficulties, chest pains, and a rapid heartbeat. In severe cases, exposure to NO₂ can lead to bronchitis and reduced lung capacity. The air basin is currently below state and federal standards for NO₂.

In addition to criteria air pollutants, a second category, toxic air contaminants (TACs), consists of air pollutants that can create a risk of illness or death, even in relatively low concentrations. Particulate matter from diesel engines (diesel PM) is the TAC that poses

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the greatest health risk in California. Diesel PM is generated by diesel engines, including diesel passenger and freight vehicles, rail engines, and diesel generators and other equipment. The state has also identified close to 200 other TACs.

### Environmental Justice Considerations

Environmental justice is the fair treatment and meaningful involvement of all people, regardless of race, color, national origin, or income, with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies. The South Coast Air Quality Management District (SCAQMD) has an environmental justice program to ensure that everyone has the right to equal protection from air pollution and fair access to the decision-making process that works to improve the quality of air in their communities.

Both criteria air pollutants and TACs can have greater health impacts on children, the elderly, and people with existing respiratory or cardiovascular conditions. Places with a larger number of these vulnerable people are called sensitive land uses (or sensitive receptors). For purposes of the General Plan, sensitive land uses include schools, hospitals, nursing homes and senior care centers, and residential areas. Recreational land uses, such as parks, can also be sensitive land uses, as exercise places a higher demand on people’s respiratory systems, which can be stressed by air pollution.

Air quality in the South Coast Air Basin has significantly improved since the 1990s, and it is likely that this trend will continue. However, this trend may be challenged by increases in population, and air quality may become worse in future years as a result of climate

<<FIGURE>>

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change. Poor air quality tends to be more prevalent in areas with higher numbers of lower-income individuals and minorities, which can create a lack of public health equity across the community. Some sensitive land uses, such as schools and residential areas located near heavy industrial uses, may expose individuals to higher levels of TACs. The State of California has prepared a database called CalEnviroScreen, which helps identify communities with environmental justice considerations at the census block level by looking at pollution levels, health data, and demographics. Huntington Beach has one census block (tract 994.02), bordered by Warner Avenue, Beach Boulevard, Talbert Avenue, and Goldenwest Street, which ranks in the top 25 percent for environmental justice considerations of all census blocks in the state.

To maintain high standards of health and aesthetics in the community and to improve public health equity for all community members, the City will work to improve air quality conditions for all criteria air pollutants and minimize exposure of sensitive uses to TACs. This includes identifying opportunities to locate new air pollutant sources away from sensitive uses and disproportionately affected communities, and to work with existing air pollutant sources to help reduce air pollutant emissions.

## Greenhouse Gas Emissions

GHGs trap heat radiated out by the earth and reflect it back to the surface rather than allowing it to escape into space, similar to the glass roof and walls of a greenhouse. Some level of GHGs in the atmosphere is necessary to keep the planet at a comfortable temperature. However, since the Industrial Revolution, the concentration of these gases has increased significantly in the atmosphere. These higher concentrations of GHGs are increasing temperatures worldwide and resulting in global climate change. The direct risks posed by climate change include more extreme heat events, rising sea levels, changes in precipitation levels, and more intense storms. California law (the Global Warming Solutions Act) declares that climate change is a serious risk, specifically saying that it threatens to cause “the exacerbation of air quality problems, a reduction in the quality and supply of water to the state...a rise in sea levels resulting in the displacement of thousands of coastal businesses and residents, damage to marine ecosystems and the natural environment, and an increase in the incidences of infectious diseases, asthma, and other human-related health problems.” In order to address this risk, the law requires the state to significantly reduce its emissions of the GHGs, which contribute to climate change.

The state has identified seven key GHGs, the most common of which is carbon dioxide (CO₂). Other GHGs include methane (CH₄) and nitrous oxide (N₂O, not to be confused with NO₂, a criteria air pollutant). Unlike criteria air pollutants and TACs, which do not stay in the atmosphere long, some GHGs can persist in the atmosphere for hundreds or thousands of years. Although CO₂ is the most common GHG, other rarer gases can trap thousands of times as much heat as an identical amount of CO₂. GHGs are measured in a unit called carbon dioxide equivalent (CO₂e), which accounts for their varying potency.

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Sources of GHG emissions in Huntington Beach include cars and trucks, electricity and natural gas use in buildings, decomposition of solid waste, landscaping and construction equipment, oil drilling, and water and wastewater distribution, treatment, and use. GHG emissions in 2005 in Huntington Beach totaled 1,452,070 metric tons of carbon dioxide equivalent (MTCO₂e). On-road vehicle use represented the largest source of GHGs, followed by energy use in residential and nonresidential buildings. Collectively, these sources comprised 91 percent of Huntington Beach's 2005 GHG emissions, with all other sources comprising the remaining 9 percent.

In 2012 Huntington Beach's GHG emissions fell to 1,432,540 MTCO₂e, a decline of approximately 1 percent. Emissions from on-road vehicle use were largely unchanged, while emissions from energy use in residential and nonresidential buildings increased slightly. These three sources comprised 95 percent of Huntington Beach's GHG emissions in 2012.

Table ERC-2 summarizes Huntington Beach's GHG emissions in 2005 and 2012 by sector.

Table ERC-2
Huntington Beach 2005 and 2012 GHG Emissions

| GHG Source | 2005 Emissions (MTCO₂e) | 2012 Emissions (MTCO₂e) | Percentage Change, 2005–2012 |
| :--- | :--- | :--- | :--- |
| Residential built environment | 313,310 | 327,340 | 4% |
| Nonresidential built environment | 286,260 | 301,840 | 5% |
| Transportation | 723,440 | 726,190 | <1% |
| Off-road equipment | 35,240 | 11,580 | -67% |
| Solid waste | 67,210 | 38,620 | -43% |
| Water and wastewater | 10,000 | 10,410 | 4% |
| Oil drilling | 16,610 | 16,560 | <-1% |
| Total | 1,452,070 | 1,432,540 | -1% |

Huntington Beach's GHG emissions will continue to change going forward due to new policies, technological improvements, and population growth and new development. For example, as more houses are built in Huntington Beach, emissions from the residential built environment may increase. However, as energy becomes cleaner and as new construction becomes more energy efficient, these improvements may offset some of the increased GHG emissions from a growing population. An estimate of Huntington Beach's 2020 and 2040 GHG emissions, without any additional actions to reduce emissions, is shown below in Table ERC-3.

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Table ERC-3
Huntington Beach 2020 and 2040 GHG Emissions

| GHG Source | 2020 Emissions (MTCO₂e) | 2040 Emissions (MTCO₂e) | Percentage Change, 2012–2040 |
| :--- | :--- | :--- | :--- |
| Residential built environment | 332,010 | 355,380 | 9% |
| Nonresidential built environment | 321,680 | 355,170 | 18% |
| Transportation | 755,700 | 840,750 | 16% |
| Off-road equipment | 22,040 | 37,510 | 224% |
| Solid waste | 40,120 | 43,540 | 13% |
| Water and wastewater | 10,800 | 11,730 | 13% |
| Oil drilling | 16,560 | 16,560 | 0% |
| **Total** | **1,498,910** | **1,660,640** | **16%** |

Transportation activities are expected to remain the source of approximately half of Huntington Beach’s GHG emissions in future years, with the residential and nonresidential built environment sectors continuing to account for much of the community’s remaining GHG emissions. As the population and economic activity of Huntington Beach increases, GHG emissions are expected to increase unless actions are taken to reduce emissions. Without any GHG reduction activities, Huntington Beach’s GHG emissions are expected to rise to 16 percent above 2012 levels by 2040. The most significant increase, in the off-road equipment sector, is expected to result from substantially increased construction activity relative to the 2012 baseline.

### Greenhouse Gas Reduction Program

This element contains goals and policies that direct the City’s approach to reducing GHGs below the levels shown in Table ERC-3, including emissions reduction targets and general emissions reduction strategies. An accompanying Greenhouse Gas Reduction Program provides specific GHG emissions reduction measures applicable to various sectors of the community and the City’s municipal operations. The Greenhouse Gas Reduction Program as a whole is considered an implementation measure for the policies described in this element. The Greenhouse Gas Reduction Program will meet the six specific requirements for these programs that are spelled out in the State California Environmental Quality Act (CEQA) Guidelines, allowing the Greenhouse Gas Reduction Program to be used to streamline environmental review of new development. These six requirements are as follows:

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* Quantify greenhouse gas emissions, both existing and projected over a specified time period, resulting from activities within a defined geographic area.
* Establish a level, based on substantial evidence, below which the contribution to greenhouse gas emissions from activities covered by the plan would not be cumulatively considerable.
* Identify and analyze the greenhouse gas emissions resulting from specific actions or categories of actions anticipated within the geographic area.
* Specify measures or a group of measures, including performance standards, that substantial evidence demonstrates, if implemented on a project-by-project basis, would collectively achieve the specified emissions level.
* Establish a mechanism to monitor the plan's progress toward achieving the level and to require amendment if the plan is not achieving specified levels.
* Be adopted in a public process following environmental review.

## Biological Resources

Huntington Beach is located within the Southern California Coast ecological section of California. The city is characterized by broad, sandy beaches backed by low bluffs and mesas, and lowland areas that historically supported extensive wetlands. Despite being part of a dense urban landscape, the beaches, lowlands, bluffs, and mesas of Huntington Beach today support a variety of natural communities that provide habitat for numerous plant and wildlife species.

Table ERC-4 summarizes the types and acreages of natural and urbanized communities present in the planning area. Figure ERC-3 identifies the location of these communities. Natural communities occurring in undeveloped areas include coastal salt and freshwater marshes, dune communities, riparian scrub, grassland, and coastal sage scrub. In addition to terrestrial communities, aquatic features such as the Santa Ana River, flood control channels, and marine waters and associated beaches provide important habitat for local and migratory species. Although several natural communities occur in the planning area, urbanized communities make up the majority of the area. Urbanized communities include nonnative/ornamental plants, ruderal/disturbed areas, eucalyptus groves, and a limited amount of agriculture consisting mostly of nurseries located under power lines and adjacent to the Santa Ana River. Although subject to high levels of human disturbance, these areas still provide habitat for numerous species.

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<<FIGURE>>

### Natural and Urbanized Communities

**Figure ERC-3**

City of Huntington Beach General Plan (Adopted October 2, 2017)

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Table ERC-4
Natural and Urbanized Communities Occurring
Within the Huntington Beach Planning Area

| Community Types | Area (acres) |
| :--- | :--- |
| Southern Coastal Salt Marsh* | 1,068 |
| Southern Foredunes* | 6 |
| Southern Dune Scrub* | 4 |
| Marine Water | 546 |
| Sandy Beach | 291 |
| Southern Willow Riparian Scrub | 32 |
| Nonnative Grassland | 225 |
| Coastal Sage Scrub | 77 |
| Coastal and Valley Freshwater Marsh | 18 |
| Urban | 15,477 |
| Nonnative/Ornamental | 614 |
| Eucalyptus | 61 |
| Ruderal/Disturbed | 231 |
| Agricultural (Nurseries and Gardens) | 58 |
| Flood Control Channels | 263 |
| Santa Ana River | N/A |
| **Total Planning Area** | **18,971** |

*Identified as a sensitive natural community by the California Department of Fish and Wildlife.

Several of these natural communities are considered sensitive by resource agencies such as the California Department of Fish and Wildlife, US Fish and Wildlife Service, and National Marine Fisheries Service. In addition, several Environmentally Sensitive Habitat Areas (ESHAs) designated by the California Coastal Commission are located in the planning area. Sensitive communities include southern coastal salt marsh, dune habitats, freshwater marsh, and riparian areas. In addition, eelgrass beds occur in the coastal wetlands, bays and flood control channels and are considered a sensitive marine resource.

Several state- and federally listed species are known to occur in Huntington Beach, including western snowy plover, California least tern, Belding’s savannah sparrow, coastal California gnatcatcher, light-footed clapper rail, and tricolored blackbird. Other special-status species known to utilize habitats in and adjacent to the city include southern tarplant, monarch butterfly, white-tailed kite, silvery legless lizard, burrowing owl, northern harrier, peregrine falcon, loggerhead shrike, California brown pelican, black skimmer, and special-status bats.

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# Habitat Areas

Though most of Huntington Beach is urbanized, several open space areas remain that are capable of supporting habitat for special-status species. These areas are managed by a variety of agencies and organizations that have different levels of jurisdiction and authority over the resources present. Several established habitat areas also support other uses requiring routine maintenance (e.g., beaches, parks). Table ERC-5 and Figure ERC-4 identify these areas and the organization(s) responsible for managing them.

### Table ERC-5
### Habitat Areas

| Area | Acres | Management Organization |
| :--- | :--- | :--- |
| **Within City Limits** | | |
| Bolsa Chica State Beach | 130 | California Department of Parks and Recreation |
| Brightwater Conservation Area (includes 5-acre eucalyptus ESHA) | 34 | Brightwater Homeowners Association |
| Brightwater Environmental Protection Area | 2 | Brightwater Homeowners Association\*\* |
| Flood Control Channels | 368 | Orange County Flood |
| Huntington Beach Wetlands | 172\* | Huntington Beach Wetlands Conservancy |
| Huntington City Beach (City Beach and Sunset Beach) | 122 | City of Huntington Beach |
| Huntington Harbour and associated shorelines | 253 | City of Huntington Beach and Orange County |
| Huntington State Beach (includes Least Tern Natural Preserve) | 144 | California Department of Parks and Recreation |
| Waterfront Wetland | 3 | City of Huntington Beach |
| City parks and open spaces (includes open space areas, and parts of Central, Bartlett, and Norma Gibbs Parks) | 256 | City of Huntington Beach |
| Seagate-created Wetland Area | 5 | Seagate Homeowners Association |
| Shea Parkside Property ESHA | 3 | Future Homeowners Association |
| Shea Parkside Property Wetlands/Buffer | 16 | Future Homeowners Association |
| **Outside City Limits** | | |
| Bolsa Chica Ecological Reserve (includes eucalyptus grove and Warner Pond ESHAs) | 1,334 | California Department of Fish and Wildlife |
| Bolsa Chica Basin State Marine Conservation Area | 450 | California Fish and Game Commission |
| Bolsa Bay State Marine Conservation Area | 45 | California Fish and Game Commission |
| Goodell Property | 1 | Property owner |
| Unincorporated Open Space Areas | 57 | Various agencies and organizations |

\* Huntington Beach Wetlands acreage includes Newland Marsh, which was owned by Caltrans at the time this plan was prepared.
\*\* Presently the developer manages the Brightwater Conservation Area and Environmental Protection Area; the Brightwater HOA will ultimately take over this responsibility.
Note: Acreages cannot be totaled, as several established habitat areas overlap.

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<<FIGURE>>

# Established Habitat Areas

Figure ERC-4

City of Huntington Beach General Plan (Adopted October 2, 2017) 4-21

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The City faces numerous key challenges to maintaining and protecting habitat including a complicated regulatory environment, numerous overlapping stakeholder groups, ecological degradation through water and air pollution, invasive pest plants, and changing climate conditions. This element establishes policies to collaboratively maintain, manage, and expand, when possible, important habitat lands, including the coast, wetlands, bay, and inland areas.

## Energy Resources

Energy comes in numerous forms, including chemical fuels such as coal and oil, heat energy, and nuclear energy. This element focuses on electricity and natural gas (a form of chemical energy), which are two of the most common kinds of energy used in Huntington Beach. Electrical energy is used to run innumerable appliances, devices, and pieces of technology, including lights, computers, and air conditioners. It can also be used as a transportation fuel for electric vehicles. Natural gas can be used to generate electricity and to heat water and indoor spaces. Electricity in the planning area is supplied by Southern California Edison, while natural gas is supplied by the Southern California Gas Company. Table ERC-6 shows current and forecasted electricity and natural gas use in Huntington Beach.

<<FIGURE>>

Table ERC-6
Current and Forecasted Energy Use

| | 2005 | 2012 | 2020* | 2040* |
| :--- | :--- | :--- | :--- | :--- |
| Residential electricity use (kWh) | 485,753,410 | 487,243,550 | 490,786,730 | 494,662,470 |
| Nonresidential electricity use (kWh) | 726,213,200 | 703,114,370 | 743,073,060 | 791,265,320 |
| Total electricity use (kWh) | 1,211,966,610 | 1,190,357,920 | 1,233,859,780 | 1,285,927,790 |
| Residential natural gas use (therms) | 31,156,530 | 30,363,590 | 30,735,350 | 31,796,430 |
| Nonresidential natural gas use (therms) | 9,328,020 | 10,210,450 | 10,857,240 | 11,811,700 |
| Total natural gas use (therms) | 40,484,550 | 40,574,040 | 41,592,590 | 43,608,120 |

*Source: Southern California Edison; Southern California Gas Company*
*2020 and 2040 values are projections without locally driven efforts to reduce energy use.*

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Huntington Beach has the option of establishing an alternative to Southern California Edison by participating in a Community Choice Aggregation (CCA, sometimes called Community Choice Energy or CCE) program. CCA is a mechanism that allows local governments to control the electricity supply and rates for their communities. Under a CCA, local governments procure electricity from their desired sources, but rely on existing infrastructure owned by private utilities to distribute the energy and conduct billing. Residents and businesses in CCA communities can choose to receive electricity from the CCA, or they can continue to receive service from a private utility. CCAs are government agencies, formed by a single community or by multiple communities working jointly.

Energy use in homes and nonresidential buildings is determined by the design and construction of the building, the types of devices and appliances in the building, the presence of any on-site renewable energy systems such as rooftop solar panels, and the behavior of the people who use it. In general, new buildings are being designed and constructed to use less energy, and many newer appliances use less energy than older models. The California Building Standards Code (BSC, also called Title 24) specifies minimum energy efficiency standards for new buildings. These standards are updated to require increased energy efficiency standards for new construction approximately every three years, moving toward a goal of zero net energy (ZNE) for all new buildings. A ZNE building is one that generates as much energy as it uses, as measured over the course of one year. ZNE buildings combine extensive energy efficiency features with on-site renewable energy systems. The state plans for new houses to be ZNE by 2020, and for new nonresidential buildings to be ZNE by 2030.

In future years, state and federal policies are likely to continue to require increased and greater energy efficiency for buildings and appliances. At the same time, the cost of energy for Huntington Beach's homes and businesses is expected to continue to increase. Huntington Beach will work to keep energy bills low, foster increased energy independence, and promote a healthy environment by supporting energy efficiency, energy conservation, and renewable energy throughout the community. These strategies will also help move the community in the direction supported by California's ZNE policies.

### Mineral Extraction Potential

**Oil and Natural Gas**

Huntington Beach is home to numerous land-based resources including oil and natural gas. Huntington Beach has been the site of oil extraction since the 1920s, and large-scale oil and gas production continues today. Most oil and gas production to date in California and in Huntington Beach has been from vertical wells into traditional oil and natural gas reservoirs. Oil wells in Huntington Beach are scattered throughout much of the planning area. Most are concentrated along the coastal areas and mesas. According to the US Geological Survey (USGS), oil reserves in the Huntington Beach oil field are estimated to be between 117 and 866 million barrels of recoverable oil.

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Natural gas extraction exists onshore and offshore in and around Huntington Beach. According to the California Department of Conservation, roughly 745,000 million cubic feet of natural gas was withdrawn from Huntington Beach in 2012. When it is extracted, natural gas is composed of approximately 80 percent methane and 20 percent other substances. Large amounts of the other components of natural gas are removed during processing.

All oil and gas wells drilled and constructed in California must adhere to strict requirements, including general laws and regulations regarding the protection of underground and surface water, and specific regulations regarding the integrity of well casings, the cement used to secure well casings inside bore holes, and the cement and equipment used to seal off wells from underground zones bearing fresh water and other hydrocarbon resources. Given the city’s history of oil extraction activities and the presence of natural gas fields under the city, there is a high potential for methane to be present in subsurface soils. High concentrations of methane can pose a health or safety risk. Methane hazards have resulted in City regulations and procedures to ensure proper mitigation and abatement.

In future years, oil and natural gas extraction in the planning area is expected to continue. While these activities will provide economic benefits to the community, they may also pose health, safety, and environmental hazards. Huntington Beach will work to continue oil and natural gas extraction and receive the benefits these actions provide, while continuing to ensure that the impacts to the community from oil and natural gas extraction are minimized.

### Mining Resources

Soils in Huntington Beach are known to contain peat. Peat production occurred in the area from 1941 to 1954. No further mining of peat or other soil conditioners has been known to occur since that time. However, peat is present in various parts of the planning area. Soils containing peat have poor engineering properties, as they are prone to liquefaction, collapse, and settlement and are not suitable for building purposes. Soils containing peat also have a high potential for methane gas. Methane hazards have resulted in City regulations and procedures to ensure proper mitigation.

The State Mining and Geology Board (SMGB) identifies Mineral Resource Zone (MRZ) classifications for land located in the planning area. Based on this mapping, a majority of the planning area is designated as MRZ-1 or MRZ-3, which indicates information is unavailable or historic mining has not occurred, and therefore the significance of mineral resources is unknown. Additionally, the urbanized character of Huntington Beach generally precludes mining activities.

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A small area of land is designated as MRZ-2, which indicates that adequate information is available to indicate that significant construction aggregate deposits are present. This area is generally located along the uplifted mesa north of Talbert Avenue, west of Beach Boulevard, and east of Huntington Harbour. Active mining no longer occurs at these sites, and new uses have been introduced, which deter future mining activities. Figure ERC-5 shows MRZ classifications within the Huntington Beach planning area.

## Water Resources

### Water Supply

The City provides water to over 50,000 service connections. The Metropolitan Water District of Southern California (Metropolitan) and the Municipal Water District of Orange County (MWDOC) provide water to Huntington Beach. The City’s water comes from a combination of groundwater (approximately three-fourths) and imported water resources (approximately one-fourth) purchased from Metropolitan through the MWDOC. Metropolitan’s principal sources of water are the Colorado River and the Lake Oroville watershed in Northern California, and this water is treated at the Robert B. Diemer Filtration Plant located north of Yorba Linda. The Orange County Water District (OCWD) manages the groundwater in the Orange County Basin and allocates a proportion of that groundwater for Huntington Beach.

According to the City’s 2015 Urban Water Management Plan, total water demand in Huntington Beach is forecasted to increase by roughly 8 percent from 2020 to 2040, with the increase being met using a combination of groundwater sources and imported water based on the OCWD-established Basin Pumping Percentage. Table ERC-7 identifies expected planning area retail demands (i.e., the amount of water used by residential and nonresidential water customers, and unaccounted water loss) through 2040.

Table ERC-7
City of Huntington Beach Planned Water Retail Demand (2020–2040)

| Water Sources | 2020 | 2025 | 2030 | 2035 | 2040 |
| :--- | :--- | :--- | :--- | :--- | :--- |
| **Total (AFY)** | **28,090** | **30,153** | **30,360** | **30,352** | **30,396** |

*Note: AFY = acre-feet per year*

As a result of recent drought conditions since 2012, water conservation efforts significantly reduced the city’s water consumption from 2011 to 2015 by over 17 percent, from around 30,000 acre-feet to around 25,000 acre-feet.

Orange County Water District’s Groundwater Replenishment System Facility takes highly treated wastewater that would otherwise be discharged into the Pacific Ocean, further purifies it, and pumps it into seawater barriers and groundwater recharge basins.

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Additional water resources could be provided by coastal desalination plants and recycled water for irrigation and other nonpotable uses.

<<FIGURE>>

| LEGEND | |
| :--- | :--- |
| ---- | City Limits |
| **Mineral Land Classification** | |
| | MRZ-1 |
| | MRZ-2 |
| | MRZ-3 |

Mineral Resource Zones

Figure ERC-5

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# Water Quality

Huntington Beach is associated with the Santa Ana Watershed. The Santa Ana River borders the planning area to the southeast; Anaheim-Barber City channels border the planning area to the north. Several other flood control channels traverse the planning area, including the Bolsa Chica, Sunset, Westminster, Ocean View, East Garden Grove-Wintersburg (EGGWC), Slater, Murdy, Huntington Beach, Talbert, and East Valley-Fountain Valley channels. All water in the planning area ultimately drains into the Pacific Ocean via storm drains, flood control channels, the Santa Ana River, the Bolsa Chica Basin/Wetlands, and Huntington Harbour.

Urban debris, litter, and pollution can enter coastal and marine environments either from direct dumping or through the storm drain system. This can adversely affect water quality in the coast, Huntington Harbour, bays, wetland waters, and flood control channels. Debris and litter can be deadly for wildlife which may ingest or become tangled in it. Bacteria or other pollutants that enter surface water bodies may be harmful to human health. In addition to detrimental effects on human and wildlife health, debris, litter, and pollution also greatly reduce the aesthetic appeal of open space areas. Several local organizations and open space parks host public cleanup days multiple times a year.

Under Section 303(d) of the Clean Water Act, states, territories and authorized tribes are required to develop a list of water quality limited segments. The waters on these lists do not meet water quality standards, even after point sources of pollution have installed the minimum required levels of pollution control technology. The Clean Water Act requires that these jurisdictions establish priority rankings for waters on their lists and develop action plans, called Total Maximum Daily Loads (TMDL), to improve water quality. Table ERC-8 shows the quality limited segments by pollutants in the planning area.

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Table ERC-8
2010 California 303(d) and TMDL Priority

| | EGGWC | Bolsa Chica Channel | Anaheim Bay | Huntington Harbour | Huntington State Beach | Pollutants/ Stressors | Source | Priority[^p28-2] |
| :--- | :---: | :---: | :---: | :---: | :---: | :--- | :--- | :--- |
| | | | | | | Enterococci | Unknown | Low |
| | | X | | | | Indicator Bacteria | Unknown | Low |
| | | | | X | | Chlordane | Unknown | Low |
| | | | | X | | Copper | Unknown | Low |
| | | | | X[^p28-1] | | Lead | Unknown | Low |
| | | | X | X[^p28-1] | | Nickel | Unknown | Low |
| | | | | X[^p28-1] | | Pathogens | Urban Runoff/Storm Sewers | Low |
| | | | X | | | Dieldrin | Unknown | Low |
| | | | X | X[^p28-1] | X | PCBs | Unknown | Low |
| | X | X | | | | Ammonia | Unknown | Low |
| | | X | | | | pH | Unknown | Low |
| | | | X | X | | Sediment Toxicity | Unknown | Low |

X = Listed on the 2006 Clean Water Act Section 303(d) List of Water Quality Limited
1 = Listing made by US Environmental Protection Agency.
2 = Priority determined by "estimated TMDL completion data" listed in the State Water Resources Control Board's 2010 Integrated Report on Water Quality. All pollutants and water bodies on this list have an estimated completion date of 2019 or later, indicating "low" priority.

The City faces numerous water supply and water quality problems. Water supply concerns include continued groundwater overdraft conditions, future imported water costs and allocations, continuing drought conditions, State Water Resources Control Board water use reductions, and the financial and ecological costs associated with developing alternative supplies. Water quality issues include pollution associated with local and upstream urban runoff and sensitive ecological conditions. In this Environmental Resources and Conservation Element, the City addresses these issues with goals, policies, and programs that require water conservation, pursue recycled and alternative water resources, and reduce local water pollution in new and existing development.

[^p28-1]: Listing made by US Environmental Protection Agency.
[^p28-2]: Priority determined by "estimated TMDL completion data" listed in the State Water Resources Control Board's 2010 Integrated Report on Water Quality. All pollutants and water bodies on this list have an estimated completion date of 2019 or later, indicating "low" priority.

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# Issues, Goals, and Policies

The open space issues addressed in this element include:

* Meeting parks and facilities needs
* Providing recreation programs and services to meet community needs
* Managing the beach, parks, and recreation to accommodate diverse recreational needs

The conservation issues addressed in this element include:

* Reducing air pollution
* Meeting greenhouse gas reduction goals
* Identifying and protecting habitat areas and connections
* Protecting habitat resources in wetlands
* Protecting coastal habitat resources
* Protecting trees
* Protecting habitats in parks
* Conserving energy in homes and businesses
* Expanding renewable energy sources
* Preserving mineral extraction potential
* Protecting and conserving water resources
* Maintaining water quality

## Meeting Parks and Facilities Needs

The City currently meets established standards for providing park and recreation facilities. However, anticipated growth will increase demand for increasingly diverse and ever-changing recreation programs, park facilities, and community youth and senior center services. Recreation programs, available park acreage, and potential sites for new or expanded parks should be periodically assessed. Demand is strong for parks that feature active recreational facilities and support team sports as well as those that provide access to natural environments. Since much of Huntington Beach has been developed, park space must be used efficiently and strategically added as part of new developments or reuse of existing facilities, such as closed schools. The adequacy of Quimby Act in-lieu fees and parkland open space development impact fees to meet community needs and alternative funding methods for park development, renovation, and repurposing should be periodically evaluated.

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**Goal ERC-1. Adequately sized and located parks meet the changing recreational and leisure needs of existing and future residents.**

**Policies**

A. Maintain or exceed the current park per capita ratio of 5.0 acres per 1,000 persons, including the beach in the calculations.

B. Seek opportunities to develop and acquire additional parks and open space in underserved areas where needed, including pocket (mini) parks, dog parks, athletic fields, amphitheaters, gardens, and shared facilities.

C. Distribute future developed park and recreational sites to equitably serve neighborhood and community needs while balancing budget constraints.

D. Require all park improvement projects to consider ways to improve access to park facilities by foot and bicycle.

E. Continue to locate future neighborhood parks adjacent to elementary schools with independent street frontage when possible.

F. Continue to balance and maintain a mix of recreational focused and passive and natural environment areas that preserve and protect special-status species within open spaces.

G. Develop a comprehensive trails network linking hiking, biking, and equestrian trails to parks, beaches, recreation facilities, and open spaces both within and outside the planning area.

H. Administer the City's open space program in a manner that supports lands, resources, and services provided in regional parks, open spaces, and conservation plans.

**Providing Recreation Programs and Services to Meet Community Needs**

The aging of the general population and resulting increases in the senior population will increase demand for senior services. The city's senior and elderly population would greatly benefit from additional and accessible social services to serve their needs. Meanwhile, demand for programs for families, children, and other components of the community remain high.

**Goal ERC-2. Diverse recreational and sports facilities provide active and educational opportunities that meet the changing needs of residents and visitors of all ages.**

**Policies**

A. Enhance and expand accessible and affordable recreation programs and sports facilities, providing new programs and adaptive facilities that respond to changing community demographics and needs.

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B. Ensure that buildings, equipment, fields, and other recreation amenities are in full use and capable of accommodating changing program demands.

C. Partner with neighboring cities and the County to provide access to a wider range of recreational services.

D. Encourage and coordinate with private commercial recreational businesses to provide recreational services and facilities that may not otherwise be offered by the City.

E. Partner with school districts to offer after-hours recreational activities at both open and closed school sites.

F. Work with the school districts to encourage after school hours access to playgrounds and playing fields on school properties.

## Managing the Beach, Parks, and Recreation to Accommodate Diverse Recreational Needs

The beaches and adjacent marine environments provide habitat for numerous species, including federally listed birds that use the beach for nesting. While important biologically, coastal dunes, beach, the surf zone, and the off-shore areas are also recognized as important cultural amenities. Beach management practices should improve the sustainability of extensive recreational beach use while protecting sensitive natural resources.

*Goal ERC-3. Maintain the recreational and cultural identity of the beach while improving and enhancing the overall habitat value of coastal areas.*

### Policies

A. Maintain the beach and ocean as natural recreational resources, not only for the city but also for the Southern California region.

B. Maintain the current high level of recreational access to the coast and its recreational facilities and continue to provide resources that improve accessibility to the beach for all users.

C. Consider devoting certain portions of the beach to different preferred recreational uses while maintaining access for all users and meeting the recreation needs of both visitors and residents.

D. In areas known to be utilized by special-status species, encourage low-intensity uses that provide public access and passive recreational resources such as picnic/observation areas, nature trails, peripheral bike paths, and informational signs/displays.

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# Reducing Air Pollution

Air quality in the South Coast Air Basin has generally been improving for a long period of time due to cleaner vehicles, technological advances, and increased regulatory oversight. Continued improvements in air quality will help improve public health and increase the overall quality of life in Huntington Beach. The community should work to support cleaner air while addressing challenges posed by population growth and climate change, which could stall or reverse these hard-fought gains in air quality.

**Goal ERC-4. Air quality in Huntington Beach continues to improve through local actions and interagency cooperation.**

### Policies

A. Continue to cooperate with the South Coast Air Quality Management District and other regional, state, and national agencies to enforce air quality standards and improve air quality.

B. Continue to require construction projects to carry out best available air quality mitigation practices, including use of alternative fuel vehicles and equipment as feasible.

C. Enforce maximum idling time regulations for off-road equipment.

D. Require grading, landscaping, and construction activities to minimize dust while using as little water as possible.

E. Continue to explore and implement strategies to minimize vehicle idling, including traffic signal synchronization and roundabouts.

F. Minimize exposure of sensitive land uses to toxic air contaminants by locating new pollutant sources away from sensitive uses and disproportionately affected communities and by encouraging existing pollutant sources to reduce emissions when changes to existing operations or permits are proposed.

# Meeting Greenhouse Gas Reduction Goals

As there are numerous sources of GHG emissions, a variety of strategies are available to help local communities reduce these emissions. Establishing and meeting GHG emissions reduction goals will help to decrease the threat posed by climate change, while providing multiple benefits to Huntington Beach community members. Efforts to reduce GHG emissions can help save money for residents and businesses, enhance the local economy, improve public health, support improved air quality, and conserve water and other natural resources.

The goals and policies below establish emissions reductions goals and create a high-level framework for GHG reduction efforts. Policies that support GHG emission reductions are located elsewhere in this element, as well as in the Circulation and Public Services and Infrastructure Elements. Specific strategies, anticipated reductions, and associated action items are addressed in the Greenhouse Gas Reduction Program.

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*Goal ERC-5. Greenhouse gas emissions from activities occurring in Huntington Beach are reduced to levels consistent with state goals.*

**Policies**

A. By 2020, reduce community-wide greenhouse gas emissions to 15 percent below 2005 levels. By 2040, reduce greenhouse gas emissions by 53.33 percent below the 2020 target, placing the community on a path to meet the state’s 2050 greenhouse gas emissions reduction goals.

B. Encourage oil drilling operators to implement cost-effective best practices to reduce greenhouse gas emissions associated with oil extraction.

C. Explore strategies to reduce greenhouse gas emissions from off-road construction and landscaping equipment.

D. Support efforts by the South Coast Air Quality Management District and the California Air Resources Board to decrease greenhouse gas emissions from large industrial facilities and other stationary sources.

E. Pursue funding sources to develop and implement programs and projects identified in the Greenhouse Gas Reduction Program.

### Identifying and Protecting Habitat Areas and Connections

Protecting areas in Huntington Beach that have potential habitat area, such as wetlands, coastal areas, parks, and water bodies, can be challenging as they are managed by a variety of agencies and organizations which have different levels of jurisdiction and authority over the resources present. Several areas that provide potential habitat value also support other uses requiring routine maintenance (e.g., beaches, parks).

Connectivity between open space areas is an essential element of species conservation. Wildlife corridors refer to established migration routes commonly used by resident and migratory species for passage from one geographic location to another. Corridors are present in a variety of habitats and link areas of suitable wildlife habitat that are otherwise separated by changes in vegetation, rugged terrain, or human disturbance. Fragmentation of open space areas by urbanization creates isolated islands of wildlife habitat. Maintaining the continuity of established wildlife corridors is important to (a) sustain species with specific foraging requirements, (b) preserve a species’ distribution potential, and (c) retain diversity among many wildlife populations. The majority of Huntington Beach, including its surroundings, has been built out; however, the undisturbed portions around the perimeter and off-site could facilitate regional wildlife movement. Specifically, Huntington Harbour connects the Bolsa Chica Wetlands to the off-site Seal Beach National Wildlife Refuge.

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**Goal ERC-6. Various agencies that oversee habitat areas and wildlife corridors, including but not limited to parks, beaches, coastal dunes, marine waters, and wetlands, coordinate decision-making and management to ensure ongoing protection of resources.**

**Policies**

A. Create, improve, and/or acquire areas that enhance habitat resources and identify, prioritize, and restore as habitat key areas of land that link fragmented wildlife habitat, as funding and land are available.

B. Support land acquisition, conservation easements, or other activities undertaken by landowners to create and preserve habitat linkages that support the integrity of ecosystems.

C. Preserve and enhance the connection between the Huntington Beach Wetlands and the wetland/riparian area in Bartlett Park via the Huntington Beach Channel.

D. Use future specific and area plans as a means to complete wildlife corridors.

E. Establish aquatic and terrestrial connections between the Bolsa Chica Wetlands and Central Park by restoring areas in the oil fields to a more natural environment.

### Protecting Habitat Resources in Wetlands

Huntington Harbour, the Bolsa Chica Wetlands, the Huntington Beach Wetlands, the Talbert and Huntington Channels, and Anaheim Bay are used as spawning and nursery areas for a number of marine fishes, including important commercial fishes, and are utilized by threatened and endangered birds. Past development and the ongoing modifications to the Santa Ana River mouth and Huntington Beach Wetlands outlet have directly impacted areas through filling, dredging, and channelization. Urban runoff has also affected these areas. Stormwater runoff from streets with oil, grease, and trash is known to adversely impact marine biological resources and wetlands. Possible sea level rise also threatens to affect the stability of the wetlands.

<<FIGURE>>

**Goal ERC-7. Wetland areas that serve as important biological resources for threatened and endangered birds, fish, and other species are protected and restored.**

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**Policies**

A. Protect important wetland areas in the planning area through land use regulation or through nonprofit land trust or public ownership and management.

B. Maintain and enhance existing natural vegetation buffer areas surrounding riparian habitats and protect these areas from new development.

C. Support County efforts to designate and manage environmentally sensitive lands—such as the Bolsa Chica Wetlands, the Huntington Beach Wetlands, and lands near the mouth of the Santa Ana River and north of Newland Street—for inclusion into a coastal wetlands preserve.

D. Minimize filling, dredging, and channelization of river and wetland areas other than necessary dredging to keep the tidal channel open.

E. Reduce pollutant runoff from new development and urban runoff to the maximum extent practicable.

F. Continue to evaluate and mitigate the effects of domestic and industrial wastes on living marine resources.

G. Seek opportunities to naturalize flood channels while also enhancing flood protection capacity.

## Protecting Coastal Habitat Resources

Coastal dunes, the beach, the surf zone, and offshore areas serve both important biological functions and as important recreational amenities. Coastal dunes have been reduced by urban development erosion and degradation and the intensification of beach uses.

*Goal ERC-8. Coastal dunes and habitat resources remain resilient to potential impacts of encroaching development, urban runoff, and possible sea level rise.*

**Policies**

A. Sustain the biological productivity of coastal waters and maintain healthy populations of species of marine organisms adequate to support long-term commercial, recreational, scientific, and educational purposes.

B. Promote the improvement of tidal circulation in the Bolsa Chica Wetlands, Huntington Harbour, Huntington Beach Wetlands, and Anaheim Bay and minimize impacts to sand migration, aesthetics, and usability of the beach area.

C. Prohibit development that jeopardizes or diminishes the integrity of sensitive or protected coastal plant and animal communities, accounting for expected changes from sea level rise.

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# Protecting Trees

The city has many established trees, some of which form groves, such as those in Central and Norma Gibbs Parks. These trees provide nesting and roosting areas for both birds and butterflies, as well as perches for raptor species. The City has not developed a system to identify and protect trees and groves of biological value. Tree maintenance and utilities within the public right-of-way are often in conflict, leading to some trees not being replaced.

*Goal ERC-9. Huntington Beach’s trees and groves serves important biological functions, including but not limited to nesting and roosting areas for both birds and butterflies, and perches for raptor species.*

### Policies

A. Identify, track, and protect trees and groves on public property that provide valuable habitat.

B. Maximize and maintain tree coverage on public lands and in open spaces.

# Protecting Habitats in Parks

While City parks are designed primarily to support recreational use, portions of parks that have remained undeveloped or have been “naturalized” (e.g., the Shipley Nature Center in Central Park) provide habitat resources. The three freshwater lakes in Central Park are used by a number of waterfowl and other birds. Other lakes located throughout the planning area can provide habitat for a variety of resident and migratory bird species. These areas should be protected from impacts that may occur from recreation or nearby uses, such as trash or urban runoff.

*Goal ERC-10. An enhanced network of parks, open spaces, and recreation facilities contributes to habitat preservation.*

### Policies

A. Continue to preserve portions of parks as natural habitat for a variety of species.

B. Continue to naturalize disturbed areas within parks and prevent the invasion of exotic plants. Design nature parks and natural areas so that habitat value for wildlife is emphasized on par with recreational value for people.

C. Evaluate incompatible recreation activities which may damage open spaces and sensitive habitat areas.

D. Support the use of native vegetation and green infrastructure in parks to manage water use, reduce urban runoff impacts, and provide natural habitat.

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# Conserving Energy in Homes and Businesses

Despite high electricity prices, Huntington Beach community members and other residents and businesses in California enjoy some of the lowest electricity bills in the country due in part to widespread energy efficiency and conservation efforts. Continuing and enhancing energy efficiency and conservation strategies help residents and businesses save money, and conserve valuable resources needed to generate energy. Energy efficiency programs also help support the local economy and can make Huntington Beach more resilient to future disasters by decreasing stress on existing energy distribution networks.

*Goal ERC-11. Energy use in existing buildings declines due to energy efficiency upgrades and energy-conscious behavior.*

**Policies**

A. Publicize rebates and other financial incentives available to community members to improve energy efficiency in their homes and businesses, and market these rebates and incentives to all community members through a variety of outreach strategies.

B. Promote low-cost or free weatherization programs for disadvantaged residents, including low-income families and elderly individuals.

C. Identify ways to increase energy efficiency retrofits in multifamily buildings, renter-occupied homes, low-income homes, and leased nonresidential space through retrofits and educational programs.

D. Retrofit existing City facilities to be more energy efficient as opportunities arise.

*Goal ERC-12. New buildings are increasingly energy efficient and ultimately equipped to support zero net energy performance.*

**Policies**

A. Create incentives for proposed development and reuse projects to exceed the minimum energy efficiency standards established in the California Building Standards Code when constructing new or significantly renovated residential and nonresidential buildings, including achieving zero net energy performance in advance of state-level targets.

B. Promote the use of passive solar design techniques and technologies in new buildings to reduce energy use for heating and cooling.

C. Construct all new City facilities to be more energy efficient than the minimum energy efficiency standards in the California Building Standards Code, and achieve zero net energy performance for new City facilities when possible.

# Expanding Renewable Energy Sources

Current energy resources are generally viewed as limited and unsustainable. Consequently, the City should prepare for encouragement conservation and pursue

<!-- page 38 -->
alternative energy sources. Community education regarding energy efficiency continues to be important, and the City could take additional steps to encourage both municipal and distributed solar photovoltaic development and new technologies and energy sources.

**Goal ERC-13. Increase both distributed generation and utility renewable energy sources within municipal and community-wide practices.**

**Policies**

A. Encourage the use of solar energy systems in homes and commercial businesses as a form of renewable energy, including in support of zero net energy goals.

B. Encourage renewable energy options that are affordable and benefit all community members.

C. Create incentives that promote renewable energy systems as a component of new development or reuse projects.

D. Maximize renewable energy capacity on municipal property and renewable energy use in City-sponsored projects and activities.

E. Support opportunities to increase energy storage capacity in the community.

F. Support Community Choice Aggregation (CCA) feasibility studies.

G. Support public-private partnerships on energy efficiency, energy storage, and microgrid development to achieve cost savings, reduce energy use, and improve energy reliability.

### Preserving Mineral Extraction Potential

Oil, gas, sand, gravel, and peat extraction has occurred in the past in Huntington Beach; large-scale oil and gas production continues to the present time. Mineral extraction provides economic benefits, but also exposes the community to hazards such as subsidence, methane exposure, and potential environmental contamination. The City intends to balance these considerations and safely preserve mineral extraction potential.

**Goal ERC-14. Mineral resource extraction continues to provide economic benefits, while threats to health, safety, and environmental resources are minimized.**

**Policies**

A. Identify appropriate access areas, and permit extraction of significant oil and other mineral resources in designated resource areas.

B. Ensure that mineral/oil resource production activities avoid or minimize potential environmental impacts and are compatible with adjacent uses.

C. Ensure mineral/oil resource extraction areas are properly reclaimed and/or remediated after resource extraction has been terminated.

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# Protecting and Conserving Water Resources

Although Huntington Beach has relatively good access to available groundwater, additional steps should be taken to protect water resources and conserve water in home, business, and public settings to prepare the city to sustain the future population. Drought-tolerant landscaping, recycled water infrastructure, saltwater reclamation, and groundwater replenishment represent opportunities to conserve water, develop new water supplies, and sustain valuable groundwater resources for long-term use.

*Goal ERC-15. Adequate water supply is available to the community through facilities, infrastructure, and appropriate allocation.*

**Policies**

A. Maintain a system of water supply and distribution facilities capable of meeting existing and future daily and peak demands, including fire flow requirements, in a timely and cost-efficient manner.

B. Monitor demands on the water system, manage new development and reuse projects and existing land uses to mitigate impacts and/or facilitate improvements to the system, and maintain and expand water supply and distribution facilities.

C. Evaluate participation in Orange County Water District’s recycled water program, and explore opportunities for the City to produce its own recycled water for use within the community.

D. Continue to explore innovative alternative water infrastructure improvements, including but not limited to groundwater injection, maximizing groundwater recharge/percolation, and desalination.

*Goal ERC-16. Water conservation efforts are maximized in every aspect of use.*

**Policies**

A. Continue to require incorporation of feasible and innovative water conservation features in the design of new development and reuse projects.

B. Encourage maximum water conservation in existing land uses, and provide incentives that encourage building owners and homeowner associations to complete water efficiency retrofits.

C. Require the use of recycled water for landscaping irrigation, grading, and other non-contact uses in new development or substantial retrofit projects where recycled water is available or expected to be available.

D. Partner with and provide information to community organizations, residents, and businesses regarding methods to reduce water use.

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# Maintaining Water Quality

Urban stormwater runoff occurs when rainfall is collected by storm drains instead of being absorbed by groundcover or soil (commonly seen in a nonurban environment). When it rains, trash, silt, automotive chemicals, fertilizers, animal wastes, and other contaminants are washed into the storm drain system. Since storm drains are designed only to carry stormwater, they are typically not equipped with filters or cleaning systems. Consequently, they can carry contaminants found in urban runoff directly into flood control channels, creeks, rivers, and the ocean. Many of the contaminants found in runoff affect water quality, and can, at elevated levels, be toxic to aquatic and marine life. Increased surface water runoff will likely result from new development and reuse projects and existing land uses in Huntington Beach, potentially degrading already polluted waters.

**Goal ERC-17. Enhance and protect water quality of all natural water bodies including rivers, creeks, harbors, wetlands, and the ocean.**

**Policies**

A. Require redevelopment to comply with the City’s National Pollutant Discharge Elimination System permit and other regional permits issued by the State Water Resources Control Board and the Santa Ana Regional Water Quality Control Board.

B. Require that new development and significant redevelopment projects employ innovative and efficient drainage technologies that comply with federal and state water quality requirements and reduce runoff and water quality impacts to downstream environments.

C. Continue to require new development and significant redevelopment projects to propose protective safeguards and implement best management practices that minimize non-point source pollution and runoff associated with construction activities and ongoing operations.

D. Continue to require that new development and significant redevelopment projects incorporate low-impact development best management practices, which may include infiltration, harvest and reuse, evapotranspiration, and bio-treatment.

E. Prioritize investment in green stormwater infrastructure that restores natural landscapes before employing other management solutions.

F. Reduce pollutant runoff from new development to marine biological resources and wetlands by requiring the use of the most effective best management practices currently available.

G. Partner with and provide information to community organizations, community members, and businesses regarding best practices to minimize runoff and improve groundwater recharge.

H. Reduce impacts of new development and significant redevelopment project sites’ hydrologic regime (hydromodification).

I. Continue working with the County and the Regional Water Quality Control Board (RWQCB) on the Integrated Regional Water Quality Management Plan to explore and expand more regional treatment of stormwater runoff.

---

## Noise — Huntington Beach General Plan, Chapter 6: Noise Element (adopted October 2, 2017)

- Source: https://www.huntingtonbeachca.gov/Documents/Departments/Community%20Development/Planning%20Zonning/General%20Plan/Generalplan/noise_element.pdf
- Pages: 22
- Covers: noise
- **Transcription findings were recorded for this document;** check figures against the source.

<!-- page 1 -->
# VI. Noise

<<FIGURE>>

## Introduction and Purpose

The Noise Element describes how the City considers noise control in the planning process. This element identifies noise-sensitive land uses and noise sources, evaluates existing noise issues, defines potential noise impact areas, and advocates creative methods to protect the community from excessive noise. The element provides proactive solutions to noise problems varying from construction noise and clamoring mechanical equipment to roadway noise and the cacophony of barking dogs, and describes noise control measures designed to avoid noise problems before they occur.

The noise environment relates to a community’s quality of life. Noise has been linked directly to numerous human health factors; aside from general annoyances, excessive noise is a source of discomfort, interferes with sleep, and disrupts communication and relaxation.

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# Noise

Recognizing that excessive or unusual noise affects human health and welfare, the state has developed guidelines both for determining community noise levels and for establishing programs to reduce community exposure to adverse noise levels. Policies, plans, and programs outlined in the Noise Element are designed to minimize the effects of human-caused noise in the community, and to improve residents’ quality of life by regulating and reducing noise, particularly in residential areas and near such noise-sensitive land uses as residences, hospitals, convalescent and day care facilities, schools, and libraries. The element provides direction regarding practices and strategies to protect city residents and businesses from severe noise levels.

Mixed-use residential and commercial development present unique noise reduction challenges. Although located in predominantly commercial environments, the residential portions of mixed-use projects are nonetheless subject to residential noise standards and guidelines established by the state. Strategies to address these noise concerns focus on incorporating noise-reducing features into project design.

## Scope and Content

California Government Code Section 65302(f) establishes the requirement for a noise element to “identify and appraise noise problems in a community” and to “analyze and quantify, to the extent practicable…current and projected noise levels.” The noise element must identify the sources of noise and identify both existing and future noise contours—distances at which a predicted noise level will occur. State law requires that the noise element consider the following major noise sources:

*   Highways and freeways
*   Primary arterials and major local streets
*   Railroad operations
*   Aircraft and airport operations
*   Local industrial facilities
*   Other stationary sources

This element consists of this *Introduction and Purpose* summarizing the general purpose of the Noise Element; a *Noise Plan* describing fundamentals of sound and noise, defining noise standards, presenting contour maps, and recommending strategies to achieve goals and implement policies; and *Issues, Goals, and Policies* outlining the most important noise issues affecting the planning area.

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## Relationship to Other Elements

Noise policies and programs affect implementation of the Land Use Element as it relates to both noise sources and noise-sensitive uses. The noise contours and land use compatibility standards contained in the Noise Element should be used when evaluating planning and development decisions.

The Noise Element also relates directly to the Circulation Element, because Huntington Beach's primary noise sources are transportation-related noise along arterial roadways and highways, and, to a lesser extent, the freeway, railways, and aircraft. Noise policies mitigate excessive noise along transportation routes. Similarly, noise policies relate to the Housing Element by directing new housing development to appropriate sites away from sources of excessive noise and requiring that design features be incorporated to ensure acceptable indoor noise levels.

## Noise Plan

The following describes the fundamentals of sound and noise, defines noise standards, and presents contour maps.

## Measuring Noise

### Noise Fundamentals

Noise sources in Huntington Beach fall into two categories: transportation oriented and non-transportation oriented. Examples of transportation-oriented noise include noise generated by vehicles, airplanes, and rail cars operating within the planning area. Examples of non-transportation noise include noise generated from mechanical or industrial processes, such as oil extraction, lawn equipment, and construction activities.

Noise is most often defined as unwanted sound. Although sound can be easily measured, the perception of noise levels is subjective and the physical response to sound complicates the analysis of its effects on people. People judge the relative magnitude of sound sensation in subjective terms such as noisiness or loudness. Sound pressure magnitude is measured and quantified using a logarithmic ratio of pressures, the scale of which gives the level of sound in decibels (dB). Table N-1 presents the subjective effect of changes in sound pressure levels.

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Table N-1
Changes in Sound Pressure Levels, dB

| Decibel Change | Change in Apparent Loudness |
| :--- | :--- |
| +/- 3 dB | Threshold of human perceptibility |
| +/- 5 dB | Clearly noticeable change in noise level |
| +/- 10 dB | Twice/half as loud |
| +/- 20 dB | Louder/much quieter |

*Source: Engineering Noise Control, Bies and Hansen (1988).*

To account for the pitch of sounds and an average human ear's response to such sounds, a unit of measure called an A-weighted sound pressure level (dBA) is used.

**Noise Descriptors**

Several rating scales have been developed to analyze the adverse effect of community noise on people. Since environmental noise fluctuates over time, these scales consider that the effect of noise on people is largely dependent on the total acoustical energy content of the noise as well as the time of day when the noise occurs. The following common metrics describe the way humans perceive sound:

*   Lₑq, the equivalent energy noise level, is the average acoustic energy content of noise for a stated period of time. For evaluating community impacts, this rating scale does not vary, regardless of whether the noise occurs during the day or the night.
*   Ldn, the Day-Night Average Level, is a 24-hour average Lₑq with a 10 dBA weighting added to noise during the hours of 10:00 p.m. to 7:00 a.m. to account for noise sensitivity in the nighttime. The logarithmic effect of these additions is that a 60 dBA 24 hour Lₑq would result in a measurement of 66.4 dBA Ldn.
*   CNEL, the Community Noise Equivalent Level, is a 24-hour average Lₑq with a 10 dBA weighting added to noise during the hours of 10:00 p.m. to 7:00 a.m., and an additional 5 dBA weighting during the hours of 7:00 p.m. to 10:00 p.m. to account for noise sensitivity in the evening and nighttime. The logarithmic effect of these additions is that a 60 dBA 24-hour Lₑq would result in a measurement of 66.7 dBA CNEL.
*   Lmin, the minimum instantaneous noise level experienced during a given period of time.
*   Lmax, the maximum instantaneous noise level experienced during a given period of time.

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Assigning the proper noise descriptor when evaluating a noise source is essential to determining potential environmental impact on the community. Stationary-source noise (e.g., leaf blowers; heating, ventilation, and air conditioning; and loading docks) is generally analyzed using an hourly standard (Leq). Transportation noise sources (e.g., vehicular traffic, aircraft overflights, and train passbys) occur as variable, individual events throughout the day. Hourly descriptors are not effective at describing transportation noise because it occurs at all hours. Instead, a 24-hour descriptor (Ldn or CNEL) is used to analyze transportation noise sources because the evening and nighttime penalties are applied to reflect increased sensitivity to noise during the evening and nighttime hours. CNEL is the noise level descriptor, consistent with state guidelines, applied by the City throughout this Noise Element to describe the current and future noise environment affected by transportation-generated noise.

## Noise Sources and Concentration Areas

Land uses in the planning area include a range of residential, commercial, institutional, industrial, recreational, and open space areas. In general, the greatest source of noise throughout Huntington Beach is vehicle roadway noise generated along arterial roadways, as well as minor arterial roads within residential areas, and various stationary sources such as commercial heating, ventilation, and air conditioning (HVAC) units and petroleum extraction activities.

### Mobile Sources

*Roadways*

<<FIGURE>>

Traffic noise originates from vehicles traveling on roads, with major roads such as Beach Boulevard, Bolsa Chica Street, Goldenwest Street, Adams Avenue, Brookhurst Street, and Pacific Coast Highway being significant contributors due to the volume and composition of traffic. Roadway noise is a combination of direct noise emissions from vehicles and the sound of tires passing over the road surface. In addition, large volumes of truck traffic can dramatically contribute to roadway noise, as the sounds generated from some vehicle brake technologies, large tires, and diesel engines greatly exceeds noise from passenger cars and light trucks.

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_Railways_

The Union Pacific Railroad right-of-way runs east of Gothard Street, extending from the northern city limits to a terminus just north of Garfield Avenue. It provides freight service for the industrial corridor located along Gothard Street and is generally not located adjacent to noise-sensitive land uses. Current rail service is extremely limited, with approximately three trains per week traveling through the planning area. Although no specific proposal is anticipated at this time, the City intends to preserve options for future passenger rail transit along this corridor throughout the planning horizon of the General Plan.

_Aircraft_

No airport is located in the planning area, and no major flight corridors overlie Huntington Beach, although aircraft approaching or leaving nearby airports may fly over the community. Long Beach Airport is located approximately 12.5 miles to the northwest of the planning area, and John Wayne Airport is located approximately 3.5 miles to the southeast. The planning area is not located within the noise contours for either airport.

According to a Noise Analysis Report prepared by Veneklasen Associates in 2007, flights approaching Long Beach Airport regularly pass over the area near the intersection Bolsa Chica Street and Edinger Avenue at an altitude ranging between 1,600 feet to 2,100 feet. Individual commercial aircraft flying at these altitudes can result in noise levels of approximately 72 dBA on the ground. The control of aircraft flying over the city and the noise they make are under the jurisdiction of the Federal Aviation Administration (FAA). As such, the City has no authority over their operations.

**Stationary Sources**

_Construction Activities_

Construction activities are a regular and ongoing source of noise throughout the planning area. Noise levels generated by construction activities are generally isolated to the immediate vicinity of a construction site and occur during daytime hours in accordance with City regulations for relatively short-term periods ranging from a few weeks to a few months.

_Commercial and Industrial Uses_

Existing commercial uses are predominantly located in regional shopping centers such as Bella Terra, in Downtown Huntington Beach, and along the blocks adjacent to both sides of Beach Boulevard, Gothard Street, Edinger Avenue, and Warner Avenue. The primary noise sources associated with commercial

<<FIGURE>>

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uses are commercial HVAC systems. Other noise sources include truck noise associated with the delivery of goods, as well as human activity.

Industrial uses are located primarily in the northwestern portion of the planning area (including and adjacent to the Boeing campus), along the Gothard Street corridor, in the Holly-Seacliff area, and along Pacific Coast Highway (near and including oil production facilities and the AES power plant). Aside from oil extraction, most industrial uses consist of warehousing, including vehicle and equipment storage along the Gothard Street corridor. Similar to commercial uses, the primary exterior noise sources associated with these uses are related to HVAC systems and medium-duty commercial trucks.

Land use changes anticipated in both the northwest industrial area and along the Gothard Street corridor will gradually transition to a mix of lighter industrial and commercial uses characterized by research and development and technology uses. These land use transitions are intended to be more compatible with sensitive receptor uses located in the vicinity of these areas, as these uses would be less noise intensive.

_Oil Extraction_

Huntington Beach has been an active site for oil extraction since the 1920s, and large-scale oil and gas production continues. Oil wells are scattered throughout much of the planning area, although most are concentrated along the coastal areas and mesas. Noise sources associated with oil extraction activities are related to heavy-duty vehicle use, including noise associated with site preparation, and are considered similar to construction noise levels.

<<FIGURE>>

_Special Events_

Many parks provide facilities for organized sports including baseball, soccer, and basketball. Noise from these activities can have a negative impact on neighboring residential land uses, particularly at parks where lighted fields allow evening activities. Additionally, the City regularly hosts special events on a local, regional, and international level. Local events include farmers markets, Surf City Nights, and evening music events in public parks, drawing crowds from a few dozen to a few thousand people. Regional and international events include the Huntington Beach Association of Volleyball Professionals Finals, the BB Jazz Festival at Central Park, and the Association of Surfing Professionals US Open of Surfing. Special events often use amplification devices, such as public address systems, and feature amplified music.

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# Noise Standards and Land Use Compatibility

Huntington Beach has developed land use compatibility standards, based on recommended parameters from the California Governor's Office of Planning and Research, that rate compatibility in terms of normally acceptable, conditionally acceptable, normally unacceptable, and clearly unacceptable. Using these land use compatibility guidelines, the City has established interior and exterior noise standards.

Some types of noise are only short-term irritants, like the banging of a hammer, the whine of a leaf blower, or amplified music and crowd noise from outdoor events. City noise regulations, including the Noise Control Ordinance, can control this type of noise. The City's Noise Ordinance (Chapter 8.40 of the Huntington Beach Municipal Code) identifies exterior and interior noise standards, specific noise restrictions, exemptions, and variances for sources of noise in the city. As such, the Municipal Code provides standards against intrusive noises such as loud gatherings, unauthorized construction-generated noise, and other invasive noises.

Noise environments and consequences of human activities are usually well represented by median noise levels during the day, night, or over a 24-hour period. Environmental noise levels would generally be considered low below 55 dBA CNEL, moderate in the 55 to 70 dBA CNEL range, and high above 70 dBA CNEL.

The City's land use-noise compatibility standards are presented in Table N-2. These standards are used in the land planning stage of the development process to identify project opportunities and constraints. In conjunction with the noise contour maps (Figures N-1 and N-2), the standards may be used to determine whether a certain type of land use would be compatible with the existing and future noise environment. Proposed land uses should be compatible with existing and forecasted future noise levels. Projects with incompatible land use-noise exposures should incorporate noise attenuation and/or control measures within the project design that reduce noise to an acceptable interior level of 45 dBA CNEL or lower, as required by state regulations (California Code of Regulations Title 24) for residential uses.

The City's compatibility standards provide only for normally acceptable conditions, and are generally based on state recommendations and City land use designations. These standards, which use the CNEL noise descriptor, are intended to be applicable for land use designations exposed to noise levels generated by transportation-related sources. Land use compatibility noise exposure limits are generally established as 60 dBA CNEL for low-density and medium-density residential uses. However, for medium-high density residential, high-density residential, and mixed-use land use designations, a higher 65 dBA CNEL is permitted. Higher exterior noise levels are more often permitted for multiple-family housing and housing in mixed-use contexts than for single-family houses. This is

<<FIGURE>>

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because multiple-family complexes are generally located in transitional areas between single-family and commercial districts or near major arterials served by transit, and a more integrated mix of residential and commercial activity (accompanied by higher noise levels) is often desired in such locations. These standards establish maximum interior noise levels for new residential development, requiring that sufficient insulation be provided to reduce interior ambient noise levels to 45 dBA CNEL.

The City's land use compatibility standards are based first on the General Plan land use designation of the property, and secondly on the proposed use of the property. For example, in the mixed-use designation, a multiple-family use exposed to transportation-related noise would have an exterior noise standard of 65 dBA CNEL, and an interior noise standard of 45 dBA CNEL. Noise standards for multiple-family and mixed-use land use designations are higher than those for single-family residential areas, reflecting that these uses are generally located along arterial roadways with higher ambient noise levels than single-family residential neighborhoods. The standards are purposefully general, and not every specific land use is identified. Application of the standards will vary on a case-by-case basis according to location, development type, and associated noise sources.

### Table N-2
### Land Use-Noise Compatibility Standards

| General Plan Land Use Designation | Proposed Uses | Exterior Normally Acceptable¹ (dBA CNEL) | Exterior Conditionally Acceptable² (dBA CNEL) | Exterior Normally Unacceptable³ (dBA CNEL) | Interior Acceptable⁴ (dBA CNEL) |
| :--- | :--- | :--- | :--- | :--- | :--- |
| **Residential** | | | | | |
| Low Density | Single-family, mobile home, senior housing | Up to 60 | 61–65 | ≥66 | 45 |
| Medium Density, Medium High Density, High Density | Attached single-family, duplex, townhomes, multi-family, condominiums, apartments | Up to 65 | 66–70 | ≥71 | 45 |
| **Mixed-Use** | | | | | |
| Mixed-Use | Combination of commercial and residential uses | Up to 70 | 71–75 | ≥76 | 45 |
| **Commercial** | | | | | |
| Neighborhood Commercial, General Commercial | Retail, professional office, health services, restaurant, government offices, hotel/motel | Up to 70 | 71–75 | ≥76 | 45 |
| Visitor Commercial | Hotel/motel, timeshares, recreational commercial, cultural facilities | Up to 65 | 66–75 | >75 | 45 |

[^p9-1]: Normally Acceptable: Specified land use is satisfactory, based upon the assumption that any buildings involved are of normal conventional construction, without any special noise insulation requirements.
[^p9-2]: Conditionally Acceptable: New construction or development should be undertaken only after a detailed analysis of the noise reduction requirements is made and needed noise insulation features included in the design.
[^p9-3]: Normally Unacceptable: New construction or development should generally be discouraged. If new construction or development does proceed, a detailed analysis of the noise reduction requirements must be made and needed noise insulation features included in the design.
[^p9-4]: Interior Acceptable: Indoor environments require sufficient insulation to ensure the interior noise level does not exceed 45 dBA CNEL.

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| General Plan Land Use Designation | Proposed Uses | Exterior Normally Acceptable¹ (dBA CNEL) | Exterior Conditionally Acceptable² (dBA CNEL) | Exterior Normally Unacceptable³ (dBA CNEL) | Interior Acceptable⁴ (dBA CNEL) |
| :--- | :--- | :--- | :--- | :--- | :--- |
| Office | Office, financial institutions | NA | NA | NA | NA |
| **Public/Semi-public** | | | | | |
| Semi-public (School) | Schools | Up to 60 | 61–65 | ≥66 | 45 |
| Semi-public (Other) | Hospitals, churches, cultural facilities | Up to 65 | 66–70 | ≥71 | 45 |
| Public | Public utilities, parking lot | NA | NA | NA | NA |
| **Industrial** | | | | | |
| Research and Technology | Research and development, technology, warehousing, business park | NA | NA | NA | NA |
| Industrial | Manufacturing, construction, transportation, logistics, auto repair | NA | NA | NA | NA |
| **Open Space and Recreational** | | | | | |
| Conservation | Environmental resource conservation | NA | NA | NA | NA |
| Park | Public park | Up to 65 | 65–75 | ≥76 | NA |
| Recreation | Golf courses, recreational water bodies | Up to 65 | 66–75 | ≥76 | NA |
| Shore | City and state beaches | NA | NA | NA | NA |

*Notes:*
1. *Normally acceptable means that land uses may be established in areas with the stated ambient noise level, absent any unique noise circumstances.*
2. *Conditionally acceptable means that land uses should be established in areas with the stated ambient noise level only when exterior areas are omitted from the project or noise levels in exterior areas can be mitigated to the normally acceptable level. Where the location of outdoor activity areas is unknown, the exterior noise level standard shall be applied to the property line of the receiving land use. Where it is not practical to mitigate exterior noise levels at patio or balconies of apartment complexes, a common area such as a pool or recreation area may be designated as the outdoor activity area.*
3. *Normally unacceptable means that land uses should generally not be established in areas with the stated ambient noise level. If the benefits of the project in addressing other General Plan goals and policies outweigh concerns about noise, the use should be established only where exterior areas are omitted from the project or where exterior areas are located and shielded from noise sources to mitigate noise to the maximum extent feasible. Where the location of outdoor activity areas is unknown, the exterior noise level standard shall be applied to the property line of the receiving land use. Where it is not practical to mitigate exterior noise levels at patio or balconies of apartment complexes, a common area such as a pool or recreation area may be designated as the outdoor activity area.*
4. *Interior acceptable means that the building must be constructed so that interior noise levels do not exceed the stated maximum, regardless of the exterior noise level. Stated maximums are as determined for a typical worst-case hour during periods of use.*

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In the case of hotel/motel facilities or other transient lodging, outdoor activity areas such as pool areas may not be included in the project design. In these cases, only the interior noise level criterion will apply. To ensure that noise produced by stationary sources does not adversely affect noise-sensitive land uses, the City applies a second set of standards. These hourly and maximum performance standards (expressed in Lₑq) for stationary noise sources are designed to protect noise-sensitive land uses.

## Noise Contours and Impact Areas

The community noise environment can be described using contours derived from monitoring major sources of noise. Noise contours define areas of equal noise exposure. Future noise contours have been estimated using information about both current and projected future land uses and traffic volumes. The contours assist in setting land use policies for distribution and establishing development standards.

The City completed a study of baseline noise sources and levels in June and July 2014. As part of the study, the City collected long-term (24-hour) noise measurements during a typical weekday at seven locations, and short-term (one-hour) noise measurements at eight locations, in the planning area. Long-term monitoring sites included locations characterized by unique noise generators due to high traffic volumes, large numbers of truck trips, or commercial or industrial activities occurring in the vicinity of noise-sensitive land uses. Short-term monitoring sites were generally located in residential areas where ambient noise levels are anticipated to be lower than those along major transportation corridors and commercial areas. The primary purpose of noise monitoring was to establish a noise profile that could be used to estimate current and future noise levels.

Measurements represent motor vehicle noise emanating from highways and freeways, the local roadway network, and industrial land uses. Typical noise sources measured during the short-term survey included vehicular traffic; standard gardening and landscaping equipment such as lawn mowers and leaf-blowers; police, ambulance, and fire sirens; motorcycles; heavy trucks; and typical home maintenance equipment such as handsaws. Of these sources, traffic noise was determined to be the predominant noise source in Huntington Beach. Typical of developed areas, noise levels in commercial and industrial areas were substantially higher than those in residential neighborhoods, particularly along major arterials such as Beach Boulevard, Goldenwest Street, and Bolsa Chica Street. Additionally, the planning area experiences regular aircraft overflight from commercial airlines from Los Angeles International Airport, Long Beach Airport, and John Wayne Airport.

**Figure N-1** identifies modeled noise contours for baseline year 2014. A number of locations experience noise levels above 65 dBA CNEL, including areas near Pacific Coast Highway, Beach Boulevard, Goldenwest Street, Warner Avenue, Edinger Avenue, Brookhurst Street, Bushard Street, Springdale Street, Yorktown Avenue, and Heil Avenue.

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The Land Use Element anticipates that Huntington Beach will accommodate additional future growth, accompanied by an increase in citywide traffic volumes. Traffic volume increases represent the major anticipated measurable new noise sources in the community over the long term. Figure N-2 identifies anticipated changes in 2040 noise levels along major roads based upon future traffic levels. Noise levels may be expected to rise in areas located near roadways where traffic volumes will increase over time. Specifically, these areas include Bolsa Avenue, Atlanta Avenue, Adams Avenue, Pacific Coast Highway, Bolsa Chica Street, Goldenwest Street, and Brookhurst Street.

Developments along the following roadway segments should be reviewed for potential future noise impacts:

* Talbert Avenue between Goldenwest Street and Gothard Street
* Edinger Avenue between Gothard Street and Beach Boulevard
* Heil Avenue between Algonquin Street and Bolsa Chica Street
* Bolsa Avenue between Edwards Street and Goldenwest Street
* Edwards Street between Ellis Avenue and Garfield Avenue
* Yorktown Avenue between Goldenwest Street and Main Street
* Indianapolis Avenue between Lake Street and Beach Boulevard
* Main Street between Palm Avenue and Pacific Coast Highway
* Orange Avenue between 3rd Street and 1st Street
* Atlanta Avenue between Beach Boulevard and Newland Street
* Newland Street between Hamilton Avenue and Pacific Coast Highway

Many neighborhoods located along busy arterial streets have existing masonry walls between the roadway and the residential uses. Furthermore, topography in the planning area does not vary considerably. As a result, the contours shown in Figures N-1 and N-2 are considered reasonably representative of actual traffic noise conditions. Nonetheless, it is not possible to evaluate the localized effects of topography and screening by intervening structures on traffic noise within the framework of the Noise Element. Therefore, the City should consider the contour distances conservative estimates of traffic noise exposure (i.e., assuming noisier conditions than may be the case) to be supplemented by more detailed and project-specific study as needed.

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<<FIGURE>>

| LEGEND | |
| :--- | :--- |
| **Noise Contours** | |
| | 70 Ldn |
| | 65 Ldn |
| | 60 Ldn |
| | Planning Area |
| | Non-Incorporated Land |
| | Within Planning Area |

Modeled Noise Contours for Baseline Year 2014

Figure N-1

City of Huntington Beach General Plan

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<<FIGURE>>

**Anticipated Changes in 2040 Noise Levels** | **Figure N-2**

City of Huntington Beach General Plan (Adopted October 2, 2017)

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# Noise Reduction Strategies

The following strategies are intended to reduce noise impacts within Huntington Beach. These strategies should be employed along the roadway segments identified on page 6-12.

### Noise Control Ordinance

The Noise Control Ordinance authorizes the City to regulate noise at its source, protect noise-sensitive land uses, and establish exterior and interior noise standards for residential properties. The City will continue to apply provisions of the Noise Control Ordinance.

### State Noise Standards

Title 24 of the California Code of Regulations, also known as the California Building Code, establishes acoustical regulations for both exterior-to-interior sound insulation and sound and impact isolation between adjacent spaces of various occupied units. The Title 24 regulations state that interior noise levels generated by exterior noise sources shall not exceed 45 dB Ldn, with windows closed, in any habitable room for general residential uses.

### Roadway Noise Barriers

The most efficient and effective means of controlling noise is to reduce noise at the source. However, the City has no direct control over noise produced by trucks, cars, and trains because federal and state noise regulations preempt local laws. Because the City cannot control transportation noise at the source, noise programs and standards use noise reduction methods that interrupt the path of the noise or shield adjacent land uses to reduce transportation noise along freeways, arterial roadways, and rail corridors. Such reduction methods may include building orientation, spatial buffers, landscaping, and noise barriers proposed during site planning and project design.

Using noise barriers, such as sound walls, is an effective way to achieve noise standards, but should be considered only after all other practical design-related noise reduction measures have been integrated into a project. New technologies should be used in place of sound walls as they become widely available, unless no other feasible options exist. Sound walls may not be desirable in some locations, such as intersections in commercial areas where visibility and access are equally important. For some projects, including those implemented by the California Department of Transportation (Caltrans) or the Orange County Transportation Authority (OCTA), using sound walls may be the only feasible option or may be beyond the City’s control.

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# Truck Routes

Truck traffic generates noise that can disturb people in residential and other noise-sensitive land uses. Heavy trucks are not permitted to drive through residential neighborhoods unless they are making a delivery in the neighborhood. Truck routes in Huntington Beach are located mostly on higher capacity roadways to reduce noise on other streets, increase safety, reduce roadway maintenance needs, and improve traffic operations.

# Stationary Sources

Noise levels from stationary sources are addressed primarily at the source. In a mixed-use development, acoustical design should be applied to reduce the exposure of residents to noise from both commercial portions of the development and external noise sources. When addressing stationary noise at the source is infeasible, the aforementioned noise reduction methods will be employed to reduce noise exposure to the levels presented in Table N-3.

The most common and feasible method to control exterior-to-interior noise levels is to improve the building structure and use wall/façade treatments that reduce noise levels. Buildings constructed consistent with the Title 24 of the California Building Code typically provide approximately 15 dBA of exterior-to-interior noise level reduction with windows open, and 25 dBA of noise level reduction with windows closed. Therefore, special consideration must be given to reducing interior noise levels to the required 45 dBA CNEL at noise-sensitive land uses exposed to noise levels in excess of 60 dBA. The ability to perform these calculations requires detailed floor plans and façade construction details. A qualified acoustical consultant should calculate the required noise level reduction and resulting interior noise levels. Table N-3 provides an example of varying levels of building façade improvements that may be required to comply with the interior noise level standard of 45 dBA CNEL for land uses exposed to three different noise levels: 60 dBA CNEL, 65 dBA CNEL, and 70 dBA CNEL.

# Residential Project Design

To mitigate non-transportation-related noise, the City will require adjustments to site plans, design features, higher insulation performance, spatial buffers, and other measures that absorb and block sound as needed. For example, bedrooms, balconies, and open space areas can be located away from streets and focused toward the interior of a project to reduce noise exposure. The City will develop guidelines to assist developers in designing structures that respond to noise concerns.

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Table N-3
Sample Interior Noise Control Measures

| Noise Level Exposure | Exterior-to-Interior Noise Level Reduction Required to Achieve 45 dBA CNEL | Noise Control Measures and Façade Upgrades |
| :--- | :--- | :--- |
| Less than 60 dBA CNEL | 15 dBA | Normal construction practices consistent with the Uniform Building Code are typically sufficient. |
| 60 dBA to 65 dBA CNEL | 20 dBA | Normal construction practices consistent with the Uniform Building Code are sufficient with the addition of the following specifications: <br> Air conditioning or mechanical ventilation systems are installed so that windows and doors may remain closed. <br> Windows and sliding glass doors are mounted in low-air infiltration rated frames. <br> Exterior doors are solid core with perimeter weather stripping and threshold seals. |
| 66 dBA to 70 dBA CNEL | 25 dBA | Normal construction practices consistent with the Uniform Building Code are sufficient with the addition of the following specifications: <br> Air conditioning or mechanical ventilation systems are installed so that windows and doors may remain closed. <br> Windows and sliding glass doors are mounted in low-air infiltration rated frames. <br> Exterior doors are solid core with perimeter weather stripping and threshold seals. <br> Glass in both windows and exterior doors should have a Sound Transmission Classification rating of at least 30. <br> Roof or attic vents facing the noise source of concern should be boxed or provided with baffling. |

*Notes:*
The information listed in this table represents sample guidance for interior noise control recommendations and is not intended for application to individual development projects, renovations, or retrofits. Noise-sensitive land uses located in areas with noise level exposures exceeding 65 dBA CNEL should perform acoustical analysis on a case-by-case basis.

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# Issues, Goals, and Policies

The noise issues addressed in this element include:

*   Protecting noise-sensitive land uses
*   Ensuring land use/noise compatibility
*   Reducing noise from mobile sources
*   Mitigating noise from construction, maintenance, and other sources

## Protecting Noise-Sensitive Land Uses

Sensitive land uses have associated human activities that may be subject to stress or significant interference from noise. Noise-sensitive land uses are located in portions of the planning area that vary from moderately quiet residential areas to noisy major transportation corridors.

**Goal N-1. Noise-sensitive land uses are protected in areas with acceptable noise levels.**

### Policies

A. Maintain acceptable stationary noise levels at existing noise-sensitive land uses such as schools, residential areas, and open spaces.

B. Incorporate design and construction features into residential, mixed-use, commercial, and industrial projects that shield noise-sensitive land uses from excessive noise.

## Ensuring Land Use/Noise Compatibility

<<FIGURE>>

Some residential, commercial, and institutional land uses, particularly those located along arterial roadways, experience excessive vehicular noise. Commercial and industrial land uses also have the potential to generate noise that can be considered intrusive to noise-sensitive land uses. Mixed-use development projects often include both residential uses located above or in close proximity to commercial uses and stand-alone multi-family residential uses. A unique challenge presented by mixed-use development is that on one hand, such uses desire locations along busy street

<!-- page 19 -->
corridors, and on the other hand, state-mandated interior noise requirements for residential uses must be met within the residential portions of such uses.

**Goal N-2. Land use patterns are compatible with current and future noise levels.**

**Policies**

A. Require an acoustical study for proposed projects in areas where the existing or projected noise level exceeds or would exceed the maximum allowable levels identified in Table N-2. The acoustical study shall be performed in accordance with the requirements set forth in this Noise Element.

B. Allow a higher exterior noise level standard for infill projects in existing residential areas adjacent to major arterials if no feasible mechanisms exist to meet exterior noise standards.

C. Minimize excessive noise from industrial land uses through incorporation of site and building design features that are intended to reduce noise impacts to sensitive land uses.

D. Encourage new mixed-use development projects to site loading areas, parking lots, driveways, trash enclosures, mechanical equipment, and other noise sources away from residential portions of the development, to the extent feasible.

## Reducing Noise from Mobile Sources

Roadway noise from vehicle traffic is the most common source of noise in Huntington Beach. New development supporting anticipated population growth will increase traffic levels on arterials, resulting in increased noise levels. Future development of several vacant parcels and parcels that may support infill development or reuse will also have the potential to increase roadway noise levels in surrounding neighborhoods. In addition to roadways, rail and aircraft operations create noise in certain portions of the planning area. The general noise environment also includes occasional noise from private, police, emergency medical, and news/traffic monitoring helicopters.

**Goal N-3. The community is not disturbed by excessive noise from mobile sources such as vehicles, rail traffic, and aircraft.**

**Policies**

A. Mitigate noise created by any new transportation noise source so that it does not exceed the exterior or interior sound levels specified in Table N-2.

B. Prioritize use of site planning and project design techniques to mitigate excessive noise. The use of noise barriers shall be considered a means of achieving the noise standards only after all other practical design-related noise mitigation measures have been integrated into the project.

C. Employ noise-reducing technologies such as rubberized asphalt, fronting homes to the roadway, or sound walls to reduce the effects of roadway noise on noise-sensitive land uses.

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D. Continue to work with local, state, and federal agencies to install, maintain, and renovate highway and arterial right-of-way buffers and sound walls.

E. Continue to work with regional, state, and federal agencies, including officials at John Wayne Airport and Long Beach Airport, to implement noise-reducing measures and to monitor and reduce noise associated with aircraft:

a. Coordinate with Long Beach Airport to modify the approach of commercial aircraft to an altitude of 2,100 feet or higher when passing over the area near Bolsa Chica Street.

b. Coordinate with Long Beach Airport so that aircraft delay deployment of landing gear and flaps until they are over the Naval Weapons Station to reduce the noise levels they produce over the community.

F. Continue to coordinate with the Federal Aviation Administration, Caltrans Division of Aeronautics, and the Orange County Airport Land Use Commission regarding the siting and operation of heliports and helistops to minimize excessive helicopter noise.

## Mitigating Noise from Construction, Maintenance, and Other Sources

Construction is a necessary part of community development. Construction noise typically occurs intermittently, and the amount of noise depends on the nature or phase of construction. Activities such as site preparation, trucks hauling materials, concrete pouring, and use of power tools can generate noise.

<<FIGURE>>

Construction equipment also creates noise that reaches high levels for brief periods. Although these types of noise sources tend to be short term, temporary, and limited, they can be a source of annoyance.

<!-- page 21 -->
*Goal N-4. Noise from construction activities associated with discretionary projects, maintenance vehicles, special events, and other nuisances is minimized in residential areas and near noise-sensitive land uses.*

### Policies

A. Reduce construction, maintenance, and nuisance noise at the source as the first and preferred strategy to reduce noise conflicts.

B. Require that new discretionary uses and special events such as restaurants, bars, entertainment, parking facilities, and other commercial uses or beach events where large numbers of people may be present adjacent to sensitive noise receptors comply with the noise standards in Table N-2 and the City Noise Ordinance.

C. Encourage shielding for construction activities to reduce noise levels and protect adjacent noise-sensitive land uses.

D. Limit allowable hours for construction activities and maintenance operations located adjacent to noise-sensitive land uses.

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---

## Safety — Huntington Beach General Plan, Chapter 5: Natural and Environmental Hazards Element (adopted October 2, 2017)

- Source: https://www.huntingtonbeachca.gov/Documents/Departments/Community%20Development/Planning%20Zonning/General%20Plan/Generalplan/Natural-and-Environmental-Hazards.pdf
- Pages: 24
- Covers: safety

<!-- page 1 -->
# V. Natural and Environmental Hazards

<<FIGURE>>

## Introduction and Purpose

Maintaining a safe environment for community members and visitors is one of the City’s most important responsibilities. Huntington Beach’s continued ability to thrive will depend in part on its ability to prepare for future emergency situations, particularly in the context of changing environmental conditions. The community must be resilient to a wide range of safety hazards and able to recover quickly when emergencies occur. Planning decisions should consider the risks posed by natural and environmental hazards, so that the community can grow and evolve in a way that reduces potential hazards as much as possible. This element offers a background and tools to address the risk from various safety threats.

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# Scope and Content

The Natural and Environmental Hazards Element satisfies the Safety Element requirements of state planning law, which is a mandated component of the General Plan. Section 65302(g) of the California Government Code sets forth the following list of issues that the element must cover, if these items pertain to conditions in the planning area:

*   Seismically induced conditions including ground shaking, surface rupture, ground failure, tsunami, seiche, and dam failure
*   Slope instability leading to mudslides and landslides
*   Subsidence, liquefaction, and other geologic hazards
*   Flooding
*   Wildland and urban fires
*   Evacuation routes

State law allows communities to address additional safety issues. The following additional issues are addressed in this element:

*   Coastal hazards
*   Hazardous materials and waste
*   Aircraft hazards
*   Disaster and emergency preparedness

The Natural and Environmental Hazards Element consists of this *Introduction and Purpose* identifying the intent of the element and how it relates to other documents; a *Hazards Plan* discussing the natural and environmental risks present in Huntington Beach and how they may change; and *Issues, Goals, and Policies* providing tools to prepare for emergency situations, improve community resilience, and allow for rapid recovery.

## Relationship to Other Elements

The Natural and Environmental Hazards Element identifies areas prone to natural hazards, which must be considered in the designation of land uses in the Land Use Element. For example, proposed land uses must comply with the land use compatibility standards contained in this element for various types of hazards. Traffic-calming goals and policies in the Circulation Element may have implications for emergency response, and recommendations for evacuation and emergency access routes in the Natural and Environmental Hazards Element affect the Circulation Element. The Environmental Resources and Conservation Element is also linked to the Natural and Environmental Hazards Element, because open space zones and allowable uses are often related to hazard-prone locations. For example, areas prone to landslide hazards are often set aside as open space because their steep slopes limit other uses.

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# Relationship to Local Hazard Mitigation Plan

Under the provisions of the federal Disaster Mitigation Act of 2000 and California Government Code Sections 8685.9 and 65302.6, local governments can adopt a local hazard mitigation plan into their safety element. If a community has not done so, the state will only reimburse the community up to 75 percent of eligible costs associated with emergency response and recovery from a specific situation. Communities with a hazard mitigation plan incorporated into their safety element may receive more than 75 percent of eligible costs from the state.

The City of Huntington Beach adopted a Local Hazard Mitigation Plan in 2012, which was approved by the Federal Emergency Management Agency (FEMA) and is in compliance with the federal Disaster Mitigation Act of 2000. The 2012 Huntington Beach Local Hazard Mitigation Plan and all subsequent amendments and updates are hereby incorporated into this Natural and Environmental Hazards Element by reference as though they were fully set forth herein. A copy of the Local Hazard Mitigation Plan is on file in the City’s Emergency Operations Center.

# Hazards Plan

The following natural and environmental hazards pose a safety risk in the planning area.

## Geologic and Seismic Hazards

Geologic and seismic hazards are risks caused by the movement of different parts of the earth’s crust, or surface. The most familiar type of geologic or seismic hazard is an earthquake, which occurs when parts of the earth’s crust move rapidly past each other and cause the ground to shake. This movement can in turn trigger many other types of secondary hazards, including the following:

* Surface rupture, which occurs when the surface of the ground cracks or breaks above the area where an earthquake occurs.
* Liquefaction, which occurs when soil becomes waterlogged and loses much of its strength, damaging or destroying structures built on or in it.
* Landslides, which happen when the shaking of an earthquake causes loose material to slide down a slope.
* Subsidence, which occurs when the ground surface drops.
* Tsunamis, which are large, fast-moving waves or walls of water that can flood low-lying coastal areas.

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Natural and Environmental Hazards

Figures HAZ-1 through HAZ-4 identify locations of known geologic and seismic hazards in the planning area.

Like much of California, Huntington Beach is located in a seismically active area (Figure HAZ-1). The Newport-Inglewood Fault Zone runs through the community (Figure HAZ-2), and other faults, including the San Andreas Fault, the Elsinore Fault, and the San Jacinto Fault, are located within approximately 50 miles. These faults and many others are capable of causing major earthquakes which could impact the planning area. Parts of the planning area are at an elevated risk of liquefaction (Figure HAZ-3), particularly near the coast and in the Huntington Harbour neighborhood. Although largely flat, some areas of the community are at risk from earthquake-induced landslides (Figure HAZ-3). Historically, the area between Goldenwest Street and Seapoint Street is prone to subsidence (Figure HAZ-4), and tsunamis may threaten low-lying coastal areas of the community, including Huntington Harbour and parts of Downtown.

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<<FIGURE>>

Figure HAZ-1
Regional Fault Map

LEGEND
Alquist-Priolo Zone Faults
Other Fault Zones
Huntington Beach Boundary
County Boundaries
Open Water
Marsh
Highways

Data Source: Data compiled by PMC (2014)
Base Map Source: City of Huntington Beach (2014)

City of Huntington Beach General Plan (Adopted October 2, 2017) 5-5

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# Natural and Environmental Hazards

<<FIGURE>>

### Local Faults
**Figure HAZ-2**

City of Huntington Beach General Plan (Adopted October 2, 2017) 5-6

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# Natural and Environmental Hazards

<<FIGURE>>

**Seismic Hazard Zones (Liquefaction and Landslide) Figure HAZ-3**

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<<FIGURE>>

| LEGEND | | |
| :--- | :--- | :--- |
| --- City Limits | **Subsidence (inches)** | |
| — Major City Streets | 0 to -0.1 | -0.5 to -0.6 |
| | -0.1 to -0.2 | -0.6 to -0.7 |
| | -0.2 to -0.3 | -0.7 to -0.8 |
| | -0.3 to -0.4 | -0.8 + |
| | -0.4 to -0.5 | |

Subsidence

Figure HAZ-4

City of Huntington Beach General Plan

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Tsunamis are an important hazard of concern for Huntington Beach, with the ability to impact the entire length of coastline in the planning area. Tsunamis are often caused by earthquakes occurring below or near the ocean floor, although underwater volcanic eruptions and landslides can also generate these waves.

Tsunamis can travel vast distances, and are capable of causing damage far away from the site of event that generated them. Huntington Beach may be affected by a tsunami caused by a local event, or by an event thousands of miles away elsewhere in the Pacific Ocean. The California Office of Emergency Services (Cal OES) estimates that the Huntington Harbour neighborhood, the area northeast of the Bolsa Chica Wetlands, and the southeast corner of Huntington Beach are at an elevated risk of a tsunami, as shown in **Figure HAZ-5**.

### Coastal Hazards

As a community with both bluffs and low-lying areas near the coast, Huntington Beach is at risk from two types of coastal hazards. High tides and high surf continually erode coastal bluffs located along the shoreline. This condition is often exacerbated by wind and inadequate drainage practices from development on top of bluffs. Beaches underneath the coastal bluffs can act as a protective buffer; however, these protective beaches themselves can be eroded away, particularly when structures such as seawalls, jetties, and breakwaters interrupt the natural processes that maintain the beaches.

The Huntington Beach coastline totals 9.5 miles of shoreline, including both state and City beach areas. Beaches and other low-lying portions of the planning area are threatened by sea level rise, a slow but gradual process that may cause average sea levels to increase by as much as 5.5 feet or more by the year 2100. Current science indicates that sea level rise is directly linked to climate change, and sea level is expected to increase over time. An increase in the frequency of intense storms that affect California is one possible effect of climate change, and any such increase would also likely increase erosion through high surf and storm surges. Higher sea levels may increase community vulnerability to hazards such as storm surges and tidal flooding, and may also exacerbate coastal erosion by decreasing the size of protective beaches.

To support the General Plan, and in accordance with adopted guidelines of the California Coastal Commission, the City prepared a vulnerability assessment estimating the consequences, probability, and resulting risk from various sea level rise scenarios. Depending on the scenario, additional land located near the coast could be subject to varying degrees of shoreline erosion and more extreme storm-related flooding. These hazards could threaten private buildings, public facilities, roads, and beaches.

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<<FIGURE>>

Tsunami Evacuation Map 

Figure HAZ-5

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This assessment looks forward to 2100 to determine the specific extent of the city's vulnerability to sea level rise, including an inventory of potentially affected assets and their estimated replacement value. Although most of this General Plan looks to the year 2040, the sea level rise assessment identifies vulnerabilities on a much longer horizon for multiple reasons. First, while the sea level rise assessment relies on the best available science and methods, there is an inherent degree of uncertainty in these projections, meaning sea levels could rise faster or slower than the estimated projections. Second, as current science indicates that sea level rise is a consequence of climate change, the amount of sea level rise could exceed estimates if the activities that cause climate change end up being greater than expected. Additionally, a building constructed within the horizon of this General Plan may still be used toward the end of the century; thus, it is important to understand potentially hazardous conditions within the planning area in 2100 to cover the life span of a building.

Both coastal and inland areas face threats from sea level rise. The threat to coastal areas is the result of erosion and flooding from wave run-up (particularly from large waves associated with coastal storms). Sea level rise threatens the inland areas by exacerbating flooding from very high tides, and by contributing to flooding from extreme rainfall events.

Areas subject to potential coastal or inland sea level rise by 2050 are identified as a Potential Sea Level Rise Hazard Area in Figure HAZ-6. The Sunset Beach and Huntington Harbour neighborhoods and areas located south of the Huntington Beach Pier face the highest risks. The planning horizon of this General Plan is 2040, although the hazard area reflects areas of potential impact by 2050. This extra time helps ensure that projects proposed near the end of the General Plan horizon will still benefit from increased resiliency to sea level rise for several more years. It also provides a safety margin in the event that future sea level rise is more severe or occurs more rapidly than anticipated in current modeling, as previously discussed.

Sea level rise risks within the hazard area are addressed by the Huntington Beach Coastal Resiliency Program (CRP). Strategies outlined in the CRP include monitoring and implementation of regulations to minimize impacts in low-lying coastal areas of the city, constructing new infrastructure in less vulnerable areas or using methods more resilient than current standards, considering sea level rise when planning shoreline protection structures, and encouraging new development in less vulnerable areas.

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# Natural and Environmental Hazards

<<FIGURE>>

**Potential Sea Level Rise Hazard Areas (2050)**

Figure HAZ-6

City of Huntington Beach General Plan

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# Flooding

Flooding in the planning area can be caused by a number of natural events, including heavy rains and coastal storms. Less often, floods can be caused by high tides (tidal flooding), or tsunamis (discussed in the Geologic and Seismic Hazards section). Flood events can also happen as a result of infrastructure failure; for example, if a water tank breaks. Flooding is the most common hazard in the planning area.

Areas at an elevated risk of flooding are generally divided into 100-year flood zones and 500-year flood zones. A 100-year flood zone has a 1 percent chance each year of a major flood; a 500-year flood zone has a 0.2 percent chance of flooding each year. As identified in Figure HAZ-7, the planning area has areas within both flood zones. As land uses and climate conditions shift and as improvements are made to flood control channels, the size of these flood zones is likely to change.

# Dam Failure

Dam failure is a specific type of flood event that occurs when a dam experiences a partial or complete collapse, releasing a large volume of water that can rapidly flood downstream areas. Dam failure can occur due to structural weaknesses of the dam itself, as a result of another hazard such as an earthquake, or as a combination of both. Dam failure events are very rare, as dams that are large enough to hold back large quantities of water are usually built to very high safety standards. If there is an elevated risk of dam failure, dam operators will often release water from the dam in a controlled manner, so that if the dam does fail the resulting flood will be minimal.

No dams are located in the planning area, although two dams upstream along the Santa Ana River, Seven Oaks Dam and Prado Dam, could flood large portions of the planning area if they experienced a catastrophic failure (see Figure HAZ-8). Both dams are flood control dams that usually store water during and after a flood event. However, Prado Dam stores water most of the year and releases it in a controlled manner down the Santa Ana River to recharge the groundwater aquifer underlying Orange County. Although upstream dam failure could occur, it is likely only a threat to Huntington Beach during a relatively small part of the year when the reservoir behind Prado Dam is at its fullest.

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# Natural and Environmental Hazards

<<FIGURE>>

| LEGEND | Flood Zone Type |
| :--- | :--- |
| — Major City Streets | 100 Year Flood Zone |
| ---- City Limits | 500 Year Flood Zone |
| | Outside Flood Zone |

| Annual Probability of Flooding of 1% or Greater (100-year Flood Event) | |
| :--- | :--- |
| A | Subject to 100-year flood. Base flood elevation undetermined. |
| AE or A1-A30 | Subject to 100-year flood. Base flood elevation determined. |
| AH | Subject to 100-year shallow flooding (usually areas of ponding) with average depth of 1-3 feet. Base flood elevation determined. |
| AO | Subject to 100-year shallow flooding (usually sheet flow on sloping terrain) with average depth of 1-3 feet. Base flood elevation undetermined. |
| V | Subject to 100-year flood and additional velocity hazard (wave action). Base flood elevation undetermined. |
| VE or V1-V30 | Subject to 100-year flood and additional velocity hazard (wave action). Base flood elevation determined. |
| **Annual Probability of Flooding of 0.2% to 1% (500-year Flood Event)** | |
| B or X500 | Both B and X500 represent areas between the limits of the 100-year and 500-year flood; or certain areas subject to 100-year flood with average depths less than 1 foot or where the contributing drainage area is less than 1 square mile; or areas protected by levees from the 100-year flood. |

**Flood Hazard Areas** | **Figure HAZ-7**

City of Huntington Beach General Plan (Adopted October 2017) 5-14

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<<FIGURE>>

# Dam Flooding Areas

**LEGEND**
*   Prado Reservoir Inundation
*   --- City Limits
*   —— Major City Streets

<<FIGURE>>

**Figure HAZ-8**

Data Source: CA Office of Emergency Services (Cal OES)
Base Map Source: City of Huntington Beach (2014)

# Natural and Environmental Hazards

City of Huntington Beach General Plan (Adopted October 2, 2017) 5-15

<!-- page 16 -->
# Urban Fires

As an urbanized area surrounded by other urbanized communities, Huntington Beach does not face the wildfire risks that are a threat to other areas of California. Urban fires are the primary fire hazard in the planning area, which can be caused by electrical faults, unattended cooking, or flammable or combustible materials exposed to a heat source, among other causes. Several areas and activities pose unique urban fire challenges due to the age of buildings, the size and density of structures, and the presence of flammable or combustible materials.

The California Government Code requires safety elements of a general plan to identify land designated as a State Responsibility Area for fire services and land designated within a very high fire severity zone. There is no land with either designation located in the planning area.

# Hazardous Materials and Waste

Hazardous materials are materials that pose a significant risk to public safety or human or environmental health. These include toxic chemicals, flammable or corrosive materials, petroleum products, and unstable or dangerously reactive materials. They can be released through human error, malfunctioning or broken equipment, or as an indirect consequence of other emergencies (e.g., if a flood damages a hazardous material storage tank). Hazardous materials can also be released accidentally during transportation, as a consequence of vehicle accidents.

The majority of hazardous materials in the community are being transported on truck routes along major roadways. Some parts of the planning area, including in the northwest industrial area and along the Gothard Street corridor, have large concentrations of industrial facilities that may store, manufacture, use, and/or dispose of hazardous materials on site. In previous years, sewage and petroleum products were involved in the majority of hazardous material spills reported in the planning area.

Soils in Huntington Beach have a high likelihood to contain methane gas, which is often found in the same location as petroleum and in areas with peat in the soil. Methane is the primary component of natural gas and so is a valuable natural resource. In 2014, fossil fuel companies extracted approximately 754 billion cubic feet of natural gas from Huntington Beach and surrounding areas.

Despite its usefulness, methane is extremely flammable, potentially explosive, and may cause asphyxiation in high enough concentrations. As shown in Figure HAZ-9, the City has identified Methane Hazard Overlay Districts where soils are likely to contain increased areas of methane. Future development sites located in these districts must be tested for elevated levels of methane in the soil prior to construction, and future development or reuse projects may be required to include vent systems and/or barriers to reduce the level of methane to a safe concentration. There is no difference in requirements between the two districts.

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# Natural and Environmental Hazards

<<FIGURE>>

### Methane Hazard Overlay Districts
Figure HAZ-9

***

City of Huntington Beach General Plan (Adopted October 2, 2017) 5-17

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# Aircraft/Airport Hazards

Aircraft crashes can be a major hazard, as they can significantly damage or destroy structures adjacent to airport facilities or within flight paths, and cause harm to both people in the aircraft and on the ground. These events typically cause fires, which may spread beyond the initial emergency site if not contained and can release hazardous materials into the environment.

While there are no airports in the planning area, there are multiple airports in the vicinity, including John Wayne Airport, Long Beach Airport, and Los Angeles International Airport, as well as the military Joint Forces Training Center in nearby Los Alamitos. Studies have found that aircraft departing from or arriving at these airports may pass lower than 2,000 feet above the planning area, which can generate noise in excess of 70 dBA. There are also multiple heliports within the planning area.

# Disaster and Emergency Preparedness

The Huntington Beach Emergency Management and Homeland Security (EMHS) office is responsible for coordinating emergency preparedness activities in the planning area, often in cooperation with neighboring cities, the Orange County Sheriff's Department, the Water Emergency Response Organization of Orange County (WEROC), and state and federal agencies. As part of this responsibility, the EMHS office and other City organizations have set up multiple programs to make Huntington Beach more resilient to disasters and to improve the effectiveness of emergency response activities when a disaster occurs. These programs include the Community Emergency Response Team (CERT), which trains members of the public to effectively respond to a disaster; drills and exercises for emergency response staff; the Radio Amateur Civil Emergency Services (RACES) program; and the preparation of preparedness plans such as the Huntington Beach Emergency Operations Plan (EOP).

<!-- page 19 -->
# Issues, Goals, and Policies

The natural and environmental hazard issues addressed in this element include:

* Preparing for and mitigating geologic and seismic hazards
* Preparing for a changing coastline
* Minimizing flooding and tsunami hazards
* Reducing potential urban fire risks
* Remediating brownfield sites
* Managing hazardous materials and wastes
* Reducing potential aircraft hazards
* Preparing residents and businesses for future disasters
* Reducing potential threats to homeland security

## Preparing for and Mitigating Geologic and Seismic Hazards

Earthquakes and other geologic and seismic hazards are among the most severe threats facing the planning area. Studies by the US Geological Survey indicate that Southern California will be affected by a major earthquake within the next few decades. In addition to the impacts associated with ground shaking, such an earthquake could cause other geologic/seismic hazards, urban fires, hazardous material spills or other incidents. To prepare for such events, the City will ensure that existing buildings are resilient to geologic and seismic hazards; community members are informed on how to stay safe during and after these events; and key City facilities can continue to provide vital services during response and recovery activities.

***Goal HAZ-1. Structures are designed and retrofitted to be more resilient to earthquakes and other geologic and seismic hazards, protecting against injury while also preserving the structural integrity of the structure.***

### Policies

A. Ensure that new and significantly retrofitted structures are sited and designed to reduce the risk of damage from geologic and seismic hazards.

B. Support retrofits to existing structures to improve resiliency to geologic and seismic hazards.

C. Construct new key facilities to be resistant to damage from geologic and seismic hazards.

<!-- page 20 -->
D. Maintain records of existing structures in Huntington Beach that may be vulnerable to geologic and seismic hazards, including unreinforced masonry structures, older concrete buildings, and wood structures with weak first floors.

# Preparing for a Changing Coastline

Under the most conservative planning scenarios, both coastal and inland portions of Huntington Beach could be periodically flooded due to the cumulative impact of storm surge and higher high tides, as well as the possibility of sea level rise. In anticipation, the City will establish new standards and requirements to ensure that vulnerable areas are protected; new development is planned appropriately to accommodate changing conditions; and existing beach and wetland resources adapt and become more resilient.

<<FIGURE>>

*Goal HAZ-2. Coastal environments accommodate coastal changes and reduce coastal development impacts.*

**Policies**

A. Promote appropriate land uses and development patterns within potential sea level rise areas identified in the Sea Level Rise Hazard Area established in **Figure HAZ-6**.

B. Implement priority measures to reduce and mitigate sea level rise impacts to property and infrastructure outlined in the Coastal Resiliency Program.

C. Promote land use changes and development patterns that conserve coastal resources and minimize bluff and coastal erosion.

D. Continue to support beach sand replenishment projects located north of the planning area that will support sand deposition on beaches in the planning area.

E. Provide information to property owners about the risks associated with coastal erosion and flooding and encourage them to take adequate steps to prepare for these risks.

F. Provide sufficient warning and evacuation assistance to community members impacted by coastal flooding events.

G. Increase the City’s understanding and funding for public improvements with respect to potential vulnerabilities and impacts to infrastructure associated with changes in sea level elevation.

H. Monitor potential ocean surf line hazards.

<!-- page 21 -->
# Minimizing Flooding and Tsunami Hazards

Portions of Huntington Beach are susceptible to flooding and many areas experience recurring local flooding during extreme high tide events, rainstorms, and storm surges. In addition, some open space and residentially developed areas (approximately 2 percent of the planning areas) are below sea level. These conditions could be exacerbated by sea level rise in the future. For example, low-lying areas that experience flooding may experience greater flooding for longer periods of time. In addition, areas that are prone to flooding could have unsustainable flood-insurance requirements in the future, potentially depressing property values and making homes less desirable. The failure of Prado Dam near the head of Santa Ana Canyon poses a remote flooding threat if the basin were nearly full during a failure. Due to the location on the coast, Huntington Beach is also subject to potential run-up and tsunami damage from both distant and locally generated tsunamis. Long-term ponding of water during heavy rains or lengthy periods of precipitation is likely in some areas.

**Goal HAZ-3. Residents, businesses, visitors, and resources are adequately protected from risks associated with flood and tsunami hazards.**

**Policies**

A. Establish and maintain local flood prevention standards and practices that adequately protect public and private development and resources within the planning area.

B. Maintain and increase local storm drain capacity to meet 100-year or greater flood protection requirements to protect residents and businesses from flood risks.

C. Provide sufficient warning and evacuation assistance to residents and others impacted by flooding and tsunami events.

D. Continue to identify tsunami-prone areas and establish development, emergency response, and recovery standards and procedures within these areas.

E. Continue to identify, manage, and repair or renovate areas that experience long-term ponding during heavy rain events.

# Reducing Potential Urban Fire Risks

Building size and density, age of structures, and the presence of certain materials or activities all contribute to the risk of urban fires in Huntington Beach.

**Goal HAZ-4. The risk of urban fires is reduced through effective building design and effective fire services.**

**Policies**

A. Ensure that all new construction is designed for easy access by fire and other emergency response personnel.

B. Ensure that existing buildings are maintained to minimize fire risks.

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# Remediating Brownfield Sites

Due to historical aerospace, oil, and energy production uses and related contamination, several opportunity sites for future cleanup and remediation are located within the community. These sites offer new opportunities for brownfield development and reduce the potential for exposure to contaminants for future generations. For the purposes of this General Plan, brownfield sites are defined as properties that are contaminated and underutilized due to perceived remediation costs and liability concerns. The goals and policies provided below are intended to assist the City in the future development of sites that meet this criteria rather than regulate sites with current hazardous waste activities.

**Goal HAZ-5. Environmental cleanup and management of brownfield sites improves environmental quality of life, desirability of surrounding neighborhoods, economic development, and housing options in the community.**

**Policies**

A. Continue to identify, map, and remediate existing hazardous waste sites and require remediation when a property is redeveloped.

B. Encourage use of remediated brownfields for housing, commercial, industrial, public, and recreational uses and for open space opportunities while prioritizing open space uses, energy facilities, and other community-supporting facilities as preferred options for future use of remediated brownfield sites.

C. Prohibit the future placement of sensitive land uses in close proximity to hazardous material and waste sites.

# Managing Hazardous Materials and Wastes

While brownfield sites pose a risk from hazardous materials that may have leaked into the environment in previous years, Huntington Beach community members and visitors also face risks from hazardous materials that are transported through the community or used as part of current activities, including vehicle and pipeline transport. The City can reduce risks from these materials by ensuring that proper safety practices are in place, and that emergency responders and community members have information necessary to protect themselves.

**Goal HAZ-6: The risk of exposure to hazardous materials in Huntington Beach is substantially decreased.**

**Policies**

A. Avoid locating facilities that use, store, transport, process, or dispose of hazardous materials near residential areas or other sensitive uses.

B. Promote the use of roadways with minimal exposure to residential areas or other sensitive uses as routes suitable for transporting hazardous materials.

<!-- page 23 -->
C. Ensure that all community members have access to information about proper handling,
storage, and disposal of hazardous materials, including electronic waste.

D. Continue to develop and enforce Methane District Regulations to reduce the hazards from
methane-containing soils.

E. Continue to implement the Certified Unified Program Agency (CUPA) program to identify,
inspect, and monitor businesses that use and store hazardous materials in the city.

## Reducing Potential Aircraft Hazards

Several widely used airports are located close to the planning area. Although accidents
involving aircraft are rare and there is little the City can do to decrease the risk of such an
event happening, Huntington Beach can take proactive steps to ensure a safe and
effective response.

*Goal HAZ-7: The damage from potential aircraft hazards is reduced through
increased preparation and coordination.*

### Policies

A. Maintain consistency with the Airport Environs Land Use Plans for all applicable airports
and helipads.

B. Review and update City emergency preparedness and response plans and procedures for
responding to aircraft emergency situations.

C. Coordinate any aircraft disaster response activities with the appropriate airport fire
response organization.

## Preparing Residents and Businesses for Future Disasters

No matter how low the risk, natural and environmental hazards can never be completely
eliminated. However, education and training programs can reduce property damage and
bodily harm resulting from emergency situations. Community members can also prepare
themselves for hazard events to improve response and recovery after an emergency
occurs.

*Goal HAZ-8: Community members are well informed and equipped to make their
homes and businesses more resilient to natural and environmental hazards, and to
rapidly and successfully recover from them.*

### Policies

A. Educate community members about hazard risks present in Huntington Beach and ways
to effectively reduce risk.

<!-- page 24 -->
B. Ensure that all emergency plans are fully inclusive of the community members of Huntington Beach.

C. Support the Community Emergency Response and Training (CERT) program, as feasible, depending on the availability of funding and volunteers.

# Reducing Potential Threats to Homeland Security

<<FIGURE>>

Huntington Beach is a desirable location to live and work as well as a destination for over 11 million visitors annually. Large-scale events such as the US Open of Surfing attract large crowds every year. In addition, the beach and Downtown area attract a wide variety of visitors on a regular basis. These conditions have increased the need for enhanced emergency response and preparedness activities throughout the community. As a result, a portion of the City’s emergency response resources are used to address planning and policy issues associated with homeland security, as well as to regularly monitor activities within these areas. In recent years, some events have escalated, causing minor property damage and injuries and resulting in additional police response.

***Goal HAZ-9. Residents and businesses are protected from human-caused and terrorism-related hazards.***

### Policies

A. Recommend emergency personnel become engaged in proactive community policing activities during special events.

B. Ensure City procedures and protocols are updated to reference departmental roles in the Emergency Operations Plan, which outlines response and recovery activities for terrorism and civil unrest in the city.

C. If deemed necessary during a large community event, activate the Emergency Operations Center to ensure effective coordination of emergency response activities.

D. Expand emergency management planning and preparedness activities to include anti-terrorism components.