Imperial Beach City Council
August 17, 2022

General Plan / Local Coastal Program   L‐2 Mobility Land Use Element Table L‐1 summarizes land use designations by acreage.

Table L‐1
Imperial Beach Land Use Designations by Acreage
Designated Acreage
Residential 1,010 Ac. 36%
Commercial   167 Ac. 6%
Open Space   1,108 Ac. 39%
Urban Reserve 384 Ac. 14%
Public Facility 170 Ac. 6%
Total* 2,840 Ac. 100%
*Acreage is rounded to whole acres and total acres do not sum.

2.1 Land Use Framework
Discussion
The California coast is an extremely desirable place to live, work and recreate that belongs to all the people. As such, congenial and cooperative use by both residents and visitors is a priority for the City. Such use should capture the best attributes ofthe City and creatively determine the acceptable place, scale, intensity, rate and methods for development consistent with resource protection and the retention of the character of a small, beach‐oriented town. Permanently
Environmentally protected open space and  native habitats in the Tijuana River watershed areis the predominant land uses in the City. The urban areas are developed primarily with residential areas, small commercial businesses, and the U.S.

Navy Outlaying Landing Field Imperial Beach (NOLF IB),
locally referred to as Ream Field. A limited number of
buildings are utilized for industrial uses within commercial zones; the City does not have an industrial land use designation.

The density and intensity of development are defined for each land use category depicted on the Land Use Plan, as shown in Figure L‐1 and Figure L‐2. Designations establish a range of maximum densities or intensities. Table L‐2 establishes General Plan Land Use designations, describes the intent of each designation, and identifies zones that implement each designation. The zones are adopted in the City of Imperial Beach Zoning Ordinance. The City’s Open Space Land Use Designation also identifies its Area of Potential Environmentally Sensitive Habitat Area (ESHA) lands (see also the Conservation and Ecotourism Element, Section 4.3).

Zoning is an important tool to implement the General Plan’s land use map and policy direction. Where the General Plan provides land use designations and density/intensity standards, the zoning code specifies permitted uses and development standards (such as building height and setbacks) that are consistent with the General Plan and furthers its implementation.

The zoning code is also a part of the Local Coastal Program Implementation Plan (IP). Additional guidance on the design of the built environment is found in the Design Element.

Imperial Beach has retained its character as a small, beach‐ oriented town.

General Plan / Local Coastal Program   L‐3 Mobility Land Use Element Figure   Figure L‐1 Land Use Map

General Plan / Local Coastal Program   L‐4 Mobility Land Use Element Figure L‐2 Land Use with the San Diego Unified Port District

General Plan / Local Coastal Program   L‐5 Mobility Land Use Element Coastal Act Policies
Imperial Beach is a coastal community, bordered by the Pacific Ocean to the west, San Diego Bay to the north, and the Tijuana River watershed to the south. As a public agency administering or supporting activities within the coastal zone, the effect of actions on coastal resources shall be considered to achieve the policies of Chapter 3 of the California Coastal Act.

A broad policy goal of California’s Coastal Management Program is to maximize the provision of coastal access and recreation consistent with the protection of public rights, private property rights, and coastal resources as required by the California Constitution and provided in Section 30210 of the Coastal Act. Several additional policies contained in the Coastal Act, which are herein incorporated into the General Plan/Local Coastal Program, work together to meet this objective. The Coastal Act requires that development not interfere with the public right of access to the sea (Section 30211); provides for public access in new development projects with limited exceptions where adequate access exists nearby (Section 30212); encourages the provision of lower cost visitor and recreational facilities (Section 30213); addresses the need to regulate the time, place, and manner of public access (30214); specifies the need to protect ocean front land suitable for recreational use (Section 30221); gives priority to the use of land suitable for visitor serving recreational facilities over certain other uses (Section 30222); requires the protection of upland areas to support coastal recreation, where feasible (Section 30223); and encourages recreational boating use of coastal waters (Section 30224);requires that new development be located within or near existing development to minimize adverse effects on coastal resources (Section 30250); encourages the provision of transit service and recreation to alleviate stress on coastal roads (Section 30252); gives priority to coastal‐dependent developments over other development on or near the shoreline (Section 30255); and protects coastal areas suited for water‐oriented recreation for such activities (Section 30220).

The public’s right to access is supported by the availability of adequate parking, public transportation, and multi‐modal facilities to serve coastal access and recreation uses. Support facilities such as parking lots, restrooms, and public use areas also contribute to ensuring maximum coastal access. Thus, the designation, administration, and development of land uses in the City are required to maintain maximum access and broad recreational opportunities for all in beach and coastal areas.

Additionally, under the California Coastal Act, uses and facilities that are designed to enhance public opportunities for access, recreation, and use of coastal resources are of the highest priority. The Imperial Beach Land Use Plan identifies open space, beach and commercial areas that provide for local and visitor access to, and use of, the coastal resources. See Section

2.5 of this element and the Parks, Recreation, and Coastal Access Element for further information.

Coastal Act policies that are related to land use are provided in greater detail at the end of this element.

Policies
Maintain a balanced community, with an appropriate mix of residences, workplaces, and services.

Require all land use proposals to respect, preserve and enhance, to the extent feasible, the ocean, beach, San Diego Bay and the Tijuana River Valley as the most important natural resources of Imperial Beach.

Implement the Land Use Plan by applying consistent zoning designations that further the implementation of General Plan land uses and policies.

Regulate building intensity and housing unit density consistent with the designations established by the Land Use Plan (Figure L‐1).

Determine the compatibility of uses not identified on Table L‐2 through a discretionary permit process.

Evaluate discretionary project proposals on a case‐by‐case basis for their impacts on the economy, environment, and social and community character.
. Imperial Beach is a “classic Southern California”
beach‐oriented community.

General Plan/ Local Coastal Program  L‐6 Mobility Land Use Element

General Plan / Local Coastal Program   L‐7 Mobility Land Use Element Table L‐2
Land Use Designations
Land Use Designations Minimum/Maximum Intensities Implementing Zone(s) Single Family Residential
Low density single‐family detached neighborhoods that
maintain the small‐town beach character of the community.

Uses should be limited to detached residential units and residential compatible uses.

Maximum Building Height: 2 stories or
26 feet
Maximum Density: 7‐11 units per net
acre
R‐1‐6000
R‐1‐3800
Residential Low
Low density single‐family neighborhoods with detached or attached residential dwelling units on a single lot. Uses should be limited to residential units and uses deemed compatible.

Maximum Building Height: 2 stories or
26 feet (15 feet for accessory
structures)
Maximum Density: 14 units per net acre
R‐3000
R‐3000‐D
Residential Medium
Detached and attached single family and multi‐family
dwellings in a moderately intense residential living
environment. Uses should be limited to residential units and uses deemed compatible.

Maximum Building Height: 2 stories or
26 feet (185 feet for accessory
structures)
Maximum Density: 21 units per net acre
R‐2000
Residential High
Multi‐family units in a variety of configurations for a living environment that includes landscaping, recreational
amenities, and a compact urban beach‐living environment.

Residential compatible uses permitted.

Maximum Building Height: 2 ‐3 stories
or 30 feet (15 feet for accessory
structures)
Maximum Density: 29 units per net acre
R‐1500
General Commercial Mixed‐Use
Business and services that meet local neighborhood and
visitor‐serving needs in a commercial or mixed‐use format that may include multi‐family residences. Variety in configuration is encouraged with all development providing a strong
relationship to the street and supporting a pedestrian‐oriented setting.

Maximum Building Height: 3‐4 stories
or 40 feet
Maximum Density: 43 units per net acre
C/MU‐1
Seacoast Commercial Mixed‐Use
Beach visitor‐serving focused land use incorporating services, businesses, and multi‐family units in a pedestrian‐oriented community character along the primary beach area.

Seacoast Commercial Mixed‐Use/Residential Overlay
Overlay area preserving opportunities for the continuation of single‐family residential uses, in the area bounded by Ocean Boulevard (the beach) to the west, Ocean Lane on the east, Imperial Beach Boulevard on the south, and Palm Avenue on the north. Single‐family land uses and mixed‐use and multi‐ family residences are permitted in addition to uses permitted in the Seacoast Corridor.

Maximum Building Height:
• Hotels: 4 stories or 40 feet by Specific
Plan
• Properties within the Seacoast
Residential Overlay Zone: 2 stories or
26 feet
• Properties east of Seacoast Drive that
do not provide exclusively residential
uses: 3 stories or 35 feet
• All other uses: 3 stories or 30 feet
Maximum Density: 29 units per net
acre; an additional one unit per lot may
be permitted subject to the compliance
with specified development incentives
and the approval of a conditional use
permit.

C/MU‐2
CMU/RO
Neighborhood Commercial Mixed‐Use
Business and services that meet local neighborhood needs in a commercial or mixed‐use format that may include multi‐family residences. Variety in configuration is encouraged with all development providing a strong relationship to the street and supporting a pedestrian‐oriented setting.

Maximum Building Height: 3 stories or
30 feet; 3 stories or 35 feet with
conditional use permit
Maximum Density: 29 units per net
acre; an additional one unit per lot may
be permitted subject to the compliance
with specified development incentives
and the approval of a conditional use
permit.

C/MU‐3

General Plan / Local Coastal Program   L‐8 Mobility Land Use Element Land Use Designations Minimum/Maximum Intensities Implementing Zone(s) Commercial Recreation ‐ Ecotourism
Land provided to meet the demand for goods and services required primarily by the recreation and ecotourist visitor.

Supports City economic development goals.

Maximum Building Height: 2 stories or
26 feet
C/R‐ET
Open Space
Land set aside for the protection of sensitive and fragile natural resources that require carefully management such as the Tijuana River Valley. Limited uses allowed by Conditional Use Permit. Also identifies Areas of Potential ESHA
OS
Urban Reserve
Natural preserve and/or military service areas that may be maintained in the current state or adaptively reused as a different future uses. Specific Plan required for conversions and reuse of any Urban Reserve areas.

Maximum Building Height / Density /
Intensity: Future use and maximum
density or intensity of will be
determined as part of the Specific Plan.

UR
Public Facility
Land devoted to public facilities and utilities including but not limited to: public schools, parks, the beach and civic facilities.

See the Facilities and Services Element and the Parks,
Recreation, and Access Element for additional standards.

Residential compatible uses permitted.

Development characteristics are subject
to a site plan review process
PF

2.2 Sustainable Development
Discussion
Sustainable development is often defined as “development that meets the needs of the present without compromising the ability of future generations to meet their own needs.” The State of California has taken a leadership role in working toward sustainable, resilient, healthy communities, including mandating the reduction of greenhouse gas emissions that contribute to climate change.

Regional goals for sustainable development are expressed in the Sustainable Communities Strategy (SCS) incorporated into San Diego Forward: The Regional Plan, in accordance with the Sustainable Communities Act of 2008 (also known as Senate Bill (SB) 375, Steinberg). The regional SCS focuses on reducing greenhouse gas emissions from passenger vehicle use. It integrates the Imperial Beach General Plan land use plan, along with the other general plans in the region, that together show a regional commitment to a smart growth land use pattern with the highest development densities/intensities occurring within the transit‐served urban core. The SCS links the land use pattern to transportation investments that will reduce greenhouse gas emissions to meet state‐mandated targets.

The Imperial Beach General Plan is consistent with, and furthers implementation of the region’s Sustainable Communities Strategy through:

Providing opportunities for infill and redevelopment, including supporting mixed‐use development to focus growth within areas served by transit and existing infrastructure; Preservation of open spaces for habitat conservation and recreational uses; Complete streets policies to enhance pedestrian and bicycle circulation throughout the City and to neighboring jurisdictions; and
Inclusion of policies to reduce the City’s carbon footprint and implement prepare aits climate action plan.

General Plan / Local Coastal Program   L‐9 Mobility Land Use Element See the Conservation and Ecotourism Element Section 4.1 for additional information and a guide to where additional policies related to climate change and sustainability are found throughout the General Plan.

Policies
Locate and promote infill and new development in a manner that will not have adverse impacts on coastal resources.

Encourage land uses and improvements that reduce energy and water consumption, waste and noise generation, air quality impacts and support other comparable resource strategies for a sustainable Imperial Beach.

Encourage adaptive reuse of buildings and sites to utilize existing infrastructure while enhancing the character of the community.

Support concentration of redevelopment and higher‐intensity residential and non‐residential development in areas with existing supportive infrastructure and in proximity to transit access within limits established by zoning and state law.

Adopt sea level rise adaptation approaches that both preserve public access and public and private infrastructure.

Implement and enforce up‐to‐date building codes to reduce vulnerability, increase public safety and protect public property from flooding, fire, extreme weather, noise, and other risks.

2.3 Residential Uses and Neighborhoods
Discussion
The City of Imperial Beach is dedicated to preserving the small‐town beach community character that makes it special for residents and visitors.

However, limited land resources, increasing population across the State of California and a highly constrained housing market, continues to create pressure to increase the size, density, and intensity of development.

Additionally,the City strives to achieve a balanced housing stock that meets the varied needs of all income segments of the community. To manage these pressures, the approach to residential neighborhoods in Imperial Beach is to focus density and redevelopment at key locations, and remain committed to the retention of stable, owner‐occupied, single family neighborhoods. See the Design Element for additional related policies.

Land use decisions, redevelopment, and City programs provide the means and incentives to encourage upgrading and rehabilitation of existing housing and, where possible, enhancement of public services.

Implementation of land use policies related to residential neighborhoods are closely tied to needs and strategies discussed in the Housing Element.

Policies
Allow for a variety of housing types, densities, and sizes.

Maintain a high quality, livable residential environment that implements the Land Use Plan. a. Protect single family neighborhoods from through traffic and overflow parking demands from other uses.

The City focuses on density and redevelopment at
key locations, andlocations, and remains
committed to the retention of single family
neighborhoods.

General Plan / Local Coastal Program   L‐10 Mobility Land Use Element b. Avoid the introduction or intrusion of higher intensity uses into single family neighborhoods. c. Permit residential uses and uses deemed compatible with residential uses in residential areas.

Locate the highest development intensities and residential densities along public transportation corridors and near key urban activity areas to encourage walking, bicycling and public transit use.

Maximize the proportion of residences within a quarter mile of uses like parks, schools, grocers, retailers, service providers, employment, public transportation, and other desirable community features.

Develop and adopt Zoning Ordinance amendments to appropriately integrate accessory dwelling unit regulations in accordance with state law (Chapter 720, Statutes of 2016).

2.4 Commercial and Mixed‐Use Areas
Discussion
Commercial and mixed‐use areas are fundamental to maintaining a healthy tax base that supports the City’s economy and the ability to provide quality coastal resource access. Community‐serving commercial and mixed‐use areas are envisioned to be enjoyable places to work, shop, and promote beach visitor patronage within the City. All development within the commercial/mixed‐use zones is subject to the Commercial/Mixed‐Use Zones Design Guidelines, per the City of Imperial Beach Zoning Ordinance, which provides specific direction for achieving high‐ quality, pedestrian‐oriented, mixed‐use retail and commercial areas. Development in these areas must also adhere to other applicable design guidelines and standards, including the Landscape Design Guidelines for Seacoast Drive. See the Design Element for additional discussion of the character of the built environment, and supportive policies.

Providing opportunities for commercial and mixed‐use development in the City’s transit corridors also supports sustainability and mobility goals. By locating development with easy access to transit, services and coastal resources, residents and visitors may be more efficiently served by new and enhanced mobility services. The Mobility Element contains additional information and policies on how the City’s approach to complete streets, active transportation, and innovative technologies and strategies support and serve existing and future development.

Seacoast Corridor

General Plan / Local Coastal Program   L‐11 Mobility Land Use Element The Seacoast Corridor is an ever‐  evolving pedestrian‐oriented visitor‐ serving commercial and mixed‐use area that serves as the quintessential Southern California beach town destination. Beach access combined with pedestrian activity and small‐town beach‐focused businesses create a vibe and character for the area that is appreciated by residents and visitors alike.

To maintain this key commercial and recreational destination, careful consideration and regulation of land uses, including active commercial uses, character ofthe built environment, and visitor‐serving amenities is required.

See Section 2.5 in this element for additional visitor‐serving use discussion.

Bayfront Corridor
Commercial and mixed‐use development located along Imperial Beach’s Bayfront offers excellent opportunities for visitor‐serving commercial, recreation, and public services and access uses. See the Conservation and Ecotourism Element for policies relating to expanding Bayfront commercial uses in a manner that supports the City’s conservation and economic development goals.

Palm Avenue/Former State Route (SR) 75
Palm Avenue/former SR 75 (now relinquished to the City) serves as the major community entrance to Imperial Beach whether entering the City from I‐5 or the City of San Diego on the east side, or entering from Silver Strand Boulevard and the City of Coronado on the north side. The 1.2 mile segment of the former SR 75 serves as a major community artery and commercial/mixed‐use business area. The corridor is a mix of pedestrian‐ and auto‐oriented businesses that is expected to maintain its eclectic character even as additional pedestrian‐oriented businesses and multi‐family housing are added. See the Design Element for additional policies. 13th Street Corridor
The 13th Street Corridor is the neighborhood serving business district of Imperial Beach. Providing a mix of commercial and mixed‐use development the area should provide goods and services primarily for the residents of Imperial Beach and employees/visitors to NOLF IB/Ream Field in a pedestrian‐oriented format.

Policies
Provide for, and encourage, a range of visitor‐serving and mixed‐use development along Palm Avenue and Seacoast Drive that support use of coastal resources, provision of commercial services, and capture a greater share of local spending.
a. Maintain an appropriate balance between visitor‐serving uses and neighborhood‐supporting commercial uses.

Provide attractive and stimulating commercial and mixed use developments, that contribute to Imperial Beach’s small beach town character and encourage walking and bicycling as a routine part of everyday life.

Mixed‐use development could include a mix of residential, retail, dining/entertainment, office, recreational, and educational facilities sited within close proximity to each other. See also Mobility Element Policy 3.1.298.

Foster new commercial and mixed‐use businesses and development in proximity to transit access, to provide goods and services to residents and visitors.

Provide for and encourage the development of a broad range of uses in the City’s commercial centers and corridors that reduce the need to travel to adjoining communities and capture a greater share of local Palm Avenue/State Route 75 serves as the major
community entrance to Imperial Beach.

The Seacoast Corridor is a pedestrian‐oriented
visitor‐serving commercial and mixed‐use area.

General Plan / Local Coastal Program   L‐12 Mobility Land Use Element spending.

Enhance the Palm Avenue/former State Route (SR) 75 Commercial / Mixed‐Use Corridor. a. Promote pedestrian activity by requiring ground floor active commercial uses for all properties with frontage along Palm Avenue.
b. Prepare and implement plans and tools that support modernization, improvement, and business attraction/retention; beautifies the area with pedestrian, landscape, and façade improvements; and manages parking and multi‐modal access for improved business activity. c. Support and encourage redevelopment.
d. Continue collaboration with neighboring jurisdictions to foster coordinated implementation of improvements.
e. Collaborate with SANDAG, the Metropolitan Transit System and others to improve transit and explore other mobility innovations to improve coastal access.

Promote the Seacoast Corridor as a commercial and mixed‐use area that maintains and enhances the visitor‐ serving, pedestrian‐oriented character of the area.
a. Focus development in a manner that maintains and enhances multi‐modal public access to the coast consistent with Coastal Act Section 30252.
b. Continue to transition existing residential uses to new visitor‐serving commercial uses, except:
- Allow exclusive residential development on properties that do not have frontage along Seacoast Drive and Palm Avenue; and
- Allow exclusive residential projects in the Seacoast Residential Overlay Zone area c. Promote pedestrian activity by requiring ground floor active commercial uses for all properties facing Seacoast Drive and Palm Avenue; and by enhancing the pedestrian experience through infrastructure enhancement and design which could include but not limited to wider sidewalks, pedestrian lighting, and street redesign.
d. Protect, encourage and where feasible, to provide a range of lower‐cost and overnight accommodations. e. Provide opportunities for increased density with approval of a conditional use permit in accordance with the Imperial Beach Zoning Ordinance.

Cultivate the 13th Street Corridor as a multi‐modal pedestrian‐oriented commercial and mixed‐use district that primarily serves neighborhood residents.

General Plan / Local Coastal Program   L‐13 Mobility Land Use Element

2.5 Coastal Priority and Visitor‐Serving Commercial Uses Discussion
Visitor‐serving and recreation uses in Imperial Beach include the public beaches, beach access and coastal accessways, the Tijuana River Estuary, segments ofthe Bayshore Bikeway, and SanDiego Bayfront areas. Visitor‐serving uses increase public access to the coast, and contribute to the City’s economy. Parks and recreation are further discussed in the Parks, Recreation, and Coastal Access Element.

Coastal Dependent Uses
Coastal dependent uses are those activities that rely on utilization of or access to coastal resources such as the ocean, water, or shoreline. We include in this definition, solely for purposes of internal consistency within this document, other environmentally sensitive tideland areas within the coastal zone such as the Bayfront and the Tijuana Estuary. These are uses that cannot be replaced or duplicated on inland property. The ocean, beach, and the land immediately adjacent to the coastline are recognized by the State of California and the California Coastal Act as an irreplaceable natural resource to be enjoyed by the entire City and region. This unique, narrow strip of land should receive careful recognition and planning. Consistent with the California Coastal Act, the purpose of the beach and coastline is to make available to the people, for their benefit and enjoyment forever, the scenic, natural, cultural, and recreational resources of the ocean, beach and related lands. The Imperial Beach Bayfront area is a unique and environmentally sensitive area of the San Diego Bay where public access could continue to be improved in a manner that respects the environment and contributes to the local economy.

Coastal Related Uses
Imperial Beach is working toward providing, enhancing and expanding visitor‐serving commercial uses and related public infrastructure to support coastal access and recreation in a manner that is compatible with the small town beach‐oriented character of the City. Visitor‐serving uses will include lower‐cost visitor and recreational facilities in line with Chapter 3 of the Coastal Act. See also the Conservation and Ecotourism Element, Section 4.7.

Policies
While the opportunities for full deep‐water bay access from the Imperial Beach portion of the San Diego Bayfront are limited by extensive environmental and economic constraints, the City should continue to evaluate opportunities for increased public access and recreation opportunities and, if necessary, amend the LCP.

Assure priority for coastal‐dependent and coastal‐related development over other development on the coast. a. Protect, encourage, and, where feasible, provide lower cost visitor and recreational facilities. a.b. Developments providing public recreational opportunities are preferred.

Support economic vitality by protecting existing visitor serving uses, and encouraging new visitor‐serving facilities on underutilized property.
a. Provide land use areas and actively pursue additional visitor‐serving (tourist‐oriented businesses) uses such as hotels/motels, entertainment attractions, restaurants, and shopping along the beachfront, San Diego Bayfront and inland areas.
b. Encourage visitor‐serving retail uses in all commercial land use designations.

The ocean, beach, and the land immediately
adjacent to the coastline are an irreplaceable
natural resource to be enjoyed by the entire City
and region.

General Plan / Local Coastal Program   L‐14 Mobility Land Use Element c. Prioritize development of visitor‐serving and commercial recreational facilities designed to enhance public opportunities for coastal recreation in the Seacoast Corridor and along Palm Avenue over other residential or non‐residential development.
d. Identify Visitor Serving Commercial uses as a permitted or conditionally permitted use with designated commercial zones.
e. Enhance the pedestrian experience of visitors and residents by improving clean‐up services in tidelands areas, widening sidewalks where possible and improving pedestrian lighting.

Enhance coastal access and recreation through creation of an ecotourism/recreational corridor along the Imperial Beach Bayfront incorporating bicycle and pedestrian paths and complementary uses. See also the Mobility Element; the Conservation and Ecotourism Element; and the Parks, Recreation, and Coastal Access Element for supportive policies.

Encourage new overnight accommodation development within the City, where feasible, to provide a range of room types, sizes, and room prices in order to serve a variety of income ranges. a. Permit short‐term vacation rentals in all commercial land use designations.

Protect the character and integrity of residential neighborhoods by prohibiting rentals of less than 30 days in all residential land use designations.

2.6 Airport Land Use Compatibility and Military Coordination Discussion
Naval Outlying Landing Field Imperial Beach (NOLF IB), locally referred to as Ream Field, is a U.S. Government Naval installation that is a part of Naval Base Coronado. Activities on the installation include naval operational handling of overflow helicopter squadrons traffic from adjacent North Island installations. The southeastern portion of the base is part of the Tijuana River National Estuarine Research Reserve (TRNERR).

NOLF IB is the site of much of the Navy’s West Coast helicopter training. Helicopters stationed at Naval Air Station North Island (NASNI) routinely fly to NOLF IB to conduct training and practice. A diverse set of missions are flown by stationed and transient aircraft at NASNI and NOLFIB. Aircraft operations involving deployment to and from ships, post‐Naval Aviation Depot (NADEP) maintenance check flights, fleet replacement training, operational supportflights,transient operations, and pilot currency are routinely flown in the area. The U.S. Navy has continued to invest in the Naval Base, including construction of a 600‐acre coastal campus for Navy Sea, Air, and Land (SEAL) crew training and support.

The City of Imperial Beach supports the Navy’s mission and will continue to coordinate with the U.S. Government to ensure compatibility with military and airport planning and operational efforts. Ream Field is designated in the General Plan as an Urban Reserve, to indicate that a future specific planning effort would be required if the military were ever to relinquish use of the property. The Navy prepared an Air Installation Compatibility Use Zones (AICUZ) study for this facility as well as for the NASNI most recently in 2011. The current AICUZ has a planned operational horizon year of 2020. The completed AICUZ was incorporated into the draft Airport Land Use Compatibility Plan (ALUCP) that was presented to the City Council on Aug 6, 2014 for comments. The ALUCP was approved by the Airport Land Use Commission (ALUC)/San Diego County Regional Airport Authority on Oct 15, 2015.

Policies
Continue to support U.S. Government activities and personnel associated with military operations at Naval

General Plan / Local Coastal Program   L‐15 Mobility Land Use Element Outlying Landing Field Imperial Beach (NOLF IB)/Ream Field.

Coordinate with the Navy to address traffic, congestion, noise, infrastructure, coastal resilience, and habitat conservation issues associated with base operations, or and expansion, or as deemed mutually beneficial by the City of Imperial Beach and the Navy.
a. Strive to increase use of transit and alternative modes of transportation to the base. See also the Mobility Element.
b. Seek Department of Defense contributions to infrastructure improvements to achieve mutual benefits for the Naval Base and the City of Imperial Beach.
c. Pursue shared use facilities, including a fire station and public works yard, to address mutual needs.

Encourage development of supportive facilities and services to serve Naval base employees and visitors, while increasing Imperial Beach’s tax base.

Notify the U.S. Government of land use or development activities within 1,000 feet of Naval Outlying Landing Field Imperial Beach (NOLF IB) to ensure compatibility with military plans and operations.

Support continued retention of 606 acres of the Tijuana Slough National Wildlife Refuge to remain under control of the U.S. Fish and Wildlife Service.

Maintain compatibility with Naval Air Station North Island (NASNI), Naval Outlying Landing Field Imperial Beach (NOLF IB) Air Installations Compatible Use Zones (AICUZ) noise and safety contours, and the NOLF IB Airport Land Use Compatibility Plan (ALUCP).

To implement and be consistent with the Airport Land Use Compatibility Plan (ALUCP) as approved by the Airport Land Use Commission (ALUC), adhere to the following requirements. a. New residential units proposed within the 60 dB CNEL noise contour of NOLF‐IB shall be constructed to attenuate exterior noise levels down to an interior noise level of 45 dB, which may be satisfied by complying with the Energy Efficiency Standards of Title 24 California Building Standards Code. b. Applicants for proposed construction or alteration that is subject to 14 CFR Part 77 shall submit a copy to the City of Imperial Beach prior to building permit issuance of the Federal Aviation Administration (FAA) determination (such as a No Hazard to Air Navigation document) that responded to the FAA notice that was required to be filed for the project.
c. Overflight notification as a real estate disclosure shall be provided for new dwelling units pursuant to California Business and Professions Code Sections 11010, 1102.6, 1103.4, and 1353, as amended. d. The City will refer any general plan amendment or rezone to the ALUC for a consistency determination.

2.7 Environmental Justice and Healthy Communities
Discussion
Environmental justice is defined in state planning law as the “fair treatment of people of all races, cultures, and incomes with respect to the development, adoption, implementation, and enforcement of environmental laws, regulations, and policies” (Gov. Code § 65040.12(e).” and the Coastal Act § 30604(h) describes environmental justice as “the equitable distribution of environmental benefits throughout the state.” Environmental justice is achieved when everyone, regardless of race, culture, gender, disabilities, or income, enjoys the same degree of protection from environmental and health hazards. Furthermore, it is achieved when everyone has equal access to, and meaningful participation in, the decision‐making process to have a healthy environment in which to live, learn, and work. The State of California requires that general plans identify disadvantaged communities within their Imperial Beach provides residents and
visitors with opportunities for healthy
outdoor activities.

General Plan / Local Coastal Program   L‐16 Mobility Land Use Element boundaries and develop policies to: reduce health risks, promote civil engagement in the public decision‐making process, and prioritize improvements and programs that address the needs of disadvantaged communities. ( see also the sidebar on this page). To assist in meeting this requirement, the state has provided a mapping tool called “CalEnviroScreen.” This tool helps identify California communities that are most affected by many sources of pollution, and where people are often especially vulnerable to pollution’s effects. Specifically:
o CalEnviroScreen uses environmental, health, and
socioeconomic information to produce scores for every
census tract in the state.
o The scores are mapped so that different communities
can be compared to one another. Areas with higher
scores generally experiences higher pollution burdens
and fare more poorly on a range of health and
socioeconomic indicators than areas with low scores.
o CalEnviroScreen ranks communities based on data that
are available from state and federal government
sources.

According to CalEnviroScreen version 4.0 (2021), Imperial Beach did not have communities that meet the state’s current definition of “disadvantaged communities” as it pertains to s.” statewide ranking purposes. However, the state recognizes that other tools and sources of data may be used to due to its statewide approach CalEnviroScreen 3.0 is not a particularly useful tool for identifying intraregional or intracity environmental justice disparities. The binational environmental pollution that Imperial Beach
experiences warrants attention as an environmental justice issue, and is further discussed in the Conservation and Ecotourism Element Section 4.4,. In addition, the Housing Element (Appendix D) reports that all census tracts in Imperial Beach are identified as low resource areas using statewidemaps scoring opportunities related to economic, environmental, and education categories. . Regionally, high and highest resource areas are located in the North County. Most tracts along the coast from Carlsbad to Point Loma are high or highest resource. South County from San Diego to Imperial Beach is mostly low resource.

As applied to implementation ofthe Coastal Act,the California Coastal Commission views environmental justice as inherent in its efforts to protect California’s coast and ocean commons for the benefit of all the people. The Coastal Commission’s Environmental Justice Policy affirms the Coastal Commission’s commitment to implement the Coastal Act for the benefit of all people. The policy is designed to achieve more meaningful engagement, equitable process, and stronger coastal protection benefits that are accessible to everyone. When acting on a Coastal Development Permit, the issuing agency, or the Coastal Commission on appeal, may consider environmental justice, or the equitable distribution of environmental benefits, as a part of its deliberation. Environmental justice‐supportive policies related to meaningful engagement, equitable process, protecting coastal resources, and providing public coastal access and lower‐cost recreation for everyone, is found in the Conservation and Ecotourism Element, as well as the Parks, Recreation and Coastal Access Element.

Environmental justice and social equity goals relate closely to policies supporting healthy communities. The physical environment, as well as the conditions in the environments in which people are born, live, learn, work, play, and age (collectively known as the social determinants of health) have a profound effect on how healthy people are over the course Disadvantaged, Marginalized, and Underserved
Definition:

SB 1000 (Leyva) (Ch. 587, Stats. 2016) added
Government Code Section 65302(h)(4)(A), expanding
the definition of “disadvantaged communities” for
the purpose of general plans to mean “an area
identified by the California Environmental Protection
Agency pursuant to Section 39711 of the Health and
Safety Code or an area that is a low‐income area
that is disproportionately affected by environmental
pollution and other hazards that can lead to negative
health effects, exposure, or environmental
degradation.”
This policy usesthe terms “disadvantaged”,
“marginalized” and “underserved” interchangeably;
it intends to encompass not only the definitions
contemplated by SB 1000, but also to include other
low‐income and minority populations that are
disproportionately burdened by or less able to
prevent, respond, and recover from adverse
environmental impacts.

General Plan / Local Coastal Program   L‐17 Mobility Land Use Element of their lives. Accordingly, communities that have open space and recreational opportunities, high quality and affordable housing, and safe multi‐modal transportation options, as well as access to resources such as affordable healthy foods, medical services, living‐wage jobs, and quality educational services experience better health outcomes.

In Imperial Beach, and the South Region of SanDiego County more broadly,there are three particularrisk factors — tobacco use, poor nutrition, and physical inactivity — that contribute to four chronic diseases (cancer, heart disease & stroke, diabetes, and lung disease) that cause almost 60 percent of all deaths. The City of Imperial Beach is committed to collaborating with local and regional health organizations and agencies on programs to reduce exposure to tobacco, promote access to healthy food, and encourage opportunities for physical activity. In addition, general plans can affect many of these social determinants of health by addressing the following issues:

Clean air, water, and soil
Access to parks and open space
Access to healthy food
Preservation of agricultural land
Access to good jobs and economic opportunity
Healthy and affordable housing
Safe, convenient, and accessible transportation systems Sustainable development and climate change
Social connection and community engagement
Because environmental justice and community health are interdisciplinary issues, a range of policies that address these social determinants of health are interwoven throughout the elements contained in the General Plan, as summarized on Table L‐2. However, key community health policies are included below and in the Mobility Elementto provide a focus on the City’s efforts to provide leadership in community health matters. Additional details and reference citations regarding community health are provided in a background paper available on the City’s webpage.

Table L‐3 Issues Related to Health and Environmental Justice in the General Plan Environmental Justice Topic General Plan
Element
General Plan Section
Housing Supply and Affordability Land Use Sec. 2.1 Land Use Framework Sec. 2.3 Residential Uses and Neighborhoods
Housing Entire Element (under separate cover)
Meaningful Engagement Land Use Sec. 2.7 Environmental Justice Equity, Accountability and Transparency Land Use Sec. 2.7 Environmental Justice Conservation&
Ecotourism
(Conservation)
Sec. 4.7 Ecotourism
Parks, Recreation, and
Coastal Access (Parks)
Sec. 5.1 Parks and Recreation
Public Transportation/Active
Living/Complete Streets
Mobility Entire Element
Design Sec. 8.2 Public Realm and Public Facilities
Sec. 8.3 Sustainable Coastal Design
Climate Change Resilience/Adaptation See Table CE‐1
Public Health/Pollution Burden Conservation Sec. 4.3 Biological Resources Sec. 4.4 Water Quality
Sec. 4.5 Air Quality
Cultural and Tribal Resources Conservation Sec. 4.6 Cultural Resources/Tribal Cultural Resources Coastal Access Land Use Sect.2.5 Coastal Priority and Visitor‐Serving Commercial Uses
Conservation Sec. 4.7 Ecotourism

General Plan / Local Coastal Program   L‐18 Mobility Land Use Element Parks Sec. 5.1 Parks and Recreation
Sec. 5.2 Public Coastal Access
Environmental Hazards Safety   Sec. 7.1 Sea Level Rise
Sec. 7.2 Fire Hazards
Sec. 7.4 Disaster Preparedness
Policies

REDUCEHEALTH RISKS
Pursue environmental justice for Imperial Beach by advocating for implementation of all legislation, standards and agreements pertaining to local, regional, national and binational pollution and environmental quality.

Ensure community health is a priority by developing programs to foster collaboration between local health officials, City staff, and elected officials in decisions about the built environment.

Increase community food sovereignty by encouraging, through healthy retail, community food production and other means, that fresh fruits, vegetables and other healthy foods are available in all neighborhoods of Imperial Beach.

Support provision of convenient access to healthy foods in all neighborhoods and commercial areas.

Promote the economic feasibility of agriculture and preserve farmland in the Tijuana River Valley while encouraging the development of urban agriculture.

Encourage both indoor and outdoor smoke‐free workplaces, multifamily housing, and parks (other outdoor gathering places) to reduce exposure to second‐hand smoke.

Reduce alcohol, tobacco, and other drug use by fostering a social, retail and physical environment that supports healthy choices, access to treatment services, and enforcement of existing regulations.

Continue to maintain, and adopt policies that support use by residents of, beach front and interior public parks, promote use of bicycles, increase number of bicycle lanes, and encourage day and evening pedestrian activity through improved sidewalks and lighting.

Use the CalEnviroScreen Mapping Tool, or City adopted alternative,  to Iidentify the location, if any, of low‐income  disadvantaged communities that are disproportionately affected by environmental pollution and other hazards that can lead to negative health effects, exposure, or environmental degradation when considering General Plan amendments and City projects.

Pursue grant funding for investments that increase the climate resiliency and adaptive capacity of low‐ income households and communities.

PROMOTE CIVIC L ENGAGEMENT
Proactively and meaningfully engage community residents in the planning and development process, including public infrastructure plans and projects.
a. by Useusing culturally‐appropriate and accessible channels, including: providing appropriate language services; providing child care; holding meetings, focus groups, and/or listening sessions at a variety of venues throughout the community; and using participatory facilitation techniques. a.b. Make special efforts to reach disproportionately burdened communities, including scheduling meetings at times and locations most convenient to community members.

Consult with California Native American tribes to provide them with an opportunity to participate in local land use decisions at an early planning stage, for the purpose of protecting, or mitigating impacts to cultural places. See also the Conservation and Ecotourism Element.

Implement development policies to protect the public health, safety, and welfare equitably among all

General Plan / Local Coastal Program   L‐19 Mobility Land Use Element segments of the population. Address the needs of those who are disenfranchised in the process.

PRIORITIZE PUBLIC FACILITIES
Prioritize and allocate citywide resources to provide public facilities and services to communities in need.

Greater resources should be provided to communities where greater needs exist. See also the Parks, Recreation and Coastal Access; and Facilities and Services elements.

Strive to achieve meaningful participation for all community residents in the siting and design of public facilities.

Provide equal access to public facilities and infrastructure for all community residents.

Facilitate the involvement of community residents, businesses, and organizations in the development, adoption, and implementation of community health and built environment initiatives and consider their input throughout the decision‐making process.

Evaluate cumulative impacts to environmental justice communities from proposed public facilities, including transportation plans and projects.  Evaluate whether adaptation proposals will result in inequitable distribution of benefits and burdens. Choose a final project plan or design that incorporates measures to avoid or mitigate project burdens in environmental justice communities to the maximum extent feasible.

COASTALDEVELOPMENT PERMITS
When acting on a Coastal Development Permit (CDP), the issuing agency, or the Coastal Commission on appeal, may consider environmental justice, or the equitable distribution of environmental benefits throughout the state. The analysis of impacts and benefits will be fully transparent in staff reports and presentations. In all instances the standard of review for issuance of a CDP shall be the Coastal Act or certified LCP.

Coastal Act Policies – Land Use
Section 30213 Lower cost visitor and recreational facilities shall be protected, encouraged, and, where feasible, provided. Developments providing public recreational opportunities are preferred.

Photo credit: Bryan Brillhart

General Plan / Local Coastal Program   L‐20 Mobility Land Use Element Section 30221 Oceanfront land suitable for recreational use shall be protected for recreational use and development unless present and foreseeable future demand for public or commercial recreational activities that could be accommodated on the property is already adequately provided for in the area.

Section 30222 The use of private lands suitable for visitor‐serving commercial recreational facilities designed to enhance public opportunities for coastal recreation shall have priority over private residential, general industrial, or general commercial development, but not over agriculture or coastal‐dependent industry.

Section 30250 New residential, commercial, or industrial development, except as otherwise provided in this division, shall be located within, contiguous with, or in close proximity to, existing developed areas able to accommodate it or, where such areas are not able to accommodate it, in other areas with adequate public services and where it will not have significant adverse effects, either individually or cumulatively, on coastal resources. In addition, land divisions, other than leases for agricultural uses, outside existing 37 developed areas shall be permitted only where 50 percent of the usable parcels in the area have been developed and the created parcels would be no smaller than the average size of surrounding parcels.

Section 30252 The location and amount of new development should maintain and enhance public access to the coast by (1) facilitating the provision or extension of transit service, (2) providing commercial facilities within or adjoining residential development or in other areas that will minimize the use of coastal access roads, (3) providing nonautomobile circulation within the development, (4) providing adequate parking facilities or providing substitute means of serving the development with public transportation, (5) assuring the potential for public transit for high intensity uses such as high‐rise office buildings, and by (6) assuring that the recreational needs of new residents will not overload nearby coastal recreation areas by correlating the amount of development with local park acquisition and development plans with the provision of onsite recreational facilities to serve the new development.

Section 30255 Coastal‐dependent developments shall have priority over other developments on or near the shoreline. Except as provided elsewhere in this division, coastal‐dependent developments shall not be sited in a wetland. When appropriate, coastal‐related developments should be accommodated within reasonable proximity to the coastal‐dependent uses they support.

Section 30220 Coastal areas suited for water‐oriented recreational activities that cannot readily be provided at inland water areas shall be protected for such uses.

Section 30221 Oceanfront land; protection for recreational use and development Oceanfront land suitable for recreational use shall be protected for recreational use and development unless present and foreseeable future demand for public or commercial recreational activities that could be accommodated on the property is already adequately provided for in the area. (Amended by Ch. 380, Stats. 1978.) Section 30222 Private lands; priority of development purposes The use of private lands suitable for visitor‐serving commercialrecreational facilities designed to enhance public opportunities for coastalrecreation shall have priority over private residential, general industrial, or general commercial development, but not over agriculture or coastal‐ dependent industry.

Section 30222.5 Oceanfront lands; aquaculture facilities; priority Oceanfront land that is suitable for coastal dependent aquaculture shall be protected for that use, and proposals for aquaculture facilities located on those sites shall be given priority, except over other coastal dependent developments or uses.

General Plan / Local Coastal Program   M‐1 Land UseMobility Element

3.0 Mobility Element
Let's not forget thatso often when we talk about the city's problems ‐ say, traffic congestion ‐ we overlook the fact that they are also evidence of the city's vitality. Cities' work, despite all the prophecies of chaos and doom.

Christian Science Monitor
Goals
A city with safe, efficient, and complete streets that meets the needs of all users.

A pedestrian‐oriented, small beach town atmosphere where people can comfortably and safely walk or bicycle Provision of a coordinated land use and mobility system that supports sustainable development, mobility choices, and healthy, active living
A well‐connected mobility network that embraces innovative technologies and supports mobility choices to reduce greenhouse gas emissions and vehicle miles traveled Background
The quality of life and economic vitality of Imperial Beach is dependent upon an increasingly safe and efficient operating mobility system. The Mobility Element establishes the framework for the City’s approach to complete streets, regional access, and the increased use of active transportation in order to reduce air pollution and greenhouse gas emissions while improving health. Specific aspects of the mobility system are discussed below. For additional guidance on how to improve resiliency when designing and implementing Capital Improvement Program Projects, including mobility projects, please see the Safety Element Section 7.1, and specifically Policy 7.1.4.  .

ACTIVE LIVING AND EQUITABLEHEALTHY COMMUNITIES
Imperial Beach strives to create healthy communities that encourage healthy living and active transportation among all residents, particularly those living in predominantly racial and ethnic minority and lower‐income neighborhoods. Creating activity‐friendly environments supports physical activity, as well as a range of co‐benefits including improved health, social cohesiveness, improved safety and security, environmental sustainability, and economic vitality.

COMPLETE STREETS
“Complete Streets” is a term to describe a system that meets the needs of all users of the streets, which traditionally is defined to include pedestrians, bicyclists, users of public transit, motorists, children, seniors, persons with disabilities, movers of commercial goods and emergency vehicles. Other existing and emerging micromobility options such as skateboards and emerging technologies such as electric scooters and bicycles merit consideration on a case‐by‐case basis. Complete Streets provide opportunities to reduce air pollution and greenhouse gas emissions while enabling active travel and opportunities for safe physical activity. Complete Streets are implemented through improvements of, but notlimited to, new or widened sidewalks, tree plantings, high visibility crosswalks, curb extensions, pedestrian countdown signal heads, traffic calming features, Imperial Beach strives to create healthy
communities that encourage healthy living and
active transportation among all residents, as well
as complete streets.

General Plan / Local Coastal Program   M‐2 Land UseMobility Element bicycle facilities, bicycle racks, lighting, signage, accessible public transit stops, access to schools, civic facilities, commercial/retail areas, and mixed‐use land uses.

REGIONALACCESS
Imperial Beach is dependent on its transportation connections to the rest of the region and pro‐actively works with other cities and organizations to preserve and improve this regional access. Major transportation system planning, funding, programming, and implementation occurs at the regional level through the San Diego Association of Governments (SANDAG). Imperial Beach, along with the other 17 cities and the County, work through SANDAG to chart the region’s future growth and transportation investments through development and adoption of a Regional Transportation Plan (RTP). The most recent RTP was incorporated into San Diego Forward, The 2021 Regional Plan (2021 Regional Plan), adopted by the SANDAG Board oin December 10, 202115. At the time of this 2019 General Plan/LCP update, SANDAG was anticipating that the next update of the RTP The 2021 Regional Plan offers a complete and integrated system to ensure that all San Diego County residents have access to safe transportation choices that protect the environment and support the regional economy.   Itwould includes transformative changes to the region’s transportation system to exceed ambitious greenhouse gas (GHG) emission targets set by the California Air Resources Board and address congestion.

Cutting edge technologies, social equity, sustainability, supporting land use, and economic opportunities arewould be core considerations that shaped to create the is transformative2021 Regional Plan and will continue to guide its implementation.

The City’s Mobility Element supports the Regional Plan vision through includes goals and policies to reduce GHG emissions and vehicle miles traveled, and pursue Complete Streets and active transportation, among others.  The Mobility Element and provides flexibility to take advantage of future regional mobility services and innovations. The City’s role in achieving GHG reductions are more explicitly addressed in the City’s Climate Action Plan.

SAFETY, ENVIRONMENTAL SENSITIVITY, ENERGY EFFICIENCY
The City strives for safety, environmental sensitivity, multi‐modal effectiveness and energy efficiency in all transportation designs and improvements. In this system, pedestrian walkways, bicycle paths, and public transitreceive the same attention as facilities designed for vehicular traffic.

SERVICE LEVELS FOR STREETS AND SIGNALIZED INTERSECTIONS The City has a longstanding policy that arterials and local streets should be designed to operate at service level "C" or better during average daily traffic volume (ADT) conditions, and that signalized intersections under peak hour conditions should operate at service level "D" or better. The City acknowledges that a lower standard is acceptable for special events and seasonal beach related traffic. However, as of July 1, 2020, public agencies are required to adhere to Senate Bill 743(Steinberg, 2013) which replaces the analysis of level of service (LOS) with vehicle miles traveled (VMT) for projects qualifying to meet documentational requirements under the California Environmental Quality Act (CEQA). To ensure local and state legislative requirements are met, the City adopted new “Transportation Impact Guidelines for Vehicle Miles Traveled and Level of Service Assessment) in October 2020.  the City anticipates transitioning from a level of service to a Vehicle Miles Traveled (VMT) metric as the primary means to determine transportation impacts, in accordance with Senate Bill 743 (Steinberg, 2013).

VISITOR PARKING AND TRAFFIC
The City’s small‐town character and coastal location regularly attract daily visitors. When the weather and beach conditions are attractive, beach parking demand often exceeds supply. Where practical,the City should work toward increasing coastal access while reducing parking demand and greenhouse gas emissions through increased use of walking, bicycling, public transit and ridesharing, and innovative use of transportation demand management.

QUALITY AND AESTHETICS
Since people move through and about Imperial Beach on the mobility system, their impression of the community is based on the scenic and aesthetic qualities of the system, as well as its functional characteristics. The environment of each neighborhood is also heavily dependent on the quality of the street scene. The City values the aesthetic qualities of all

General Plan / Local Coastal Program   M‐3 Land UseMobility Element roadways and transportation facilities, and places special emphasis on creating enjoyable streets with improved safety within underserved neighborhoods.

INNOVATIVE TECHNOLOGIES AND STRATEGIES
The mobility system as a whole can operate more efficiently and more safely through the use of Intelligent Transportation Systems (ITS) and Transportation Demand Management (TDM). ITS utilize technology to maximize the efficiency and effectiveness of multimodal transportation systems. ITS can be used to increase vehicle throughput and reduce congestion, among other benefits. TDM refers to programs and strategies that manage and reduce traffic congestion by encouraging the use of transportation alternatives. Looking forward, Autonomous Vehicles (AVs) have the potential to provide a range of benefits to Imperial Beach and the region and are paramount to consider in planning efforts. Transportation, safety, and health impacts of AVs will depend on how they are incorporated into transportation systems.

SUSTAINABLE TRANSPORTATION HIERARCHY
A modal hierarchy of users, as shown on Figure M‐1, provides a framework to inform planning, design, and operational decisions. The hierarchy is intended to consider and give priority to the most vulnerable users of the roadway and the most resource efficient transportation modes. The figure is not intended to be comprehensively representative of all modes.

Other micromobility options including but not limited to skateboards, electric scooters, and electric bicycles fit within the hierarchy and merit consideration as well.

Figure M‐1. Sustainable Transportation Hierarchy

General Plan / Local Coastal Program   M‐4 Land UseMobility Element Coastal Act

DISCUSSION
Coastal Act section 30252 relates to mobility. This section states: the location and amount of new development should maintain and enhance public access to the coast by (1) facilitating the provision or extension of public transit service, (2) providing commercial facilities within or adjoining residential development or other areas that will minimize the use of coastal access roads, (3) providing non‐automobile circulation within the development, (4) providing adequate parking facilities or providing substitute means of serving the development with public transit, (5) assuring the potential for public transit for high intensity uses such as high‐rise office buildings, and by (6) assuring that the recreational needs of new residents will not overload nearby coastal recreation resources by correlating the amount of development with local park acquisition and development plans with the provision of onsite recreational facilities to serve the new development.

Mobility Element policies support achieving Sustainable Transportation Hierarchy and Complete Streets principles to implement Coastal Act section 30252. For example, Policy 3.1.1 requires incorporation of Complete Streets principles into all new development, Policy 3.2.1 calls for coordinate with regional planning and transportation agencies to improve transit services, and Policy 3.5.1 provides direction on parking management.

3.1 Street System
Discussion

STREET TYPOLOGY SYSTEM & OVERLAYS
The City’s Street Typology system (Figure M‐2) categorizes streets based on street character, adjacent land uses, functionality, and intended users. The system serves to supplement the City’s Street Classification system and reflects the City of Imperial Beach’s commitment to providing Complete Streets. The Street Classification system (Figure M‐3) remains as a separate measure to evaluate vehicular operations.

Street Overlays complement the Street Typologies, acknowledging that portions of Imperial Beach’s roadways may serve a special use and require additional design considerations.

Street Typologies
Arterial Thoroughfare
Multimodal Boulevard
Neighborhood Connector
Residential Street
Multi‐Use Path
Street Overlays
Ecoroute Overlay
Truck Route Overlay
Photo credit: Ricky Jose Cervantes

General Plan / Local Coastal Program   M‐5 Land UseMobility Element Figure M‐2 Street Typologies

General Plan / Local Coastal Program   M‐6 Land UseMobility Element Figure M‐3 Street Classifications

General Plan / Local Coastal Program   M‐7 Land UseMobility Element Each Street Typology and Overlay is identified in the following pages, including an overview of the purpose, the respective characteristics, and identification of the respective streets. The Street Typology and Overlay system is intended to provide guidance forthe selection of design elements by taking into consideration the context ofthe local environment, such as land use type and concentration, and the competing needs of alltransportation modes. Figure M‐2 displays the Street Typologies and Overlays.

ARTERIAL THOROUGHFARES

OVERVIEW
Arterial Thoroughfares are 4‐ and 6‐lane roadways providing key vehicular access to Imperial Beach. They accommodate greater volumes of vehicular traffic due to greater vehicular network connections, traverse many of the City’s signalized intersections, and generally provide for vehicular priority without compromising the safety of other modes.

DESCRIPTION BY MODE
Pedestrian
Intersection treatments at both signalized and unsignalized intersections can facilitate improved safety at pedestrian crossings through high visibility marked crosswalks, advance stop bars, and pedestrian countdown signals with lead pedestrian intervals at signalized intersections. Pedestrian crossing distances can be reduced through curb extensions and/or curb bulb‐outs where feasible. Landscape strips between the sidewalk and roadway are also an effective tool to further separate pedestrians from vehicular traffic. On wide streets, center medians may be provided as pedestrian refuges.

Bicycle
Bicycle facilities that provide a dedicated right‐of‐way for the sole use of bicyclists, such as cycle tracks, bike lanes or buffered bike lanes, are most appropriate for these roadways.

Public Transit
Public transit stop designs that are incorporated into roadways in a manner that reduces conflicts with vehicles and cyclists can effectively improve rider safety.

Vehicular
Arterial Thoroughfares are critical to the efficient movement of people and goods and must strive for vehicular operational efficiency without compromising the safety of other modes.

Applicable Streets
Former State Route (SR) 75/Palm Avenue, east of 7th Street.

State Route 75 was relinquished to the City in 2018. Relinquishment is a process to remove a state highway, either in whole or in part, from the State Highway System. With respect to former State Route (SR) 75, Imperial Beach gained local control over design, operations and maintenance.

MULTIMODAL BOULEVARD

OVERVIEW
Multimodal Boulevards are 2‐ and 4‐lane roadways providing the primary access to the City’s commercial core, coastal areas, and other key destinations. They are utilized by local residents and visitors alike and are designed for the safe mobility of all transportation modes. This typology is designed to support high levels of pedestrians, public transit riders, and bicyclists through traffic calming measures, attractive landscaping, and multimodal facilities. Wayfinding signs should be scaled and designed to appeal to all transportation modes and users.

General Plan / Local Coastal Program   M‐8 Land UseMobility Element

DESCRIPTION BY MODE
Pedestrian
Pedestrians are accommodated by wider sidewalks, high visibility crosswalks, median islands, and decreased crossing distances through curb extensions or curb bulb‐outs. Context sensitive pedestrian amenities (e.g. seating, public art, trash receptacles, trees/shading, etc.) emphasizes pedestrian mobility and creates a more inviting environment. Pedestrian scale lighting is encouraged, especially within the commercial areas and adjacentto public transit stops. When feasible, landscape strips between the sidewalk and roadway further separate pedestrians from vehicular traffic and improve comfort and safety.

Bicycle
Bicycle facilities improve overall mobility and emphasize improved safety for riders on City roadways. Bicycle parking is to be provided at strategic, visible locations. When feasible, protected bicycle facilities should be considered along Multimodal Boulevards to improve the comfort and safety of cyclists.

Public Transit
Existing and future public transit stops will be clearly identifiable and accentuated with amenities (e.g. seating, shelters, information kiosks, and trash receptacles). Wayfinding will direct public transit users to key destinations such as the beach, pier, and civic center.

Vehicular
On‐street parking will be maximized to the extent possible without compromising the safety or mobility of other modes.

Where applicable, on‐street parking should be located between vehicular travel lanes and bicycle facilities to provide increased protection for bicyclists.

Applicable Streets
Seacoast Drive
9th Street
13th Street
Palm Avenue, west of 7th Street
Imperial Beach Boulevard

NEIGHBORHOOD CONNECTOR

OVERVIEW
Neighborhood Connectors are generally undivided 2‐lane roadways that traverse neighborhoods, providing connections across the City. They are fronted by residential land uses and schools and provide essential connections. They are utilized primarily by local residents. The efficient movement of all modes is important along these roadways, however, maintaining slow speeds is a priority.

DESCRIPTION BY MODE
Pedestrian
Maintaining a connected sidewalk network with intersection crossings that improve safety is a priority along Neighborhood Connectors. Landscaping and traffic calming measures are encouraged to create a comfortable pedestrian environment.

Pedestrian amenities are lower priorities alongNeighborhoodConnectors. When feasible, provide a landscape strip between the sidewalk and roadway to further separate pedestrians from vehicular traffic.

General Plan / Local Coastal Program   M‐9 Land UseMobility Element Bicycle
Bicycle routes are recommended forNeighborhood Connectors. Bicycle parking and wayfinding signage are lower priorities, with exceptions being streets accessing the Bayshore Bikeway, falling within the City’s Ecoroute Overlay, or around schools.

Public Transit
Public transit is not currently present or planned along Neighborhood Connectors; however, there should be sufficient pedestrian and bicycle connections from Neighborhood Connectors to transit stops.

Vehicular
Neighborhood Connectors can be designed to slow vehicular speeds through traffic calming features such as curb bulb‐ outs/extensions, speed humps or lumps, and chicanes. Roundabouts and neighborhood traffic circles can be utilized to slow vehicles while improving operations.

Applicable Streets
3rd Street
Connecticut Street
7th Street
11th St, south of Imperial Beach Boulevard
Florida St, north of Imperial Beach Boulevard
15th Street
Cypress Avenue
Elm Avenue
Iris Avenue, west of Connecticut Street
Oneonta Ave, Connecticut St to 9th Street
Holly Avenue, east of 9th Street
Iris Avenue, east of 13th Street

RESIDENTIAL STREETS

OVERVIEW
Residential Streets provide direct access to the City’s single family and multi‐family homes. These are generally undivided 2‐lane roadways that accommodate the lowest vehicular volumes of all four streettypologies described. Ensuring a network of connected sidewalks and pedestrian crossings that improve safety remains a priority along Residential Streets.

Maintaining low vehicular speeds is critical to maintaining the character of Imperial Beach’s residential neighborhoods and improved safety. Similar to Neighborhood Connectors, landscaping and traffic calming measures can provide improved safety and comfort enhancements for all users. Bicycle parking, wayfinding signage and pedestrian amenities are low priorities along Residential Streets.

Applicable Streets
All other streets not identified under previous typologies.

General Plan / Local Coastal Program   M‐10 Land UseMobility Element MULTI‐USE PATH

OVERVIEW
Multi‐Use Paths provide a dedicated right‐of‐way physically separated from the roadway and intended for the exclusive use by non‐motorized transportation modes, primarily walking and bicycling. These facilities supportrecreational and utilitarian trips, offering alternative connections that may be more direct than the roadway network.

Signage is an effective method to emphasize the shared use nature of these facilities and reiterate bicyclists are to yield to pedestrians. Additional signage placed along connecting roadways is also effective for directing users to Multi‐Use Path access points. See also the Parks, Recreation and Coastal Access Element for information on the California Coastal Trail.

Applicable Segments
Bayshore Bikeway along the northern City boundary, east of 7th Street.

Parallel to 7th Street, from Bayshore Bikeway to approximately Cypress Avenue Ecoroute Overlay alignment, south of Caspian Way to 5th Street/Grove Avenue.

Border to Bayshore Bikeway
Multi‐Use Paths provide a dedicated right‐of‐way physically separated from the roadway and intended for the exclusive use by non‐ motorized transportation modes.

General Plan / Local Coastal Program   M‐11 Land UseMobility Element

ECOROUTE OVERLAY

OVERVIEW
An Ecoroute Overlay accentuates Imperial Beach's environmental assets including South San Diego Bay, the Tijuana River Estuary,the dunes on South SeacoastDrive,the beach,the pier and the breakwaters. The Ecoroute supplements designated Street Typologies, and is not a typology in itself. Street design along the Ecoroute should accommodate all users of the street, while providing infrastructure that encourages pedestrian and bicycle travel.

Distinctive signage and in‐pavement markings designate the routes and interpretive stations are provided that explain the different ecosystems, the major roles and players in them and how they are connected together. The 1994 General Plan recommended establishment of the Ecoroute, which was incrementally implemented as street resurfacing occurred. The final segments were completed in December 2013.

Applicable Streets
Seacoast Drive, south of Palm Avenue
3rd Street, south of Imperial Beach Boulevard
5th Street, south of Grove Avenue
Connecticut Street, south of Elm Avenue
7th Street, north of Elm Avenue
Palm Avenue, west of 7th Street
Imperial Beach Blvd, west of 3rd Street
An Ecoroute Overlay accentuates Imperial Beach's environmental assets including South San Diego Bay, the Tijuana River Estuary, the dunes on South Seacoast Drive, the beach, the pier and the breakwaters.

General Plan / Local Coastal Program   M‐12 Land UseMobility Element

TRUCK ROUTE OVERLAY

OVERVIEW
The Truck Route Overlay emphasizes the importance of enhanced safety and efficient truck and freight movement throughout Imperial Beach. The Truck Route Overlay acknowledges that additional design considerations must be made to ensure roadways can accommodate truck traffic.

Designated Truck Routes maintain truck traffic to prime, major and collector roadways and aim to limitthe amount of heavy traffic and noise through residential neighborhoods. Lane widths, parking restrictions, turning radii, and access to the various land uses trucks serve should be required when designing or modifying roadways identified with the Truck Route Overlay area.

Applicable Streets
Former SR‐75/Palm Avenue, from northern City limits to 13th Street – also serves as the designated route for oversized truck loads in Imperial Beach
Imperial Beach Boulevard, 9th Street to eastern City limit 13th Street, from Palm Avenue to southern City limit
9th Street, from former SR‐75/Palm Avenue to Imperial Beach Boulevard or neighborhood traffic circles.

Policies

COMPLETE STREETS PRINCIPLES
Incorporate Complete Streets principles into all transportation projects at all phases of development, including planning and land use decisions, scoping, design, implementation, maintenance, and performance monitoring.

Supplement the City’s Street Classification system with the Street Typology System and Overlays described in this element to further implementation of Complete Streets.

Use a modal hierarchy of users framework to inform planning, design, and operational decisions. The hierarchy is intended to consider and give priority to the most vulnerable users of the roadway and the most resource efficient transportation modes.

In accordance with state law, implement the City’s adopted develop a metric and thresholds of significance for Vehicle Miles Traveled (VMT), or adopt regional standards when available, to replace level of service as the primary determinant of transportation impacts.

Consider emergency vehicle response times prior to implementing in‐road features.

MULTI‐MODAL STREETDESIGN AND ACCESS
Require cross sections, the general right‐of‐way width, and configuration for each street and highway meet City specifications.

Ensure that all street and highway designs further the goal of providing safe and efficient mobility for all users, as well as an aesthetically pleasing urban form.

Facilitate enhanced pedestrian crossings through high visibility marked crosswalks, advance stop bars, and pedestrian countdown signals with lead pedestrian intervals at signalized intersections as determined by the City.
a. Reduce pedestrian crossing distances through median refuge islands, curb extensions and/or curb bulb‐ outs, where feasible.

Install traffic calming measures, specifically on Multimodal Corridors, Neighborhood Connectors, and Residential Streets as a measure to enhance public safety. Traffic calming should be a priority near schools, at locations with relatively greater vehicular volumes, and areas with vehicular speeds higher than posted speed

General Plan / Local Coastal Program   M‐13 Land UseMobility Element limits.

Install marked crosswalks in locations with a high volume of pedestrian traffic, use high‐visibility pavement markings, such as continental crosswalks, or stamped concrete, brick, or similar paving materials as an extra warning to motorists.
a. Stamped concrete, brick, or similar paving materials should not impede or hinder the ability of bicycles to use designated bike lanes.
b. Consider distinctive, artistic crosswalk designs that are consistent with the character of Imperial Beach.

As deemed necessary, require developers to dedicate right‐of‐ways and street improvements associated with their projects.

Locate driveways for corner properties on arterials or collectors as far away from the intersection as possible.

Encourage joint access driveways shared by abutting uses.

Maintain narrow driveway widths in order to retain a pedestrian street scale and ensure minimum and maximum curb cut widths conform to the Municipal Code.

Prohibit new street curb cuts or parking layouts requiring backing into the street where residential properties abut both an alley and a street designed as an Arterial Thoroughfare, Multimodal Boulevard, or Neighborhood Connector.

Where residential properties abut both an Arterial Thoroughfare, Multimodal Boulevard, or Neighborhood Connector and a residential street, access shall be taken only from the residential street. Other residential properties abutting both an alley and residential street should primarily take access from the alley with the exception that one 16‐foot wide curb cut allowing no more than two vehicles to back into the street may be allowed.

Provide clear and ample wayfinding signage for key facilities such as the beach, pier, library, community centers, Tijuana River Valley and Wildlife Refuge, Border Field State Park, the City Hall complex and City parks. a. Provide signage at varying scales and locations as a means to appeal to pedestrians, bicyclists, and motorists.

Plan and design projects, including City Capital Improvement Program projects, to consider current and planned adjacent land uses,  local transportation needs, and sea level rise vulnerabilities, while incorporating the latest and best practice design guidance. Each project must be considered both separately and as a part of a connected regional network to determine the level and type of treatment necessary for all foreseeable users.

Integrate infrastructure or features that improve mobility for pedestrians, bicyclists, and public transit riders of all ages and abilities into all street design projects. Allow exclusion of such infrastructure when documentation indicates one of the following bases for exemption:
 specific modes are prohibited by law;
 the cost would be excessively disproportionate to the need;  there is a clear absence of current and future need; or  environmental impacts outweigh the potential benefits.

Ensure street design standards support, not impede, the inclusion of Complete Streets principles as a means to ensure the needs of all users of the street are met, regardless of age, ability or mode of travel; and are coordinated with related policy documents, such as the Bicycle Transportation Plan, as well as future updates or new comprehensive active transportation planning documents.

Ensure that transportation infrastructure, such as sidewalks, crosswalks, and public transit stops, are compliant with the Americans with Disabilities Act (ADA) and meet the needs of people with varying disabilities.

Prioritize implementation of infrastructure and street design features that improve or promote the safety of pedestrians, bicyclists, and public transit riders.

Identify and implement improvements to improve pedestrian and bicycle access to coastal and recreational resources such as the beach, Imperial Beach Pier, public parks and Bayshore Bikeway; and to public transit stops, schools, and commercial/retail and mixed‐use land uses. Examples of improvements may include, but

General Plan / Local Coastal Program   M‐14 Land UseMobility Element are not be limited to, new or widened sidewalks, high visibility crosswalks, pedestrian countdown signal heads, traffic calming features, bicycle facilities, bicycle racks, regularly spaced pedestrian‐scale lighting, seating, tree planting, and signage.

Collaborate with SANDAG and pursue local measures to encourage application of Intelligent Transportation Systems and Transportation Demand Management strategies to reduce vehicle miles travelled, parking demand and greenhouse gas emissions, while increasing active transportation.

Consider and evaluate when feasible, innovative designs including but not limited to channelized T intersections; round‐a‐bouts; and protected bike lanes.

Consider implementation of transportation infrastructure and street design that supports other allowed micromobility options, such as scooters, and does not impede Complete Streets principles.

Incorporate resiliency measures and adaptation strategies into capital improvement planning and other investment decisions.
a. Resiliency measures can include but are not limited to: raising or realignment of infrastructure and structures, establishment of permanent or temporary alternative routes for public transit and bikeways, green infrastructure that reduces flooding, and adaptation of stormwater and wastewater systems. b. Evaluate the adaptive capacity of planned capital projects and suitable strategies to contribute towards maintaining and enhancing the City’s environmental, economic, and community viability.

3.1.27 Coordinate with Caltrans, SANDAG, affected state and federal agencies, and neighboring jurisdictions on long‐ term, corridor‐wide planning for adaptation to sea level rise and coastal hazards to protect coastal resources and transportation infrastructure.
a. Consider phased and milestone‐based measures for the adaptation of transportation infrastructure to sea level rise impacts over time.
b. Minimize impacts to access and mobility, as well as to environmental, recreational, and public access resources over the planning horizon.

LOCATION‐SPECIFIC RECOMMENDATIONS
Collaborate with the City of San Diego to establish a future right‐of‐way to connect the I‐905 freeway interchange and Ream Field.

Collaborate with the City of San Diego and Caltrans to rename Coronado Avenue as Imperial Beach Boulevard or as an alternative to recognize both names on the freeway interchange signs.

Require street and mobility system improvements be evaluated for implementation, including any required environmental review, in association with other Mobility Element policies as project‐level implementation opportunities arise.

Collaborate with adjoining jurisdictions and private developers to implement improvements to Palm Avenue that were identified through the former SR 75 relinquishment process.

INTELLIGENT TRANSPORTATION SYSTEMS (ITS)
Strive for the use of Intelligent Transportation Systems to reduce congestion and air pollution from motor vehicles.
a. Replace fixed‐time signals with fully‐actuated and/or interconnected signals. b. Optimize signal timing, ideally including adjustments at least every three years. c. Interconnect signalized intersections in accordance with the regional Traffic Flow Improvement strategy.

Support the planning, procurement, and implementation of Autonomous Vehicle (AV) technologies as a way to further advance Imperial Beach’s goals related to transportation, air quality, access and equity. a. Evaluate development parking requirements as AV technologies become more commonplace in Imperial Beach and the surrounding region.

General Plan / Local Coastal Program   M‐15 Land UseMobility Element b. Ensure all AVs operate compatibly with other roadway users, with an emphasis on non‐motorized transportation users.
c. Collaborate with federal, state, regional, other local, and private sector partners as AV technologies become more prevalent.

3.2 Public Transit
Discussion
The City supports the availability of public transit service as a means to provide transportation choices in the community.

The presence of transit in the community reduces automobile congestion, provides transportation to underserved and disadvantaged community members, reduces air pollution, and services tourism. The Metropolitan Transit System (MTS) is the public transit service provider for Imperial Beach, the urbanized areas of San Diego County, and the rural parts of East County (Figure M‐4). These routes provide service along Imperial Beach and Palm Avenue corridors, former SR‐75, and several other streets and connections to the coast and regional transit service. MTS provides bus and rail services directly or by contract with private operators. MTS coordinates all its services and determines the routing, stops, frequencies and hours of operation.

The SANDAG Smart Growth Concept Map (2016) identifies the intersection of 9th Street and Palm Avenue as an area where consideration should be given to establish a transit/mobility hub as a means to promote the area as a Community Center providing mixed‐use, mixed‐income development including retail, restaurant, entertainment, hospitality, and residential uses along the mixed‐use public transit corridor.

Land Use Element policies provide direction on locating residential, commercial, and recreational uses in relationship to each other so as to encourage walking, bicycling, and public transit ridership among these land uses. Policies also call for major employment, retail, and entertainment districts, and major coastal recreational areas to be well served by public transit and easily accessible to pedestrians and bicyclists.

Public transit stop design should incorporate appropriate pedestrian amenities to encourage ridership and increase comfort and safety (e.g. seating, covered shelters, lighting, information kiosks, wayfinding, and trash receptacles).

Policies
Coordinate with regional planning and transportation agencies to improve public transit services in the City of Imperial Beach.
a. Support implementation of rapid bus routes
b. Explore the potential for an expanded multi‐modal transfer station on former SR 75/Palm Avenue.

Consider establishing a public transit mobility hub at the intersection of 9th Street and Palm Avenue. As deemed necessary, require new developments to provide or assist in funding public transit facilities such as bus shelters and turnouts.

Promote ridesharing and provide ridesharing information to the public.

Public transit stop design should incorporate
appropriate pedestrian amenities.

General Plan / Local Coastal Program   M‐16 Land UseMobility Element Collaborate with SANDAG, other agencies, and local businesses and organizations to implement Transportation Demand Management initiatives included in the Regional Transportation Plan.

Incorporate public transit stop design into roadway design to reduce conflicts with vehicles and cyclists and improve rider safety.

Ensure existing and future public transit stops are clearly identified and accentuated with amenities (e.g. seating, covered shelters, information kiosks, lighting and trash receptacles).

Use wayfinding signage to direct public transit users to key destinations such as the beach, pier, and civic center.

In accordance with the Land Use Element, locate new commercial and higher density residential development in locations with existing or planned public transit services to the extent feasible.

Support innovative first‐mile last‐mile mobility solutions that can enhance access to public transit, City neighborhoods and key destinations throughout the City.

The City supports the availability of public transit service as a means to provide transportation choices in the community.

General Plan/ Local Coastal Program  M‐17 Land UseMobility Element FigureM‐4 Bus Routes

General Plan / Local Coastal Program   M‐18 Land UseMobility Element

3.3 Bicycle Mobility
Discussion
Bikeways are located and classified as shown in Figure M‐5. The Imperial Beach Bikeway Plan (2009) provides for the safe and efficient mobility of bicyclists through the community. The Plan is designed to tie into the City of SanDiego's bicycle facilities on Palm Avenue and provide connections to the Bayshore Bikeway as well as other key points of interest within Imperial Beach.

The City highly values bikeways as they complementImperial Beach's small town residential character and recreation emphasis. Bicycle travel is an effective alternative to automobile travel resulting in, improvements to air quality and maximize the benefit to energy conservation. In addition, the City’s network of bicycle infrastructure provides convenience to residents and visitors. Bicycle facilities will be incorporated to improve bicycle mobility and emphasize the roadways as a safe place to ride for all users. In particular, bicycle connections and routes are emphasized to connectto public areas such as the beach, City Hall, schools, and parks and in other public facilities in order to encourage bicycle use. East‐west bicycle connections are importantto providing bicycle access between the beach and residents to the east. The types of bicycle facilities include:

Class I – A completely separated right of way for the exclusive use of bicycles and pedestrians.

Class II – Striped bike lanes for one‐way bike travel on a street or highway.

Class III – A signed shared roadway provides for shared use with pedestrians or vehicular traffic, typically on lower volume roadways. Generally has signage and may include sharrow roadway markings.

Class IV – These are separated bikeways but in contrast to Class I facilities are on street facilities. They are frequently called cycle tracks.

Where feasible, consider use of protected bicycle facilities to increase bicycle safety by physically separating bicyclists from vehicular traffic. Bicycle boulevards are encouraged along Residential Streets. Bicycle boulevards are distinguishable by signs and pavement markings, while also using design features to manage vehicular speeds and discourage – but not prevent – through trips by vehicles.

Policies
Ensure the City’s Bikeway Plan provides for the safe and efficient mobility of bicyclists. a. Connect to the City of San Diego’s Class II bicycle facilities on Palm Avenue. b. Connect to the Bayshore Bikeway, to key points of interest within Imperial Beach, and to the Ecoroute Bikeway.
c. Update as needed and continue to implement the City’s Bikeway Plan.

Support bikeways within the City and adjoining jurisdictions. a. Install bicycle storage facilities in public areas, such as the beach, City Hall, schools and parks and in other public facilities in order to encourage bicycle use.
b. Require the provision of bicycle storage facilities as a condition of approval on new development applications for proposed commercial, hotel or major residential projects and/or provided at public transit and bus system facilities, or designated public transit stops. c. Support bicycle facilities providing a dedicated right‐of‐way for the sole use of bicyclists, such as cycle tracks, bike lanes or buffered bike lanes, for Arterial Thoroughfares and Multimodal Boulevards. Support Bikeways complement Imperial Beach's small
town character and recreation emphasis.

General Plan / Local Coastal Program   M‐19 Land UseMobility Element bicycle mobility along Neighborhood Connectors and Residential Streets through design features intended to keep vehicles within posted speed limits while discouraging cut‐through traffic. d. Provide bicycle parking at strategic, visible locations. e. Utilize signage to emphasize the shared use nature of Multi‐Use Paths and reiterate bicyclists are to yield to pedestrians. Signage will be placed along connecting roadways to direct users to Multi‐Use Path access points.

Continue to support the use of emerging micromobility/ bikeshare programs within the City to further promote alternative modes and increase access.

The City highly values bikeways as they complement Imperial Beach's small town residential character and recreation emphasis.

General Plan / Local Coastal Program   M‐20 Land UseMobility Element Figure M‐5 Consolidated Bikeways

General Plan / Local Coastal Program   M‐21 Land UseMobility Element

3.4 Pedestrian Mobility
Discussion
Imperial Beach is committed to providing walkable, safe and pleasant streets through the implementation of widened sidewalks, cohesive paving materials, pedestrian‐scale lighting, pleasing landscaping, and improved safety at crossings for all residents and visitors. Increased walking is a part of a healthy active lifestyle that supports healthy communities and reduces greenhouse gas emissions by converting auto trips to walking trips.

Maintaining an interconnected network of safe sidewalks and crossings is a priority throughout the City. See the Design Element for policies related to creating an active pedestrian streetscape.

Policies
Require that sidewalks be provided for all new developments.

Locate the sidewalk so that parkway (a landscape strip for trees and vegetation) is located between the sidewalk and the vehicle travel way, wherever possible. a. Along the Bayshore Bikeway, publicly accessible pedestrian paths should be parallel to, but physically separate from the bicycle path.  Where separated paths are infeasible, a Multi‐Use Path is allowed. b. Along the Bayshore Bikeway, pedestrian paths (natural or hardened) should be located adjacent to the water, where feasible.
c. Non‐residential development adjacent to the Bayshore Bikeway should, where feasible, incorporate a publicly accessible pedestrian pathway, in parallel, but separated from the bicycle path.

Discourage the use of sidewalks for use as a bicycle route or bicycling facility, unless designed and designated as a Multi‐Use Path. Encourage treatments to create a pleasant walking experience including concern for views, paving materials, landscaping, street furniture and pedestrian scaled lighting.

Provide context sensitive pedestrian amenities (e.g. seating, public art, trash receptacles, shading, street trees, etc.) to emphasize pedestrian mobility and create a more inviting environment.

Strategically locate public plazas, pocket parks, and public art in all neighborhoods to improve safety and create an attractive and comfortable pedestrian streetscape.

Encourage pedestrian scale lighting, especially within the commercial areas and adjacent to public transit stops.

3.5 Parking
Discussion
Parking supports the long‐term needs of the residents, businesses, beach‐goers and visitors of Imperial Beach. It is also a major factor contributing to the cost of housing and often results in an auto‐oriented urban form. The City seeks to support coastal access goals, and provide a reasonable amount of parking where and when it is needed, while also improving walkability and preserving the small‐town character of the City. The overall intent is to encourage a more pedestrian oriented atmosphere near the beach, and develop properties near the ocean with commercial and recreational uses that maximize the recreational and economic benefits of the coast while balancing the need for parking.

Imperial Beach is committed to providing
walkable, safe and pleasant streets.

General Plan / Local Coastal Program   M‐22 Land UseMobility Element Parking demand may shift over time based on the
cost of parking and driving, shifts in vehicle
technology, quality of public transit service,
availability and condition of bicycle and pedestrian
infrastructure, and aesthetics and safety ofthe urban
environment. While most parking associated with
development appears to be free to consumers, it is
often indirectly paid for through rental costs, home
prices, or costs of goods and services. More recently,
the growth in ridesharing via smart phone
applications is resulting in changes to how people
travel. Ridesharing and ridehailing services have
allowed visitors to enjoy Imperial Beach without a
need to park thereby reducing visitor parking demand. Future integration of autonomous vehicles is anticipated to result in a dramatic change the mobility landscape, especially as it relates to parking. Parking needs may be greatly reduced as the traveler’s need to park close to destinations is diminished when a vehicle can drop passengers curbside and then self‐park or travel to the next passenger pickup. As technologies advance and behaviors shift, the City needs to be flexible in its policy approach to ensure the full benefits of these advancements are realized, while managing potential impacts including curb space utilization and VMT increases.

Parking demand may also be altered as a result of development. The potential changes to parking demand and availability resulting from recent and future development should be monitored and evaluated to understand the effects, if any, on public parking, and determine appropriate responses, as necessary. This monitoring and evaluation should be performed in locations experiencing development changes throughout the City, however, an emphasis should be placed on the areas within and surrounding the C/MU‐2 zoning designation, as well as for development sited near public parking lots used for accessing the coast.

Policies
Provide and manage parking so that it is reasonably available when and where it is needed, without degrading coastal resources or impeding public recreational use of coastal amenities and facilities.

Provide parking for residents, visitors, and employees as part of new development, in accordance with the City’s Zoning Ordinance/LCP Implementation Plan.

Parking Requirements
Per the City of Imperial Beach Zoning Ordinance, which also serves as a part of its Local Coastal Program Implementation Plan, parking standardsfor the commercial/mixed‐use zones are as follows Commercial – C/MU‐1 and C/MU‐3 zones: 1 per 500 gross
sq. ft. of commercial use.

Commercial – C/MU‐2 zone: 1 space per 1,000 gross sq. ft. of commercial use.

Multiple‐family residential – C/MU‐1, C/MU‐2, and C/MU‐ 3 zones: 1.5 spaces per dwelling unit.

Hotel without cooking facilities – C/MU‐1, C/MU‐2, and
C/MU‐3 zones: 1 space per guest room.

Hotel with cooking facilities – C/MU‐1, C/MU‐2, and
C/MU‐3 zones: 1.5 spaces per guest room.

For all other zones, the standards are:

Residential: 1.5 to 2.0 spaces per dwelling unit.

Hotel/Motel: 1 space per guest room.

Commercial: varies from 1 space per 50 sq. ft. to 1 space per 500 sq. ft. of building.

Bars and restaurants: 1 space for each 75 sq. ft. of net floor area, plus 1 per 2 employees at largest work shift Provide a reasonable amount of parking where it
is needed, while also improving walkability

General Plan / Local Coastal Program   M‐23 Land UseMobility Element a. Consider flexibility in parking requirements to address reduced parking demand as a result of access to high quality public transit services, any reduced auto ownership, shared parking opportunities, provision of car sharing opportunities or other means.
b. Strive to reduce the amount of land devoted to parking through measures such as parking structures, shared parking, and managed public parking while still providing appropriate levels of parking.

Promote the consolidation of off‐street parking for several uses and the placement of parking behind buildings, rather than along the street front, to improve walkability, allow for a more pedestrian‐oriented environment, reduce the number of street ingress and egress points, and facilitate well‐designed, small‐lot infill development.

Encourage shared parking for properties located west of Seacoast Drive and on Seacoast Drive.

Utilize off‐site parking facilities, transportation demand management strategies, and shared parking in commercial/mixed‐use areas.

Restrict recreational vehicles and heavy‐duty trucks from on street parking along local streets.

Approve shared parking only when technical evidence is presented to justify the shared use that is satisfactory to the City’s Traffic Engineer.

Allow Permit in‐lieu parking only when it can be demonstrated that the in‐lieu fee is sufficient to provide off‐site parking and the City has developed a program for such off‐site parking. This program, if pursued, shall require an LCP amendment.

Where feasible, promote and permit public use of private parking facilities currently underutilized on weekends and holidays (i.e., serving office buildings) in all commercial/mixed use zones located within ¼ mile of the beach.

Explore collaboration options with the school district to establish regular high‐season parking options in school lots when not in use. Consider supplementing the lot(s) with a school, City, or privately‐based electric vehicle or other shuttle service to the beach.

Encourage Transportation Demand Management strategies throughout the Commercial/Mixed‐Use Districts by requiring employers to provide incentives for their employees including providing public transit passes or subsidies, rideshare/ridehailing subsidies, implementation of ridesharing programs, preferred parking for carpool/vanpool, and on‐site shower facilities.

Maximize on‐street parking on Multimodal Boulevards to the extent possible without compromising the safety or mobility of other modes.

Continue to evaluate parking needs in light of new technologies, efficiency, and impacts for new developments.

3.6 Performance Measures
Monitoring the performance of the mobility network helps strengthen the understanding of travel behaviors and related responses to investments, by establishing baseline measures and continually monitoring changes to these metrics overtime.

Collaborate with SANDAG, MTS, universities and others, or establish a City monitoring program to evaluate multimodal performance and outcomes of infrastructural and operational improvements, and land use/development changes.

Establish a series of locations for reoccurring bicycle and pedestrian counts. Locations to consider may include existing and planned bicycle facilities, near the beach, parks, and recreational resources, commercial/retail corridors, and identified school routes.

Monitor public transit boarding and alighting data by stop, as provided by MTS.

Track bicycle and pedestrian involved collisions by location, time of day, day of week, and primary collision factor to better understand potential safety issues facing the most vulnerable of transportation users. Use this information to better inform the development of recommended infrastructure and programmatic

General Plan / Local Coastal Program   M‐24 Land UseMobility Element improvements. Similarly, this information can be used to better understand effectiveness of safety enhancements.

Track implementation of multimodal improvements, such as new bicycle facilities, implementation of enhanced marked pedestrian crossings, installation of new curb ramps, improvements or replacements of existing sidewalks, installation of new sidewalks, public transit stop enhancements, and public transit operational improvements.

Measure the reach of programmatic efforts related to pedestrian, bicycle, and public transit activities. This should include the number of participants engaged in various programs, such as Safe Routes to School or bicycle education programs, as well as those intended to be reached through larger encouragement, campaigns.

Encourage assessment of current pedestrian, bicycle and public transit streetscape quality prior to, and after, proposed changes are implemented to measure the impact of built environment changes on transportation modes.

Monitoring the performance of the mobility network helps strengthen the understanding of travel behaviors and related responses to investments.

General Plan / Local Coastal Program   CE‐1 Conservation and Ecotourism

4.0 Conservation and Ecotourism
People should treat the oceanslike we do anything else that we care about ‐ with consideration, with care, and affection.

That's it. For that we must educate.
~ Walter Munk, PhD ~ “Einstein of the Oceans”
Scripps Institution of Oceanography at the University of California, San Diego Goals
Protection of the natural, coastal, and cultural resources of Imperial Beach, including water bodies Reduced greenhouse gas emissions to meet state and local goals Improved water and air quality
Restored or enhanced coastal resources
Promotion of ecotourism and economic health consistent with the protection of coastal resources Background
California planning law requires the General Plan to include both a Conservation Element and an Open Space Element to address the conservation, development, and use of natural resources; and the importance of open space for habitat and conservation, recreational, and visual resource uses. Because conservation and open space issues are closely interrelated, they are discussed in this element with respectto conservation ofresources; and in the Parks,Recreation, andCoastalAccess Element with respect to recreation and visual resource purposes. In addition, this Conservation and Ecotourism Element serves as the Water and Marine Resources component of the Imperial Beach Local Coastal Program and presents a phased approach to addresses meets the intent ofthe Environmentally SensitiveHabitat Areas (ESHA) provisions component ofthe Coastal Act.

Open space and conservation planning are fundamental components of the Imperial Beach General Plan. From the standpoint of actual physical patterns and form, these components can be viewed as coordinating and guiding decisions related to the land and water areas which influence and shape the quality of the City. The Conservation and Ecotourism Element takes into consideration those open space areas necessary for the preservation and conservation of natural resources,forthe enjoyment of scenic beauty, and forthe protection of areas with historic/cultural value.

Imperial Beach’s natural resources, including its 3.5 miles of beach frontage and the Tijuana River Estuary, are central to its character, image, quality of life, and economy. Conservation and protection of ocean, beach, bay, estuary, and natural ecosystems are a key focus of the General Plan/Local Coastal Program (LCP). The unique physiographic characteristics of Imperial Beach are recognized as the foundation for all other aspects of the community. These characteristics are highly valued as they enhance the quality of life for residents and visitors alike and provide the basis for the many of the scenic, historic, economic, recreation, open space, and ecological values of the community.

Imperial Beach is also an integral part of the larger California coastal community, linked by shared public coastal resources that are prized by the state, national and international community. Cooperative, accessible, and equitable use of these resources by both residents and visitors is an important goal. The Conservation and Ecotourism Element guides the City in protecting and preserving natural and cultural resources and reducing Environmentally Sensitive Habitat Area
(ESHA) is defined in Section 30107.5   of
the Coastal Act and commonly referred
to as Environmentally Sensitive Habitat
Area or “ESHA” in practice. . Three main
elements must be met for an area or
habitat to be considered an ESHA.
1) A geographic area can be designated
ESHA either because of the presence
of individual species of rare plants or
animals or because of the presence
of a particular rare habitat.
2) An area is especially valuable due to
its special nature or role in an
ecosystem, and
3) An aAreas that could be easily
disturbed or degraded by human
activities and developments.

General Plan / Local Coastal Program   CE‐2 Conservation and Ecotourism greenhouse gas emissions all in the context of meeting community needs and planning for future development, redevelopment, and ecotourism.

The following natural and cultural resource topics are discussed in this element:

Climate Change
Urban Forestry
Beach and Coastline
Biological Resources
Wetlands
Water Quality
Air Quality
Cultural Resources
Ecotourism
California Coastal Act

DISCUSSION
A chief objective of the Coastal Act is the preservation, protection, and enhancement of coastal resources, including land and marine habitats and sensitive habitat areas, and water quality. The rarest and most ecologically important habitats are protected from development. Several policies contained in the Coastal Act, which are herein incorporated into the General Plan/Local Coastal Program, work together to meet this objective. Wetlands, streams and associated riparian habitat are protected in order to maintain the biological productivity and quality of coastal waters. Marine resources are also protected to sustain the biological productivity of coastal waters and to maintain healthy populations of all species of marine organisms. The Coastal Act sections related to the Conservation and Ecotourism Element are provided at the end of this element.

Imperial Beach’s natural resources, including its 3.5 miles of beach frontage and the Tijuana River Estuary, are central to its character, image, quality of life, and economy.

General Plan / Local Coastal Program   CE‐3 Conservation and Ecotourism

4.1 Climate Change

DISCUSSION
California has made reducing greenhouse gas (GHG) emissions a priority, with a growing body of legislative and regulatory actions that extend mandates and opportunities to California’s local governments, businesses, and residents. The City of Imperial Beach is committed to doing its part to curtail GHG emissions, and to build resilience to current and projected impacts. Efforts to build resiliency to climate change impacts is also referred to climate adaptation. In the California Natural Resources Agency’s 2014 Safeguarding California report, climate adaptation refers to “efforts that respond to the impacts of climate change – adjustments in natural or human systems to actual or expected climate changes to minimize harm or take advantage of beneficial opportunities.” TheGeneral Plan provides policies to addresses climate adaptation with policies related to sustainability, environmental justice, healthy communities, sea level rise and other stressors resulting from climate change. Forinformation on climate adaptation and sea levelrise resiliency, see the Safety Element.Additional cross‐ references are found in Table CE‐1 in this section.The General Plan provides the policy framework for GHG reduction measures detailed in the City’s Climate Action Plan (CAP). The CAP includes: a baseline emissions inventory, GHG reduction targets, measures to achieve the reductions, and a plan for future monitoring. CAP measures were selected based on their:
ability to achieve reduction targets; cost‐effectiveness; consistency with local goals and priorities; and potential to provide secondary, or indirect environmental, economic, health, or community co‐benefits. The City’s regional contribution to wetlands conservation is an ongoing climate mitigation measure. Studies show that wetland soils sequester carbon at rates 10 to 50 times greater than forest lands. Wetlands restoration and protection efforts are known as “blue carbon” strategies.

Major emissions categories addressed in the CAP are:

Energy (electricity and natural gas). In general, energy emissions are generated through the combustion of fossil fuels to generate electricity or directly provide power (e.g., natural gas combustion for water heating). The energy sector includes the use of electricity and natural gas in residential, commercial, industrial, and government land uses within the jurisdictional boundaries of Imperial Beach. SanDiegoGas and Electric (SDG&E) provides electricity and natural gas service within Imperial Beach
Transportation. Using travel models and vehicle fuel emissions factors, the transportation sector estimates emissions for vehicle trips occurring within the community. Generally, the inventory and measures reflect half of the length of vehicle trips that start or end within the community as well as all that occur solely within the community and the estimated efficiency of the vehicle fleet over time. For more information on reducing vehicle trips, see the Mobility Element.

Solid Waste. Solid waste emissions are generated from the waste decomposition process, during which only organic (i.e., carbon‐based) materials release GHGs. Carbon dioxide (CO2) emissions are generated under aerobic conditions (i.e., in the presence of oxygen), such as when composting. Methane (CH4) and CO2 emissions, two common greenhouse gases, are generated under anaerobic conditions (i.e., in the absence of oxygen), as in many landfill environments. Only methane emissions are addressed and targeted for reductions in the CAP since CO2emissions from waste are considered biogenic.

Potable Water. The water sector includes energy emissions associated with water treatment, distribution, and conveyance.

Wastewater. The wastewater sector includes emissions resulting from the wastewater treatment process.

Efforts to build resiliency to climate change impacts is also referred to climate adaptation. In the CaliforniaNatural Resources Agency’s 2014 Safeguarding California report, climate adaptation refers to “efforts that respond to the impacts of climate change – adjustments in natural or human systems to actual or expected climate changes to minimize harm or take advantage of beneficial opportunities.” According to “California’s Fourth Climate Change Assessment,” increased

General Plan / Local Coastal Program   CE‐4 Conservation and Ecotourism temperatures, extreme weather events, drought, wildfires, and sea level rise are several of the main concerns related to climate change. Other impacts anticipated from climate change include food insecurity, increases in vector‐borne diseases, degradation of air quality, reduced ability to enjoy outdoors, and potential economic impacts due to uncertainty and changing conditions.   The state’s Climate Change Assessment also included a San Diego Region report2 which stated that climate‐related hazards that confront the San Diego region are projected to feature increasingly intense and possibly longer lasting heat waves and drought, along with floods, wildfire, debris flows, and coastal storms.  The General Plan addresses these climate vulnerabilities with policies related to sustainability, environmental justice, healthy communities, and sea level rise as shown on Table CE‐1.  For more detailed information related to climate adaptation and sea level rise resiliency, see the Safety Element.

Table CE‐1 Issues Related to Climate Change in the General Plan Climate Planning Topic GP/LUP Element Section
Sustainable Development   Land Use Sec. 2.2 Sustainable Development Sec. 2.4 Commercial and Mixed‐Use Areas
Sec. 2.7 Environmental Justice and Healthy
Communities
Conservation and
Ecotourism (Conservation)

4.7 Ecotourism
Design Sect. 8.3 Sustainable Coastal Development
GHG Emissions Mobility Sec. 3.1 ‐3.4 Complete Streets and Multi‐ Modal Uses
Conservation Sec. 4.1 Climate Change
Sect. 4.2 Urban Forestry
Sec. 4.5 Air Quality (including City Fleet)
Urban Heat Island Conservation Sec. 4.1 Climate Change
Sec. 4.2 Urban Forestry
Design Sec. 8.3 Sustainable Coastal Design
Water Supply Facilities and Services
(Facilities)
Sec. 6.8 Water Supply and Conservation
Climate Change Adaptation Land Use Sec. 2.7 Environmental Justice and Healthy Communities
Conservation Sec. 4.1 Climate Change
Sec. 4.2 Urban Forestry
Sec. 4.3 Biological Resources/Natural Systems
Sec. 4.4 Water Quality
Land Use Sec. 2.7 Environmental Justice
Facilities Sec. 6.1 Capital Improvement Planning and
Financing
Sec. 6.8 Water Supply and Conservation
Sea Level Rise Resiliency Parks, Recreation and
Coastal Access
Sec. 5.2 Public Coastal Access
Safety Sec. 7.1 Sea Level Rise (includes flooding)
Design Sec. 8.3 Sustainable Coastal Design
Wildfire Risk Safety Sec. 7.2 Fire Hazards
Hazard Mitigation Safety Sec. 7.4 Disaster Preparedness 2 Kalansky, Julie, Dan Cayan, Kate Barba, Laura Walsh, Kimberly Brouwer, Dani Boudreau. (University of California, San Diego). 2018. San Diego Summary Report. California’s Fourth Climate Change Assessment.

Publication number: SUM-CCCA4-2018-009.

General Plan / Local Coastal Program   CE‐5 Conservation and Ecotourism

POLICIES

OVERALL
Adopt and Iimplement the City’sa Climate Action Plan (CAP) to that is aligned with state requirements for greenhouse gas emission reductions, while achieving local co‐benefits. a. Strategically prioritize implementation actions that achieve greenhouse gas emissions reductions while also achieving co‐benefits, including but not limited to those that pertain to climate adaptation and resiliency, the economy, public health, and community character. a.b. Prioritize investments, programs and services to be responsive to community members who are most vulnerable to the potential impacts of climate change.
b.

Monitor implementation of the Climate Action Plan (CAP) to ensure its effectiveness over time, and adjust measures as needed to achieve mandated targets.
a. Collaborate with public, private, and nonprofit partners to foster attainment of CAP emission reduction goals and to increase the City’s resilience to risks.
c.b. Consider the impacts of actions or no‐actions on the most vulnerable populations including people with chronic illnesses, the poor, the elderly and children.

Support regional coordination on Climate Action Plan implementation to help ensure estimated reductions occur while leveraging ongoing partnerships and actions among neighboring jurisdictions.

Pursue federal, state, and regional funding and collaboration opportunities to implement the Climate Action Plan.

Use the findings of California’s  Climate Change Assessment including its San Diego Region report, and other local and regional best available data sources, to continue to refine climate adaption strategies and  increase overall climate resiliency.   Expand the City’s 2019 Climate Action Plan  to include potential climate impacts, such as sea level rise, extreme heat, drought, and air quality on vulnerable assets and populations, and adaptation strategies to reduce vulnerabilities and increase resiliency as a part of a future update, or alternatively prepare a stand‐alone climate adaptation plan.

EMISSIONS CATEGORIES
Encourage greater use of multi‐modal transportation options, including walking, biking, and transit.

Collaborate with SANDAG to include mobility system improvements in Regional Transportation Plan updates, that serve Imperial Beach and contribute to vehicle miles traveled ‐based GHG reductions.

Increase energy efficiency in existing buildings and outdoor lighting.

Increase use of renewable energy sources community‐wide.

Promote the efficient use of water in buildings and landscapes.

Increase diversion of waste materials that can be composted, recycled, or otherwise beneficially reused.

Enhance and expand the City’s urban forest.

Seek to quantify “blue carbon” greenhouse gas benefits and identify opportunities to sequester emissions through restoration, enhancement, expansion, and conservation of wetlands and other natural habitats.

Improve access to healthy local food.

General Plan / Local Coastal Program   CE‐6 Conservation and Ecotourism Implement and enforce state green building code requirements for multifamily homes to reducing building energy use, conserve water and reduce wastewater generation.

Reduce GHG emissions from City operations, including the City’s fleet (see Policy 4.5.4).

4.2 Urban Forestry

DISCUSSION
Trees in the urban environment provide significant contributions to the quality of life for residents and visitors. The City’s urban forest includes publicly and privately‐owned trees and vegetation. Trees help clean the air, create aesthetically pleasing, pedestrian‐friendly neighborhoods, and increase property values. Trees contribute to Climate Action Plan and climate resiliency goals through sequestering carbon, providing shade that saves energy used for air conditioning, and reducing the urban heat island effect. The term “heat island” describes urban areas that are hotter than nearby rural or open space areas. See also the Design Element, Sustainable Development section.

POLICIES
Increase the City’s urban tree canopy cover and maximize the co‐benefits of trees, such as the reduction of the urban heat island effect, .energy use, and .urban runoff. a. Seek resources and take actions needed to plant, care for, and protect trees in the public right‐of‐way and parks.
b. Plant large canopy shade trees, where appropriate and with consideration of habitat and water conservation goals.
c. Seek to retain significant and mature trees.
d. Foster partnerships, volunteerism, and citizen action to support the urban forest. planting as mitigation for carbon emissions, storm water runoff, and other environmental impacts as appropriate. See also the Design Element.

Support public outreach efforts to provide information on the environmental and economic benefits of trees.

Develop and maintain an active civic landscaping plan for all public landscaped areas under City management to promote the urban forest.
a. Strive to allocate funds in the annual budget for the landscaping and maintenance of street medians and parkways.
b. Develop priorities for landscaping projects to which annual budgets are keyed. c. Investigate outside sources of funding for landscape improvement projects and subsequent maintenance, such as volunteer programs, public/private partnerships, and special districts. d. Develop a list of plant materials (especially trees) most suitable to the City of Imperial Beach in terms of ecological suitability, compatibility with adjacent infrastructure,( including but not limited to NOLF), cost, form (preferably tall, broad form and densely foliaged), hardiness, maintenance and aesthetic value. Give preference to species that are drought‐ and salt‐tolerant, and native, and prohibit noninvasive plants to the extent feasible.
e. Develop street tree master plans for key corridors in association with future corridor planning efforts. f. Prepare a tree preservation ordinance to protect heritage and significant trees in the community.

General Plan / Local Coastal Program   CE‐7 Conservation and Ecotourism

4.3 Biological Resources

DISCUSSION
This section provides an overview of local topography, vegetation, and wildlife. The City is rich in biological resources due to its unique position on the San Diego Bay, the Tijuana River Estuary, and the Pacific Ocean. In Imperial Beach, sensitive habitat areas around San Diego Bay and the Tijuana River have been preserved and protected in perpetuity since 1982 through federal and state designations including the establishment ofthe Tijuana RiverNational Estuarine Research Reserve (TRNERR) and the through City initiatives and partnerships with state and federal agencies. Information on the California Marine ProtectedAreas atthe Tijuana River Mouth State Marine Conservation Area (see the is found in the Parks and Coastal Access Element for additional information). . Biologically rich areas may also be considered potential Environmentally Sensitive Habitat Area (ESHA) as defined in the Coastal Act (see  box) on p. CE‐1) The TRNERR has also been designated a “Wetland of International Importance” by the United Nation’s Ramsar Convention on Wetlands since 2005.

Climate change, including sea level rise and potential future adaptation measures may have an impact on biological resources. The 2016 Imperial Beach Sea Level Rise Assessment reported that almost all adaptation strategies (as well as no action) have secondary impacts associated with them, with potential positive or negative impacts to ecology or recreational opportunities. See the Safety Element Section 7.1 for information on how effective adaptation and reduction of risks will require maintaining and enhancing natural infrastructure, such as beaches and wetlands, and Policy 7.1.4 for direction to consider biological impacts when evaluating adaptation strategies. .ESHA
Biologically rich areas may also be considered potential Environmentally Sensitive Habitat Area (ESHA) as referenced defined in the Coastal Act (see text box) on p. CE‐1). For purposes of the Local Coastal Program, the City’s mapped Open Space Land Use Designation (in the Coastal Zone) shown on the Land Use Map  ‐ Figure L‐1 also identifies its “Area of Potential ESHA.” These “Area of Potential ESHA” lands include biological resources that have not been formally mapped, quantified, or verified as ESHA by the City atthis time.Natural areas within the City cannot be definitively identified as ESHA without further detailed and site‐specific study. This additional evaluation is anticipated to occur as a part of a phased future LCP update, or on a site‐ specific basis as a part offuture development project proposals in accordance with Policy 4.3.6.

Since these formally designated open space areas are already federally‐ and state‐protected in perpetuity, there is no risk thato the existing habitat could be  easily disturbed or degraded by human activities and/or developments as itis already fully protected on all sides and the existing surrounding roadways and development define the boundaries and serve to buffer the natural areas from further encroachment, disturbance or degradation.
. In this context, the existing patterns of land use and development serve to protect and bufferthe natural lands from further encroachment and increased development pressures. Moreover, the development of the City and the Navy facilities, and the preservation of the natural lands have now mutually co‐existed for nearly four decades thus further reinforcing the foundation for continued harmonic co‐existence.
.Consistent with Coastal Act Section 30240, this plan includes policies intended to avoid any significant disruption of habitat values. The LCP further requires that development adjacent to an Area of Potential ESHA be sited and designed to prevent effects that would significantly degrade ESHA and to ensure continued compatibility with the natural areas. The General Plan/LCP also includes policies calling for the protection of areas adjacent to Area of Potential ESHA lands through the Urban Forestry is the cultivation and
management of native or introduced trees
and related vegetation in urban areas for
their present and potential contribution to
the economic, physiological, sociological,
and ecological well‐being of urban society.
– California Urban Forestry Act of 1978

General Plan / Local Coastal Program   CE‐8 Conservation and Ecotourism provision of buffers where there is the potential for a new impact on these areas. The City’s determination of whether a setback/buffer is needed to avoid a direct adverse impact to natural habitats mapped within the Open Space areas, and/or the appropriate minimum setback/buffer width if warranted, should include analysis of environmental, economic and community impacts and must demonstrate a clear benefit to the natural habitat.

TOPOGRAPHY
Imperial Beach is characterized by relatively flat topography compared to the rest of the San Diego region. There is, however, some vertical relief, with the highest ground level in the urbanized area located at forty‐five feet above mean sea level (AMSL). Most of the area lies at less than thirty feet above sea level. The extreme southern end of the City has bluffs which rise to approximately fifty feet above sea level. Some natural dunes exist along the beaches and are most pronounced in the estuary area. Surface drainage is generally to the west, towards the ocean, and to the north, towards San Diego Bay.

VEGETATION
Imperial Beach can be divided into two general areas: (1) the urbanized area, and (2) the undeveloped area. Little natural vegetation is present in the urbanized area. The existing domestic vegetation consists of landscaping, mainly ornamental trees, some streettrees, shrubbery and a variety of ground covers. Most ofthe landscaping can be found on private property.

Landscaping on City streets, school grounds and playgrounds is conspicuously lacking which is most evident along major streets, in the commercial areas and in the beach area. In that the Tijuana River Estuary occupies most of the City's undeveloped land and is still in its natural state, the native vegetation that exists is abundant, life supporting, and in some cases, unique.

General Plan / Local Coastal Program   CE‐9 Conservation and Ecotourism

WILDLIFE
Because of the urbanized nature of the developed area of the City, existing significant wildlife habitats within such areas are nonexistent. The types of wildlife that do exist are those that have adapted to, or are compatible with, urbanization and do not have to compete with humans for survival. The undeveloped area primarily consists of the Tijuana River Estuary that includes significant wildlife.

SAN DIEGO BAY AND TIJUANA RIVER
The San Diego Bay and the Tijuana River Estuary are the two primary areas supporting biological resources, within and adjacent to the City.

SAN DIEGO BAY
Imperial Beach is bordered on the north by the South San Diego Bay Unit of the San Diego National Wildlife Refuge (managed by the U.S. Fish and Wildlife Service) which includes the portions of the Otay River subject to tidal influence. The refuge encompasses 2,620 acres of intertidal mudflats, eel grass beds, salt marshes, and submerged tidelands in San Diego Bay. It supports numerous endangered and threatened species of plants and animals, provides habitat for resident and over‐wintering waterfowl, seabirds, and shorebirds, and is an important stop on the Pacific Flyway.

Major habitat restoration of the former western salt ponds started in 2010 and is ongoing.

WETLANDS AND THE TIJUANA RIVER ESTUARY NATIONAL ESTUARINE RESEARCH RESERVE Along the City’s southern border is the Tijuana River Valley which contains one of the largest intact coastal wetland systems in Southern California. Unlike most other coastal ecosystems in the region, which have been fragmented or lost altogether, Imperial Beach is bordered on the north by the
South San Diego Bay Unit of the San Diego
National Wildlife Refuge.

General Plan / Local Coastal Program   CE‐10 Conservation and Ecotourism the valley has contiguous beach, dune, salt marsh, riparian, and upland ecosystems. The lower section ofthe Tijuana River Watershed encompasses 2,293 acres of the Tijuana River National Estuarine Research Reserve (TRNERR). The National Estuarine Research Reserve System (NERRS) is a network of protected areas established for long‐term research, education, and stewardship. Through a partnership between the National Oceanic and Atmospheric Administration’s Estuarine Reserves Division and the coastal states,theNERRS plays a criticalrole in sustaining the nation’s estuaries and coastal communities. There are currently 29 rReserves located throughout the United States, comprising more than one million acres of estuarine land and water. The Reserve is also designated by the Ramsar Convention as a wetlands of international importance. Ramsar Convention wetlands are sites containing representative, rare or unique wetlands that are important for conserving biological diversity.

The TRNERR includes the Tijuana Slough National Wildlife Refuge (managed by the U.S. Fish and Wildlife Service) and Border Field State Park (managed by California State Parks), that encompasses the beach (and its resources)to the Mexican border. The Southwest Wetlands Interpretive Association funds and works in collaborative partnerships with these agencies and others to work toward preserving and restoring wetlands. Approximately 928 acres of the TRNERR are located within Imperial Beach city limits.

The Tijuana River Estuary occupies most of the City's undeveloped land and is still in its natural state.

The Tijuana River Valley is one of the largest
intact coastal wetland systems in Southern
California.

General Plan / Local Coastal Program   CE‐11 Conservation and Ecotourism The TRNERR contains a highly variable system that may best be termed an "intermittent estuary." It is a coastal body of water that is influenced by both marine and river waters. During the winter‐wet season, its waters are diluted by rainfall and stream flow, while during the rest of the year; it is an extension of the ocean. It supports a range of natural plant and animal communities that are especially adapted to withstand the variable salinities that occur when sea and fresh waters mix and provides habitatfor a variety ofrare and endangered species, including the Western Snowy Plover,the California Least Tern, and the Light‐footed Rail.

The TRNERR has been ecologically influenced by its highly variable environment, which is very much a function of both its watershed and adjoining land uses. Land management practices on both sides of the border have greatly influenced the quantity and quality of water entering the estuary.

Eight major natural habitats exist within the TRNERR. They include transition from upland to wetland, riparian salt marsh, salt panne, brackish marsh, estuarine channels and tidal creeks, intertidal flats, and dunes and beach. The estuary has been substantially altered by catastrophic events and human disturbances. However, with the exception of the brackish marsh habitat, which appears to be directly dependent on urban runoff, most of the habitats present today represent variations on what existed at the turn of the century.

TRNERR has been ecologically influenced by its highly variable environment.

General Plan / Local Coastal Program   CE‐12 Conservation and Ecotourism Figure CE‐1 Tijuana River National Estuarine Research Reserve

General Plan / Local Coastal Program   CE‐13 Conservation and Ecotourism In 2010, the TRNERR prepared an updated “Comprehensive Management Plan”. The key goal of the Comprehensive Management Plan is “to protect, restore and enhance the viability of key coastal habitats and species and preserve the region’s cultural heritage while encouraging compatible public use, education and research.”In addition, as of 2017, planning was underway for the Tijuana Estuary Tidal Restoration Program‐  a large multi‐phased wetland restoration program involving up to 500 acres of restoration. Its primary objective is to restore valuable habitat processes that have been lost, and to increase the exchange of water in a tidal cycle. This will enhance flushing, improve water quality, and enhance natural processes that deliver sediment from the watershed to the ocean (Revell, 2016). The City recognizes and supports the importance of the TRNERR for its ecological and open space values.

POLICIES
Require that new development avoid or minimize impacts to, and provide mitigation for, any adversely impacted special status, threatened, listed, or endangered plant and animal species consistent with all state and federal regulations.

The City recognizes and supports the importance of the Tijuana River Natural Estuarine Research Reserve both for its ecological and open space values. In this regard, the City shall: Assist in the implementing of the Estuaries Resource protection program, which includes the following development restrictions:
"A buffer area will be established for each development adjacent to wetlands. The width of a buffer area will vary depending upon an analysis. The buffer area should be a minimum of 100 feet unless the applicant can demonstrate to the satisfaction of the State Department of Fish and Wildlife Game  and U.S. Fish and Wildlife that 100 feet is unnecessary to protect the resources of the habitat area. If the project involves substantial improvements or increased human impacts, such as a subdivision, a wider buffer area may be required. For a wetlands the buffer area should be measured from the landward edge of the wetland." Minimize urban run‐off into the Tijuana River Estuary and San Diego Bay to the maximum extent feasible.

Support the efforts of habitat preserve managers to adaptively manage the TRNERR to ensure adequate connectivity, habitat range, and diversity of topographic and climatic conditions are provided for species to move as climate shifts.

The City shall coordinate with other agencies such as the TRNERR to achieve shared objectives in planning studies.

Require that new development in or adjacent to areas that could qualify as potential ESHA conduct site‐specific biological studies and determine appropriate buffers as a part of the discretionary review process.

4.3.6 Require that new development in or adjacent to the City’s mapped Open Space/Areas of Potential ESHA lands (See Figure L‐1) that has the potential to result in a direct, adverse effect on natural habitats, conduct site‐specific biological studies. The purpose of the studies is to locate the edge of the existing natural habitat and determine if any setback/buffer is necessary to avoid a direct and adverse impact on natural habitats, as a part of the City’s discretionary review process.
a. Recognize that the boundaries of the City’s Open Space/Area of Potential ESHA lands respects existing established patterns of development and natural areas that are being preserved are critical to the City reaching its local ecotourism and state‐mandated housing goals. b. Where necessary and feasible, a setback / buffer, shall be maintained or provided around Open Space/Area of Potential ESHA lands, except where establishment of such a buffer is prevented by existing development. In those circumstances, where a buffer is warranted, the largest feasible buffer will be established. In most cases, a buffer already exists in the form of a public street and related right of way. Any setback/buffer areas shall extend from the outer edge of the tree or shrub canopy of natural habitat areas or the Area of Potential ESHA.
c. Development in areas adjacent to Area of Potential ESHA lands shall be compatible with the continuance of such habitat areas. Development allowed within buffer areas including but not limited to: multi‐modal mobility facilities; ecotourism‐dependent uses; and typical residential amenities that currently exist such as

General Plan / Local Coastal Program   CE‐14 Conservation and Ecotourism patios, awnings, landscaping, hardscaping, fencing, swimming pools and spas. d. Consider the role of project level design, mitigation measures, and mix of uses in minimizing or avoiding impacts to areas adjacent to an Area of Potential ESHA lands when determining if a buffer is needed.

Where a buffer is needed, determine required widths and allowable uses through a site‐specific analysis.

Nominal or minimum buffers shall be allowed where it is demonstrated, through submittal of site specific biological study that provides evidence from qualified biologists, that the proposed narrower buffer would prevent impacts that would significantly degrade and/or disrupt the biological integrity and habitat values of the natural area. See also Policy 4.3.1.

4.4 Water Quality

DISCUSSION
The City of Imperial Beach is committed to reducing the impacts of urban activity on receiving water quality within City boundaries to the maximum extent practicable. The City’s approach to managing watersheds and protecting water quality is found in its Water Quality Improvement Plan and Jurisdictional Runoff Management Program. The City of Imperial Beach is also working regionally and bi‐nationally to reduce water pollution originating in Mexico and affecting the City’s public beaches as well as public health. The City is also responsible for protecting and where feasible,restoring the quality of coastal waters to implement Coastal Act policies (see Coastal Act sections 30230 and 30231, provided in the text box at the end of this element).

MUNICIPAL SEPARATE STORM SEWER SYSTEM PERMIT (MS4)
The San Diego Regional Water Quality Control Board (RWQCB) is the regulatory agency responsible for ensuring water quality protection of receiving waters from discharges of storm water out of the municipal separate storm sewer system.

The Municipal Separate Storm Sewer System (MS4) Permit, issued by the RWQCB, requires all development and redevelopment project to implement storm water source control and site design practices to minimize the generation of pollutants. Additionally, the MS4 Permit requires new development and significant redevelopment projects to implement Structural Storm Water Best Management Practices to reduce pollutants in storm water runoff and control runoff volume.

The San Diego RWQCB requires Imperial Beach, and other jurisdictions (“copermittees”) that have responsibilities to implement the MS4 Permit, to develop a Water Quality Improvement Plan to improve the water quality of storm water discharges into the receiving waters of the Tijuana Estuary, Pacific Ocean, and the tidally influenced area of the Otay River.

The City collaborates with San Diego County jurisdictions on the development and implementation of watershed protection principles and implementation of best management practices and plans for specific land uses. The City implements the MS4 permit through the Municipal Code Title 8 (see text box).

General Plan / Local Coastal Program   CE‐15 Conservation and Ecotourism The City of Imperial Beach Jurisdictional Runoff
Management Program (JRMP) is a comprehensive plan
that documents the multiple storm water management
programs that the City implements to effectively prohibit non‐storm water discharges to the MS4, and reduce the
discharge of pollutants to the maximum extent practical.

The purpose of the JRMP is to organize and describe the strategies the City will implement to protect water quality.

The strategies in the JRMP are informed by the adaptive management process built into the Water Quality
Improvement Plans and are intended to be reviewed and
updated as necessary to achieve the desired outcomes in water quality.

PACIFIC OCEAN SHORELINE AND TIJUANA RIVER ESTUARY
Imperial Beach boasts 3.5 miles of beach frontage and
approximately 928 acres ofthe TRNERR. Itis widely known that the most significant source of bacteria impacting
ocean and estuary water quality in Imperial Beach is the frequent input of sewage‐contaminated flows from
Mexico, and from the Tijuana River and surrounding
canyons in Mexico. During winter months the shoreline
from the international border to Coronado experiences
frequent beach closures from elevated bacteria levels
when rainfall causes Tijuana River flows to exceed the
capacity of the diversion systems that are operated jointly by the U.S. and Mexico governments.

The City of Imperial Beach has been impacted by polluted water, and trash and debris that flows into the municipal boundaries of Imperial Beach. Much of the polluted water, trash and debris finds its way from various sources through Imperial Beach to the Pacific Ocean and in turn pollutes the City’s coastal waters and beaches. The pollution causes beach closures and creates deleterious impacts to
individual health and the economic health of the City. The City of Imperial Beach has been aggressively working to remedy this pollution and in 2018 the City filed a lawsuit against Federal Government, specifically the International Boundary and Water Commission (IBWC) alleging the
IBWC is violating the Clean Water Act and the Resource
Conservation and Recovery Act. The City efforts and
leadership on this matter are necessary as clean water and clean beaches should and must be provided for all of the residents and visitors to Imperial Beach, and must be done with all urgency.

City Municipal Code Title 8, Chapter 8.3
The purposes of the ordinance codified in Imperial Beach Municipal Code Chapter 8.3 are to restore and maintain
the water quality of receiving waters and further protect the health, safety and general welfare of city of Imperial Beach residents; to effectively prohibit non‐storm water discharges to the MS4; to cause the use of storm water
best management practices by the city, its residents, and businesses that will reduce polluted storm water runoff discharging from the MS4 to receiving waters to the
maximum extent practicable; and to ensure the city is
compliant with applicable state and federal law. This
chapter seeks to promote these purposes by:

A. Preventing prohibited non‐storm water discharges to
the storm water conveyance system, receiving waters, and the environment;
B. Establishing minimum best management practices for
storm water management for existing developed areas;
C. Establishing requirements for the design of storm water best management practices for development projects;
D. Establishing requirements for the management of
storm water flows from construction projects;
E. Controlling the contribution of storm water pollutants through the development and implementation of
watershed‐based plans and through interagency
agreements;
F. Controlling the contribution of storm water pollutants from discharges not covered under NPDES Permit No.

CAS0109266 or as amended such as Caltrans, U.S. Federal Government, and Mexico through interagency agreements
and other collaborative efforts;
G. Establishing standards to meet the requirements of
state and federal law and the NPDES Permit No.

CAS0109266 or as amended;
H. Assessing the effectiveness of BMPs and updating the City’s storm water management program through an
adaptive planning and management process to reduce the
discharge of pollutants in storm water from the storm
water conveyance systems to the maximum extent
practicable (MEP);
I. Requiring enforcement of the Storm Water
Management and Discharge Control Ordinance Chapter

8.30 to hold dischargers to the storm water conveyance
system accountable for their contribution of pollutants and flows.

General Plan / Local Coastal Program   CE‐16 Conservation and Ecotourism

POLICIES
Continue to collaborate on bi‐national solutions to control Tijuana River pollution and improve conditions, while pressing for infrastructure improvements on both sides of the border to foster desired outcomes.

Collaborate with San Diego Regional Municipal Separate Storm Sewer System (MS4) Storm Water Permit Copermittees to implement Water Quality Improvement Plans for the San Diego Bay, Tijuana River and Otay River watershed management areas.

In coordination with stakeholders, Ppreserve, and coordinate with stakeholders where possible, create or restore areas that provide water quality benefits, such as riparian corridors and wetlands, and promote the design of new developments so that it protects the natural integrity of drainage systems and water bodies.

Plan, site, and design development to protect and, where feasible, restore hydrologic features such as stream corridors, drainage swales, topographical depressions, groundwater recharge areas, floodplains, and wetlands.

Avoid conversion of areas particularly susceptible to erosion and sediment loss and/or establish development guidance that identifies these areas and protects them from erosion and sediment loss.

Minimize the amount of impervious surface and directly‐connected impervious surfaces in areas of new development and redevelopment and maximize the on‐site infiltration of runoff.

Incorporate green street features into street improvement projects where appropriate and feasible.

Require implementation of runoff management practices that minimize the volume of urban runoff discharged to receiving waters in areas where minimizing impervious surface is not possible.

Existing and new development shall not degrade Imperial Beach’s coastal resources or water quality. a. Require development projects to comply with water quality and watershed protection requirements per the San Diego Regional Municipal Separate Storm Sewer System (MS4) Storm Water Permit, Coastal Act sections 30230 and 30231, and Municipal Code Chapter 8.30.020,. whichever is most stringent for the protection of coastal water quality..
b. .Require all Coastal Development Permit applicants proposing development that has the potential for adverse water quality or hydrologic impacts to coastal waters to:

1. Protect and restore water quality

2. Minimize pollutants in runoff from development.

3. Plan, site, and design development to minimize the transport of pollutants in runoff from the development into coastal waters.

Plan, site, and design development to minimize post‐development changes in the site’s runoff flow regime (i.e., volume flow rate, timing and duration), to preserve the pre‐development hydrologic balance and prevent adverse changes in the hydrology of coastal waters (i.e., hydromodification).

1. Require new development and encourage existing development to use drought‐tolerant non‐invasive landscaping with preference for the use of California native plantings. Plan, site, and design development to preserve or enhance noninvasive vegetation to achieve water quality benefits such as transpiration, interception of rainfall, pollutant uptake, shading of waterways to maintain water temperature, and erosion control.

Require new development and redevelopment to give precedence to the use of a Low Impact Development (LID) approach to storm water management, which integrates site design strategies (e.g., minimizing the building footprint, preserving vegetation, and protecting natural drainage features) with small‐ scale, distributed Best Management Practices (BMPs) (e.g., permeable pavement surfaces, rain barrels and cisterns, and bioretention techniques) to replicate the site’s natural hydrologic balance through infiltration, evapotranspiration, harvesting, detention, or retention of storm water close to the source, to the maximum extent appropriate and feasible.

General Plan / Local Coastal Program   CE‐17 Conservation and Ecotourism New development should be planned, sited, and designed to minimize the installation of impervious surfaces, where feasible, especially in areas directly connected to the municipal storm drain system, in order to minimize increases in stormwater or dry weather runoff. Redevelopment projects shall, where feasible, increase the area of pervious surfaces.

New development should be planned, sited, and designed to maintain or enhance on‐site infiltration of runoff, where appropriate and feasible.

If on‐site infiltration of runoff may potentially result in adverse impacts, including, but not limited to, geologic instability, flooding, or pollution of coastal waters, the development shall substitute alternative BMPs (e.g., flow‐through planter box, green roof, or cistern) that minimize changes in the runoff flow regime to the extent appropriate and feasible.

Alternative BMPs may be used where infiltration BMPs are not adequate to treat a specific pollutant of concern attributed to the development, or where infiltration practices would conflict with regulations protecting groundwater.

The City will review new development and landscape improvements for potential degradation of water quality and water resources and to ensure that project site, design, and management protects coastal waters from nonpoint source pollution. Projects shall minimize the transport of pollutants in runoff and minimize post‐development changes in the site’s runoff volume, flow rate, timing, and duration.

4.5 Air Quality

DISCUSSION
Air quality is defined by the concentration of pollutants related to human health. Ambient concentrations of air pollutants are determined by the rate and location of pollutant emissions released by pollution sources, and the atmosphere’s ability to transport and dilute such emissions. Natural factors that affect transport and dilution include terrain, wind, atmospheric stability, and sunlight.

The City of Imperial Beach is located in the San Diego Air Basin (SDAB), which comprises the entire San Diego region.

Ambient air quality conditions in the San Diego Air Basin are influenced by such natural factors as topography, meteorology, and climate, in addition to the amount of air pollutant emissions released by existing air pollutant sources.

The climate of Imperial Beach is largely controlled by the strength and position of the semi‐permanent high pressure center over the Pacific Ocean. Because coastal areas are well ventilated by fresh breezes during the daytime, they generally do not experience the same frequency of air pollution problems found in some areas east ofImperial Beach.Acommon atmospheric condition known as a temperature inversion affects air quality in the Basin. The atmospheric pollution potential of an area is largely dependent on a combination of winds, atmospheric stability, solar radiation, and terrain. The combination of low wind speeds and low inversions produces the greatest concentration of air pollutants.

Since 1970, air quality has been regulated at the federal level under the Clean Air Act (CAA). The CAA authorized the U.S.

Environmental Protection Agency (EPA) to set National Ambient Air Quality Standards (NAAQS) for air pollutants of nationwide concern. The EPA has established six criteria air pollutants. These pollutants include ozone (O3), carbon monoxide (CO), nitrogen oxide (NOx), sulfur dioxide (SO2), suspended particulate matter (PM10), and lead (Pb). PM2.5 particulate matter has recently been added to this listing; however, data to document ambient conditions or quantify these emissions do not yet exist. Primary standards for air pollutants were established to protect public health, while secondary standards were established to protect the public welfare by preventing impairment of visibility and damage to vegetation and property.

General Plan / Local Coastal Program   CE‐18 Conservation and Ecotourism Poor air quality can lead to negative health outcomes and can affect quality oflife. People mostlikely affected by air pollution include children, the elderly, athletes, and people with cardiovascular and chronic respiratory diseases. The following uses are considered sensitive because they tend to support those more vulnerable to poor air quality conditions: residences, schools, playgrounds, childcare centers, athletic facilities, long‐term health care facilities, rehabilitation centers, convalescent centers, and retirement homes. Moreover, certain air pollutants also contribute to depletion of the beneficial stratospheric ozone layerin the upper atmosphere, are recognized as contributing to acid rain and climate change, and cause damage to man‐made materials through processes including metal deterioration, paint erosion, and damage to structural surfaces such as glass, concrete, brick, and tile. According to climate vulnerability studies, air quality in California is expected to worsen with climate change due to higher ground level ozone concentrations, and the entire San Diego region is at risk from smoke exposure and poor air quality resulting from increased wildfires.3 Planning measures to improve air quality can help reduce the level of pollutants in the air, thereby leading to improvements in public health, welfare and quality of life. Mobility Element Complete Streets principles and policies are designed to reduce vehicle miles traveled which in turn results in reduced air pollutant emissions. Air pollution falls beyond the limits of control of any one jurisdictional authority. While there are certain actions which can be taken locally, positive control of air pollution requires a coordinated program including federal agencies, the state government, all general‐purpose governments, and many of the special purpose districts in the air basin.

POLICIES
Work with the San Diego County Air Pollution Control District (SDAPCD) to meet state and federal ambient air quality standards in order to protect residents, regardless of age, culture, ethnicity, gender, race, socioeconomic status, or geographic location, from the health effects of air pollution.

Review new developments to ensure that they meet acceptable air quality standards as set forth by the state and SDAPCD, preferably through the environmental review process.

Coordinate with SDAPCD in evaluating exposure of sensitive receptors, such as residences, schools, and playgrounds, to toxic air contaminants, and require that projects incorporate strategies to protect public health and safety.

Prioritize the purchase of zero‐emissions City fleet vehicles or, in cases where zero emissions vehicles are not cost‐effective, purchase low emissions and/or alternative‐fuel vehicles that put the City fleet on a path to zero emissions and align with the City’s climate action plan targets.

Purchase low and zero‐emission vehicles for the City’s fleet and  use available clean fuel sources for trucks and heavy equipment, whenever feasible.

Advocate for attainment of all air quality legislation, standards and agreements at the local, regional national and binational levels.

Pursue traffic management approaches that support Complete Streets principles and reduce vehicle emissions, as further discussed in the Mobility Element.

4.6 Cultural Resources/Tribal Cultural Resources

DISCUSSION

ARCHAEOLOGICAL RESOURCES
3 California’s Fourth Climate Change Assessment https://www.climateassessment.ca.gov/, and Southern California Association of Governments Adaptation Planning Guide, October 2020 https://scag.ca.gov/sites/main/files/file-attachments/socaladaptationplanningguide_oct2020_0.pdf and

General Plan / Local Coastal Program   CE‐19 Conservation and Ecotourism Archaeological resources include sites that represent the material remains of Native American societies and their activities, and ethnohistoric sites that represent Native American settlements occupied after the arrival of European settlers in California. Such archaeological sites may include villages, seasonal campsites, burial sites, stone tool quarry sites, hunting sites, traditional trails, and sites with rock carvings or paintings. Archaeologically sensitive areas are sites that contain or have the potential to contain archaeological resources.

Paleontological resources are the remains and/or traces of prehistoric life, exclusive of human remains, and including the localities where fossils were collected and the sedimentary rock formations from which they were obtained/derived.

A review of archaeological records for the Imperial Beach area indicates that there are presently no identified archaeological sites of major importance. Several minor sites have, however, been identified;the largest of which covers approximately ten acres along the Otay River channel along the northern City boundaries. Two smaller sites also have been recorded in the same general area along the farthest southern reach of the San Diego Bay. For the most part, these identified sites are composed of the remains of shellfish gathering activities, and associated discarded tools. No evidence of permanently inhabited villages have been found to date. All three sites in the northern part of the City are currently heavily impacted by existing urban uses. Another site has been located and excavated at the far southern end of Imperial Beach at Border Field State Park. All these sites appear to be associated with the Early Milling La Jolla culture, which dominated the South Bay area between 7000 and 5000 years ago. Other sites have reportedly been encountered near the Oneonta Slough during construction activity, although it is not known whether steps were taken to preserve the reported sites or whether it was in fact a true archaeological site.

HISTORICAL RESOURCES
Previous reviews of historical records for the Imperial Beach area indicated that there are no identified historical sites of major importance (historical record reviews were not conducted for the 2018 LCP‐focused General Plan Update). In terms of historical resources, there appears to have been a U.S. cavalry post on the present site of Westview Elementary School.

There is also photographic evidence that at one time a "wave‐action" device was constructed at or near the municipal pier.

The purpose of this device was apparently to harness the energy from the waves falling to shore.

POLICIES
The City shall develop or ensure compliance with protocols that protect or mitigate impacts to archaeological and cultural resources. Determinations of impacts, significance, and mitigation shall be made by qualified archaeological (in consultation with recognized local Native American groups), historical, or paleontological consultants, depending on the type of resource in question.

The City shall, within its power, maintain confidentiality regarding the locations of archaeological sites in order to preserve and protect these resources from vandalism and the unauthorized removal of artifacts.

General Plan / Local Coastal Program   CE‐20 Conservation and Ecotourism

4.7 Ecotourism

DISCUSSION
The long‐term economic health of Imperial Beach is intimately linked to its rich natural amenities and classic small Southern California beach town character. Its sandy beaches, access to the Tijuana Estuary, and the San Diego Bay make it a regional destination. Visitors from around the region, state, country, and Mexico come to enjoy the sandy beaches, surf, and natural scenery. For many neighboring cities and communities Imperial Beach functions as the south San Diego County beach destination. As a result tourism, and particularly ecotourism, forms the primary base sector of the local economy and the foundational component for future economic development and a strong fiscal base. Revenues from tourism and visitors including transit occupancy and sales taxes make up a significant portion of the City’s tax base and overall economic activity. Maintaining and enhancing these natural amenities and visitor‐serving uses while preserving community character should remain priorities in the future.

Beaches throughout the San Diego region that maintain wide sandy beaches consistently attract more attendance than other narrower beaches. An established and growing body of studies and surveys shows this to be a trend throughout the state as a whole. Estimates for beach attendance in Imperial Beach generally have averaged well over 400,000 visitors per year. These visitors include both overnight and daytime visitors that spend money at hotels, restaurants, grocery stores, and other establishments.

Additional visitors come to enjoy the rich wildlife and natural scenery of the Tijuana River Estuary and the San Diego Bay. Visitor attractions within the Tijuana River National Estuarine Research Reserve (TRNERR) include Border Field State Park and the Tijuana Estuary Visitor Center. Border Field State Park provides, picnic areas, barbecues, horse corrals, and interpretive displays. Visitors enjoy surf fishing, beach combing, hiking, horseback riding trails and beach access, and bird watching. The Estuary Visitor Center offers a variety of hands‐on, interactive activities for all ages; education programs for students as well as tours; informative lectures and other outreach opportunities for adult audiences; training workshops and technical assistance to coastal decision‐makers from Point Conception (north of Santa Barbara)to San Quintin (on the Baja California Coast 190 miles south of the border); and special events throughout the year. In addition,the public can access an extensive network oftrails within the Tijuana River Valley Regional Park, managed by the County of San Diego.

Imperial Beach shares borders and interests with numerous local, state, federal, and international agencies, as well as the San Diego Unified Port District (SDUPD). These entities impact Imperial Beach’s natural resources and economic development. Strong partnerships and collaboration will continue to be important.

The following policies are intended to ensure thatImperial Beach’s naturalresources are core considerations moving forward in its economic development strategy. See also the Land Use Element Section 2.5.

Appropriate development along the San Diego
Bay supports coastal access and economic
development goals.

General Plan / Local Coastal Program   CE‐21 Conservation and Ecotourism

POLICIES
Prioritize development of visitor serving and commercial recreational facilities designed to enhance public opportunities for coastal access and recreation on land planned for visitor‐serving commercial and/or recreational facilities.

New visitor‐serving uses should not displace existing low‐cost visitor–serving uses unless an equivalent low‐cost replacement is provided where feasible.

Encourage the development of lower‐cost overnight and extended stay accommodations and suitable for families and ecotourism visitors.

Collaborate with local, regional, or state education and research institutions, and natural resource‐focused non‐ profits to support or provide ecotourism information and activities.

Support ecotourism to increase understanding and enjoyment of coastal resources.

Consider using a portion of Transient Occupancy Tax (“TOT”) revenues for uses such as supporting and promote area businesses, and sand replenishment/retention programs that will benefit both residents and visitors.

Continue to support visitor‐serving development along the Bayshore Bikeway that emphasizes the growth of ecotourism and is consistent with
protecting and enhancing the
natural resources, processes and
aesthetics of the San Diego Bay
shoreline.

Explore opportunities to relocate the
City Public Works Yard and develop
the site and other suitable San
Diego Bay shoreline properties for
visitor serving and ecotourism
purposes compatible with nearby
sensitive habitats and with sea level
rise considerations.

Pursue opportunities to increase
pedestrian access to the San Diego
Bay including improving street ends
and expanded pedestrian facilities
along the Bayshore Bikeway, while
minimizing adverse impacts to sensitive biological resources..

Market Imperial Beach as a pre‐eminent beach recreation and ecotourism destination.

Continue collaboration with agencies such as the SDUPD, the U.S. Fish and Wildlife Service, the Navy, the County of San Diego and the TRNERR to enhance the beach, San Diego Bay shoreline, Tijuana River Estuary, and trail networks.
a. Upgrade beach street ends and the Imperial Beach Pier to enhance public access and community character. b. Support wetland restoration of Pond 20.
c. Maintain and improve access to coastal resources and the estuary while minimizing impacts d. Improve water quality.
e. Support research, cultivation, and farming (aquaculture) of coastal resources, and other ecotourism endeavors, in a manner that is sustainable and designed to minimize impacts on coastal resources to the maximum extent feasible.
f. Seek opportunities to enhance and expand the existing trail network, including the California Coastal Trail.

General Plan / Local Coastal Program   CE‐22 Conservation and Ecotourism Implement a signage and wayfinding program to attract Bayshore Bikeway and Border to Bayshore cyclists to visit the Bikeway Village, Seacoast Commercial District, and the Tijuana Estuary Visitor Center consistent with the signage policies of the LCP.

Coastal Act Policies ‐ Conservation
Section 30107.5 Environmentally Sensitive Area “Environmentally sensitive area" means any area in which plant or animal life or their habitats are either rare or especially valuable because of their special nature or role in an ecosystem and which could be easily disturbed or degraded by human activities and developments.

Section 30121 Wetland “Wetland” means lands within the coastal zone which may be covered periodically or permanently with shallow water and include saltwater marshes, freshwater marshes, open or closed brackish water marshes, swamps, mudflats, and fens.

Section 30236 Channelizations, dams, or other substantial alterations of rivers and streams shall incorporate the best mitigation measures feasible, and be limited to (l) necessary water supply projects, (2) flood control projects where no other method for protecting existing structures in the floodplain is feasible and where such protection is necessary for public safety or to protect existing development, or (3) developments where the primary function is the improvement of fish and wildlife habitat.

Section 30230 Marine resources shall be maintained, enhanced, and where feasible, restored. Special protection shall be given to areas and species of special biological or economic significance. Uses of the marine environment shall be carried out in a manner that will sustain the biological productivity of coastal waters and that will maintain healthy populations of all species of marine organisms adequate for long‐term commercial, recreational, scientific, and educational purposes.

Section 30231 The biological productivity and the quality of coastal waters, streams, wetlands, estuaries, and lakes appropriate to maintain optimum populations of marine organisms and for the protection of human health shall be maintained and, where feasible, restored through, among other means, minimizing adverse effects of waste water discharges and entrainment, controlling runoff, preventing depletion of ground water supplies and substantial interference with surface waterflow, encouraging waste water reclamation, maintaining natural vegetation buffer areas that protect riparian habitats, and minimizing alteration of natural streams.

Section 30233 (a) The diking, filling, or dredging of open coastal waters, wetlands, estuaries, and lakes shall be permitted in accordance with other applicable provisions of this division, where there is no feasible less environmentally damaging alternative, and where feasible mitigation measures have been provided to minimize adverse environmental effects, and shall be limited to the following:
(1) New or expanded port, energy, and coastal‐dependent industrial facilities, including commercial fishing facilities.
(2) Maintaining existing, or restoring previously dredged, depths in existing navigational channels, turning basins, vessel berthing and mooring areas, and boat launching ramps. (3) In open coastal waters, other than wetlands, including streams, estuaries, and lakes, new or expanded boating facilities and the placement of structural pilings for public recreational piers that provide public access and recreational opportunities.
(4) Incidental public service purposes, including, but not limited to, burying cables and pipes or inspection of piers and maintenance of existing intake and outfall lines. (5) Mineral extraction, including sand for restoring beaches, except in environmentally sensitive areas. (6) Restoration purposes.
(7) Nature study, aquaculture, or similar resource‐dependent activities.

General Plan / Local Coastal Program   CE‐23 Conservation and Ecotourism Section 30235 Construction altering natural shoreline
Revetments, breakwaters, groins, harbor channels, seawalls, cliff retaining walls, and other such construction that alters natural shoreline processes shall be permitted when required to serve coastal dependent uses or protect existing structures or public beaches in danger from erosion, and when designed to eliminate or mitigate adverse impact on local shoreline sand supply. Existing marine structures causing water stagnation contributing to pollution problems and fish kills should be phased out or upgraded, where feasible.

Section 30236 Water supply and flood control
Channelizations, dams, or other substantial alterations of rivers and streams shall incorporate the best mitigation measures feasible, and be limited to (1) necessary water supply projects, (2) flood control projects where no other method for protecting existing structures in the floodplain is feasible, and where such protection is necessary for public safety or to protect existing development, or (3) developments where the primary function is the improvement of fish and wildlife habitat.

Section 30240 (a) Environmentally sensitive habitat areas shall be protected against any significant disruption of habitat values, and only uses dependent on those resources shall be allowed within those areas. (b) Development in areas adjacent to environmentally sensitive habitat areas and parks and recreation areas shall be sited and designed to prevent impacts which would significantly degrade those areas, and shall be compatible with the continuance of those habitat and recreation areas.

General Plan / Local Coastal Program   CE‐24 Conservation and Ecotourism This page intentionally left blank.

General Plan / Local Coastal Program   P‐1 Parks, Recreation, & Coastal Access Element

5.0 Parks, Recreation, and Costal Access Element
“The nation behaves well if it treatsits natural resources as assets which it must turn over to the next generation increased, and not impaired, in value.” – Theodore Roosevelt
Goals
A city with abundant public beaches, parks and recreational amenities to support a healthy environment and high quality of life for residents and visitors
Preservation and enhancement of public beaches and coastal resources that contribute to the city’s identity and scenic beauty
Recreational amenities that support a healthy community and a strong economy A city that provides access to beaches and parks that supports the enjoyment of recreational opportunities for all Background
Imperial Beach’s coastline, ocean, parks, and preserves define its character, contribute to a healthy environment and quality oflife forresidents and visitors, and supportthe area’s economy and emerging eco‐tourism sector. These resources reinforce the City's identity as a small beach‐oriented town, and make the City an enjoyable, scenic and aesthetically pleasing place to live, work, play, and visit. The Parks and Recreation Element is an optional element of the General Plan, while the Coastal Public Access section is required by the California Coastal Act. This element focuses on the recreational value of the City’s parks and beaches. Additional complementary policies are found in the Conservation and Ecotourism Element, and the Mobility Element.

The City of Imperial Beach owns, operates, and/or maintains approximately

21.4 acres of park land in seven sites consisting of Sports Park, Reama Park, Dunes Park, Veterans Park, Teeple Park, Serenity Gardens Pocket Park, and Pier Plaza. The recreational programs within these parks are operated by the Imperial Beach Boys and Girls Club. In addition to City parks, the following recreational facilities are located within the City limits: Border Field State Park, the City Beach, the Imperial Beach Boys and Girls Club, the Mar Vista High School's athletic fields, Pier Plaza, Tijuana River Estuary Visitor Center and related trails, and the playgrounds of six elementary schools. Other recreationalfacilities include Marina Vista Center,the Senior Center, and the Conference Center located in the Civic Center complex. Parks and open spaces draw visitors that contribute to the economy, are amenities that make Imperial Beach a desirable place to live and work, and provide opportunities for exercise for a healthy active lifestyle.

The City's parks, beaches and other active recreational facilities are listed on Table P‐  I, and mapped on Figure P‐  I. In addition, the existence of two state parks/beaches in the immediate area (Border Field State Park to the south and Silver Strand State Beach to the north) and the Tijuana River National Estuarine Research Reserve (TRNERR) also help to provide additional public recreational and beach access points and open space for City residents and visitors.

Looking Forward: Recreational Needs Assessment
The City's existing park land, including school sites, parks, and the beach but excluding the estuary and Border Field State Park, total approximately 76.9 acres.

Sports Park

General Plan / Local Coastal Program   P‐2 Parks, Recreation, & Coastal Access Element Table P‐1
City Parks, Beaches and Schools by Acreage
Facilities Designated
Acreage
Facilities
Parks Total 31.3
Dunes Park .7 Volleyball, horseshoe, picnicking, children’s playground Pier Plaza & Pier 2.6 Fishing, picnicking, benches
Reama Park .7 Tot lot, picnic, grass area
Sports Park 7.8 Gym and indoor recreation facilities, picnic areas, six fully lighted ball fields, a skate park, children's playground, an outdoor basketball court, a large (passive) grass play area and restrooms
Veterans Park 6.69 Picnic, grass play areas, children's playground, bandstand/gazebo, dog park, and a senior/ community center with kitchen and restrooms
Serenity Gardens Pocket Park .20 Passive park with public art and landscaping Teeple Park .70 Playgrounds, picnic benches, and barbecues Sandy Beach 43.7  Carnation to South Seacoast – 16
 South Seacoast to Tijuana River Outlet – 18
 Tijuana River Outlet to International Border 9.7
Imperial Beach Boys & Girls Club 1.7 Recreation building, baseball field, basketball court Schools Total (Park and Recreation Acreage Only) 45.6
Bayside Elementary School 7.7 Mini‐park, 2 baseball fields, basketball, volleyball & wall board courts, running track, and play equipment
Central Elementary School 3.1 2 baseball fields, basketball, volleyball and 2 wall board courts, and play equipment
Imperial Beach Elementary School 2.7 Soccer/baseball field, basketball and volleyball courts, and play equipment
Mar Vista High School 20 Basketball, football field, running track, two swimming pools, and baseball and soccer fields
Oneonta Elementary School 7.6 2 soccer/baseball fields, baseball and volleyball courts, and play equipment
West View Early Learning Center 4.5 Mini‐park, baseball fields, baseball, volleyball & wall board courts, and play equipment
Parks and Schools Total 76.9
Total Regional Facilities (within City Limits) 928
Border Field State Park 317 Picnic, beach, hiking and horseback trails California Coastal Trail   TBD
Tijuana River National Estuarine Research Reserve
(outside of Border Field State Park)
611 Visitor center and trails
*Acreages are rounded and may not sum.

General Plan / Local Coastal Program   P‐3 Parks, Recreation, & Coastal Access Element Figure P‐1 Park and Recreation Facilities

General Plan / Local Coastal Program   P‐4 Parks, Recreation, & Coastal Access Element Within the City’s urbanized lands, the City is focused on maintaining and enhancing existing active use facilities, looking for new and diverse strategies to expand park and recreation opportunities, and striving for equity in the distribution of programs and facilities. Consequently, the City will strive to meet recreational needs through joint use agreements, investments in existing facilities, seeking creative ways to meet park needs, and taking advantage of opportunities that may arise as new development occurs. For example, many of the residents’ needs are being accommodated due to the joint use agreements between the City and the Elementary School District and the San Diego Unified Port District (SDUPD). The SDUPD agreements are for public areas along San Diego Bay and the Pier, and the waterfront plaza area adjacent to the Pier. Passive recreational opportunities in open space lands are further discussed in the Conservation and Ecotourism Element.

Figure P‐2 identifies which areas of the City are within walking distance of City parks and schools; the areas most in need of additional parks are the northeast and southeast areas of the City.

Coastal Act Policies

DISCUSSION
A broad policy goal of the State of California is to
maximize the provision of coastal access and
recreation consistent with the protection of public
rights, private property rights, and coastalresources as required by the California Constitution and provided in Section 30210 of the Coastal Act. Several additional
policies contained in the Coastal Act, which are herein incorporated into the General Plan/Local Coastal
Program, work together to meet this objective.

The Coastal Act requires that development not
interfere with the public right of access to the sea
(Section 30211); provides for public access in new
development projects where adequate access does
not exist nearby, with limited exceptions (Section
30212); encourages the provision of lower cost visitor
and recreational facilities (Section 30213); addresses
the need to regulate the time, place, and manner of
public access (Section 30214); provides for public facilities and their distribution (Section 30212.5); specifies the need to protect ocean front land suitable for recreational use; (Section 30221); gives priority to the use of land suitable for visitor serving recreational facilities over certain other uses (Section 30222); requires the protection of upland areas to support coastal recreation, where feasible (Section 30223); and encourages recreational boating use of coastal waters (Section 30224).

The public’s right to access is supported by the availability of adequate parking and multi‐modal facilities to serve coastal access and recreation uses. Support facilities such as parking lots, restrooms, and picnic areas also contribute to ensuring maximum coastal access in the City. The Coastal Act policies related to parks, recreation, beaches, and public shoreline access are provided for reference at the end of the element.

The Coastal Act requires that development not interfere with the public right of access to the sea.

General Plan / Local Coastal Program   P‐5 Parks, Recreation, & Coastal Access Element Figure P‐2 Quarter‐Mile Walking Distance from City Schools and Parks

General Plan / Local Coastal Program   P‐6 Parks, Recreation, & Coastal Access Element

5.1 Parks and Recreation
Discussion
To fully utilize the natural advantages of Imperial Beach's location and climate, a variety of park and recreational opportunities are provided for residents and visitors of all ages, incomes and lifestyles. City residents and visitors benefit from a variety of parks including mini‐parks, neighborhood parks, community parks, activity centers, special use and all‐ purpose parks.

Shared or “joint use” of parks, athletic fields, open space resources and other recreational facilities is an important strategy to cost‐effectively expand recreational opportunities available to the public, made possible by the City’s continued coordination with the school districts, the SDUPD, and other county, state, and federal agencies. The City’s Park and Recreation facilities are described in this section. The City’s coastal resource‐based parks are addressed in Section 5.2 of this element.

DUNES PARK
This .73‐acre park is located at the Daisy Avenue Street end, four blocks north of Pier Plaza between the beach and Seacoast Drive. Improvements currently include picnic tables, bathrooms, showers, grassy area, water fountains, basketball hoop, a play structure, fitness station, and public parking.

VETERANS PARK
This centrally located 6.69‐acre city park includes a picnic area, very large (passive) grass play areas, children's playground, bandstand/gazebo, dog park, restrooms, and a senior/ community center with kitchen and restrooms. Adjacent to the park is the Boys and Girls Club facility (on City land) and the County library, which includes a shared community room. With modification of the grassy play area, there would be space available for additional active recreational facilities, if desired.

REAMA PARK
This small neighborhood park of approximately 0.72 acre is located on Second Street between Elkwood and Elder Avenues.

Dedicated in 1962, this park was named after the late Councilmember Harold Reama. Facilities include a children's playground, picnic area and passive grass area. No organized recreational programs occur at this location.

SPORTS PARK
This fully developed park and recreation center is located at 425 Imperial Beach Boulevard. Facilities include: gymnasium and indoor recreation facilities, picnic areas, six fully lighted ball fields, a skate park, children's playground, an outdoor basketball court, a large (passive) grass play area and restrooms. The two T‐ball fields on the southern edge of the Sports Park are located on Tijuana Estuary property. The Boys and Girls Club's recreational program which is operated from this facility includes dance lessons, softball leagues and organized activities for the Boys and Girls Club.

TEEPLE PARK
Rose tTeeple was a beloved community member who is the namesake of this park. The park, formally named the Rose Teeple Memorial Park, was dedicated in 1995. The park serves the northern portion of the community and is a common site for hosting various community events such as the recent clean cities initiatives spearheaded by community leaders aimed at cleaning up and enhancing the area.

Dunes Park

General Plan / Local Coastal Program   P‐7 Parks, Recreation, & Coastal Access Element

SERENITYGARDEN
Located next to the Fleet Reserve Association, the Serenity Garden is a small pocket park that was created by IB Beautiful, Inc. and dedicated in January 2003. The Serenity Garden is intended to be a place of peace and beauty and has been created for contemplation and memory. The Garden is landscaped with drought‐tolerant plants suited to the coastal environment and contains a public art installation.

ELEMENTARY SCHOOLS
The City of Imperial Beach has a history of joint use agreements with the South Bay Union Elementary School District that allow the City to use school facilities for recreational purposes. The Boys and Girls Club offers after school programs on all six of the District's school sites in Imperial Beach. While the school district's policy is to permit the public to use the school grounds in the evenings and on the weekends when school is not in session, use agreements to implement have proven unfruitful and need to be continually championed so sustained implementation may occur. The elementary school sites have a mix of sports fields and courts, playground equipment, running tracks and work‐out stations.

MAR VISTAHIGH SCHOOL
Approximately 20 acres of the 33‐acre school site is devoted to outdoor recreation. Facilities include a football field and track, two outdoor swimming pools, and baseball/soccer fields. The community has access to the basketball courts and athletic fields when they are not in use by the school.

IMPERIAL BEACH BOYS AND GIRLS CLUB
This 1.7‐acre recreational facility is located on City property and is bounded on two sides by Veterans Park. In addition to the large recreational building, there is one lighted softball field, and one basketball court on the site.

Programs offered include arts and crafts, athletics, social recreation, and youth group programs.

Policies
Provide a variety of facilities and programs to meet the recreational needs of a diverse population, including children, teens, adults, persons with disabilities, elderly, and visitors. a. Balance the scheduling of programmed and non‐programmed use of parks and recreation facilities to provide access to a diversity of users.
b. Provide free and lower cost opportunities for residents and visitor to enjoy the coastal environment.

Pursue increased active and passive recreational opportunities for the general public in the Tijuana River National Estuarine Research Reserve (TRNERR), Border Field State Park, the beach and the San Diego Bayfront.

Provide safe and convenient linkages within and between park facilities and open space areas.

Use oceanfront land for recreational and recreation‐related uses whenever feasible.

Continue to maintain coordination with the school districts to maximize the shared use of school and City facilities for park and recreational purposes.

Develop parks or public spaces in conjunction with schools if future opportunities arise as a result of changing enrollment patterns, charter school development, school relocation or expansion, or other unforeseen conditions.

Recognize the contribution of the private sector to parks and recreation and encourage cooperative continuation and expansion of such contributions.

Develop recreation programs to meet the needs of citizens and visitors. Monitor and adjust programs as Mar Vista High School

General Plan / Local Coastal Program   P‐8 Parks, Recreation, & Coastal Access Element necessary over time.

Pursue joint use and cooperative recreational programs with City residents, businesses, nonprofit organizations, neighboring cities, the SDUPD, the County of San Diego, and state and federal agencies.

Evaluate opportunities for enhancing public coastal access in the City through the creation of a linear park or other activating uses along the City Bayfront that incorporates features such as walkways, bike trails, landscaped areas, rest areas with benches and tables, a promenade bridge over the Otay River Channel to enhance pedestrian connectivity, an amphitheater for community and other events, gazebo, information center and other features. Engage with the California Coastal Commission early in the planning process to proactively address Coastal Act issues including biological impacts, size/intensity, and siting options.

Pursue expansion of the park system. Options to be considered include but are not limited to:
a. Work with the Navy to pursue compatible joint use of the Navy lands for recreation/open space resource. b. Encourage the school districts to expand the school sites as property may become available and as needs warrant.
c. Pursue a park at the northwest corner of Silver Strand and Carnation Avenue. d. Encourage provision of public spaces, such as plazas and pocket parks, space in association with new development.

Strive for equity in the provision of park/recreational/open space facilities so that all residents live within ¼ mile walking distance of a park, beach or open space resource.

Ensure that parks and recreation facilities, community services, public facilities, public transportation, bicycle facilities, and pedestrian amenities are equitably distributed and accessible throughout the City.

In addition to park land, pursue other park system improvements such as enhanced sports fields, fitness stations along pedestrian routes, trailhead amenities, and recreation center building expansions.

5.2 Public Coastal Access

DISCUSSION
The public's right of access to the state's navigable waters is protected by the California Constitution, which states: "No individual, partnership or corporation, claiming or possessing the frontage for tidelands of a harbor, bay inlet, estuary, or other navigable water in this State, shall be permitted to exclude the right‐of‐way to such water whenever it is required for any public purpose, not to destroy or obstruct the free navigation of such water, and the Legislature shall enact such laws as Bayfront activation is a longstanding City goal.

General Plan / Local Coastal Program   P‐9 Parks, Recreation, & Coastal Access Element will give the most liberal construction to this provision, so that access to the navigable waters of this State shall be always attainable for the people."
The ocean and the beach are the principal recreational and visitor‐serving land uses and attractions in Imperial Beach and provide no‐cost and low‐ costrecreational opportunities forresidents and the general public. The City of Imperial Beach has 17,600 linear feet of shoreline. Approximately 12,000 feet (68%) is either publicly owned or has direct vertical or lateral access to the ocean. This includes 6,000 linearfeet of sandy beach owned by the State of California within the Border Field State Park in the southwestern corner of the City.

The Coastal Commission requires both “lateral” and “vertical” coastal access. The Coastal Commission Shoreline Access Interpretive Guidelines define "lateral access" as a way of providing public access and use along and parallel to the shoreline. Lateral access in Imperial Beach consists of Ocean Boulevard and usable areas of the City's dry sandy beach, which fluctuates in size with daily, monthly, and seasonal tidal activity and based on beach nourishment activities and other sediment loading occurring locally and regionally, and access along the San Diego Bay provided by the Bayshore Bikeway and parallel pedestrian facilities. It is anticipated that some public access facilities would be affected over time by rising seas as noted in the 2016 City of Imperial Beach Sea Level Rise Assessment (IB SLR Assessment). This topic is addressed further in the Safety Element. Coastal views are discussed in Design Element Section 8.1.
“Vertical” access refers to access from the first public roadway to the shoreline and is not necessarily vertical in the context of an elevation change. Vertical and Lateral Accessways are mapped in Figure P‐3.

The ocean and the beach are the principal
recreational and visitor‐serving land uses and
attractions in Imperial Beach.

Lateral access in Imperial Beach includes access
along the San Diego Bay provided by the
Bayshore Bikeway and pedestrian facilities.

General Plan / Local Coastal Program   P‐10 Parks, Recreation, & Coastal Access Element The public's right of access to the beach is protected by the California Constitution.

General Plan / Local Coastal Program   P‐11 Parks, Recreation, & Coastal Access Element Figure P‐3 Vertical and Lateral Coastal Access

General Plan / Local Coastal Program   P‐12 Parks, Recreation, & Coastal Access Element The most heavily used public accessways are located at Pier Plaza and the surrounding beaches where there is public parking both on and off‐street. Throughout the City Beach area, there are frequent access‐ways which supports maximum public access to the coast (Table P‐2).

Table P‐2
Vertical and Lateral Public Coastal Access
Access‐way Use Type Width Condition
1) Imperial Beach Pier   Active1 V 30’   Improved
2) Palm Avenue Active   V   80’   Paved
3) Dahlia Avenue Active V 53.3’   Paved
4) Dunes Park   Active   V Varies   Improved
5) Daisy Active   V   53.3’   Paved
6) Date   Active   V   53.3’   Paved. Planned for improvement 7) Elm   Active   V   53.3’   Paved
8) Evergreen   Active   V   53.3’   Paved
9) Elder   Active   V   53.3’   Paved
10) Elkwood   Active   V   53.3’   Paved
11) Ebony   Active   V   53.3’   Paved. Planned for improvement 12) Imperial Beach Blvd.   Active   V   80’   Paved
13) Admiralty Way   Active   V   53.3’   Paved. Planned for improvement 14) Beach   Active   V   53.3’   Parking & walkway. Planned for improvement
15) Cortez   Active   V   53.3’   Unimproved. Planned for improvement 16) Descanso   Active   V   53.3’   Unimproved. Planned for improvement 17) Encanto   Pass & Repass2   V   53.3’   Unimproved. Planned for improvement 18) Carnation   Pass & Repass   V   18’   Paved. Planned for improvement 19) Ocean Lane   Active   L   20’   Improved to alley standards 20) Ocean Boulevard   Active   L   Varies   Sand
21) Border Field Horse Trails   Active   L & V   Varies   Sand 22) Bayshore Bikeway Active L Varies Paved
23) Bayside neighborhood boundary3 Active V Varies Paved V = Vertical Access   L= Lateral Access   1.Active use includes the full range of beach‐oriented activities. Alternatively, “passive” use include those activities normally associated with beach use, such as walking, swimming, jogging, etc., but does not include use of the access‐way for organized sport activities, campfires, or vehicular access for other than emergency vehicles.   2. Pass and Repass indicates an area where topographic constraints of the site makes use of the beach dangerous, where habitat values of the shoreline would be adversely impacted by public use of the shoreline, or where the access‐way may encroach closer than 20 feet to a residential structure. When any ofthese conditions exists,the access‐way may be limited to the right ofthe public to pass and repass along an access area. 3 Multiple points of vertical access along the northern boundary of the City adjacent to the Bayside neighborhood at 7th St., 8th St, 10th St, 11th St, Florida St,12th St, and 13th St.

For the purposes of public access, the beach area can be divided into five resource areas. These resource areas are:

Imperial Beach Pier and Pier Plaza
Imperial Beach City Beach
Tijuana River National Estuarine Research Reserve
Borderfield State Park
San Diego Bayfront and Bayshore Bikeway

IMPERIAL BEACH PIER AND PIER PLAZA
The City pieris one ofImperial Beach's main public visitor serving and recreationalfacilities. The pier was reconstructed most recently in 1987 and is approximately 30 feet wide and 1,500 feet long and is used for both sightseeing and fishing. Lights on the pier allow for visitor and fishing uses at night. As the owner of the pier, the SDUPD may in the future add charter boat fishing and restaurant concessions.

General Plan / Local Coastal Program   P‐13 Parks, Recreation, & Coastal Access Element Imperial Beach Portwood Pier Plaza includes grassy expanses, picnic areas, a tot‐lot, entertainment stage, and access to the pier and beach. Portwood Pier Plaza also includes tributes to Imperial Beach’s long history as a surfing destination, including a colorful collection of surfboard benches. Each bench bears a plaque that tells the story of how Imperial Beach’s big waves had an impact on the surfing pioneers from 1937 to the 1950s. The crowning piece of the plaza is Surfhenge – a towering colorful public art monument to surfing.

The crowning piece of Imperial Beach Portwood Pier Plaza is Surfhenge – a color public art monument to surfing.

IMPERIAL BEACH CITY BEACH
Imperial Beach is known for its 3.5 miles of white sand beaches and big waves. The City Beach is the open sandy beach area both north and south of the city pier. The beach is accessible from the Pier Plaza parking lot and has wide vertical access points for easy egress and ingress to the beach and ocean. The entire City Beach area is subject to daylight lifeguard monitoring.

General Plan / Local Coastal Program   P‐14 Parks, Recreation, & Coastal Access Element

TIJUANA RIVER NATIONAL ESTUARINE RESEARCH RESERVE
As discussed in the Conservation and Ecotourism Element, approximately 928 acres of the Tijuana River National Estuarine Research Reserve (TRNERR) are located within the City limits of Imperial Beach. The remaining acreage is within the jurisdiction of the City of San Diego.

California State Parks operates the TRNERR Visitor Center and maintains Border Field State Park. The U.S. Fish and Wildlife Service manages the Tijuana Slough National Wildlife Refuge. In addition, several regional agencies and local municipalities share ownership and management responsibilities at the Reserve.

The Reserve provides four miles of trails through uplands, saltmarsh and mudflats as well as access to the beach. Located next to one of the four entrances to the Refuge is the Visitor Center at 301 Caspian Way. The Visitor Center’s 6,800 square feet of space provide for an exhibit hall, education laboratory, audio/visual room, administrative offices, reference library and map and photo library.

BORDER FIELD STATE PARK
Border Field State Park is located adjacent to Mexico generally within the City limits of Imperial Beach. The Tijuana River National Estuarine Research Reserve Estuary separates the State Park from the populated areas of the City. Border Field State Park comprises approximately 396.4 acres of land, with 317.0 acres located within the City of Imperial Beach. Nearly 372 acres of the park is operated by the State Department of Parks and Recreation. This property includes the lagoon and salt marshes, about 30 acres of steep slopes at the edge of the floodplain, and about 10 acres of flat plateaus overlooking the floodplain and beach.

The State Park is accessed through Monument Road, which runs through the City of San Diego. Monument Road is a two‐ lane road in poor condition and subject to flooding. Within the State Park, public beach access is provided via the parking area on the coastal strand directly adjacent to the beach and efforts to continue access and vehicle traffic must be maintained and enhanced. Additionally, a lateral (parallel) passive access‐way exists along the beach. No direct access to the beach is provided from Monument Mesa due to the blufftop topography ofthe area. An active access‐way does however exist along the top of the mesa. Beach access is supported by a 280‐car parking lot, and amenities include picnic sites, restrooms, a historical monument on Monument Mesa, and a parking area at a horse staging area.

The facility is devoted to passive recreation such as picnicking, hiking, walking along the beach, swimming in the ocean, and horseback riding. Horse‐riding trails traverse through the Tijuana River Valley to the Pacific Ocean and a large picnic area on the bluff overlooking the Pacific Ocean. The State Park is landscaped with walking paths and supports light sports activities and contains tables and benches for those wishing to have a picnic. There is a 10‐foot paved walkway from the picnic area down the bluff to the beach.

TIJUANA RIVER MOUTH STATE MARINE PROTECTED AREA
The Tijuana River Mouth State Marine Conservation Area (SMCA) Marine Protected Area (MPA) is located in the waters adjacent to Border Field State Park. MPAs are established by the State of California to conserve and restore ocean wildlife and habitat. MPAs contribute to healthier, more resilient ocean ecosystems that can better withstand a wide range of impacts such as pollution and climate change. By protecting entire ecosystems rather than focusing on a single species, MPAs are powerful tools for conserving and restoring ocean biodiversity, and protecting cultural resources, while allowing certain activities such as marine recreation and research.

The TRNERR Visitor Center includes an exhibit
hall, education laboratory, audio/visual room,
offices, and libraries.

General Plan / Local Coastal Program   P‐15 Parks, Recreation, & Coastal Access Element SAN DIEGO BAY TIDELANDS‐SAN DIEGO UNIFIED PORTDISTRICT
The SDUPD manages the Imperial Beach tidelands (which is defined as the area located between the mean high tide line to a point in the submerged lands no longer subject to tidal action/influence of the Pacific Ocean), and the Imperial Beach Pier. The SDUPD leases from the City all of Ocean Boulevard from the north end ofthe City to a point 300 feet south of South Seacoast Drive. Other property in the City of Imperial Beach, which is leased (as opposed to owned) by the SDUPD include Dunes Park, Pier Plaza and easements overthe street ends ofImperial Beach Boulevard and Palm Avenue.

The beach is located approximately five miles east of Interstate 5, and a mile south and west of State Route 75, a state highway (currently in the relinquishment process) bisecting Imperial Beach as it passes from the City of Coronado to the City of San Diego. Access to the City of Imperial Beach from Interstate 5 is taken from either Palm Avenue, or from the Coronado Avenue/Imperial Beach Boulevard corridors. Imperial Beach is served by the Metropolitan Transit System, which provides bus service to the area, as well as the Bayshore Bikeway which is a bike path that runs along the Silver Strand from Coronado to the South San Diego Bayfront in Imperial Beach. See the Mobility Element for additional information.

THE SAN DIEGO‐EASTERN ARIZONA RAILROAD RIGHT‐OF‐WAY
This right‐of‐way located at the northern boundary of the City was originally dedicated in 1876 as an 80 to 120 foot wide, by .9 mile long strip of land. In 1912, the San Diego‐Eastern Arizona Railroad obtained part of the right‐of‐way for a line to transport people from SanDiego to theHotelDel Coronado and back. Currently,the City has an agreement with the Railway Company that allows the City to use portions of the right‐of‐way for the Bayshore and Bernardo Shores bikeways, as well as community park purposes. The existing railroad track within the property is covered and protected in place.

CALIFORNIA COASTAL TRAIL
The California Coastal Trail is a continuous trail system traversing the length of the state’s coastline. The alignment of both existing and proposed sections can be seen in Mobility Element Figure M‐5. The California Coastal Trail is intended to:

Provide a continuous walking, biking and hiking trail as close to the ocean as possible; Provide maximum access for a variety of non‐motorized uses by utilizing alternative trail segments where feasible;
Maximize connections to existing and proposed local trail systems; Ensure that all segments of the trail have vertical access connections at reasonable intervals; Maximize ocean views and scenic coastal vistas; and,
Provide an educational experience where feasible through interpretive facilities.

The City is collaborating with the Coastal Commission and other agencies to implement the Coastal Trail in the City.

POLICIES
Maintain free public beach access.

Maintain a comprehensive network of improved beach access facilities at all designated primary beach access points to ensure safe access to all public beaches and continue to improve, maintain, enhance and maximize public use of the beach access points and beach facilities.

The SDUPD manages the Imperial Beach
tidelands and the Imperial Beach Pier.

General Plan / Local Coastal Program   P‐16 Parks, Recreation, & Coastal Access Element Provide physical access to the City's coastal resource areas for all segments of the population, consistent with public safety needs, such as ensuring safe pier operations. , and without overburdening the City's public improvements, or causing substantial adverse impacts to adjacent private property owners.

Site, design, and manage access‐ways to seabird nesting and roosting sites, sensitive rocky points and intertidal areas, and coastal dunes to avoid adverse impacts to these sensitive habitats, including areas as shown on Figure L‐1 – Land Use Map Area as Open Space lands. The Open Space land use designation also identifies Area of Potential areas that may be considered potential Environmentally Sensitive Habitat Area (ESHA) lands. as defined in the Coastal Act (see  box on p. CE‐1) .

Design and site new development to ensure continued public access to, and recreation along, the shoreline and trails.
a. If there is no feasible alternative that can eliminate or avoid an adverse access impact, then the feasible alternative that would result in the least significant adverse impact shall be required. b. Some impacts may be mitigated through the dedication of an access or trail easement where the project site encompasses an LCP mapped access or trail alignment, where the City, county, state, or other public agency has identified a trail used by the public, or where prescriptive rights exist. c. Do not displace public parking areas serving recreational uses unless a strategy to provide comparable public access is provided.
d. As feasible, new non‐visitor serving office or commercial development should provide public parking for beach access during weekends and holidays.

Continue collaboratively working with the SDUPD to ensure that the Port Master Plan (PMP) adequately addresses lands the SDUPD owns and leases in Imperial Beach. a. Ensure that the Imperial Beach Pier provides maximum public enjoyment and a wide variety of recreational opportunities, and is adequately maintained for the long term. b. Develop new coastal‐related and coastal‐dependent uses on both SDUPD owned property and on property leased to them by the City.

Coordinate with state and federal agencies to develop guidelines for the use of the Tijuana Estuary. a. Control access and utilization by the installation of appropriately designed and posted access‐ways. b. Continue to develop a working relationship with California State Parks staff in a coordinated effort to make the Border Field State Park area, and its access to the beach, a resource that is available to the public.

Maintain and enhance the environmental integrity of all beach areas.

Gain and improve access‐ways located in proximity to public parking areas and public transportation routes. a. Encourage the use of access‐ways through the installation of appropriate signage that indicates, where applicable, the existence and location of nearby public parking areas. b. In the unimproved right‐of‐way of Ocean Boulevard north of Imperial Beach Boulevard, the City may construct improvements that provide, preserve or enhance public access at the street ends and parks, whether vertical or lateral or both, and which will continue to allow access for equipment for emergency and maintenance purposes.

Retain all existing street ends under City ownership that provide public access to coastal resources, including bays, for streets, parks, open space or other public use. a. Protect public view corridors and do not permit buildings to be located within or bridging the streets. b. Prepare detailed design plans that demonstrate resiliency to sea level rise for each street end to maximize public access and enjoyment.

In the event that public access and the public interest may be served by the alteration or development of Ocean Lane or alleys west of Seacoast Drive, the City may consider vacation when:
a. Ocean Lane or alley vacation would permit development requiring consolidation of two or more lots, including the public right of way, and;

General Plan / Local Coastal Program   P‐17 Parks, Recreation, & Coastal Access Element b. A development would involve a use related to public recreation and/or visitor serving facilities, and; c. In either a or b above, the new development shall incorporate within its planning and building design:
(1) A means of maintaining or restoring physical public access to the shoreline and ensuring no adverse effect on public parking, and;
(2) A means of maintaining visual public access to the shoreline, and; (3) A means of ensuring multi‐modal access. See also the Mobility Element.

No individual, partnership or corporation claiming or possessing the frontage of a harbor, bay inlet, estuary, or other navigable water in Imperial Beach, shall be permitted to exclude the right‐of‐way to such water whenever it is required for any public purposes, including public rights obtained by prescriptive easement, nor destroy or obstruct the free navigation of such water. The City of Imperial Beach shall protect and enhance beach access and continue to formalize prescriptive rights.

Limit new public beach structures to those that support or enhance public recreation or marine safety related activities. No development, other than shoreline protection devices permitted pursuant to the LUP, may be permitted on sandy public beach areas, except lifeguard stations, public beach access, and trash and recycling receptacles, and such structures must be sited and designed to avoid adverse impacts to coastal resources to the maximum extent feasible.

Accessible improvements may be permitted when sited and designed to minimize adverse impacts to coastal resources including public access, visual resources, wetlands and marine resources.

New development should be designed to be the alternative with the least impact on coastal resources and recreation, the minimum size necessary while still meeting the basic objectives of the development, and shall provide any necessary mitigation if adverse effects on public access are anticipated.

In general, concessions should be confined to non‐sandy public beach areas.

Coordinate with the County of San Diego, the Coastal Commission, the Coastal Conservancy, SANDAG, the City of San Diego, the SDUPD, and other appropriate agencies to plan and implement the California Coastal Trail, a continuous public right‐of‐way, and other public trail facilities, as close to the California coastline as possible.
a. Design the trail to foster appreciation and stewardship of the scenic and natural resources of the coast through hiking and other complementary modes of non‐motorized transportation. b. Complement the trail through the provision of linkages to additional recreational resources such as Border Field State Park and International Friendship Park, as a means to maximize public access to the trail, beaches, and scenic vistas.
c. Collaborate with other agencies to work toward the establishment of additional, complementary pedestrian and bicycle facilities and multi‐use corridors, including, but not limited to, the San Diego‐ Eastern Arizona Railroad Right‐of‐Way/Public Easement.

Design trails and manage public access along trails to minimize adverse impacts to sensitive biological resources, including , including Area of Potential Environmentally Sensitive Habitat Area (ESHA) lands, mapped as Open Space on Figure L‐1 ‐Land Use Map.
c. areas that meet the Coastal Act definition for Environmentally Sensitive Habitat Areas, as discussed in the Conservation and Ecotourism Element.

General Plan / Local Coastal Program   P‐18 Parks, Recreation, & Coastal Access Element Photo credit: Bryan Brillhart
Coastal Act Policies – Parks, Recreation and Coastal Access Section 30210 Access; recreational opportunities; posting In carrying out the requirement of Section 4 of Article X of the California Constitution, maximum access, which shall be conspicuously posted, and recreational opportunities shall be provided for all the people consistent with public safety needs and the need to protect public rights, rights of private property owners, and natural resource areas from overuse.

Section 30211 Development shall not interfere with the public's right of access to the sea where acquired through use or legislative authorization, including, but not limited to, the use of dry sand and rocky coastal beaches to the first line of terrestrial vegetation.“New Development”is further defined in Section 30211 (b).

Section 30212.5 Public facilities; distribution
Wherever appropriate and feasible, public facilities, including parking areas or facilities, shall be distributed throughout an area so as to mitigate against the impacts, social and otherwise, of overcrowding or overuse by the public of any single area.

Section 30214 Implementation of public access policies; legislative intent (a) The public access policies of this article shall be implemented in a manner that takes into account the need to regulate the time, place, and manner of public access depending on the facts and circumstances in each case including, but not limited to, the following: (1) Topographic and geologic site characteristics. (2) The capacity of the site to sustain use and at what level of intensity. (3) The appropriateness of limiting public access to the right to pass and repass depending on such factors as the fragility of the natural resources in the area and the proximity of the access area to adjacent residential uses. (4) The need to provide for the management of access areas so as to protect the privacy of adjacent property owners and to protect the aesthetic values of the area by providing for the collection of litter.

General Plan / Local Coastal Program   P‐19 Parks, Recreation, & Coastal Access Element (b) It is the intent of the Legislature that the public access policies of this article be carried out in a reasonable manner that considers the equities and that balances the rights of the individual property owner with the public's constitutional right of access pursuant to Section 4 of Article X of the California Constitution. Nothing in this section or any amendment thereto shall be construed as a limitation on the rights guaranteed to the public under Section 4 of Article X of the California Constitution.
(c) In carrying out the public access policies of this article, the commission and any other responsible public agency shall consider and encourage the utilization of innovative access management techniques, including, but not limited to, agreements with private organizations which would minimize management costs and encourage the use of volunteer programs.

Section 30220 Protection of certain water‐oriented activities: Coastal areas suited for water‐oriented recreational activities that cannot readily be provided at inland water areas shall be protected for such uses.

Section 30221 Oceanfront land suitable for recreational use shall be protected for recreational use and development, unless present and foreseeable future demand for public or commercial recreational activities that could be accommodated on the property is already adequately provided for in the area.

Section 30222 The use of private lands suitable for visitor serving commercial recreational facilities designed to enhance public opportunities for coastal recreation shall have priority over private residential, general industrial, or general commercial development, but not over agricultural or coastal‐dependent industry.

Section 30223 Upland areas necessary to support coastal recreational uses shall be reserved for such uses, where feasible.

Section 30224 Increased recreational boating use of coastal waters shall be encouraged, in accordance with this division, by developing dry storage areas, increasing public launching facilities, providing additional berthing space in existing harbors, limiting non‐water‐dependent land uses that congest access corridors and preclude boating support facilities, providing harbors of refuge, and by providing for new boating facilities in natural harbors, new protected water areas, and in areas dredged from dry land.

Section 30234.5 The economic, commercial, and recreational importance of fishing activities shall be recognized and protected.

Section 30252 The location and amount of new development should maintain and enhance public access to the coast by (1) facilitating the provision or extension of transit service, (2) providing commercial facilities within or adjoining residential development or in other areas that will minimize the use of coastal access roads, (3) providing non‐automobile circulation within the development, (4) providing adequate parking facilities or providing substitute means of serving the development with public transportation, (5) assuring the potential for public transit for high intensity uses such as high‐rise office buildings, and by (6) assuring that the recreational needs of new residents will not overload nearby coastal recreation areas by correlating the amount of development with local park acquisition and development plans with the provision of onsite recreational facilities to serve the new development.

General Plan / Local Coastal Program   F‐1 Facilities and Services Element

6.0 Facilities and Services Element
We will strive for the ideals and sacred things of the city, both alone and with many; we will unceasingly seek to quicken the sense of public duty; we will revere and obey the city's law‐‐; we will transmit this city not only, not less, but greater, better and more beautiful than it was transmitted to us.

Oath of the Athenian City‐State
Goals
Provision of adequate public facilities concurrent with new construction Timely upgrades and improvements to public facilities and services to protect the health and welfare of residents and visitors to Imperial Beach
Consideration of sea level rise in the planning and design of public facilities Background
The manner in which public facilities and services are provided in California jurisdictions, as well as the manner in which they are funded, has changed considerably since the 1970s. Continued population growth and technological advances require a more regional approach to the planning and provision of some facilities and services that were once the exclusive concern of municipalities. At the same time, fiscal constraints and legislative actions have shifted funding methods from a reliance on the general obligation of taxpayers to a greater emphasis on requiring new development to "pay its own way." The Facilities and Services Element is a guideline to indicate future needs as the City continues to evolve. Funding to meet these needs will come from a variety of sources that must be considered in the annual capital improvement and budget planning processes.

In the following discussion, not all services and facilities are under the direct control of the City. However, the policy commitments ofthe City greatly affectthe ability of other agencies to provide appropriate levels of service to Imperial Beach residents and visitors. Mobility facilities are discussed in the Mobility Element, and parks and recreational facilities are discussed in the Parks, Recreation and Coastal Access Element of this Plan.

Coastal Act

DISCUSSION
The Coastal Act policies related to Facilities and Services require a number of measures, including the following: the distribution of public facilities throughout an area to mitigate against the impacts of overcrowding or overuse by the public of any single area (Section 30212.5); a plan to assure development would not result in any detrimental increase in runoff water(Section 30170);the protection of facilities serving the commercial fishing and recreational boating industries (Section 30234);the protection ofthe economic, commercial, and recreational importance of fishing activities (Section 30234.5);that the capacity of new or expanded public works facilities be limited to the capacity necessary to address the needs of the development (Section 30254 and Section 30254.5); that permits associated with proposed development will not modify, adopt conditions, or take any action in conflict with any determination by the State Water Resources Control Board or any California regional water quality control board in matters relating to water quality or the administration of water rights (Section 30412 of the California Public Resources Code); the identification and protection of sensitive resource values (Section 30525); and that no sewer projects will be denied, restricted, or conditioned in order to implement housing policies or programs (Section 30607.2).

The Coastal Act policies that are related to Facilities and Services are provided at the end of this element.

General Plan / Local Coastal Program   F‐2 Facilities and Services Element

6.1 Capital Improvement Planning and Financing
Discussion
Imperial Beach is an established City with a framework of public facilities in place. As the City matures and changes over time, it will continue to address an ongoing need to fund upgrades, retrofits, and replacement of aging infrastructure. In addition, the City faces new and growing challenges as a result of sea level rise and other impacts of a changing climate.

Key public facilities include:

Public Works Yard. The Public Works Yard is presently located on Cherry Avenue between 10th and 11th Streets on the San Diego Bayfront. These facilities house the City maintenance and operations personnel, and equipment. The fully developed site is approximately 1.79 acres. Although the facilities are adequate, they do not need to be located on a bayfront site.

Civic Center. The majority of municipal facilities of the City of Imperial Beach, including the Sheriff’s station, Fire department, City Council chambers, City Hall conference center and administrative offices, are located in the Civic Center complex on Imperial Beach Boulevard. This complex consists of four separate buildings and related parking on approximately 2.7 acres. The existing size and location of the facilities are considered adequate for the City's staffing needs.

Library. The Imperial Beach Library, located at 810 Imperial Beach Boulevard, is part ofthe greater San Diego County library system. A new, beach‐themed 15,000 square‐foot library opened in 2017, replacing the previous 5,000 square‐foot facility.

Many elements and amenities of the new library are a result of collaboration with the County, Friends of the Imperial Beach Library, the City of Imperial Beach, and community members. The library is owned and maintained by the County.

Imperial Beach Library
Policies
New development in the City shall pay its own way.

Maintain an up‐to‐date Capital Improvement Program in order to effectively plan and budget for needed

General Plan / Local Coastal Program   F‐3 Facilities and Services Element facilities and upgrade service deficiencies. Locate public utilities and public works facilities that are not dependent on the ocean or bay away from the ocean or bayfront to the extent possible. These facilities should be screened from public view and designed in a manner that is compatible with surrounding land uses.

Consider climate resiliency, including sea level rise in the design and location of public facilities. See also the Land Use Element Section 2.7 ‐ Environmental Justice regarding prioritization, and the Design Element Section

8.2 ‐ Public Realm, and Section 8.3 ‐Sustainable Coastal Development Design, and Section 3.1 Street System regarding transportation infrastructure.
a. Evaluate sea level rise impacts over a time period appropriate to the planning or project type.  Consider short‐term transportation needs and priorities within a long‐term context of potential sea level rise impacts.
a.b. Planning horizons for individual projects should reflect the anticipated lifetime of the project, or the time period over which the project is expected to be usable for the purpose for which it is designed.

Pursue relocating the Public Works Yard to a non‐bayfront site. Alternative sites include, but are not limited to:

Ream Field, sites outside the City limits, and splitting the yard into more than one site. a.   Investigate alternative locations to allow for the redevelopment of this property. b.   Pursue private/public partnerships to facilitate redevelopment of the Public Works Yard site. c. Pursue an evaluation of city assets to determine highest and best use for the community. dc.   Incorporate public amenities into any redevelopment proposal.

Consider green infrastructure, such as planting trees and blue carbon capture, as part of an overall climate mitigation and resilience strategy.
a. Explore hybrid projects that combine both green and grey (facilities engineered by people) infrastructure to address needs.
b. Consider the value and benefits of green infrastructure and environmental factors when defining infrastructure investments.

6.2 Fire and Emergency Services
Discussion
Fire protection and emergency medical services are provided by the City of Imperial Beach Fire Department located in the Civic Center complex. The Fire Department operates one engine daily and houses a reserve engine at the fire station. The engine has a 24‐foot ground extension ladder, which can reach the second story of a building.

Though the Fire Department does not have a Ladder Truck Company on‐site, the cities of San Diego, Coronado, and Chula Vista are available to respond, via automatic aid agreements, to all structural fires and rescue emergencies. Additional discussion and policies regarding fire hazards is found in the Safety Element, Section 7.2.

Policies
Explore ways to improve the City’s fire rating at every opportunity, to maintain a rating no higher than 4.

6.3 Law Enforcement
Discussion
The demand for law enforcement services in Imperial Beach is determined not only by the needs of residents but also by visitors to the City, particularly the beach area. As tourist activities increase, there may be a need for additional law enforcement activities.

General Plan / Local Coastal Program   F‐4 Facilities and Services Element The SanDiego County Sheriff’sDepartment provides contractlaw enforcement services to the City of Imperial Beach. Based out of the Imperial Beach Station at the Civic Center Complex, the Sheriff’s Department personnel provide all aspects of law enforcement services, including patrol, traffic, crime prevention and investigations, and Community Oriented Policing and Problem Solving (COPPS) to the City’s residents, businesses, and visitors. Additionally, the Imperial Beach Station provides law enforcement services to residents who reside in the unincorporated communities of Bonita, Sunnyside, Lincoln Acres, Proctor Valley, Otay Valley, and Otay Mesa.

There is no accepted uniform standard for number of police per 1,000 population. Additionally, there is no direct correlation between number of police and crime rates. Communities vary substantially based on density, characteristics of land use, and other factors.

Additional law enforcement is provided by the Sheriff’s F‐7 involvement program, which is a volunteer patrol program consisting of retired persons trained for community protection and patrol assignments. Activities include: daily senior citizen safety checks, vacation property checks, and an “eyes on the road" patrol program. The Sheriff’s office will continue to enhance and maintain this program.

San Diego County's overall crime rate for the 2017 calendar year was 20.53, and the City of Imperial Beach’s rate was 18.07 reported crimes per 1,000 people. Reported crimes include homicide, rape, robbery, aggravated assault, burglary, larceny, and motor vehicle theft. The violent crime rate (per 1,000 population) in the San Diego region increased in the later part of the 1980s, reaching a peak of 9.76 in 1992. Since then, it generally declined to a 37‐year low in 2014 (3.28) followed by small changes in 2016 (3.33) and 2017 (3.4).

According to the 2017 crime statistics kept by SANDAG, the City of Imperial beach ranked 11th out of 18 cities for crime (1 being best).4

Policies
Maintain public information and school educational programs in crime prevention and drug education.

Assist residents and businesses in developing neighborhood and commercial protection programs.

Strive to maintain crime rates below the County average and better than the majority of San Diego County cities.

6.4 Public Rights‐of‐Way
Discussion
ALLEYS
Most of the alleys within the City limits are paved. It is the City's policy to pave all unimproved alleys. Many have been paved in 2016‐2018 and the City has plans to pave the remaining unimproved alleys.

DRAINAGE
4 Source: SANDAG, Thirty‐Eight Years of Crime in the San Diego Region: 1980 Through 2017, April 2018.

The Sheriff’s Department provides all
aspects of law enforcement services.

General Plan / Local Coastal Program   F‐5 Facilities and Services Element Surface run‐off, a condition intensified by development as a result of soil compaction and an increase in the amount of impervious surfaces, is presently handled by the street system and a small storm drain system. Most of the captured run‐off is deposited directly into the San Diego Bay, Pacific Ocean or the Tijuana Estuary.

The risk of flooding due to surface run‐off and coastal flooding is increasing due to sea level rise and climate change. Key findings from the Imperial Beach Sea Level Rise Assessment Study (SLR Study, 2016) include:

Tidal inundation already impacts many of the key storm water outlets that drain into the Bay and Estuary particularly during high tides.

Nearly 800 feet of wastewater pipe is currently exposed to existing erosion hazards.

Five wastewater pump stations are currently vulnerable to coastal flooding.

Presently, 1.7 miles of roads are potentially subject to coastal erosion from a 100‐year wave erosion event.

All of the beach accesses and oceanfront properties are in existing coastal erosion and coastal flood hazard zones associated with a 100‐year wave event.

See the Safety Element for additional information on sea level rise hazards and resiliency strategies.

SIDEWALKS
Although much of the City is served by sidewalks, sidewalks are missing in a variety of areas. Sidewalks can be particularly important in providing access to schools, parks, the beach and commercial areas. Installation of new sidewalks or improvements to existing sidewalks, if necessary, is required with all building permits for construction projects above a designated threshold.

Many parts of the City have non‐contiguous parkways, which provide a landscaped buffer between the sidewalk and the street. When landscaped and planted with trees, parkways help create pleasant and attractive pedestrian ways with greater separation between vehicles and pedestrians. See also the Conservation and Ecotourism Element, and the Design Element for additional guidance regarding street trees.

STREETS
The public roads in Imperial Beach have been improved with pavement. Generally, the public right‐of‐way has also been improved with curbs, gutters and sidewalks. Regular maintenance to the City's road system has been financed through the City's share of "Prop A" funds ‐ a sales tax passed by the voters of San Diego County. Additional funding sources will be needed when the sales tax measure expires.

UNDERGROUNDING UTILITIES
The City has completed the undergrounding of utilities along the former State Highway 75/Palm Avenue corridor and Imperial Beach Boulevard. The City Council prioritizes undergrounding projects as funding becomes available.

Policies
New construction adjacent to alleys shall be required to bring the alley up to City standards or provide an approved lien contract.

Continue to pave all alleys in the City. Pursue improvements in storm water conveyance facilities in response to sea level rise impacts.

Develop programs to solve localized Imperial Beach drainage problems. Such programs shall include working with the City of San Diego and the U.S. Navy as necessary.

Provide sidewalks in an area that is not contiguous with the paved street and curb. The area between the street curb and the sidewalk shall be used for a landscaped parkway planted with street trees. This policy shall be implemented as part of development approvals except in areas already committed to curb side sidewalks.

General Plan / Local Coastal Program   F‐6 Facilities and Services Element Parkways shall not be paved except where satisfactory trees have been planted and decorative paving material is used, such as bricks or pavers.

Encourage property owners to complete missing portions of sidewalks and, for larger areas, to sponsor the creation of sidewalk assessment districts.

Require improvements to existing sidewalks, or construction of new sidewalks with all building permits for construction above a certain threshold. Seek to maintain non‐contiguous landscaped parkways to foster an attractive and safe pedestrian environment, and to help capture stormwater. Where a wider clear sidewalk path is desired, paving may occur with City oversight to achieve a pedestrian and environmentally friendly design.

Pursue the undergrounding of utilities on major streets as funding becomes available.

6.5 Schools
Background
Public school education in Imperial Beach is provided by South Bay Union School District for preschool and kindergarten through sixth grade (eighth grade at a dependent charter school). Sweetwater Union High School District serves seventh through twelfth grade.

The South Bay Union School District presently has 11 elementary schools, two dependent K‐8 charter schools, and one preschool within District boundaries. Four of the elementary school sites and the preschool are located within the City limits of Imperial Beach. Table F‐1 summarizes the situation regarding the schools within the City limits of Imperial Beach.

Table F‐1
Imperial Beach School Data, 2016‐2017
School Site Size Capacity of
Fixed Facility
Portable
Classrooms
Student Enrollment Multi‐Track
Bayside STEAM Academy 10 ac. 512 14 532 no
Central Elem. 10 ac. 608 12 565 no
Imperial Beach Charter 12 ac. 1,280 9 913 (includes Imperial Beach Charter, West)
no
Oneonta Elem. 10 ac. 640 13 520 no
Imperial Beach Charter, West 10 ac. 608 2 195 (included in Imperial Beach Charter)
no
Mar Vista Academy 30.0 ac. 1246 0 861 no
Mar Vista High School 33.0 ac. 1300 5 1673 no
The SweetwaterUnionHigh SchoolDistrict provides 7th through 12th grade education and Adult Education to the citizens of Imperial Beach. Two secondary schools and one adult school service the City: they are Mar Vista Academy, Mar Vista High School and Mar Vista Adult School located on the Mar Vista High School Campus.

The middle school, located approximately a quarter mile outside the City's eastern boundaries (1267 Thermal, San Diego), provides 7th to 8th grade education. The high school, located at 505 Elm Street, Imperial Beach, provides 9th to 12th grade education. The Adult Schools, located at 503 Elm Street and 170 Palm Ave, provide a variety of classes including but not limited to, GED, English as a Second Language (ESL), High School Diploma Program, Business Education and Child Care classes.

General Plan / Local Coastal Program   F‐7 Facilities and Services Element At the time of the 2019220 General Plan/LCP Update, the middle school and high school both exceeded their capacities.

New residential development in the City and in the Nestor and the San Ysidro communities have added students to these and neighboring schools. To meet student enrollment needs,the District plans to construct a new 2,400‐student high school in Otay Mesa. In planning new schools, the Sweetwater School District uses a student generation factor of .29 students per household.

The recommended standard for new elementary school sites is ten acres of land, which will provide adequate land for 18 to 20 classrooms, playgrounds and other related uses. For new junior high schools (or middle schools), 20 acres of usable land is needed for 1,500 students. High schools require 50 acres of land for 2,400 students.

State Assembly Bill (AB) 2926 authorized school districts to assess all new development a fee to offset impacts proposed projects might have on the school facilities. In January of 1994, a fee of $1.65 per square‐foot for residential developments and $.27 per square foot for commercial development is permitted. Currently, South Bay Union School District sets its level of assessmentfor development at $.73 per square‐footforresidential and $.12 per square‐footfor commercial development.

These fees, along with funds provided by the State, allow for the district to acquire portable classrooms and to construct new school facilities when deemed necessary. SweetwaterUnionHigh SchoolDistrict assesses new residential development at $.92 per square‐foot and commercial development at $.15 per square‐foot.

Fees collected pursuant to AB 2926 account for less than a third of the cost to construct classrooms. Because of this, whenever possible, the Districts have requested that developers provide full impact mitigation on development. The establishment of special tax districts, full cost recovery agreements or the provision of relocatable classrooms in lieu of fees are just a few examples of such mitigation measures employed by the Sweetwater Union High School District.

Southwestern Junior College, located in Chula Vista, serves Imperial Beach as well as a good portion of the South Bay area.

Policies
Support the Sweetwater Union High School District’s long‐ term plans to construct a new high school in the Otay Mesa area.

Work closely with the school districts to foster joint use of school facilities where mutually beneficial. Buildings may be used for evening meetings, adult education, counseling or other community functions. Grounds may be used for parks and a variety of recreation activities, in accordance with an approved Joint Use Agreement.

Consider sea level rise and flood hazards in the renewal of any future school leases.

6.6 Solid Waste Disposal
Discussion
Solid waste and recycling collection and disposal services for Imperial Beach is currently provided through an exclusive City franchise agreement with EDCO. The Otay Landfill Solid Waste Facility that is utilized by EDCO has an estimated remaining capacity of 33,070,879 cubic yards and an estimated closure date of April 2021 (CalRecyle 2011). The City of Imperial Beach has already instituted the separation of yard clippings from the remainder of the trash and the recycling of aluminum cans, tin cans, glass bottles, newspapers and two types of plastic. In addition, this element includes policies to support composting, which would encourage further diversion of solid waste from the landfill.

Policies
Emphasize source reduction to residents and businesses to decrease the amount of solid waste generated.

Maintain a recycling program to minimize impacts on regional solid waste disposal sites.

Diversify collection and processing of compostable materials to prioritize their highest and best local use.

Adopt streamlined regulations that support composting by local residents, community groups and businesses.

General Plan / Local Coastal Program   F‐8 Facilities and Services Element Support purchasing of locally produced compost and mulch for applications in water‐wise landscaping, carbon sequestration, stormwater and erosion control projects.

6.7 Wastewater Services
Discussion
The City of Imperial Beach is a member of the San Diego Metropolitan Sewerage System (Metro). The City operates its own sewerage collection system and transports the sanitary waste to Metro's South Bay Interceptor which conveys it to the regional wastewater treatment plant on Point Loma.

Infiltration, defined as water entering the sewer system from the groundwatertable, is a significant problem. Portions ofthe City's system are already susceptible to sea water infiltration. For example, the 2016 Revell Sea Level Rise Vulnerability Assessmentreportfound a number of pump stations, manholes, and a substantial portion of pipe along the coast, SanDiego Bay, and Tijuana Estuary to be vulnerable to coastal flooding under existing conditions. This vulnerability will be exacerbated as sea level rise increases due to the close proximity of the ocean, and the depth of the pipe relative to sea level. Impacts are anticipated to extend progressively inward and occur during high tides, coastal flooding, and from coastal erosion. These vulnerabilities can be decreased through flood proofretrofits of pump stations, pipes, and manholes; coastal protection; and elevation of electrical and other similar components.

Policies
Develop whatever agreements are necessary with the San Diego Area Wastewater Management District to provide sewer treatment capacity to accommodate the General Plan's projected growth.

Encourage federal, state, and other responsible agencies to address the problems of drainage, sewage and beach pollution associated with the Tijuana River Valley.

Continue to upgrade the sewage system based on the 2018 Wastewater System Master Plan. Evaluate the need to incorporate results from the City’s Sea Level Rise Assessment and ongoing monitoring into future updates.

6.8 Water Supply and Conservation
Discussion
Water service to the City of Imperial Beach is provided by the California‐American Water Company’s (CalAm) San Diego County District. CalAm is an investor‐ owned utility regulated by the California Public Utility Commission. In addition to serving Imperial Beach, CalAm Water’s San Diego County District serves the City of Coronado (excluding the North Island Naval Air Station), a section of the City of San Diego located south of San Diego Bay, and a small portion of the City of Chula Vista. The District encompasses approximately 11,962 acres and has a service population estimated to be 94,043 in 2015.

CalAm is responsible for the preparation and maintenance of an Urban Water Management Plan (UWMP) to help ensure that water supplies will be available to serve existing and future needs. The UWMP is required by state law and must:

Assess the reliability of water sources over a 20‐year planning time frame; Describe demand management measures and water shortage contingency plans report progress toward meeting a targeted 20 percent reduction in per‐capita (per‐person) urban water consumption by the year 2020; and Discuss the use and planned use of recycled water.

The targeted 20 percent reduction in per capita water consumption was set in motion by California’s Water Conservation Act of 2009 (Senate Bill X7‐7). The state requires that UWMPs be updated every five years.

General Plan / Local Coastal Program   F‐9 Facilities and Services Element Water Use Reduction Plan
CalAm employs multiple tactics to conserve water including conservation measures, implementation of California Urban Water Conservation Council (CUWCC) Best Management Practices (BMPs), and use of conservation rate structures. Actions taken by individuals also play an importantrole in achieving water conservation goals. Many households have replaced lawn areas with drought‐tolerate landscape planting or artificial turf, and installed new water efficient plumbing fixtures and appliances. CalAm’s San Diego County District expects to achieve the state per capita water use targets through continued implementation of BMPs, participation in regional conservation campaigns, and potential utilization of recycled water for non‐potable needs.

Water Resources
All of CalAm San Diego County District’s water is purchased from the City of San Diego, which in turn secures water from multiple sources. A brief summary ofthe roles and responsibilities of key agencies that provide water to California American Water’s San Diego County District is provided below.

Metropolitan Water District of Southern California (MWD) MWD is a public agency that serves wholesale water supplies to the Southern California coastal plain, from Oxnard in the north to the U.S.‐Mexico border in the south. MWD’s total service area is approximately 5,200 square miles. MWD currently receives imported water from two sources: (1) the Colorado River via the Colorado River Aqueduct (CRA), and (2) the State Water Project (SWP) via the California Aqueduct.

San Diego County Water Authority (SDCWA)
The SDCWA is a public agency that serves the San Diego region, from Orange and Riverside counties in the north to the U.S.‐Mexico border in the south. The total service area is approximately 1,486 square miles. SDCWA has 24 member agencies, the largest of which is the City of San Diego. SDCWA purchases water from MWD, the Imperial Irrigation District (IID), supplies from the Carlsbad Desalination Plant, canal lining projects that are wheeled through MWD’s conveyance facilities, and spot water transfers that are pursued on an as-needed basis.

City of San Diego
The City of San Diego’s public water system treats and delivers water to its service area in the south central part of San Diego County, which encompasses approximately 340 square miles. The City sells water both to retail customers and to other water agencies, including CalAm, for retail distribution within their service areas. The City’s supply is largely made up of imported water purchased from SDCWA and MWD. Imported water accounts for up to 93 percent of the City’s supply. The City purchases both raw water and treated water. The City treats the raw water at three treatment plants (Miramar, Alvarado, and Otay). In addition, the City’s system utilizes local groundwater, recycled water and has nine local surface water reservoirs to capture rainwater and runoff. Pure Water San Diego is the City of San Diego's multi‐year program to clean recycled water to produce safe, high‐ quality drinking water. The program is planned to provide one‐third of San Diego's water supply by 2035.

California American Water’s San Diego County District
California American Water’s San Diego County District (CalAm) purchases all of its water supply from the City of San Diego and the water is received from four primary connections and one standby connection.

Groundwater
Although CalAm does not currently extract groundwater, the San Diego County District area lies above two groundwater basins: the Otay Valley and the Tijuana Groundwater Basins. The District has produced groundwater in the past from the Otay Valley Groundwater Basin through a single well, known as Well No. 8. While the District no longer operates this well, opportunities for groundwater production from the Otay Valley and Tijuana Groundwater Basins may exist.

General Plan / Local Coastal Program   F‐10 Facilities and Services Element Desalinated Water Opportunities
The CarlsbadDesalination Plant opened in 2015, and desalination is expected to continue to provide the SanDiego area with a local source of supply. SDCWA’s Desalination Action Plan calls for additional evaluation of project sites, including smaller projects like brackish water desalination plants. SDCWA and other local agencies have been actively pursuing funding at the federal, state, and local levels to evaluate and develop desalination projects. With the desalinated water pursuits occurring in the San Diego area, the San Diego County District may have the opportunity to purchase desalinated water which would reduce its dependence on imported supplies and/or the City of San Diego.

Recycled Water Opportunities
Wastewater generated within the San Diego County District’s service area is collected by each of the respective overlying cities (Coronado, Imperial Beach, San Diego and Chula Vista). Wastewater treatment and disposal is provided by the City of San Diego’s Metropolitan Wastewater Department (MWWD). Most of the San Diego County District’s wastewater is currently treated at MWWD’s Point Loma Wastewater Treatment Plant, Some ofthe wastewater generated in the SanDiego County District’s service area is diverted to MWWD’s South Bay Water Reclamation Plant (SBWRP), which is located in the Tijuana River Valley near the U.S.‐Mexico border. Recycled water is not currently delivered to or used in the District but may be an option in the future The primary potential use for recycled water in the District is landscape irrigation at public parks, golf courses, government facilities and schools.

In 2014, the Navy and the City of Coronado began exploring a possible water reclamation plant located on Navy property that would service the Navy and City facilities. In 2015, the CalAm’s San Diego County District contracted with an engineering firm to assess the potential of providing recycled water to existing customers within the Coronado and Imperial Beach service areas. This proposed capital investment project includes the delivery of recycled water for landscaping for existing customers such as parks, schools, city landscaping, and golf courses. This project is still in the very preliminary planning stages, with preliminary engineering design and permitting activities continuing into 2019‐2020.Atthis time, initial construction is not planned to commence until 2024 or later.

Climate Change and Water Supply
The State of California Department of Water Resources (DWR) expects that climate change will affect water demand, water supply and quality, sea level, and frequency of natural disasters statewide. The effects of climate change on the CalAm San Diego County District are difficult to predict due the complexity of factors, including the uncertainty in future temperature, the District’s close proximity to the ocean and the District’s reliance on imported water that is transported through multiple water agency systems.

Dealing with uncertainties like these requires an approach that is both flexible and robust. The recommended method to adapt to climate change effects on water systems is adaptive management. While adaptive management has been used in traditional water supply planning, it is also capable of integrating climate change uncertainties into water system management. The goal of adaptive management is to,“embrace uncertainty, accepting partial understanding of processes, and producing policies and designs that are less sensitive to the unexpected.” Adaptive management is a continuous cycle consisting of four steps: (1) plan, (2) act, (3) monitor, and (4) evaluate. Evaluation results feed back into planning and the iteration process continues, yielding a closed‐loop management process. This framework encourages future decisions that are based on actual results.

As climate change impacts are encountered, employing the adaptive management process allows management of these impacts on a continuous basis by evaluating alternatives, testing hypotheses, determining causes, and incorporating results into planning.

General Plan / Local Coastal Program   F‐11 Facilities and Services Element Policies

WATER CONSERVATION AND SUSTAINABLEDESIGN PRACTICES
Require water conservation features in all new developments including Xeriscape landscaping and low water use irrigation improvements.

Use sustainable design practices including water‐saving systems and best management practices in developments.

Promote the use of on‐site gray water and rainwater collection systems.

ADAPTIVE MANAGEMENT AND COLLABORATION
Collaborate with the California American Water Company in implementing adaptive management strategies that address drought and climate change conditions.

Support regional water conservation efforts and prevention of water quality degradation.

Collaborate with the California American Water Company in its efforts to diversify and safeguard local water supplies.

Ensure that LCP updates and other relevant planning documents, including public works plans, capital improvement plans, local hazard mitigation plans, and climate action plans, and other relevant plans provide a coordinated, cohesive, and mutually supportive approach to water infrastructure adaptation.

The Seacoast Drive corridor is bordered by water on both sides.

General Plan / Local Coastal Program   F‐12 Facilities and Services Element Coastal Act Policies – Public Facilities
Section 30212.5 Wherever appropriate and feasible, public facilities, including parking areas or facilities, shall be distributed throughout an area so as to mitigate against the impacts, social and otherwise, of overcrowding or overuse by the public of any single area.

Section 30170 No development may occur in the area described in this subdivision until a plan for drainage of the parcel to be developed has been approved by the local government having jurisdiction over the area after consultation with the commission and the Department of Fish and Game. The plan shall assure that no detrimental increase occurs in runoff of water from the parcel to be developed and shall require that the facilities necessary to implement the plan are installed as part of the development.

Section 30254 New or expanded public works facilities shall be designed and limited to accommodate needs generated by development or uses permitted consistent with the provisions of this division; provided, however, that it is the intent of the Legislature that State Highway Route 1 in rural areas of the coastal zone remain a scenic two‐lane road. Special districts shall not be formed or expanded except where assessment for, and provision of,the service would not induce new development inconsistent with this division. Where existing or planned public works facilities can accommodate only a limited amount of new development, services to coastal dependent land use, essential public services and basic industries vital to the economic health of the region, state, or nation, public recreation, commercial recreation, and visitor‐serving land uses shall not be precluded by other development.

Section 30254.5 Notwithstanding any other provision of law, the commission may not impose any term or condition on the development of any sewage treatment plant which is applicable to any future development that the commission finds can be accommodated by that plant consistent with this division. Nothing in this section modifies the provisions and requirements of Sections 30254 and 30412.

Section 30412
(a)   In addition to Section 13142.5 ofthe Water Code,this section shall apply to the commission and the State Water Resources Control Board and the California regional water quality control boards. (b)   The State Water Resources Control Board and the California regional water quality control boards are the state agencies with primary responsibility for the coordination and control of water quality. The State Water Resources Control Board has primary responsibility for the administration of water rights pursuant to applicable law. The commission shall assure that proposed development and local coastal programs shall not frustrate this section. The commission shall not, except as provided in subdivision (c), modify, adopt conditions, or take any action in conflict with any determination by the State Water Resources Control Board or any California regional water quality control board in matters relating to water quality or the administration of water rights.

Except as provided in this section, nothing herein shall be interpreted in any way either as prohibiting orlimiting the commission, local government, or port governing body from exercising the regulatory controls over development pursuant to this division in a manner necessary to carry out this division. (c)   Any development within the coastal zone or outside the coastal zone which provides service to any area within the coastal zone that constitutes a treatment work shall be reviewed by the commission and any permit it issues, if any, shall be determinative only with respect to the following aspects of the development:
(1)   The siting and visual appearance of treatment works within the coastal zone. (2)   The geographic limits of service areas within the coastal zone which are to be served by particular treatment works and the timing of the use of capacity of treatment works for those service areas to allow for phasing of development and use of facilities consistent with this division.

General Plan / Local Coastal Program   F‐13 Facilities and Services Element (3) Development projections which determine the sizing of treatment works for providing service within the coastal zone.

The commission shall make these determinations in accordance with the policies of this division and shall make its final determination on a permit application for a treatment work prior to the final approval by the State Water Resources Control Board forthe funding of such treatment works. Except as specifically provided in this subdivision, the decisions of the State Water Resources Control Board relative to the construction of treatment works shall be final and binding upon the commission. (d)   The commission shall provide orrequire reservations of sites forthe construction oftreatment works and points of discharge within the coastal zone adequate for the protection of coastal resources consistent with the provisions of this division.
(e)   Nothing in this section shall require the State Water Resources Control Board to fund or certify for funding, any specific treatment works within the coastal zone or to prohibit the State Water Resources Control Board or any California regional water quality control board from requiring a higher degree of treatment at any existing treatment works.

Section 30525 Sensitive resource values; identification; protection in promulgation of local coastal program (a)   Every state agency that owns or manages land or water areas within the coastal zone, including public beaches, parks, natural areas, and fish and wildlife preserves, shall identify the sensitive resource values within those areas that are particularly susceptible to adverse impacts from nearby development that is not carefully planned. Every such agency shall also identify the location and type of development that would have a significant adverse impact on those sensitive resource values. (b)   Every agency subject to this section shall advise the appropriate local government of particular considerations that should be evaluated during the preparation of a local coastal program and which, in the opinion of such agency, may be necessary to protect identified sensitive resource values. In addition, the work undertaken pursuant to this section shall be completed in a timely manner in order to maximize the opportunity for the public, affected local governments, and the commission to consider this information fully during the preparation, review, and approval of the appropriate local coastal program. (c) Work already completed pursuant to former Chapter 7 (commencing with Section 31300) of Division 21 of the Public Resources Code, added by Chapter 1441 ofthe Statutes of 1976, and in conformity with this section,that identifies sensitive resource values within publicly owned or managed land and water areas of the coastal zone shall be considered by local government and the commission in the course of carrying out this chapter. (d)   For purposes of this section, "sensitive resource values" means those fragile or unique natural resources which are particularly susceptible to degradation resulting from surrounding development, the adverse effects of which have not been carefully evaluated, mitigated, or avoided. Examples include, but are not limited to, environmentally sensitive areas, as defined in Section 30107.5, areas uniquely suited for scientific or educational purposes, and specific public recreation areas where the quality of the recreational experience is dependent on the character of the surrounding area.

Section 30607.2
(a) No new coastal development permit or amendment to any existing permit for a sewer project shall be denied, restricted, or conditioned in order to implement housing policies or programs.

General Plan / Local Coastal Program   F‐14 Facilities and Services Element This page intentionally left blank.

General Plan / Local Coastal Program   S‐1 Safety Element

7.0 Safety Element
Men come together in cities forsecurity; they stay together for the good life.

Aristotle
Goals
A resilient City that is prepared to reduce risk to life and property from fire, flood, climate change, geologic and seismic‐related, and other hazards.

Shoreline management that enhances the shoreline environment while also providing recreational opportunities and property protection.

Cost‐effective shoreline management tactics that have a positive impact on the region’s economy and equitably allocates costs among local, regional, state, and federal sources.

Increased disaster preparedness and resiliency through regional collaboration.

Background
California General Plan law requires the Safety Element to address means of protecting the community from unreasonable risks associated with fire, flood, climate change, geologic and seismic hazards. This Element also implements provisions of the California Coastal Act pertaining to minimizing hazard potential in the Coastal Zone. Climate change represents one of the greatest challenges for cities throughout the state; sea level rise, increased temperatures, drought, wildfires, and degraded habitat are just a few of its wide‐ranging impacts that present challenges to public safety, health, and the economy. State law also requires local governments to identify and evaluate evacuation routes (AB 747, 2019) and to identify residential developments in hazard areas that do not have at least two emergency evacuation routes (SB 99, 2019).

In Imperial Beach, sea level rise is a particularly critical challenge due to its low‐lying elevation and location adjacent to the Pacific Ocean, San Diego Bay and Tijuana River Estuary shorelines, that essentially bound it with water on three sides.

However, Imperial Beach, through its long‐standing commitment to open space preservation, has increased its resiliency to coastal hazards as its open spaces buffer the City from ocean processes (such as natural erosion, tides, and storm events).

The City’s open space resources also have recreational, economic, and biological importance, as discussed in the Conservation and Ecotourism, and Parks, Recreation and Coastal Access elements.

The Imperial Beach coastline is part ofthe Silver Strand Littoral Cell, which is a segment of coastline involved in the complete cycle of littoraltransportation and sedimentation.Under natural conditions, a littoral cell is supplied with sand and sediment by rivers and streams that flow into the ocean within the limits of the cell. Since the mid‐1800s, sand migration from the Tijuana river delta and the seacliffs at Playas de Tijuana, along with periodic City beach replenishment projects, have been the primary source of new beach sand in Imperial Beach. Sand supplied to the coast have been affected by three dams:

Morena, Barrett and Rodriguez. These dams impound about 70 percent of the entire watershed area draining through the Tijuana River (Patsch and Griggs 2007) and have reduced the sand supply by an estimated 49 percent (Willis and Griggs 2003). Sand transport in this area of the Pacific Ocean is predominantly to the north, although some material moves to the south. The width of the City's beach has varied greatly over the years with beach erosion and sand loss being particularly evident during the winter storm season.

The problem became acute during the winter of 1952‐53 when wave‐induced erosion caused rapid shoreline retreat and property damage. Winter storms during the next several years continued to cause problems so that local and private interests were forced to install a stone revetment along the shoreline. In 1959, the U.S. Army Corps of Engineers started construction of a system of five stone groins starting at the U.S. Naval Radio Station proceeding southward to a point approximately 400 feet south of Imperial Beach Boulevard. Four groins were eventually constructed, but the compartments

General Plan / Local Coastal Program   S‐2 Safety Element between two groins were never completed which caused the destruction of the remaining groins. The ineffectiveness of these groins eventually necessitated further investigations and the development of a new plan.

The Corps of Engineers studied several alternative solutions including fixing the groins system, periodic beach nourishment, and offshore breakwaters.

In 1978, the recommended plan was to construct a 5,000‐foot offshore‐ submerged breakwater, extend one of the existing groins, and construct a new groin approximately 600 feet long. In 1985, construction of the breakwater was to start but was halted when courts determined that the Environmental Impact Statement (EIS) did not address all the relevant issues. A revised EIS was never adopted.

During this period, private property owners initiated their own shoreline protection arrangements. Older buildings developed along the shore without benefit of engineered structures have been previously damaged and may continue to be damaged as the beach recedes. Newer structures have been built with stone revetments or vertical seawalls or both. These devices protect both private and public property that would otherwise be vulnerable to flooding and storm damages, but can have negative impacts on beaches and the shoreline when used as a stand‐alone strategy. At the same time, it is anticipated that additional strategies will also be needed to preserve the beaches, habitat, recreational resources, and neighborhoods that are criticalto the economy, environment, and community ofImperial Beach. Revetments and seawalls currently protect most of the beachfront properties in the City, which constitutes only about one‐third of the Imperial Beach shoreline. The remaining two‐thirds of the shoreline has been permanently preserved as a natural, living buffer. The 2022019 GP/LCP Update reaffirmed the City’s commitment to preserving beachfront open spaces.

In 1991, the San Diego Association of Governments (SANDAG) initiated steps to develop comprehensive countywide Shoreline Protection Strategy to manage the coastal sediment resource and protect coastal property from damage caused by breaking waves and marine flooding. The Shoreline Protection Strategy has four main objectives:
a. Manage the region’s shoreline to provide environmental quality, recreation, and property protection. b. Develop and carry out a cost‐effective combination of shoreline management tactics that will have a positive impact on the region’s economy.
c. Develop a program to pay for the Shoreline Management Strategy which equitably allocates costs throughout the region, and among local, state and federal sources. d. Obtain commitments to implement and finance the Shoreline Management Strategy Imperial Beach has been a participant in SANDAG’s Regional Shoreline Monitoring Program (Program) since its inception in 1996. The Program measures beach width and sand volume on a biannual basis and the data has been used to determine where beach replenishment efforts should take place. Imperial Beach participated in the 2001 and 2012 Regional Beach Sand Projects and multiple other opportunistic beach replenishment projects since the mid‐1990s, totaling approximately 950,000 cubic yards of sand since 2001. Sand volume and beach width loss has generally been gradual with sand loss primarily occurring during winter storms and gains primarily during the summer. Summer gains have generally not offset winter losses since 2000. The 2015‐16 El Niño resulted in substantial coastal erosion and sand volume loss that was not fully recovered the following summer. Continued rising sea levels and more frequent and powerful storms are expected to exacerbate beach width and sand volume loss requiring more frequent beach replenishment and other adaptation strategies. A long‐term loss of beach width and sand volume would expose the large number of existing revetments and seawalls to waves and flooding more frequently and with greater intensity, further accelerating the degradation of the beach.

In the 1950s, groins were constructed in Imperial
Beach in an effort to combat erosion.

General Plan / Local Coastal Program   S‐3 Safety Element Climate Change Vulnerability and Adaptation
A requirement to address climate change in safety elements was added through Senate Bill 379 , codified as California Government Code section 65302(g)(4), which specifies that local jurisdictions conduct a vulnerability assessment to identify the risks of climate change, and develop a set of goals, policies, and objectives to address the identified risks.   To meet this requirement, the City relied on the analysis included in the California’s Fourth Climate Change Assessment” and the associated San Diego Region Report, the 2016 City of Imperial Beach Sea Level Rise Assessment (IB SLR Assessment), and the County of San Diego Multi‐Jurisdiction Hazard Mitigation Plan (HMP).   The Multi‐Jurisdiction HMP was adopted as an official plan for the City of Imperial Beach in 2018 and is incorporated by reference into the General Plan.

According to “California’s Fourth Climate Change Assessment” report increased temperatures, extreme weather events, drought, wildfires, and sea level rise are several of the main concerns related to climate change. Other impacts anticipated from climate change include food insecurity, increases in vector‐borne diseases, degradation of air quality, reduced ability to enjoy outdoors, and potential economic impacts due to uncertainty and changing conditions.  The San Diego Region report5 provides additional specificity, with findings that “Climate‐related hazards that confront the San Diego region are projected to feature increasingly intense and possibly longer lasting heat waves and drought, along with floods, wildfire, debris flows, and coastal storms.”  The report acknowledges the importance of regional coordination in preparing for and responding to hazards stating that “the San Diego County Office of Emergency Services works closely with regional partners, such as the National Weather Service and the County Health Department to communicate warnings and watches to help mitigate harm to life and property.”  The City of Imperial Beach recognizes the risks of climate change to coastal resources as further discussed in Section 7.1 of this element.  Climate change impacts and adaptation measures are also addressed in the City’s Climate Action Plan, in the Conservation and Ecotourism Element, and elsewhere in the General Plan as indicated in Table CE‐1. The integration of climate change policies throughout the plan helps to ensure that climate change and resiliency will be a core consideration of future planning decisions, programs, and actions.

The 2016 City of Imperial Beach Sea Level Rise Assessment (IB SLR Assessment) included an analysis of potential future sea level rise impacts on the City’s shorelines and potential adaptation strategies and their estimated costs and benefits. Under existing conditions portions of the City’s storm water and wastewater systems are vulnerable to tidal inundation, flooding, and erosion. Additionally, all existing beach accesses and oceanfront property are in existing coastal erosion and coastal flood hazard zones associated with a 100‐year storm event.

According to the study, Imperial Beach may see approximately 1.6 feet of sea level rise by 2047. More recent statewide assessments, including the State of California Sea‐Level Rise (SLR) Guidance released in March 2018 by the Ocean Protection Council (OPC Guidance), provide additional sea level rise predictions for consideration. The most severe impacts from sea level rise are beyond the timeframe ofthe 2019 20220 General Plan/LCP Update; however, it is critical thatthe City begin crafting and implementing policies, programs, and actions that will increase its resiliency to existing and near‐term impacts, and also support the longer term more substantial adaptations that will be necessary as sea level rise accelerates in the latter half of the century. The range of shoreline adaptation strategies included in the 2016 IB SLR Assessment, available on the City’s webpage, identifies a range of shoreline adaptation strategies.  is presented in the Sea Level Rise Adaptation Strategies discussion box. Other policies and strategies that focus on increasing the resiliency of buildings and infrastructure along the shoreline and in the interior of the City are also needed to increase the overall community resiliency to sea level rise and climate change.
5 Kalansky, Julie, Dan Cayan, Kate Barba, Laura Walsh, Kimberly Brouwer, Dani Boudreau. (University of California, San Diego). 2018. San Diego Summary Report. California’s Fourth Climate Change Assessment.

Publication number: SUM-CCCA4-2018-009.

General Plan / Local Coastal Program   S‐4 Safety Element Imperial Beach faces additional safety challenges from tsunamis, earthquakes, and urban fires. Tsunamis represent a threat to Imperial Beach due to the City’s low‐lying geography. Earthquakes can trigger tsunamis and can cause liquefaction that could dramatically impact the city. Wildfires do not represent a significant threat due to an elevated water table and the urbanized nature of the area; however, fire is always a threat in an urbanized environment. The Safety Element includes policies and actions related to each of these hazards to reduce risk and increase community resiliency and adaptive capability.

This Safety Element complies with Senate Bill (SB) 379 requirements, codified as California Government Code section 65302(g)(4), to address climate change mitigation, adaptation, and resiliency in general plans. These issues are also addressed in the City’s Climate Action Plan, and discussed in the Conservation and Ecotourism Element, and elsewhere in the General Plan. The integration of climate change policies throughout the plan helps to ensure that climate change will be a core consideration of future planning decisions, programs, and actions.

Coastal Act

DISCUSSION
Managing developmentto respond to coastal hazards is a key component of a local coastal program. The CoastalAct policies direct new developmentto reduce risks to life and property and avoid substantial changes to natural landforms. The Coastal Act policies that are related to the Safety Element are provided at the end of the element. In 2015 the California Coastal Commission (CCC) adopted the Sea Level Rise Policy Guidance document to aid jurisdictions in incorporating sea level rise into their plans. This includes specific issues such as extreme weather and tidal events, maintenance of public access, addressing vulnerability of property and structures, environmental justice, and consistency with the Coastal Act. It also details the current science,technical, and otherinformation into a single resource to facilitate implementation ofthe Coastal Act at the state and local level and policy guidance for reducing vulnerabilities and guiding planning. The policy guidance includes a strong emphasis on green adaptation strategies as opposed to coastal hardening and armoring.

7.1 Sea Level Rise Monitoring, Planning, and Adaptation Discussion
Effective adaptation and reduction of risks will require maintaining and enhancing natural infrastructure, such as beaches and wetlands, and improving the resiliency of manmade infrastructure. Implementation to address the near‐ and long‐term hazard risks from sea level rise will require substantial funding and collaboration. Potential funding sources at the federal, state, regional, and local levels must be identified and pursued, and collaboration among Imperial Beach, the San Diego Unified Port District (SDUPD), SANDAG, neighboring jurisdictions and communities, and other regional, state, federal, and international agencies is crucial. The SDUPD has jurisdiction over the Pacific Ocean shoreline, Tidelands and submerged lands along Imperial Beach including Imperial Beach Pier and Pier Plaza, Dunes Park, and street endings as shown in Figure S‐1A and Figure S‐1B. Imperial Beach is not equipped with the funding or authority to handle sea level rise on its own. Sea level rise requires a broader systems approach in addition to the policies and programs the City can implement of its own accord.

An important component in the long‐term capacity of Imperial Beach to adapt to an increase in hazards associated with sea level rise is a regular reassessment of the amount and rate of change over time as well as physical impacts from flooding, storms, and tidal inundation This will be influenced by future emissions levels and other global and regional factors. Utilizing the best available science is necessary to more fully understand future risks.

In support of SLR monitoring and adaptation, the City is working with the UCSD Scripps Institution of Oceanography (SIO) assessing beach nourishment, sediment management, and SLR projections for the City and intends to continue this collaboration as well as identify additional opportunities in the future..

General Plan / Local Coastal Program   S‐5 Safety Element

THE ADAPTATION TIMELINE AND STRATEGIES
The timing of adaptation strategies will need to respond to these regular reassessments. Rather than set a hard timeframe for adaptation strategies, it is important to base the need for action on  them on trigger points using quantifiable data obtained from local and regional monitoring and market indicators. Consistent monitoring of sea level rise and related impacts such as changes in beach sand volume,   beach area/width quantity and severity and frequency of damage to property and structures are necessary to evaluate identify trigger points and the adequacy of existing and potential future adaptation strategies and the timing for implementation of additional one or more adaptationresiliency building strategies. The City intends to utilize and adaptive management approach to evaluate adaptation strategies. The triggers are not yet identified or quantified as the need to establish a baseline set of data through a process‐oriented methodology is necessary.  The methodology will be aided by the Sea Level Rise Strategy Checklist, which is designed to monitor the impacts of SLR on the various areas of the City and identify strategies that provide the best options to preserve and enhance the environment, economy, and social character of the City. The checklist provides a framework for the collection and evaluation of monitoring data that can be used to maintain up‐to‐date information on vulnerabilities. This data driven approach will allow for continued community engagement to aid in policy making direction.

The 2016 City of Imperial Beach Sea Level Rise Assessment (IB SLR Assessment) provides sea level rise estimates based on current science. As the science evolves and human and natural factors change sea level rise, these estimates will change. Additionally, it has generally been storms and the resulting coastal erosion, flooding, and property damage that have driven historical adaptive responses such as the construction of groins, the construction of hard armoring protection devices, and periodic beach nourishment. More frequent and powerful storms combined with sea level rise resulting from climate change will increase this episodic damage potential while tidal inundation will become more frequent and persistent and impact private and public property. The IB SLR Assessment found there are public infrastructure components, including but not limited to stormwater, wastewater, and transportation facilities, estimated to be vulnerable to sea level rise impacts throughout the economic lifetime of the respective infrastructure. Resiliency measures to better withstand these vulnerabilities can include but are notlimited to:raising ofinfrastructure and structures, establishment of permanent ortemporary alternative routes for public transit and bikeways, green infrastructure that reduces flooding, and addressing drainage of stormwater and resiliency of wastewater systems.

The implementation of these strategies has historically occurred without a comprehensive strategy to address shoreline protection that takes into account the range of their impacts on the community, economy, and environment. Successfully adapting to the increasing threat of sea level rise requires a more strategic and comprehensive approach. Shoreline protection that prioritizes the use of soft and/or living shoreline protection, and actions such as beach nourishment, dune creation/enhancement, wetlands protection, and other similar strategies in conjunction with existing protection devices is the preferred path forward in the near‐ to medium term. The employment of these strategies should be based upon events and their impacts, including severity and frequency, and an evaluation of the suitability of various strategies to protect the economy, environment, and community.

Past storms have resulted in adaptive responses
such as the construction of hard armoring
protection devices.

South Seacoast

General Plan / Local Coastal Program   S‐6 Safety Element The costs of shoreline protection will also be considerable and strain the ability of Imperial Beach, other jurisdictions, and the state and federal governments to fund adaptation efforts. This heightens the importance of investing resources strategically and collaborating effectively with the SDUPD and other agencies to plan, pursue, and implement strategies.

Since the SDUPD has jurisdiction over the coastal shoreline, the strategies that agency employs will serve as the first line of defense. Additionally, as managers of the Tijuana Estuary, TRNERR will be a key partner in any sand reclamation initiatives and ensuring any adaptation strategies are evaluated for their potential impacts on the Tijuana Estuary.

Consistent monitoring of sea level rise and related impacts are necessary to evaluate the adequacy of adaptation strategies.

General Plan / Local Coastal Program   S‐7 Safety Element Figure S‐1A 100‐Year Flood Plain