National City City Council
September 5, 2023

TRANSPORTATION ELEMENT 65
Figure T-16: Routes and STRAHNET Corridors

66 CITY OF NATIONAL CITY
the Blue Line Trolley provides key connecting services at the 8th street station to Naval Base San Diego, and at the 24th street station to the Naval Base San Diego and the National City Marine Terminal.

National City Marine Terminal
National City is home to a major marine terminal owned by the Port of San Diego. The Port’s marine terminals are vital components of the San Diego region’s working waterfront, which includes maritime operators, ship builders, and other commercial and industrial businesses. The National City Marine Terminal (NCMT) is located at the westerly terminus of Bay Marina Drive. The terminal is a 125-acre complex with eight cargo berths totaling 4,926 feet of berthing space. On average, cargo vessels arrive at NCMT every 1-2 days, and in 2017 NCMT saw 37% of the Port of San Diego’s cargo total.

The NCMT’s main inventory consists of vehicles, lumber, and cargo. One out of every ten imported vehicles in the United States arrives through the NCMT. The facility is operated by Pasha Automotive and Distribution Services, and the terminal serves as the primary port of entry for a variety of automobile manufacturers. In-and-out freight movements of vehicles total about 50 per day, and each truck carries an average of eight vehicles.

NCMT also houses six on-dock tracks that used for storage and (un)loading operations. The combined holding capacity of these tracks at NCMT is approximately 143 railcars, with an effective capacity of approximately 120 railcars. Currently NCMT averages one train per day, with the capacity to accommodate one additional inbound train and two additional inbound/outbound trains.

Air Transportation
Although no airports are located within the planning area, there are three airports located near National City: the San Diego International Airport (SDIA) at Lindbergh Field, the Naval Air Station (NAS) North Island located in Coronado, and Brown Field Municipal Airport located south of the planning area in the Otay Mesa community.

SDIA is located approximately 5 to 6 miles northwest of National City. It is the 29th largest airport in the U.S. in terms of passenger traffic and the only major large hub airport served by a single runway5. The San Diego Regional Airport Authority forecasts that by 2030, passenger traffic at SDIA will increase from the existing 17.5 million passengers to 32 million passengers annually. To meet the increasing air transportation demand at SDIA, the Airport Authority is updating the SDIA Master Plan to guide the long-term phased development of SDIA through 2030. The Airport Authority is addressing and maximizing terminal conditions and capacity, vehicle parking capacity, multimodal ground connections, and passenger and cargo needs.

NAS North Island is located in Coronado, across the Bay from SDIA. NAS North Island is the only west coast installation that provides direct access from an aircraft carrier to an

TRANSPORTATION ELEMENT 67
airfield. The Naval Outlying Field at Imperial Beach is a com- ponent of North Island and serves as an important location for Naval helicopter training.

Brown Field is a port-of-entry into the United States for pri- vate aircraft coming from Mexico into California. Brown Field is also heavily used by military and law enforcement agencies.

Future Goods Movement Improvements
Goods movement projects have regional significance, and are often initiated by regional agencies such as the Port of San Diego, SANDAG and Caltrans. These projects impact the community while improving goods movement access to the
Port of San Diego Marine Terminals. A subset of those proj- ects are identified below: » Closure of Tidelands Avenue between Bay Marina Drive and 32nd Street & W 28th Street between Tidelands Ave-
nue and Quay Avenue to accommodate new land uses and
accommodations for the National City Marine Terminal
» The reevaluation, realignment, and reconstruction of the primary access point to the National City Marine Terminal » Harbor 2.0 - a Freight Signal Priority project along Harbor drive to move goods more efficiently between the Port of San Diego terminals and throughout the region. The proj- ect will also feature additional improvements to maintain and improve safety for other users of Harbor Drive

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Goals and Policies

GOOD MOVEMENT SYSTEM
Goal T-8: A safe and efficient system for the movement of goods that supports commerce while enhancing the livability of the community.

Policy T-8.1:

Work with the responsible and affected agencies to enhance infrastructure to facilitate timely movement of goods and security of trade, including facilities used for efficient intermodal transfer between truck, rail, and marine transport.

Policy T-8.2: Enforce the use of designated truck routes for both local and regional goods transport. Route truck traffic away from residential zones and promote safety at crossings.

Policy T-8.3: Work with the responsible and affected agencies to improve the roadway connection between Tidelands Avenue and Harbor Drive for greater efficiency of freight goods movement.

Policy T-8.4: Work with railroad operators to facilitate the transport of goods by rail through the community by coordinating schedules to minimize impacts during peak travel periods.

Policy T-8.5: Work with the Port District on land use and transportation planning efforts to mitigate impacts and improve goods movement related to the marine terminal.

Why is this Important?
The San Diego region plays an important national role in the movement of goods through both the presence of the Port and the proximity of the U.S.-Mexican border. Efficient movement of goods via car, truck, rail, air, or marine transport is vital to the economic health of the community and entire region.

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GOOD MOVEMENT ENVIRONMENTAL AND COMMUNITY IMPACTS
Goal T-9: Reduce environmental and community impacts to create a clean environment and improve the quality of life for those communities most impacted by goods movement.

Policy T-9.1: Work with the Port District on land use and transportation planning efforts to promote land uses that are conducive to mitigating impacts to the environment and improving goods movement related to the marine terminal.

Policy T-9.2: Work with the responsible and affected agencies to establish a standardized performance-based metric used for monitoring and reducing GHG emissions and criteria pollutants of freight vehicles, equipment, and operations.

Policy T-9.3: Identify and document the needs of environmental justice communities to prioritize projects in freight corridors that are targeted to avoiding, reducing, or mitigating impacts on the environment and communities.

Policy T-9.4: Promote noise and other pollution abatement strategies associated with goods movement operations near residential or other sensitive areas.

Why is this Important?
It is important to support a system that balances commercial goods movement with the health and quality of life priorities of the community. Given the large role of the San Diego region in the national movement of goods, it is vital to continue to integrate environmental health considerations and encourage the reduction, avoidance, or mitigation of negative impacts to the environment and communities. These factors are essential to supporting healthy communities, a clean environment, and improving the quality of life for communities affected by goods movement operations.

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New Mobility, Transportation Systems
Management, and Transportation Demand
Management
Existing Setting
New Mobility
New mobility encompasses the range of transportation, connectivity, and technology changes that shape the future of mobility. As advancements in micromobility, microtransit, and automation continue to evolve, National City is committed to leveraging these new transportation technologies and programs as tools for its smart growth and climate action goals.

Senate Bill 1151 authorizes any City in San Diego County to establish an NEV transportation plan to identify locations where NEVs can safely operate and new opportunities for implementation of NEV infrastructure. The Downtown Specific Plan includes a proposed NEV shuttle system that would be accommodate both on-street and off-street in multi-use paths. The system would provide connectivity throughout Downtown, as well as connections to the trolley stations and the Naval Base San Diego.

National City is also addressing new mobility in current projects and plans. The Homefront to Waterfront Project focuses on micromobility, mini-hubs, and NEVs, to support existing mobility services and incentivize the development and use of new mobility options. The project recommends mobility and mini-hubs to provide connections to existing and planned transit service, improved access to the bikeway network, and enhanced opportunities for rideshare and shared bike/scooter drop off and use.

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Transportation Systems Management (TSM)
TSM strategies aim to improve the efficiency of transportation infrastructure. Successful improvements reduce congestion, VMT, and GHG emissions. TSM strategies include improve- ments to intersections, traffic signals, and street circulation, as well as bicycle and pedestrian infrastructure. Some exist- ing TSM strategies within the City of National City include coordinated signal timing along major arterials throughout the City.

Transportation Demand Management (TDM)
TDM is the application of strategies and policies used to en- courage alternate transportation options with the goal of im- proving mobility, reducing traffic congestion, VMT, and GHG emissions. Utilizing TDM tools is a key component of reach- ing the City’s climate action goals.

The Downtown Specific plan establishes a parking reduction bonus program to incentivize developers to adopt TDM mea- sures. Table T-3 on page 72 includes a list of TDM mea- sures that will qualify developers for a parking reduction. The incorporation of these elements will aid in reducing trips gen- erated by these developments and incentivize mode shifts to walking, biking, transit, carshare, or ride-share options. 71 Page 823 of 1838
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Site Design
• For employment uses, provide a changing room/shower
• Provide secure bike parking internal to building
• Widen adjacent public walkways beyond 8’ in total width • Provide work lofts with flex space for “at-home” work or small business Land Use/Tenant Mix
• Include mixed-use for local serving retail & services in building • Provide senior housing or assisted care housing
• Provide cash out (money back if parking not used) for owners, renters, or tenants • Unbundle parking from leases or sales & require pay parking • Unbundle free parking for commercial leases
• Provide priority parking for certified vanpool or carpool users • Provide reserved space for carshare
• Tenant provided with rent credit for each employee allowed to telework Programmatic
• Provide cash out (money back if parking not used) for owners, renters, or tenants • Unbundle parking from leases or sales & require pay parking • Unbundle free parking for commercial leases
• Provide priority parking for certified vanpool or carpool users • Provide reserved space for carshare
• Tenant provided with rent credit for each employee allowed to telework Near Site Features
• Provide a drop-off zone for Ridesharing such as Uber/Lyft/taxis • Finance improvements for an enhanced transit stop
• Provide carshare reserved spaces on street (such as Car2Go) • Provide small parking for NEV, motorcycles or scooters • Provide additional off-site bike parking beyond on-site bike parking Funding
• Provide membership in carsharing programs if available • Provide membership in bikesharing programs if available • Property manager to subsidize (75%) transit passes for one car tenants • Property management to subsidize (75%) transit for on-site employers • Property manager to subsidize (75%) passes for tenants to give to customers • Property manager to offer links to SANDAG rideshare/iCommute/RideMatcher Table T-3: TDM Measures from the Parking Reduction Bonus Program

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Future New Mobility, TSM, and TDM
Improvements
National City is committed to leveraging the continued advancements in micromobility as tools for its smart growth and climate action goals. Micromobility, including bikes, scooters, and NEVs, provide additional access to the bicycle network and opportunities for links with transit. Encouraging the use of micromobility by developing programs, facilities, and connected paths will support the overall bicycle network.

Figure T-17 on page 74 illustrates how the future active transportation and micromobility network can overlap and interface with existing transit routes and stations.

Through the 2021 Regional Plan, SANDAG has developed
a transportation vision that includes a mobility hub recommendation in National City. Mobility hubs are transportation centers located in smart growth areas served by high frequency transit service. They provide an integrated suite of mobility services, amenities, and technologies that bridge the distance between transit and an individual’s origin or destination. SANDAG’s Regional Mobility Hub Implementation Strategy identified potential mobility hub opportunities at the 8th Street Trolley Station. The 8th Street Trolley Station is located a short distance from major waterfront employers, including Naval Base San Diego. The station provides a convenient Park & Ride option for the Blue Line Trolley that connects downtown to the U.S./Mexico border. Implementation of the mobility hub concept can expand upon these transit station investments to enhance the waiting area with technology amenities, expand curb space to accommodate
wayfinding and support operation of shared mobility services and related amenities.

National City’s Homefront to Waterfront project has developed mobility hub typologies for potential intersection and mid-block hubs.

Figure T-18 highlights these typologies for future integration with the City’s overall new mobility goals and policies. 73 Page 825 of 1838
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Figure T-17: Future Active Transportation and Micromobility Network

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Figure T-18: Mobility Hubs
Source: National City Homefront to Waterfront

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Goals and Policies

ALTERNATIVE MODES OF TRAVEL
Goal T-10: Increased use of alternative modes of travel to reduce peak hour vehicular trips, save energy and improve air quality.

Policy T-10.1: Encourage businesses to provide flexible work schedules for employees.

Policy T-10.2: Encourage employers to offer shared commute programs and/or incentives for employees to use transit, bicycles or other shared and non-motorized mobility options.

Policy T-10.3: Require new developments to provide adequate bicycle parking and support facilities.

Policy T-10.4: Encourage carpooling and other shared commute programs.

Policy T-10.5: Encourage the use of alternative transportation modes.

Policy T-10.6: Prioritize attention to transportation issues around schools to reduce school-related vehicle trips.

Policy T-10.7: Seek opportunities to reduce vehicle trips before requiring physical roadway improvement.

Policy T-10.8: Create a safe and comfortable network of micromobility (bicycles, scooters, etc.) facilities to transit, schools, parks, recreation centers, shopping districts, and other key destinations.

Policy T-10.9: Encourage and facilitate micromobility through wayfinding and signage.

Policy T-10.10: Ensure new transportation plans and projects are communicated with community members in various languages.

Policy T-10.11: Create collaborations with community-based organizations and local leaders to engage and educate community on transportation planning processes.

Why is this Important?
Reducing vehicular trips, especially at peak commuting times, can be accomplished through improvements to pedestrian circulation, bike and transit systems, increased use of carpooling, and accommodations made by employers to allow for flexible work schedules, including work from home provisions. Trip reduction, by whichever means, translates into less traffic congestion, fewer greenhouse gas emissions and improved regional and local air quality.

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Goals and Policies

NON-SINGLE OCCUPANCY VEHICLE MOBILITY
Goal T-11: Increase access to multimodal, non-single occupancy vehicle mobility options for all residents and visitors.

Policy T-11.1: Explore partnerships with private mobility providers to enhance existing transportation network.

Policy T-11.2: Create a framework and standards for data collection and management for private mobility providers.

Policy T-11.3: Pilot new technologies to engage and educate community, and collect information for integration into overall mobility system
Policy T-11.4: Create New Mobility Strategic plan, setting goals, priorities, and guidelines for implementation and evaluation of new mobility projects
Policy T-11.5: Identify opportunities for implementation of electric vehicle (EV) infrastructure in coordination with the private sector, prioritizing EV infrastructure targeted to communities most impacted by air pollution.

Policy T-11.6: Create accessible wayfinding, including various languages, ADA compliant signage and signals, and non-internet reliant communication options for services such as transit, paratransit, and shared mobility services.

Why is this Important?
Travel behavior continues to change with advances in technology and evolving mobility. Improving access to multimodal transportation options can help meet the needs of residents as demand for new transportation options increases, as well as further prepare the City to be future-ready and leverage transportation technology in a manner that is consistent with its overarching values and climate action goals.

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Public Utilities and Facilities
Public utilities and facilities include electricity, water, sewage, and telecommunication systems, among others. The California Public Utilities Commission (CPUC) holds the exclusive power and sole authority to regulate privately-owned or investor-owned public utilities. This exclusive power extends to all aspects of the location, design, construction, maintenance, and operation of public utility facilities. Nevertheless, the CPUC has provisions for regulated utilities to work closely with local governments and give due consideration to their concerns.

The transportation network is affected by the locations and requirements of public utilities and facilities. Transportation projects and plans must consider these requirements to ensure that the service of public utilities and facilities is maintained. These considerations may impact the type, size, and location of new transportation projects. Some transportation projects may also increase or change utility needs, which must be coordinated with all appropriate public utilities for successful implementation.

Goals and Policies

PUBLIC UTILITIES AND FACILITIES
Goal T-12: Align utility infrastructure planning and implementation with land use, transportation, and future growth needs.

Policy T-12.1: Create a “dig once” policy for all utility projects.

Policy T-12.2: Expand broadband capacity throughout city, prioritizing the needs of low-income residents to access education and jobs.

Why is this Important?
The location of public utilities and facilities has impacts on the transportation network. Connections to transportation infrastructure, how roadways function, and overall community character are influenced by these utility and facility needs. Measures to consider and coordinate with utility and facility needs will support the development of transportation projects and advancements throughout the city.

Safety Element

B.3 SAFETY ELEMENT UPDATE

SAFETY ELEMENT

FOCUSED GENERAL PLAN UPDATE

CONTENTS

1. INTRODUCTION

2. EXISTING CONDITIONS

2.1. Seismic and Geologic Hazards 3

2.2. Flood Hazards and Inundation 10

2.3. Fire and Emergency Services 15

2.4. Emergency and Disaster Preparedness and Response 17

2.5. Hazardous Materials, Brownfields and Military Installations 18

2.6. Climate Change, Adaption, and Resiliency 22

3. CITYWIDE GOALS AND POLICIES

3.1. Seismic and Geologic Hazards 29

3.2. Flood Hazards and Inundation 30

3.3. Fire and Emergency Medical Services 31

3.4. Emergency and Pre-Hospital Medical Services 31

3.5. Emergency Disaster Preparedness and Response 32

3.6. Crime Prevention and Police Protection 33

3.7. Hazardous Materials, Brownfields, and Military Installations 33

3.8. Redevelopment of Brownfields 34

3.9. Climate Change Adaptation and Resiliency 35

LIST OF FIGURES
Figure SE-1: Earthquake Hazard Map 5
Figure SE-2: Liquefaction Hazard Map 7
Figure SE-3: Soils Map 8
Figure SE-4: Landslide Hazard Map 9
Figure SE-5: Flood Hazard Areas 12
Figure SE-6: Dam Failure and Inundation Hazard Map 13
Figure SE-7:Tsunami Inundation Hazard Map 14
Figure SE-8: Wildfire Risk Map 16
Figure SE-9: Envirostor National City Map (July 2022) 20

LIST OF TABLES
Table SE-1: Crime Incidents in National City (2015-2019) 17 Table SE-2: Actual Average Police Response Times (2017) 18 Table SE-3: Geotracker Records for National City (July 2020) 21 Table SE-4: EnviroStor Records for National City (July 2020) 22

Page Left Intentionally Blank

CITY OF NATIONAL CITY

SAFETY ELEMENT
FEBRUARY APRIL 2023

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https://www.estately.com/listings/info/1904-via-las-palmas--5 Page 841 of 1838 SAFETY ELEMENT 1
The safety element also takes into consideration vulnerable communities (i.e., people with disabilities, seniors, children, those without personal vehicles or access to public transportation, and those with limited English proficiency). It evaluates climate-related hazards, how they affect vulnerable communities and provides a comprehensive strategy to respond and minimize the effects on community members.

The Safety Element establishes goals and policies that work to protect the community from risks of injury, loss of life and property, and environmental damage associated with natural and manmade hazards such as wildfires, geologic and seismic hazards, flooding, hazardous materials, military installations, and brownfields. It includes mapping of known seismic and geologic hazards, along with areas subject to flooding and fire risk. This element also includes methods to reduce criminal behavior through environmental design and response objectives related to police and fire operations and emergency services. Although it is not possible to prevent or mitigate all hazards and safety issues, their destructive effects can be reduced to acceptable levels or avoided through careful planning.

This Safety Element update includes a climate adaptation and resiliency section required by Senate Bill 379. Climate change poses a spectrum of risks to communities; the risks most likely to face National City include an increased number of extreme heat days, an increased frequency and intensity of precipitation, and sea-level rise.

1. INTRODUCTION

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2. EXISTING CONDITIONS

2.1. SEISMIC AND GEOLOGIC HAZARDS

2.1.1. EARTHQUAKE
An earthquake is a sudden motion or trembling that is caused by a release of strain accumulated within or along the edge of the Earth’s tectonic plates. Common effects of earthquakes are ground motion and shaking, surface fault ruptures, and ground failure. Earthquakes also can trigger many secondary effects, such as landslides and rock falls, urban fires, building collapse, water tank or dam failures, disruption of essential facilities and systems (water, sewer, gas, electricity, transportation, and communications), and hazardous materials release.1

1. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

The Federal Disaster Mitigation Act of 2000 requires all local governments to create a disaster plan in order to qualify for funding for hazard mitigation planning projects. The County of San Diego’s Multi-Jurisdiction Hazard Mitigation Plan (October 2017) includes all of the cities in the County, as well as unincorporated areas. The Hazard Mitigation Plan addresses:
» Earthquake;
» Liquefaction;
» Landslide;
» Coastal Storms, Erosion, and Tsunami;
» Dam Failure;
» Flood;
» Wildfire and Structure Fire;
» Hazardous and Nuclear Materials Release;
» Manmade Hazards; and
» Terrorism.

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There are five faults located near the planning area. They are listed below, including the most probable maximum Richter scale magnitude earthquake that each might cause:2 » Rose Canyon Fault (6.2-7.0)
» La Nación (6.2-6.6)
» Coronado Bank (6.0-7.7)
» San Diego Trough (6.1-7.7)
» San Clemente (6.6-7.7)
The La Nación Fault Zone poses the greatest potential earthquake threat to the planning area. The Rose Canyon Fault is considered to be the greatest potential threat to the San Diego region as a whole, due to its proximity to areas of high population, but it threatens other parts of the region more than National City.3 There is no risk of surface rupture in the City.

Figure SE-1 displays the location and extent of the profiled earthquake hazard for the planning area. The earthquake hazard is based on probabilistic peak ground acceleration, which correlates to how hard the earth shakes in a given area. Although located near fault lines, the planning area lies within medium-low to low shake potential zones.

A compounding factor to the risks associated with seismic events within the planning area is the prevalence of unreinforced masonry buildings. Unreinforced masonry buildings are primarily older structures, typically constructed prior to 1973. Approximately 53 percent of structures in National City were constructed prior to 1970, compared to 31 percent in San Diego County overall.4 Unreinforced masonry buildings, due their construction type and age, are at greater risk for damage or collapse during a seismic event.5

2. Thomas A. Deméré, Ph.D. (2009). Faults and earthquakes in San Diego County. San Diego Natural History Museum. Retrieved January 4, 2021 from http://archive.sdnhm.org/research/paleontology/ sdfaults.html.

3. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

4. U.S. Census Bureau, American FactFinder. (2000.) Census 2000, Summary File 3. Retrieved May 3, 2010 from: http://factfinder.census.gov/home/en/datanotes/expsf3.htm.

5. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

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Figure SE-1: Earthquake Hazard Map
Data sources: Earthquake Hazards [National City, Fault Lines, July 2020; Probabilistic Peak Ground Acceleration, July 2020], Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

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2.1.2. LIQUEFACTION
Liquefaction is a phenomenon in which ground shaking triggered by an earthquake causes loose soils to lose strength and take on the consistency of a heavy liquid. When the soils supporting structures liquefy, bearing strength is lost, and structures collapse. Historically, seismic shaking levels in the San Diego region have not been sufficient to trigger liquefaction.6 Figure SE-2 displays the location and extent of areas with a risk of liquefaction within the planning area, based on probabilistic ground acceleration data from the United States Geological Survey (USGS) and a Scenario Earthquake Shake map for Rose Canyon from the California Integrated Seismic Network (CISN). National City has a low to medium liquefaction risk. However, per Figure SE-3, which shows the soil classes of the National Earthquake Hazards Reduction Program (NEHRP), there are some soil types in the western portion of the planning area which can amplify the risk of liquefaction due to NEHRP Soil Class D (stiff soil, stiff clay, and some gravel).7 Hydric
soils, or soils that are often saturated or characteristic of wetlands, can increase the potential for liquefaction.8
The planning area contains a few hydric soils, including CkA Chino silt loam saline, Rm Riverwash, Tf Tidal flats, and TuB Tujunga sand, per Figure SE-3. However, according to the 2006 United States Department of Agriculture (USDA) Soil Survey, there are very few areas in the City that contain these soil types (See Figure SE-3).

2.1.3. LANDSLIDES
Landslides occur when masses of rock, earth, or other material move down a slope. They are influenced by human activity such as mining and construction, and natural factors, such as rain and topography.

6. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

7. Indiana Geological Survey, (2011), Liquefaction Potential of Surficial Materials, 2011

8. County of San Diego (2007, July). Guidelines for determining significance – Geologic hazards.

Landslides frequently accompany floods and earthquakes. Landslide risk is determined by steep slopes that have 25 percent or greater incline, soil type, and soil-slip susceptibility as defined by the USGS.9 National City is not identified as an area where significant landslides have occurred in the past. It is a highly urbanized area with very few slopes exceeding a 25 percent grade.

Figure SE-4 displays landslide hazards. The risk of landslides is low within the planning area.

9. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

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Figure SE-2: Liquefaction Hazard Map
Data sources: Liquefaction [National City, Fault Lines, July 2020 SANGIS, Potential Liquefaction, June 2017)], Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

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Figure SE-3: Soils Map
Data sources: Soil Types [SANGIS, Soils, April 2015)], Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

SAFETY ELEMENT 9
Figure SE-4: Landslide Hazard Map
Data sources: Soil Types [SANGIS, Soils, April 2015)], Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

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2.2.2. FLOOD HAZARD AREAS
The potential for flood hazards in the planning area generally exists along the entire bayfront, as well as the three major drainage basins:

Sweetwater River, Paradise Creek, and Las Puleta Creek.

To prepare and mitigate hazards from flooding, National City participates in the National Flood Insurance Program. Potential flood zones are identified on flood insurance rate maps (FIRMs) that are supplied by FEMA. The maps are based on hydrologic (the distribution of water on the surface) analysis, and hydraulic (the movement of water) analysis. Data used in preparing the FIRMs includes information on historical storm systems, tides, waves, beach profiles, topography, and drainage patterns.

FEMA designates flood hazard areas in a 100-year flood category and a 500-year flood category. The 100-year flood zone indicates the flood elevation that has a one percent chance of being equaled or exceeded each year. The 500-year flood zone indicates that the flood elevation has a 0.2 percent chance of exceedance each year. Figure SE-5 Flood Hazard Zones, identify the floodplain areas within the planning area, along with the locations of critical public facilities (e.g., fire stations, police stations, schools, and government buildings). Figure SE-5 also illustrates the streams and creeks and floodplain limits as depicted on the 2020 FIRM maps as well as the floodplain and levee protection zones as a result of the ACOE channelization improvements (constructed year 1997).

In addition to the riverine flood-prone areas identified on the FEMA FIRM panels, the planning area also may experience flooding within low-lying coastal areas due to tidal surges and in scattered areas throughout the city along smaller tributaries.

2.2. FLOOD HAZARDS AND INUNDATION
A flood occurs when excess water from snowmelt, rainfall, or storm surge accumulates and overflows onto a river’s bank or to adjacent floodplains. Floodplains are lowlands adjacent to rivers, lakes, and oceans that are subject to recurring floods. Several factors contribute to the severity of floods including rainfall intensity and duration.10

2.2.1. HISTORIC FLOODING
Due to the city’s close proximity to the Bay and its relatively flat topography, the city has experienced flood damage from historical flooding events. The Sweetwater River drainage area comprises approximately 219 square miles, and according to historical floodplain maps, consisted of a poorly defined channel in a very broad floodplain. In 1968, Congress authorized the construction of the Sweetwater Flood Control Channel and the associated SR-54 construction.11 Circa 1976, the Unites States Army Corps of Engineers (ACOE) started building the Sweetwater Channelization project (including widening the channel and the construction of levees) to reduce the limits of the existing floodplain. The ACOE project was designed to convey the 500-year flood within the channel in order to considerably reduce the overflow of the Sweetwater River.12 The project included the construction of levees on both the north and south sides of the channel, which extend from I-5 to I-805. The Sweetwater River Channel protects historically flood-prone areas in National City, Chula Vista, and the unincorporated area of San Diego County.

10. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

11. US Army Corps of Engineers, Sweetwater River Final Environmental Impact Statement, March 1982, p.1

12. FEMA, San Diego County Flood Insurance Study, last revised September 29, 2006, p. 44

SAFETY ELEMENT 11
es were damaged. Other coastal storms that caused notable damage were during the El Niño winters of 1977-1978, 1997-1998, and 2003- 2004. Other Proclamations occurred in December 2010, July 2015, and February 2017.14
Coastal erosion is the gradual wearing away of coastal land and occurs when more sediment is lost along a particular shoreline than is redeposited by the water body. The risk of damage due to coastal erosion in National City is very low because there are no steep cliffs along the shoreline.

Tsunamis are waves caused by fault disturbances along the ocean floor. They travel at very fast speeds until they reach the coastline, where their speed and wavelength decrease, and their height increase greatly. The largest tsunami effect recorded in San Diego occurred on May 22, 1960, and had a maximum wave height of 2.1 feet. In this event, 80 meters of dock were destroyed, and a barge sunk in Quivera Basin in Mission Bay. Damage does not necessarily occur in direct relationship to wave height. Other tsunamis have occurred in San Diego County with higher wave heights, but did not cause as much damage as the 1960 tsunami.

National City is relatively well protected from coastal storms and erosion because of its position within the San Diego Bay behind Coronado Island and the Silver Strand, an isthmus that connects Coronado to the mainland. The tsunami risk primarily occurs along most of the coast and the mouths of Paradise Creek and Sweetwater River, as shown on Figure SE-7. There is no risk of seiches in the City.

14. County of San Diego (2007, August). Floodplain Management Plan.

2.2.3. DAM FAILURES
Dam failure can cause a significant amount of loss of life and structures due to flash flooding occurring soon after the initial break. Dam failure is usually the result of age, poor design, or structural damage caused by a major event, such as an earthquake or flood. Dam failures are considered low probability, high-loss events.

Two major dam failures have been recorded in San Diego County.

They both occurred as a result of the Hatfield Flood of 1916, which caused the failure of both the Sweetwater and Lower Otay Dams, resulting in 22 deaths and $4.5 million in damages.13
The three closest dams to National City are the:
» Sweetwater Dam (5.33 miles away);
» Bonita Long Canyon Dam (4 miles away); and
» Eastlake Dam (9.5 miles away).

Figure SE-6 illustrates the dam failure hazard for the planning area.

As shown on the map, there are some parts of the planning area, primarily along the southern boundary, that would be subject to inundation if the Sweetwater Dam failed.

2.2.4. COASTAL STORMS, COASTAL EROSION, AND TSUNAMIS
Coastal storms, coastal erosion, and tsunamis are mapped and profiled as a group since many of the same factors and risks are involved. Coastal storms can cause increases in tidal elevations, wind speed, and erosion. There were 11 Proclaimed States of Emergency for Weather/Storms in San Diego County between 1950 and 2017. In January and February 1983, the strongest-ever El Niño-driven coastal storms caused over 116 million dollars in beach and coastal damage.

Thirty-three homes were destroyed, and 3,900 homes and business13. County of San Diego (2007, August). Floodplain Management Plan.

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Figure SE-5: Flood Hazard Area Map
Data sources: Flood Hazard Zones [SANGIS, Floodplain, June 2020 (As derived from the National Flood Hazard Layer (NFHL) data which incorporates all Flood Insurance Rate Map (FIRM) databases published by the Federal Emergency Management Agency (FEMA), and any Letters Of Map Revision (LOMRs) that have been issued against those databases since their publication date.

Latest Study Effective Date 12/20/2019, Latest LOMR Effective Date 06/22/2020); Places, June 2020; U.S. Army Corp of Engineers, National Levee Database, Accessed July 2020], Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

SAFETY ELEMENT 13
Figure SE-6: Dam Failure and Inundation Hazard Map
Data sources: Dam Failure Hazards [SANGIS, Dams, May 2016; Dam Inundation Areas, June 2020] Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

14 ADMINISTRATIVE DRAFT - FEBRUARY APRIL 2023
Figure SE-7: Tsunami Inundation Hazard Map
Data sources: Dam Failure Hazards [SANGIS, Dams, May 2016; Dam Inundation Areas, June 2020] Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

SAFETY ELEMENT 15
is comprised of three divisions: Administration, Fire Prevention, and Operations, and maintains a staff of 46 personnel that provide fire control, emergency medical service, rescue, and fire prevention and education.

The Fire Department is dependent on automatic aid and mutual aid partners, typically from San Diego, Chula Vista, Federal Fire, and the Bonita Fire Protection District. The National City Fire Department had a response time of six minutes thirty-four seconds 90 percent of the time for 911-emergency calls.17 Prior to approval of a development project or issuance of a building permit, the City of National City Fire Department and the Sweetwater Authority verify that the peak load water supply requirement can be met.

Fire flow requirements vary depending on a number of factors, such as a building’s use, size, type of construction, building material, and density. The National City Fire Department issues fire flow requirement letters to building contractors identifying the fire flow requirements for specific building types, and the Sweetwater Authority reviews and comments on those letters to ensure that its water mains have the capability to handle those requirements.18
The National City Fire Department contracts with a private ambulance provider, to provide emergency medical services to the planning area. Fire department personnel typically arrive on scene first and provide basic and advanced life support services. When paramedic ambulance crews arrive to provide advanced life support services, fire department personnel regularly assist.

In most instances, depending on staffing levels, the Fire Department provides a paramedic on Truck 34, Engine 34, Engine 31, and Squad 33 in addition to paramedic services on ambulances provided by the ambulance provider.

17. Amedee, Walter (2020, August 3). National City Fire Department. Personal communication.

18. Hernandez, Robert. (2009, February 9). National City Fire Department. Personal Communication.

2.3. FIRE AND EMERGENCY SERVICES

2.3.1. STRUCTURE FIRES AND WILDFIRE
There are several fire risk factors affecting the planning area. An increase in the population of minors and seniors has caused greater dependence issues, as seniors and children require more assistance when evacuating a structure; the high cost of housing has led to the overcrowding of homes; and approximately 92 percent of the homes in National City are over 30 years old, and approximately 52 percent are over 50 years old, as compared to approximately 84 percent and 31 percent of homes in San Diego County, respectively.15 This is the age at which electrical and heating systems are more likely to cause fires, if not properly maintained.16
The planning area has pockets of grass, brush, and trees in between developed areas and in the hills located to the east. However, the planning area is identified as urban unzoned and does not pose a severe wildfire threat, as illustrated on Figure SE-8. The greatest risk for wildfires is east of the planning area near Bonita.

2.3.2. FIRE PROTECTION AND EMERGENCY MEDICAL

SERVICES
The City’s Fire Department provides fire protection and emergency medical services in National City and the Lower Sweetwater Fire Protection District covers the unincorporated area of Lincoln Acres. There are three fire stations serving the planning area. Station 34 is located at 343 East 16th Street, Station 33 is located at 2005 East 4th Street, and Station 31 is located at 2333 Euclid Avenue in unincorporated Lincoln Acres. The administration office is located at 1243 National City Boulevard. The Fire Department

15. U.S. Census Bureau,2018 American Community Survey 1-Year Estimates, Table ID: B25034, Housing units, Year Structure Built for San Diego County and National City

16. Citygate Associates, LLC (2009, January). Fire Response Study for the National City Fire Department.

16 ADMINISTRATIVE DRAFT - FEBRUARY APRIL 2023
Figure SE-8: Wildfire Risk Map
Data sources: Wildfire Risk [SANGIS, Fire Hazard Severity Zones, April 2015] Basemap [LAFCO, Planning Area Boundary, July 2020; National City, City Boundary, April 2020; SANGIS, Roads, April 2020]

SAFETY ELEMENT 17

2.4.1. CRIME PREVENTION AND POLICE PROTECTION
According to the National City Police Department, the total violent and property crime incidents in the City increased by an incremental amount between 2018 and 2019 (see Table SE-1, below).

The National City Police Department considers gang activity to be one of the root causes of violent crime problems in National City.

There are four gangs and approximately 300 known gang members in National City . It is noted that the Old Town National City (OTNC) gang, has several subsets. Furthermore, to the known gang members, there are approximately 100 gang associates. In addition, tagging crews in National City are also known to commit violent acts, similar to known gang member activities.

CRIME PREVENTION THROUGH ENVIRONMENTAL DESIGN
Crime Prevention through Environmental Design (CPTED) is a multi-disciplinary approach to reducing crime and increasing perceived safety. It seeks to dissuade offenders from committing crimes by manipulating the physical environment in which those crimes

2.4. EMERGENCY AND DISASTER

PREPAREDNESS AND RESPONSE
During fiscal year 2005-2006, the President directed the Secretary of the Department of Homeland Security to develop and administer a National Incident Management System (NIMS), which provides a consistent nationwide approach for federal, state, local, and tribal governments to work together more effectively and efficiently to prevent, prepare for, respond to, and recover from disasters. National City has integrated NIMS into the emergency management system by providing all Emergency Operations Center (EOC) staff members with appropriate NIMS training. EOC staff members may perform multiple functions when the EOC is activated. Each City Department has assigned functions and positions. The goal is to have three individuals trained for each EOC position to allow for sustained 24 hour, seven day-a-week EOC operations. The EOC manages the Department Operations Centers (DOCs), when they are activated, who in turn manage the field operations. The EOC requests additional resources from the County EOC when necessary.19
The City adopted an updated Emergency Operations Plan in October 2020. The plan describes a comprehensive emergency management system which provides for a planned response to disaster situations associated with natural disasters, technological incidents, and nuclear-related incidents. It describes the overall responsibilities for protecting life and property and assuring the overall wellbeing of the population. The plan also identifies the sources of outside support that might be provided by other jurisdictions as well as the private sector.20

19. Amedee, Walter (2009, October 14). National City Fire Department. Personal communication.

20. City of National City. (2000). Emergency Plan.

Offense 2015 2016 2017 2018 2019
Violent Crime
Homicide 2 3 3 2 0
Rape 17 13 23 22 25
Robbery 142 108 109 101 128
Aggravated Assult 163 143 161 180 204
Total Violent Crime 324 267 296 305 357
Table SE-1: Crime Incidents in National City (2015-2019)

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Offense 2015 2016 2017 2018 2019
Property Crime
Burglary 183 182 132 127 115
Larceny 942 734 667 748 735
Motor Vehicle
Theft
324 460 358 292 274
Arson 14 5 11 8 5
Total Property
Crime
1,643 1,638 1,168 1,175 1,129
Source: Cekander, Lauren. (August 6, 2020). National City Police Department.

NR = Not Reported
occur.21 The three most common built environment strategies applied in CPTED are natural surveillance, natural access control, and natural territorial reinforcement. Natural surveillance increases the perceived threat of apprehension to a criminal, who believes he can be seen. Natural surveillance can be implemented by designing sites in such a way as to maximize visibility and foster social interaction among legitimate users of both private and public space. Natural access control attempts to limit the opportunity for crime by taking steps to clearly differentiate between public space and private space.

It is accomplished through the conscientious placement of entrances and exits, fencing, lighting, and landscaping, as to limit access or control the flow of ingress and egress to an area. Finally, territorial reinforcement promotes social control through a heightened definition of space and ownership. An environment designed to clearly delineate private space creates a sense of ownership. “Owners” typically have a vested interest and are more likely to challenge intruders. This

21. International Clearinghouse on Crime Prevention through Environmental Design. (n.d.) FAQs.

Retrieved April 8, 2010 from http://www.thecptedpage.wsu.edu/. also creates an environment where “strangers” or “intruders” stand out and are more easily identified.

2.4.2. POLICE PROTECTION
The National City Police Department employs 92 officers and 43 professional staff members. The police station is located at 1200 National City Boulevard. The Department’s actual average response times are divided into five categories (see Table SE-2). The Department seeks to maintain a response time of less than six minutes for Priority 1 calls. Presently, this response time is being met.

Category Time
Priority 1 - Emergency 5:15
Priority 2 - Urgent 8:36
Priority 3 - Serious 18:56
Priority 4 - Non-Urgent 32:00
Priority 5 - Self-Initiated/Other 4:07
Note: Priority-5 usually occurs when an officer makes his own stop and it is called into dispatch for accountability purposes; therefore, it has a fast response time.Source: Cekander, Lauren. (August 6, 2020). National City Police Department.

Table SE-2: Actual Average Police Response Times (2017)

2.5. HAZARDOUS MATERIALS, BROWNFIELDS

AND MILITARY INSTALLATIONS

2.5.1. HAZARDOUS MATERIALS FACILITIES AND TRANSPORT
Hazardous materials include a wide variety of substances commonly used in households and businesses. Used motor oil, paint, solvents, lawn care and gardening products, household cleaners, gasoline, and refrigerants are among the diverse range of substances classified as

SAFETY ELEMENT 19
According to data compiled by the Environmental Health Coalition (EHC), National City has a greater number of hazardous materials facilities per square mile than the incorporated areas of San Diego County, particularly within the Westside (Old Town) neighborhood where some of these facilities are within close proximity to residential uses. Through implementation of National City’s Westside Specific Plan, the City is in the process of addressing this mix of land uses that are part of the Westside neighborhood.

Additionally, three freeways (i.e., I-5, I-805, and SR-54) and freight rail lines pass through the city, making it susceptible to hazardous spills, releases, or accidents. The major transit corridors of I-5 and I-805 have been the locations of the majority of incidents that the County’s Hazardous Incident Response Team (HIRT) has responded to in recent years.
hazardous materials. Nearly all businesses and residences generate some amount of hazardous waste. Certain businesses and industries generate larger amounts of such substances including gas stations, automobile service and repair shops, printers, dry cleaners, and photo processors. Hospitals, clinics, and laboratories generate medical waste, which is also potentially hazardous.

Health and environmental risks associated with hazardous materials are related to releases that can occur at facilities (fixed site) or along transportation routes (off-site). Releases can occur as a result of human carelessness, technological failure, intentional acts, and natural hazards. Hazardous materials releases, depending on the substance involved and type of release, can directly cause injuries and death and/or contaminate air, water, and soils.22
Figure SE-9 illustrates the Department of Toxic Substances Control (DTSC)’s EnviroStor online data management system for tracking cleanup, permitting, enforcement, and investigation efforts at hazardous waste facilities and sites with known or suspected contamination issues, as well as the State Water Resources Control Board (SWRCB)’s Geotracker database for sites that impact, or have the potential to impact, water quality in California, with emphasis on groundwater within the planning area.23
Hazardous materials facilities are regulated by the San Diego County Department of Environmental Health’s (DEH) Hazardous Material Division (HMD). HMD’s primary goal is the protection of human health and the environment by ensuring that hazardous materials, hazardous waste, medical waste, and underground storage tanks are properly managed. There are a total of 12,747 sites with permits to store and maintain chemical, biological, and radiological agents, and explosives in the County (permitted sites).24

22. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

23. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

24. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

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Figure SE-9: Envirostor National City Map (December 2022) Data sources: Department of Toxic Substances Control’s EnviroStor online data management system (July 2022)

2.5.2. BROWNFIELDS
A brownfield site is real property that may include the presence of a hazardous substance, pollutant, or contaminant. In addition to being contaminated, or thought to be contaminated, brownfields are generally underutilized due to perceived remediation costs and liability concerns. Due to National City’s industrial and shipping-based history, a substantial amount of the acreage west of I-805 contains brownfields.

The GeoTracker database reports 41 Active sites with potential contamination issues to water quality and groundwater resources, illustrated in Figure SE-9 and summarized in Table SE-3.

Sites with potential contamination issues for National City are illustrated in Figure SE-9 as Envirostor sites and statuses. Table SE-4 summarizes the clean-up records for National City. The remediation, or clean-up, of a brownfield site depends on its planned future use and the type and extent of contamination. Once contamination issues are addressed, however, the site can be redeveloped to a productive use (such as housing) and support economic development goals.

The repurposing of brownfield sites is important, given the limited availability of vacant land in the City.

SAFETY ELEMENT 21
Table SE-3: Geotracker Records for National City (July 2020) Site/Facility Type (1) Active/Open (7) Closed (8)
Cleanup Progam Site (2) 9 78
Leaking Underground Storage Tank (LUST) Cleanup Sites (3) 8 92 Land Disposal Site (4) 2 1
Permitted Underground Storage Tank (UST) 22 N/A
Total 41 171
(1) Geotracker definitions: https://geotracker.waterboards.ca.gov/site_type_definitions (2) Cleanup Program Site: Includes all “non-federally owned” sites that are regulated under the State Water Resources Control Board’s Site Cleanup Program and/or similar programs conducted by each of the nine Regional Water Quality Control Boards. Cleanup Program Sites are also commonly referred to as “Site Cleanup Program sites”. Cleanup Program Sites are varied and include but are not limited to pesticide and fertilizer facilities, rail yards, ports, equipment supply facilities, metals facilities, industrial manufacturing and maintenance sites, dry cleaners, bulk transfer facilities, refineries, mine sites, landfills, RCRA/CERCLA cleanups, and some brownfields. Unauthorized releases detected at Cleanup Program Sites are highly variable and include but are not limited to hydrocarbon solvents, pesticides, perchlorate, nitrate, heavy metals, and petroleum constituents, to name a few. (3) LUST Cleanup Site: includes all Underground Storage Tank (UST) sites that have had an unauthorized release (i.e. leak or spill) of a hazardous substance, usually fuel hydrocarbons, and are being (or have been) cleaned up. In GeoTracker, Leaking Underground Storage Tank (LUST) sites consist almost entirely of fuel-contaminated LUST sites (also known as “Leaking Underground Fuel Tank”, or “LUFT” sites) which are regulated pursuant to Title 23 of the California Code of Regulations, Chapter 16, Article 11. (4) Land Disposal Site: Includes sites with solid and/or liquid wastes discharged to land such as landfills, mines, surface impoundments, waste piles, and land treatment facilities. These may be regulated pursuant to the California Code of Regulations (Chapter 15 of Title 23, or Title 27), or regulated pursuant to the California Water Code. Land disposal sites regulated pursuant to the California Water Code include composting facilities. Wastes contained at land disposal sites are characterized as Class I (hazardous), Class II (designated), Class III (non-hazardous), or Unclassified (inert) pursuant to the California Code of Regulations, Title 22. (5) Permitted UST: includes facilities at which the owner or operator has been issued a permit to operate one or more USTs by the local permitting agency. Permitted UST Facilities are imported weekly from the California Environmental Reporting System (CERS). (6) Source: State Water Resources Control Board, Geotracker, Project Search Results for National City, CA. Accessed July 29,2020. https://geotracker.waterboards.ca.gov/search?CMD=- search&case_number=&business_name=&main_street_name=&city=National+City&zip=&county=San+Diego&SITE_TYPE=LUFT&SITE_TYPE=SLIC&SITE_TYPE=LANDFILL&SITE_TYPE=DOD%2C+- DODPRIV%2C+DODUST&SITE_TYPE=WDR&SITE_TYPE=IRRIGATED_LANDS&SITE_TYPE=SAMPPOINTPUBLIC&SITE_TYPE=UST&SITE_TYPE=NONCLEANUP&SITE_TYPE=PROJECT&SITE_TYPE=CAF&SITE_ TYPE=WATERPONDS&SITE_TYPE=INJECTION&SITE_TYPE=GWMPLAN&SITE_TYPE=GWMPEX&SITE_TYPE=OTHEROILGAS&oilfield=&STATUS=&BRANCH=&MASTER_BASE=&Search=Search (7) Open = investigation is underway
(8) Closed = investigated and meets regulatory cleanup requirements

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2.5.3. MILITARY INSTALLATIONS
The military utilizes hazardous materials in its operations, including the powering of large ships and submarines. The U.S. Navy’s Safety Department at Naval Base San Diego has responsibilities that include mishap investigation, reporting and recordkeeping, workplace inspections, hazardous material control and management, employee reports of unsafe/unhealthful working conditions, relations with federal Occupational Safety and Health Administration (OSHA) officials, and training.25

25. Naval Base San Diego (n.d.). Safety. Retrieved February 12, 2010 from https://www.cnic.navy.mil/ sandiego/Programs/Operations/Safety/index.htm.

2.6. CLIMATE CHANGE, ADAPTION, AND

RESILIENCY
Climate change is already affecting the City of National City and is projected to do so well into the foreseeable future. Current and projected climate change impacts as discussed in California’s Fourth Climate Change Assessment: San Diego Region Report (2018), includes increased temperatures, changes in precipitation patterns, increased wildfires, increased flooding, and sea-level rise. These changes have the potential to have widespread impacts ranging from flooding risks, extreme heat, public health and safety, ecosystem function, and economic continuity. This section of the Safety Element evaluates climate related risks and its potential impacts to National City, and strategies to address or reduce the impacts of climate change.

2.6.1. REGULATORY FRAMEWORK
California Senate Bill 379 will require cities and counties within California to integrate climate adaptation into their general plans by January 1, 2017 or January 21,2022, depending on whether that city or county has adopted a local hazard mitigation plan. This requires the safety element to be updated to address climate adaptation and resilience strategies applicable to the city or county based on a vulnerability assessment, a set of adaptation and resiliency goals or policies, and a set of feasible implementation measures.

2.6.2. CLIMATE CHANGE RISK IN NATIONAL CITY
By understanding trends, identifying vulnerabilities, developing adaptation strategies, and monitoring results, National City can move towards a more equitable, secure, and resilient future. This section identifies historic, current, and anticipated trends of climate change risks in National City.

Project Type Active/ Certified/
Refer to other
Agency
Closed/Inactive
Voluntary Cleanup 1 0
Tiered Permit 4 3
Corrective Action 2 0
State Response 4 0
Military Evaluation 1 4
Non-Operating 0 1
School Investigation 0 4
Operating Permit 1 0
Evaluation – 1248 Local
Agency
8 0
Source: Department of Toxic Substances Control, Envirostor database, Search:

National City, CA, Accessed July 2020
Table SE-4: EnviroStor Records for National City (July 2020)

SAFETY ELEMENT 23
from September through May but most intensely in December and January. Increased drought, deficit moisture for vegetation, and dead fuels are likely to increase wildfire risk during fire weather extremes caused by Santa Ana Winds.28
Wildfires claim lives, destroy property, forces mass evacuations, and exposes large populations to unhealthy levels of smoke for days to weeks at a time. These events test the capacity of local emergency response resources, and in too many cases can overwhelm communities in preparing for and responding to such events.

PRECIPITATION
Precipitation will remain highly variable but will change in character, with wetter winters, drier springs, and more frequent and severe droughts punctuated by more intense individual precipitation events. An alteration of precipitation will likely affect water demand and supply, water quality, and flooding emergencies.

SEA LEVEL RISE
Although sea level rise may seem to be occurring at a relatively low rate, this rate is expected to accelerate. It is presently affecting coastlines and over time it will affect the frequency and extent of coastal flooding and shoreline erosion.29 Sea level rise projections under all greenhouse gas emissions scenarios predict accelerating sea level rise. Sea level along the San Diego County coast is expected to rise approximately one foot by mid-21st century, and three feet or potentially much higher by 2100.30 Portions of National City are within the coastal zone, and impacts from sea level rise may include flooding, storm surge, and erosion.

28. https://www.energy.ca.gov/sites/default/files/2019-11/Reg_Report-SUM-CCCA4-2018-009_SanDiego_ADA.pdf

29. https://www.oceansciencetrust.org/wp-content/uploads/2019/08/OceanCoast_v3.MR_10.25.18_ FINAL.pdf

30. https://www.energy.ca.gov/sites/default/files/2019-11/Reg_Report-SUM-CCCA4-2018-009_SanDiego_ADA.pdf

EXTREME HEAT
National City will likely experience an increase in the frequency and duration of extreme heat events due to climate change, impacting community health and the viability of transportation networks. Temperature is projected to increase substantially, by 5˚F to 10 ˚F by the end of the 21st century. Along with mean temperature, heat wave frequency will increase, with more intensity and longer duration. Marine layer clouds can help to mitigate the impacts of temperature change in the coastal regions, though these clouds are not well represented in climate models requiring further research.26

DROUGHT
The Mediterranean character of wet winters and dry summers in National City is projected to continue and possibly intensify with wetter winters and drier shoulder seasons (spring and autumn). Changes in annual total precipitation are uncertain but most climate models indicate that there will be fewer wet days, but more intense precipitation received when wet days do occur. The reduction in the number of wet days leads to more variable yearly precipitation and consequently, more frequent and intense drought. Longer dry, warm seasons and increasing evapotranspiration due to higher temperature and lower daytime relative humidity will cause stronger seasonal dryness of San Diego County landscapes.27

WILDFIRE
Climate change is expected to increase the frequency, intensity, and duration of wildfire events impacting National City. The largest fires occur during strong, Santa Ana winds, which occur within a broad season

26. https://www.energy.ca.gov/sites/default/files/2019-11/Reg_Report-SUM-CCCA4-2018-009_SanDiego_ADA.pdf

27. https://www.energy.ca.gov/sites/default/files/2019-11/Reg_Report-SUM-CCCA4-2018-009_SanDiego_ADA.pdf

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ulation experiencing a higher level of vulnerability due to lack of air conditioning while the inland population will be vulnerable through exposure to dangerously hot temperatures. Generally, the most vulnerable populations from extreme events are those who lack resources, are socially isolated, or whose health is already compromised.

Extreme Heat Impacts on Public Health
Although warmer temperatures are likely to impact a wide range of populations, the most vulnerable high-risk subgroups in National City includes groups that may be socially, linguistically, and politically isolated (homeless, migrants, refugees, women and girls), and those who lack resources or opportunities to prepare and adapt to these challenges making them more vulnerable to the impacts of climate change and natural disasters.

Preparing for these extreme heat events will require a combination of strengthening National City’s preparedness for extreme heat events and adaptation by modifying and cooling the built environment in which we live.

DROUGHT
In future decades, National City will be confronted with, among other cities, more intense droughts. Drought impacts can include water restrictions associated with domestic supplies, economic impacts to tourism and recreation, increased firefighting costs, and increased costs for water.

Drought Impacts on Transportation
Climate changes, including drought, may result in increased maintenance and repair expenditures, disruptions of economic activity, and interruptions of critical lifelines.

2.6.3. VULNERABILITY ASSESSMENT

EXTREME HEAT
Recent research indicates that heat-related human health impacts may be felt at lower temperatures at the coast than in the inland and desert regions as coastal residents are not acclimated to heat and humidity and are less likely to have air conditioning. A study of hospitalizations and emergency room visits suggests that the definition of hazardous temperatures is not one-size-fits-all and is dependent on background climatology and sociodemographic composition. Populations that are particularly vulnerable to climate change include those with preexisting or underlying health conditions, with chronic illnesses (e.g., asthma), the elderly, and the uninsured. To help vulnerable communities, Public Health Services has joined the Office of Emergency Management in a Partner Relay effort to disseminate messages to vulnerable communities in the event of a natural disaster or public health emergency.

Extreme Heat Impacts on Transportation
Future heat risks can potentially impact and disrupt transportation infrastructure, public services, resources for socially vulnerable populations, and decrease the reliability of energy infrastructure. Sustained periods of extreme heat can lead to the softening and expansion of asphalt services, resulting in potholes and rutted roads. Sustained temperatures above 100°F may cause train tracks to expand, leading to the buckling of rail lines and the derailing of trains. These impacts can lead to closures and traffic delays in the short-term and accelerate the degradation of infrastructure in the long-term.

Extreme Heat Impacts on Vulnerable Communities
Heat will likely affect the entire San Diego region with the coastal popPage 865 of 1838 SAFETY ELEMENT 25
overwhelm communities in preparing for and responding to such events. While National City has an urban unzoned wildfire risk threat, community members may experience indirect impacts from wildfires in neighboring jurisdictions.

Wildfire Impacts on Transportation
Wildfire events can threaten the safety of those using nearby roadways and transportation facilities. Low visibility from smoke and ash can result in road and facility closures. The need to evacuate communities, while providing access for firefighters, can also lead to roadway restrictions as first responders limit traffic. The logistics of quickly evacuating large populations is difficult and may overload the capacity of the road systems.

Wildfire Impacts on Vulnerable Communities
Wildfire events disproportionately impact socially vulnerable communities, exposing them to greater health and safety risks, costs, and barriers to evacuate. These impacts may include lack of access to emergency notifications (due to lack of phone or internet service, or language barriers), lack of personal vehicle, and lack of access to temporary housing or the ability to relocate.

Wildfire Impacts on Public Health
The projected increase in wildfire risk directly relates to an increase health risk from the fires and the smoke produced. Smoke contains particulate matter, ozone, carbon monoxide, and nitrogen dioxide, all of which are associated with respiratory and cardiovascular negative health impacts. As smoke can travel large distances from the fires, the health impacts of smoke is a vulnerability to National City.

Drought Impacts on Vulnerable Communities
Approximately 13 percent of National City’s population is over 65 years old.31 Populations that are socially isolated, dependent on caretakers, and people aged 65 or older are especially vulnerable to the health impacts of climate change. With general trends towards drier conditions, dust storms present air quality and health concerns.

Drought Impacts on Public Health
National City is home to populations that could lack access to medical services, threatening the public health of the community.

National City’s ability to adapt to drought is limited due to resources and funding, but necessary to protect the economy and vulnerable populations. Preparing for drought events will require a combination of strengthening the City’s preparedness for reduced water supplies and better water management practices, including more efficient water use and investment in new technologies- such as wastewater recycling systems.

WILDFIRE
Climate change, including increased heat and extended droughts, has been a key driver in increasing the risk and extent of wildfires in the western United States over the last two decades. It is expected that changes in climate create warmer, drier conditions, leading to longer and more active fire seasons.32 Wildfire events test the capacity of local emergency response resources, and in many cases can

31. U.S. Census Bureau, American FactFinder. Census 2019, TableID: S0101. Retrieved January 6, 2021 from: https://data.census.gov/cedsci/table?q=national%20city%20&tid=ACSST5Y2019.

S0101&hidePreview=false

32. National Oceanic and Atmopsheric Administration. Wildfire Climate Connections, July 18, 2022.

Retrieved July 20, 2022 from: https://www.noaa.gov/noaa-wildfire/wildfire-climate-connection#:~:text=Research%20shows%20that%20changes%20in,these%20increases%20in%20wildfire%20risk.

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Precipitation Impacts on Vulnerable Communities
Socially vulnerable communities include residents living in floodplains as well as community members who do not own cars, have limited evacuation routes, and renters without flood insurance. Socially vulnerable populations are less likely to be able to retrofit their home to be flood-resistant (e.g., elevate or fortify) due to lack of resources or their status as renters.

Precipitation Impacts on Public Health
The increased occurrence of flood events may compromise sewer systems, resulting in a greater likelihood for transmission of water-borne diseases for individuals who are exposed to contaminated water. Flooding of transportation infrastructure may limit access to healthcare facilities or limit the ability of these facilities to function (e.g., limit the operation of electrically powered medical devices or refrigerators for medicine).

SEA LEVEL RISE
Rising sea levels are generally associated with a number of different impacts, including flooding, inundation, erosion, saltwater intrusion, and water table rise. Because the San Diego region is defined by its relationship with the coast and has heavily invested in its coastal communities, it is critical to consider impacts associated with sea level rise. Therefore, a Public Agency Steering Committee, comprised of staff from five bayfront cities (including National City), the Unified Port District, and the San Diego County Regional Airport Authority collaborated to develop a Sea Level Rise Adaptation Strategy for San Diego Bay in 2012 (Adaptation Strategy). The Adaptation Strategy consists of two primary components: a vulnerability assessment that evaluates how community assets could be impacted by sea level rise, and recommendations for building the resilience of those community assets.

PRECIPITATION
Flooding is a highly variable threat in National City and can be expected to increase as a result of climate change. The higher probability of extreme flooding may produce poor water quality, erosion and sediment transport, and loss of habitats.33 Socially vulnerable populations that cannot afford to retrofit their homes and businesses or move are the most vulnerable to flood events.

Precipitation Impacts on Transportation
Increased extreme precipitation events lead to greater flooding and erosion, impacting surface water quality, transportation, and surrounding habitats. Heavier rainfall events are also likely to cause periodic flooding of roadways, and in some cases, erosion or mudslides. In addition to flooding and damages to transportation corridors, transmission lines, wastewater treatment facilities, culverts, canals, tunnels, runways, and railways are likely to be challenged, with associated service and business interruptions. Bus stops and sidewalks may be flooded, challenging the ability of public transit and active transportation users to access employment, education, or healthcare.

Flooding also increases moisture content of streets, weakening the pavement base and ground below, which can cause increased cracking and rutting of the pavement. A significant flooding event can also cause failure or washout.34

33. https://www.energy.ca.gov/sites/default/files/2019-11/Reg_Report-SUM-CCCA4-2018-009_SanDiego_ADA.pdf

34. Sias-Daniel, J., Jacobs, J. M., Douglas, E., Mallick, R. B., & Hayhoe, K. (2014, May 3). Impact of Climate Change on Pavement Performance: Preliminary Lessons Learned through the Infrastructure and Climate Network (ICNet). Climatic Efects on Pavement and Geotechnical Infrastructure.

SAFETY ELEMENT 27
Sea Level Rise Impacts on Transportation
The Adaptation Strategy identified 18th and 24th Streets at Paradise Creek as having the potential to experience flood-related impacts by 2050.35 Transportation facilities are sensitive to flood related im -
pacts, as the access function of roads would be impaired if exposed to flooding. They also do not have significant capacity to cope with flooding and inundation when they are exposed because local access streets cannot be relocated; by their nature they must be located to service development where it exists, even if in flood-prone areas.

Sea Level Rise Impacts on Vulnerable Communities
National City’s single-family neighborhood west of Paradise Creek is likely to be exposed to flooding impacts by year 2100. Vulnerable communities (i.e., low-income, elderly, ethnic minorities) will remain vulnerable in the face of flooding impacts and some new populations – those working in specific job sectors – could become more vulner- able to flooding impacts.36
Sea Level Rise Impacts on Public Health
Flooding and inundation as a result of sea level rise may impact storm sewers when drains are obstructed by inundated outfalls, re- sulting in backwater flooding. This may increase the likelihood for transmission of water-borne diseases for individuals who are ex- posed to contaminated water.

35. https://icleiusa.org/wp-content/uploads/2016/08/San_Diego_Bay_SLR_Adaptation_Strategy_ Complete.pdf

36. https://icleiusa.org/wp-content/uploads/2016/08/San_Diego_Bay_SLR_Adaptation_Strategy_ Complete.pdf

28 ADMINISTRATIVE DRAFT -FEBRUARY APRIL 2023 Page 869 of 1838 SAFETY ELEMENT 29

3. CITYWIDE GOALS AND POLICIES
Policy SE-1.5: Encourage the removal or retrofitting of unreinforced masonry buildings and other structures that would be at risk of collapse during seismic events, as deemed appropriate.

Policy SE-1.6: Encourage earthquake preparedness within the community.

3.1. SEISMIC AND GEOLOGIC HAZARDS
GOAL SE-1: MINIMIZE RISK TO COMMUNITY FROM EARTHQUAKES, SEISMIC, AND GEOLOGIC HAZARDS.

Policy SE-1.1: Enforce development standards and building restrictions as a means to limit seismic-related risks to acceptable levels.

Policy SE-1.2: Require new development and redevelopment to comply with recognized standards for geologic hazards, soils (including but not limited to subsidence and liquefaction), and seismic hazards to ensure public safety.

Policy SE-1.3: Control site preparation procedures and construction phasing to reduce erosion and exposure of soils to the maximum extent possible.

Policy SE-1.4: Minimize potential safety hazards (such as slope instability, mudslides, and land slides) and disturbance of the natural terrain through specific development regulations for hillsides with steep slopes (greater than 25 percent grade).

WHY IS THIS IMPORTANT?
Approximately 15,776 homes and 892 businesses in National City have the potential to be affected by earthquakes or other seismic hazards, including shaking, liquefaction and landslides.37 Identifying the risks, implementing prevention measures, and preparing for seismic events will help to minimize losses associated with these hazards.

37. County of San Diego. (October 2017). Multi-Jurisdiction Hazard Mitigation Plan.

30 ADMINISTRATIVE DRAFT - FEBRUARY APRIL 2023
Policy SE-2.1: Prioritize funding and implementation of needed flood control and drainage improvements as well as help vulnerable populations elevate or adapt homes, buildings, and businesses in floodprone areas.

Policy SE-2.2: Ensure that new development adequately provides for on- and off-site mitigation of potential flood hazards and drainage problems.

Policy SE-2.3: Locate new infrastructure and essential public facilities, including hospitals and healthcare facilities, outside of flood hazard zones, when feasible, or ensure that construction and other development methods are utilized, which minimize potential damage to such facilities, so as to maintain the structural and operational integrity of essential public facilities during flooding.

Policy SE-2.4: Ensure that all future adopted regulations limit the risk of loss to reasonable levels within mapped floodplain hazard areas or areas subject to potential inundation by levee failure, dam failure, or as the result of a tsunami.

Policy SE-2.5: Encourage modifications to floodways to restore creek capacity, stabilize creek banks, and restore habitat or water quality, where feasible.

Policy SE-2.6: Allow for modification of the land within the 100- year flood zone where necessary to protect the safety of existing and future developments.

GOAL SE-2: MINIMIZE HAZARDS RELATING TO FLOODING AND INUNDATION.

3.2. FLOOD HAZARDS AND INUNDATION Policy SE-2.7: Require new development and significant redevelopment projects to assess stormwater runoff impacts on the local and regional storm drain and flood control system, and to develop detention and drainage facilities to ensure that increased risks of flooding do not result from development.

Policy SE-2.8: Promote the use of bioswales, rain gardens, green roofs, and other infiltration mechanisms to reduce of the volume of stormwater runoff.

Policy SE-2.9: Prohibit the construction of flood barriers within the 100-year flood zone which would divert flood water or increase flooding in other areas.

Policy SE-2.10: Consult with other responsible agencies to construct creek improvements necessary to protect public health and safety while maintaining or restoring creeks to their natural state, where feasible.

Policy SE-2.11: Continue coordination among responsible agencies (e.g., U.S. Army Corps of Engineers, U.S. Bureau of Reclamation, California Department of Water Resources) to support existing efforts for mitigating floods.

Policy SE-2.12: Encourage the installation of porous roadways or other means to decrease pervious surfaces and increase water infiltration.

WHY IS THIS IMPORTANT?
Approximately 1,067 homes, 4,047 businesses, and 79 critical facilities in National City are located within either the 100-year or 500-year floodplain and are; therefore, at risk for flooding. An additional 457 residential buildings, 6,649 commercial buildings, and 74 critical facilities within the city are at risk for inundation due to dam failure.

Regulating development in areas at risk for flooding and inundation reduces potential damage and loss of life and property.

SAFETY ELEMENT 31
GOAL SE-3: MINIMIZE WILDLAND AND URBAN STRUCTURAL FIRE
RISKS AND INCREASE PROTECTION OF LIVES AND PROPERTY.

3.3. FIRE AND EMERGENCY MEDICAL

SERVICES
Policy SE-3.1: Consult with neighboring jurisdiction’s fire response services, San Diego County, and the American Red Cross to ensure adequate fire and emergency response coverage, daily staffing needs are met, and public safety facilities and services are being efficiently utilized.

Policy SE-3.2: Consult with the Sweetwater Authority to upgrade water mains and install fire hydrants as necessary.

Policy SE-3.3: Continue collaborating with Fire Prevention Services, Inc. to enforce National City’s Municipal Code for weed and brush abatement in order to provide clearances around structures and minimize fire hazard risk.

Policy SE-3.4: Enforce the City’s fire code including minimum road width standards for fire equipment access.

Policy SE-3.5: Support housing rehabilitation programs that reduce structural fire risks due to heating or electrical problems.

Policy SE-3.6: Promote fire prevention through public education programs.

GOAL SE-4: PROVIDE HIGH-QUALITY EMERGENCY AND PRE-HOSPITAL MEDICAL SERVICES FOR NATIONAL CITY RESIDENTS.

Policy SE-4.1: Participate in regional planning efforts to ensure that quality emergency and pre-hospital medical care is available to National City residents.

Policy SE-4.2: Continue collaborating with the Regional Cooperative Care Partnership JPA (RCCP) to improve the quality of patient care through standardization of high-quality training and establishment of unified quality assurance and improvement programs.

Policy SE-4.3: Maintain a standard response time for the first-due unit of arriving within seven minutes 90 percent of the time from the receipt of a 911 emergency call for medical patients and/or small fires, as well as maintaining at least 14 personnel arriving within 11 minutes 90 percent of the time from the receipt of a 911 emergency call for a multi-unit response.

Policy SE-4.4: Encourage the evaluation and prioritization of potential traffic calming measures to improve emergency response times.

Policy SE-4.5: Maintain the National City Fire Department requirement to have at least one paramedic on the two fire engines and fire truck every day. This includes adding a paramedic to the Squad.

Tsunami risk exists primarily along the city’s waterfront, most of which is under Port or Navy jurisdiction. Approximately, 1,300 people, five commercial buildings and five critical facilities are located within an area subject to tsunami risk, as illustrated on Figure SE-7. A tsunami could potentially have deleterious effects on the maritime industry, which is concentrated in this area.

3.4. EMERGENCY AND PRE-HOSPITAL

MEDICAL SERVICES

32 ADMINISTRATIVE DRAFT - FEBRUARY APRIL 2023

3.5. EMERGENCY DISASTER PREPAREDNESS

AND RESPONSE
GOAL SE-5: MINIMIZE THE LOSS OF LIFE, PROPERTY, DISRUPTIONS

IN THE DELIVERY OF VITAL SERVICES DURING AND FOLLOWING
EMERGENCY DISASTERS.

WHY IS THIS IMPORTANT?
Approximately 15,144 homes, 9,300 businesses, and 242 critical facilities are at moderate to high risk from wildfire in National City.38 San Diego County has experienced serious losses due to wildfires in the past, especially in 2003 and 2007, when multiple wildfires simultaneously burned through the county and resulted in the destruction of thousands of residential and commercial buildings. Fires also contribute to respiratory ailments, as they generate and disperse fine particulate matter, carbon monoxide, and other irritants. Due to the large proportion of older buildings in National City, there is a higher risk for structure fires. Reducing fire hazards, maintaining appropriate fire services, and providing fire prevention information will help to reduce the risk of loss from fires.

In addition, the sooner a seriously injured or sick person receives help, the more likely he or she is to survive. Emergency medical personnel can mean the difference between life and death by offering several immediate medical services, depending on a patient’s condition. Paramedics also monitor and care for a patient in the ambulance while transporting him or her to the hospital.

38. https://www.sandiegocounty.gov/content/dam/sdc/oes/emergency_management/ HazMit/2017/City-of-National-City-HazMit-Section-5.pdf
Policy SE-5.1: Improve emergency communication and outreach planning through establishing partnerships with San Diego County, the U.S. Navy, other appropriate agencies and trusted community organizations to maintain a communication plan and warning system that includes multiple or tiered approaches designed to reach diverse populations and those with language or other access barriers.

Policy SE-5.2: Continue improving emergency preparedness through consultation with San Diego County, the U.S. Navy, and other appropriate agencies and trusted community organizations to ensure the health and safety of residents during an emergency.

Policy SE-5.3: Continue to strengthen disaster planning and training activities by City departments.

Policy SE-5.4: Coordinate with the County of San Diego each time the Multi-Jurisdictional Hazard Mitigation Plan is revised and updated, as staffing and fiscal resources allow.

Policy SE-5.5: Promote public safety through community education programs, such as the Community Emergency Response Teams (CERT) and LISTOS39.

Policy SE-5.6: Support a Seismic Retrofitting Program focused on assisting with fixing homes damaged by earthquake events, with an emphasis on homes with cripple wall construction and soft story multifamily housing.”

39. https://www.nationalcityca.gov/government/fire/fire-administration/join-listos

SAFETY ELEMENT 33

3.7. HAZARDOUS MATERIALS, BROWNFIELDS,

AND MILITARY INSTALLATIONS
Policy SE-6.1: Promote the use of Crime Prevention through Environmental Design (CPTED) concepts, including, but not limited to:
» Establishing public spaces that encourage activity, site cleanliness, rapid repair, and removal or refurbishment of decayed physical elements.
» Providing for natural surveillance of outdoor spaces through proper placement of windows in surrounding buildings, lighting, and landscaping.
» Establishing natural access controls into and around private property through the use of doors, shrubs, fences, and gates. » Distinguishing between private and public space through the use of landscaping, front porches, and other design elements, where appropriate.

Policy SE-6.2: Encourage city residents to form neighborhood councils.

Policy SE-6.3: Retain staffing ratios and response times that accommodate the demands of continued growth and development, tourism, and other events requiring police services by:
» Maintaining a service ratio of one officer per 1,000 population as fiscal resources allow; and
» Sustaining a standard response time of less than six minutes for Priority 1 police calls as staffing and fiscal resources allow.

GOAL SE-6: MINIMIZE THREATS TO PUBLIC SAFETY FROM CRIMINAL ACTIVITIES.

GOAL SE-7: MINIMIZE RISKS TO LIFE, PROPERTY, AND THE ENVIRONMENT ASSOCIATED WITH THE STORAGE, TRANSPORT, AND DISPOSAL OF HAZARDOUS MATERIALS.

Policy SE-6.4: Maintain a community engagement participatory role for the Police Department in the community to the extent budgeting and staffing allows.

Policy SE-6.5: Encourage programs for at-risk youth.

Policy SE-6.6: Allow for public safety cameras and other security measures in public places as warranted.

WHY IS THIS IMPORTANT?
Proper design and effective use of the built environment can lead to a reduction in the incidence and fear of crime. Safe, clean, and attractive neighborhoods promote bustling public spaces. When places are active with people and provide clear visibility into and out of public spaces, potential offenders are less likely to commit crimes because of all the “eyes-on-the-street.” Bad behavior is deterred due to the higher risk of getting caught.

WHY IS THIS IMPORTANT?
In the event that a crisis occurs, a prompt and effective response from emergency personnel can reduce trauma, bring order to chaos, and can be the determining factor between life and death.

3.6. CRIME PREVENTION AND POLICE

PROTECTION
Policy S-7.1: Promote hazardous waste minimization and use of best available technology in City operations, where feasible.

Policy S-7.2: Continue to consult with the County and other appropriate agencies in the administration and enforcement of hazardous materials permit requirements, where feasible.

Policy S-7.3: Continue to ensure that effective response to hazardous materials emergencies in the City are provided to minimize health and environmental risks.

34 ADMINISTRATIVE DRAFT - FEBRUARY APRIL 2023

3.8. REDEVELOPMENT OF BROWNFIELDS
GOAL SE-8: THE REDEVELOPMENT OF BROWNFIELDS WITH APPROPRIATE USES THAT REDUCE SAFETY HAZARDS AND ENHANCE THE CHARACTER OF THE COMMUNITY.

Policy S-7.4: Promote public awareness of emergency preparedness in the event of a hazardous materials release.

Policy S-7.5: Ensure the compatibility of uses which store, collect, treat, or dispose of hazardous materials with adjacent uses.

Policy S-7.6: Work with the U.S. Navy to minimize public safety impacts from hazardous materials used in military operations.

Policy S-7.7: Work with property owners and lead agencies to reduce soil contamination from industrial operations and other activities that use, produce, or dispose of hazardous or toxic substances.

Policy S-7.8: Promote the development of a Hazardous Materials Management Plan and Jurisdictional Urban Runoff Management Programs. Ensure new development satisfies the requirements outlined in these management plans.

WHY IS THIS IMPORTANT?
Proper storage, use, disposal, and transport of hazardous materials are necessary to reduce the risk of contamination to surface and groundwater, land resources, air, and environmentally sensitive areas. Serious injuries, loss of life, and economic disruption can occur as a result of accidents related to hazardous materials.

Informing residents about these dangers, minimizing exposure to hazardous materials, ensuring that County permitting requirements are met, and promoting awareness of emergency preparedness are all measures that will help to reduce the risks associated with hazardous materials.

Policy S-8.1: Promote the clean-up and reuse of contaminated sites and prioritize remediation and redevelopment of brownfield sites within and adjacent to residential and mixed-use areas.

Policy S-8.2: Require owners of contaminated sites to develop a remediation plan, as required by State and Federal law.

Policy S-8.3: Continue to use the Department of Toxic Substances Control (DTSC) and the State Water Resources Control Board (SWRCB) active databases of permitted and cleanup sites to monitor future uses at those locations. Require appropriate mitigation and clean-up of sites that are known to contain toxic materials as a condition of allowing reuse.

Policy S-8.4: Ensure reuse developments prepare all required hazardous waste and material assessments, studies, and implement necessary avoidance, minimization, and/or mitigation measures.

WHY IS THIS IMPORTANT?
The interest in redeveloping brownfield sites will likely increase as opportunities to expand and construct new development in National City decreases. Therefore, ensuring proper remediation and clean-up requirements will become critical in maintaining the health and safety of community members and natural resources.

SAFETY ELEMENT 35
Policy S-9.8: Work with San Diego Metropolitan Transit System (MTS) to ensure adequate shading is available at transit stops to reduce transit passenger heat exposure.

Policy SE-9.9: Implement cool land use elements (i.e., cool roofs, cool pavement, cool transit facilities, urban greening, public water features, etc.) as a part of sustainable community planning, especially for areas where dense building (infill, transit-oriented development, transit corridors, etc.) patterns might contribute to more urban heating.

Policy SE-9.10: Educate employers and employees in industries without cooling systems about heat risks and the importance of adequate water, shade, and rest breaks.

DROUGHT
Policy SE-9.11: Encourage water-recycling programs to treat wastewater for beneficial purposes such as landscape irrigation in parks and green spaces.

Policy SE-9.12: Encourage residents and businesses to incorporate drought tolerant landscaping.

SEA LEVEL RISE
Policy SE-9.13: Reference the current State of California’s Sea-Level Rise Guidance when evaluating sea level rise risk, vulnerability and planning adaptation strategies.

Policy SE-9.14: Encourage the adoption of comprehensive and targeted strategies set forth in the Sea Level Rise Adaptation Strategy for San Diego Bay (2012).

Policy SE-9.15: Maintain and inform updates to the Sea Level Rise Adaptation Strategy for San Diego Bay as needed.

GOAL SE-9: EFFECTIVE PLANNING AND ADAPTATION TO IMPROVE COMMUNITY CLIMATE CHANGE RESILIENCY.

Policy SE-9.1: Improve community resilience by educating residents and businesses about climate change, global warming, and potential impacts.

Policy SE-9.2: Pursue environment justice and social equity by developing and periodically updating a Climate Equity Index.

Policy SE-9.3: Periodically assess local hazard mitigation plans, contingency and response plans, and other hazard planning documents for potential incorporation and/or refinement of mitigating measures for health impacts related to climate change.

Policy SE-9.4: Encourage Community Emergency Response Teams (CERT) and trusted community organizations to check on vulnerable residents and facilitate access to key services, public safety facilities, or medical services.

EXTREME HEAT
Policy SE-9.5: Provide adequate cooling centers prioritizing disadvantaged communities and ensure their availability is communicated to the public in multiple formats and languages.

Policy SE-9.6: Protect back-up energy systems (e.g., diesel for backup generators, propane) for cooling centers and other essential services.

Policy SE-9.7: Encourage residents and businesses to become heat resilient through home weatherization (weatherproofing), air conditioning, energy efficiency rebates, and programs.

3.9. CLIMATE CHANGE ADAPTATION AND RESILIENCY

36 ADMINISTRATIVE DRAFT - FEBRUARY APRIL 2023
Policy SE-9.16: Participate regularly in the San Diego Bay Steering Committee.

WHY IS THIS IMPORTANT?
Proper research and planning of climate related impacts can help to understand the threats that climate change poses on different communities. Identifying policies to protect all communities, especially those more vulnerable than others, help to build a stronger resilience against climate change impacts.

Climate Action Plan

13.B.6 CLIMATE ACTION PLAN

CLIMATE ACTION PLAN

FOCUSED GENERAL PLAN UPDATE
NOVEMBER 2022

TABLE OF CONTENTS

1. INTRODUCTION

1.1 Climate Action Plan Overview..............................................................................................................................................1

1.2 Climate Change Science.......................................................................................................................................................3

1.3 Effects and Impacts of Climate Change.............................................................................................................................. 4

1.4 Regulatory Framework ........................................................................................................................................................6

1.5 Existing Climate Action Efforts in National City ...............................................................................................................11

1.6 Public Outreach and Engagement.....................................................................................................................................11

1.7 Benefits of Implementing GHG Emission Reduction Measures ......................................................................................12

2. EMISSIONS INVENTORY AND FORECAST

2.1 Emissions Inventory ...........................................................................................................................................................15

2.2 Methodology ......................................................................................................................................................................15

2.3 National City’s Community-Wide GHG Emissions.......................................................................................................... 16

2.4 National City’s Emissions Forecasts................................................................................................................................. 19

2.5 Emission Reduction Targets..............................................................................................................................................20

3. EMISSION REDUCTION STRATEGIES, GOALS, AND ACTIONS

3.1 Community-Wide GHG Emission Reductions ..................................................................................................................23

3.2 Emission Reduction Framework ....................................................................................................................................... 24

3.3 Efficient Transportation & Land Use..................................................................................................................................25

3.4 Residential and Commercial/Industrial Building Efficiency............................................................................................. 28

3.5 Renewable Energy Production .......................................................................................................................................... 29

3.6 Solid Waste Efficiency......................................................................................................................................................... 31

3.7 Water and Wastewater Management.................................................................................................................................32

3.8 Mitigated Emissions Forecast............................................................................................................................................33

4. NEXT STEPS

4.1 Implementation ..................................................................................................................................................................37

4.2 Monitoring ..........................................................................................................................................................................38

4.3 Plan Adaptaion, Re-Inventory.............................................................................................................................................38

4.4 Funding...............................................................................................................................................................................38

LIST OF TABLES
Table CAP-1: Regulatory Framework ............................................................................................................................................... 7 Table CAP-2: Public Outreach and Engagement Efforts................................................................................................................11 Table CAP-3: Community-Wide Emissions Inventory (2018).........................................................................................................18 Table CAP-4: BAU and Legislative Reduction Measures Forecasts (MTCO2e)...........................................................................20 Table CAP-5: Community-Wide GHG Emission Reductions ........................................................................................................ 24 Table CAP-6: GHG Reduction Range ............................................................................................................................................ 24 Table CAP-7: GHG Reduction Co-Benefit...................................................................................................................................... 24 Table CAP-8: Transportation and Land Use Objectives.................................................................................................................25 Table CAP-9: Transportation and Land Use Strategies................................................................................................................. 26 Table CAP-10: Residential and Commercial/Industrial Building Efficiency Objectives............................................................... 28 Table CAP-11: Residential and Commercial Building Efficiency Strategies .................................................................................. 28 Table CAP-12: Renewable Energy Production Objectives............................................................................................................. 30 Table CAP-13: Renewable Energy Production Strategies .............................................................................................................. 30 Table CAP-15: Solid Waste Efficiency Strategies............................................................................................................................. 31 Table CAP-14: Solid Waste Efficiency Objectives ........................................................................................................................... 31 Table CAP-16: Water & Wastewater Management Objectives.......................................................................................................32 Table CAP-17: Water & Wastewater Management Strategies ........................................................................................................32

LIST OF FIGURES
Figure CAP-1: GHG Baseline Comparisons (2005 vs 2018) .......................................................................................................... 2 Figure CAP-2: The Greenhouse Effect..............................................................................................................................................3 Figure CAP-3: Community-Wide Emissions Inventory (2018).......................................................................................................18 Figure CAP-4: National City BAU and Legislative BAU Forecasts ................................................................................................21 Figure CAP-5: National City Mitigated Forecast........................................................................................................................... 34 Figure CAP-6: National City Mitigated Forecast Emissions by Sector .........................................................................................35

CITY OF NATIONAL CITY

CLIMATE ACTION PLAN
NOVEMBER 2022

vi Page 885 of 1838
CLIMATE ACTION PLAN 1

1.1 CLIMATE ACTION PLAN OVERVIEW
Climate Action Plans (CAPs) are comprehensive roadmaps that outline specific activities an agency or City will undertake to reduce greenhouse gas emissions. CAPs first identify and calculate the inventory of existing GHG emissions, and build upon that information to plan a strategic framework for reducing the greatest amount of emissions in the most cost effective manner. As part of this strategic framework, CAPs provide reduction goals or targets, measures to reach these goals, and an implementation plan for ensuring measures are executed. 2011 CLIMATE ACTION PLAN
In May of 2011, National City adopted the National City Climate Action Plan (2011 CAP) to provide guidance to the City to achieve GHG emissions aligned with State reduction targets and to respond and adapt to climate change associated with increasing global GHG emissions.

National City and the International Council on Environmental Initiatives (ICLEI) prepared a baseline GHG emissions inventory for the The City of National City has joined an increasing number of communities in developing plans to address climate change at a local level.

This Climate Action Plan Update (CAP Update) addresses the major sources of greenhouse gas (GHG) emissions in National City and sets forth a detailed and long-term strategy that the City and community can implement to help the State achieve its GHG emissions reduction targets. Implementation of this CAP Update will guide National City’s actions to reduce its contribution to global climate change and will support the State of California’s ambitious emission reduction targets.

The CAP Update will also be utilized for tiering and streamlining future development in National City pursuant to California Environmental Quality Act (CEQA) Guidelines 15152 and 15183.5.

This chapter provides background information about climate change policy, climate change science, the effects and impacts of climate change, regulatory actions on climate change, and existing climate action efforts in National City.

1. INTRODUCTION

2 ADMINISTRATIVE DRAFT - NOVEMBER 2022
2020 was 468,107 MTCO2e. When comparing the 2020 target to baseline conditions in 2018, the City reached approximately 40% of the goal.

Since the adoption of the 2011 CAP, there has been a decrease in GHG emissions from the transportation, solid waste, and water sectors of National City. This decrease in emissions may be a result of increases in fuel efficiency and successful water-saving and recycling measures.

However, there has been an increase in GHG emissions from the residential and commercial/industrial sectors of National City which was mainly as a result of economic and residential growth.

This CAP Update concludes National City would have to reduce 2018 baseline conditions 40% by 2030 and 80% by 2050 to align its reductions with Statewide targets. These reduction targets equate to 310,959 MTCO2e by 2030 (4.5 MTCO2e per capita) and 103,653 (1.21 MTCO2e per capita) by 2050. Chapter 2 provides a more detailed discussion on the calculated emissions forecast for future years and each sector’s emission forecast (residential, commercial, industrial, transportation, solid waste, water and wastewater).

Chapter 3 outlines objectives and measures to help reduce GHG emissions within National City. New measures for this CAP Update were developed by building upon, revising, or removing measures from the 2011 CAP. Chapter 4 includes implementation and monitoring measures to ensure GHG reducing goals are attainable. year 2005. The 2005 baseline totaled in 550,714 metric tons of carbon dioxide equivalent (MCTCO2e) emissions or 9.9 MTCO2e per capita.

The 2011 CAP concluded that National City would have to reduce 2005 baseline conditions by 15% (or 82,607 MTCO2e) by the year 2020, with additional reductions by the year 2030.
2023 CLIMATE ACTION PLAN UPDATE
This CAP Update builds upon the goals of the 2011 CAP and provides an updated baseline emissions inventory for the City. As shown in Figure CAP-1 below, baseline emissions (year 2018) for National City totaled 518,263 MTCO2e or 8.51 MTCO2e per capita. In comparison, the 2005 baseline conditions totaled 550,714 MTCO2e or 9.9 MTCO2e per capita. The GHG emissions target identified in the 2011 CAP for year Figure CAP-1: GHG Baseline Comparisons (2005 vs 2018)
550,714
518,263
468,107
0 100,000
200,000
300,000
400,000
500,000
600,000
2005 Baseline (2011 CAP) 2018 Baseline (2020 CAP) vs
2020 GHG Target (2011 CAP)
MCTCO2e
2005 Baseline
(2011 CAP)
2018 Baseline (CAP Update) vs
2020 GHG Target (2011 CAP)

CLIMATE ACTION PLAN 3
Water vapor and carbon dioxide (CO2) are the most abundant GHGs in the atmosphere. The gases that are widely seen as the principal contributors to human-induced climate change are CO2, nitrous oxide (N2O), CH4, hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6). Water vapor and CO2 are the most abundant GHGs in the atmosphere. The gases that are widely seen as the principal contributors to anthropogenic climate change are CO2, nitrous oxide (N2O), CH4, hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6). While human activity results in the release of some GHGs that occur naturally, such as CO2 and CH4, other gases, like HFCs, PFCs, and SF6, are human-made.

The combustion of fossil fuels and deforestation release carbon, in the form of CO2, into the atmosphere that historically has been stored underground in sediments or in surface vegetation. With the accelerated increase of fossil fuel combustion and deforestation since the industrial revolution of the 19th century, concentrations of GHGs have increased exponentially in the atmosphere. Increases in the atmospheric concentrations of GHGs in excess of natural ambient concentrations contribute to the enhancement of the natural greenhouse effect.

This enhanced greenhouse effect has contributed to global warming, which is an increased rate of warming of the earth’s surface temperature. Specifically, increases in GHGs lead to increased absorption of longwave infrared radiation by the earth’s atmosphere and warm the lower atmosphere further, thereby increasing evaporation rates and temperatures near the surface. Warming of the Earth’s lower atmosphere induces large-scale changes in ocean circulation patterns, precipitation patterns, global ice cover, biological distributions, and other large-scale changes to the earth system that are collectively referred to as climate change.

1.2 CLIMATE CHANGE SCIENCE
The Earth’s atmosphere is composed of naturally-occurring and anthropogenic (human-induced) GHGs that trap heat in the atmosphere and regulate the Earth’s temperature. This phenomenon, known as the Greenhouse Effect, is responsible for maintaining a habitable climate on Earth. GHGs present in the Earth’s lower atmosphere play a critical role in maintaining the earth’s temperature as they trap some of the longwave infrared radiation emitted from the Earth’s surface which otherwise would have escaped to space, as shown in Figure CAP-2.

Figure CAP-2: The Greenhouse Effect
Source: UNEP/GRID-Arendal, http://maps.grida.no/go/graphic/greenhouse_effect.

4 ADMINISTRATIVE DRAFT - NOVEMBER 2022

1.3.2 SEA LEVEL RISE
A rise in sea level is already occurring in California, with a rise of 3 to 8 inches recorded in the last century. Sea level along the San Diego County coast is expected to rise approximately 1 ft by mid-21st century, and 3 ft or potentially much higher by 2100.2 Portions of National
City is within the coastal zone, and impacts from sea level rise may include flooding, storm surge, and erosion. Coastal habitats such as salt marshes and rocky intertidal areas will be exposed to more sea water. In Southern California, where 91% of wetlands have already been lost and many remaining wetlands are stressed by pollution, invasive species, and altered hydrology, sea level rise poses yet another threat to coastal wetland habitats.3

1.3.3 WATER SUPPLY
Based on current projections for growth and consumption levels, demand for water is expected to significantly outpace the supply available from all sources, in part because of climate change. Extended and more frequent drought conditions would reduce local groundwater supplies about 7% per year on average and increase the San Diego region’s dependence on imported water from distant sources like the Colorado River and Sacramento-San Joaquin River Delta. Climate change is also projected to reduce the amount of water available from these imported sources. Recent projections for the Colorado River range from a 6 to 45% decline by 2050 as a result of the changing climate. Spring snowmelt, which historically provided a reliable supply of water after winter storms, will likely be lower due to an expected 25% snowpack reduction in the Sierra Nevada Mountains by 2050.4

2. https://www.energy.ca.gov/sites/default/files/2019-11/Reg_Report-SUM-CCCA4-2018-009_SanDiego_ ADA.pdf

3. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 3.

4. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 5.

Global climate change is thought to be the driving force behind changes in precipitation patterns, rising temperatures, shrinking polar ice caps, sea-level rise, and other impacts to biological resources and humans. Chapter 2 of this document provides a summary of National City’s GHG emissions and its local contribution to global climate change. Section 1.3 of this Chapter discusses the predicted climate change effects on National City.

1.3 EFFECTS AND IMPACTS OF CLIMATE
CHANGE
In addition to causing an increase in average global surface temperature, rising levels of greenhouse gases have a destabilizing effect on a number of different micro-climates, conditions and systems. The increase in the temperature of the oceans is projected to accelerate the water cycle, thereby increasing the severity and rate of both storms and drought, which, along with decreased snowpack, could disrupt ecosystems, agricultural systems and water supplies.

Although climate change is a global problem and the severity of the effects of climate change in coming decades is uncertain, projections suggest that, within California, climate change will result in significant impacts to the environment and ecosystems, which in turn will have major economic implications. Below is a summary of the potential effects of climate change in California and National City, specifically.

1.3.1 RISING TEMPERATURES
Historically, California has experienced warm temperatures during July and August; however, as the climate changes, it is likely that occurrences of warm temperatures will extend from June to September.1 Increasing temperatures and more frequent heat waves will have serious implications for electricity demand and emergency response in California.

1. California Climate Change Center, 2009, Climate Action Team Biennial Report, Draft, page 1.5.

CLIMATE ACTION PLAN 5

1.3.6 PUBLIC HEALTH
Warmer temperatures and changes in precipitation, resulting from climate change, have serious public health implications. Research suggests that the most serious effects will be related to increased frequency of extreme condition such as more intense heat waves. Severe heat conditions paired with poor air quality could increase the number of heat-related deaths, illnesses and asthma attacks throughout the state.

1.3.7 AGRICULTURE
San Diego’s unique topography creates a wide variety of microclimates supporting over 200 different agricultural commodities. Between now and 2050, climate change could impact our region’s agriculture, and exacerbate our water supply situation, by increasing demand for irrigation to meet higher evaporative demand associated with warmer and drier conditions. Climate change will also change the geographic distribution of crop pests, though understanding the potential for crop loss from pests requires further research.8

1.3.8 ECOSYSTEMS AND WILDLIFE
Along with one other county, the San Diego region has the most plants and animals at risk of extinction in the continental United States. While in many cases human population growth and development have fragmented critical habitat areas, the impacts of climate change will compound the threats facing already vulnerable plant and animal species.

Though most species are often able to adapt to changing conditions, unnaturally rapid shifts in temperature, sea level rise, and drought due to climate change may outpace the ability of some species to adapt and survive

8. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 3.

Other environmental factors may limit the amount of water available for export to the San Diego region. For example, efforts such as the CALFED Bay-Delta Program are trying to balance water supply needs with environmental goals supporting freshwater habitat for fish and other wildlife in the Delta. Overall, the San Diego region faces a possible water supply shortfall of 18% by 2050.5

1.3.4 AIR QUALITY
Studies have shown a link between heat and the formation of ground-level ozone, the primary component of “smog.” By 2050, the San Diego region is expected to experience greater exposure to ground-level ozone due to a climate change-induced increase in number of hot and sunny days. Increased ground-level ozone tends to aggravate asthma and increase airway reactivity and inflammation6
.

1.3.5 WILDFIRES
The existing habitat and climate conditions make the San Diego region vulnerable to extreme fire events. Warmer temperatures and more frequent droughts caused by climate change will intensify wildfire conditions, marked by drier, more flammable vegetation and longer periods of hot, dry Santa Ana winds. By 2050, these conditions are expected to result in larger, more frequent, and longer-lasting wildfires, during summer and especially fall, when Santa Ana wind intensity is at its highest.

Larger, more frequent, and longer lasting wildfires are expected to result in loss of human life, up to billions of dollars in property damage, business closures, increased fire-fighting and emergency services costs, and expensive recovery and restoration efforts.7

5. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 5.

6. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 7.

7. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 6.

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While the final endangerment finding does not automatically impose any requirements, it allows EPA to finalize proposed GHG emission standards for light-duty vehicles, which were proposed in conjunction with the Department of Transportation’s Corporate Average Fuel Economy (CAFE) standards earlier in 2009.11

1.4.2 STATE LAWS AND REGULATIONS
California has been a leader among states in passing legislation to reduce GHG emissions and slow climate change. In 2005, Governor Schwarzenegger signed Executive Order S-3-05, which established the goals of reducing emissions to 2000 levels by 2010, to 1990 levels by 2020, and to 80% below 1990 levels by 2050. The Executive Order identified the California Environmental Protection Agency (Cal/EPA) as the lead coordinating State agency for establishing climate change emission reduction targets in California, and designated a “Climate Action Team,” a multi-agency group of State agencies, to implement Executive Order S-3-05.

In April 2015, Executive Order B-30-15 was signed, which established a new GHG emissions reduction target of 40% below 1990 levels by 2030. This Executive Order also directed the California Air Resources Board (CARB) to update the Assembly Bill (AB) 32 Scoping Plan to reflect the 2030 target.

To continue California’s impressive effort in reducing GHG emissions, a new mid-term target was signed in September 2016. Senate Bill (SB) 32 established a new emissions reduction target that targets to lower GHG emission levels 40% below 1990 levels by 2030. This new midterm target helped to put California on a trajectory towards meeting the goal of reducing statewide emissions to 80% below 1990 levels by 2050.

11. U.S. Environmental Protection Agency website, http://epa.gov/climate change/endangerment.html, accessed on March 29, 2010.

Due to rising temperatures and changes in precipitation, chaparral and coastal sage scrub are expected to seek to move to higher elevations where temperatures are cooler, and precipitation is greater. Associated animal species will adjust their ranges, though oftentimes not concurrently with the vegetation, potentially resulting in a new mix of species and ecosystems. Projected increases in non-native grasses and fire frequency could also substantially reduce the range and extent of future shrublands.9
The “adjustment in natural or human systems in response to actual or expected climatic stimuli or their effects, which moderates harm or exploits beneficial opportunities” is defined by the IPCC as adaptation.

1.4 REGULATORY FRAMEWORK
In response to human-induced climate change mounts, agencies and organizations from the federal, state and local levels have been working to develop and implement solutions to control GHG emissions and slow global warming. The major efforts are described in this section and summarized in Table CAP-1.

1.4.1 FEDERAL LAWS AND REGULATIONS
The United States has implemented federal regulations or policies related to GHG emissions. In December 2009, Environmental Protection Agency (EPA) Administrator Lisa Jackson, signed findings that elevated concentrations of the six key GHGs in the atmosphere endanger public health and welfare of current and future generations, and that the combined emissions of GHGs from new motor vehicles contribute to the GHG air pollution that endangers public health and welfare.10

9. California Climate Change Center, 2009, Climate Change-Related Impacts in the San Diego Region by 2050, page 6.

10. U.S. Environmental Protection Agency website, “EPA’s Endangerment Finding,” http://www.epa.gov/ climatechange/endangerment/downloads/Endanger mentFinding_LegalBasis.pdf, accessed on March 29, 2010.

CLIMATE ACTION PLAN 7
Table CAP-1: Regulatory Framework
Date Legislation Description
Federal
2007 Federal Clean
Air Act
In 2007, the U.S. Supreme Court ruled that CO2
is an air pollutant as defined under the CAA, and
the U.S. Environmental Protection Agency has
the authority to regulate emissions of GHG.
2009 Federal Corporate Average
Fuel Economy
(CAFE)
The federal CAFE Standards determine the fuel
efficiency of certain vehicle classes in the U.S.

State
1978 California Building Efficiency
Standards Title
24 Part 6
Title 24, Part 6 of the California Code of Regulations, Energy Efficiency Standards for Residential and Nonresidential Buildings, was established in
1978 to address a legislative mandate to reduce
the State’s energy consumption. The standards
are updated roughly every three years to incorporate new energy efficiency goals, methods, and technologies.
2002 Assembly Bill
1493
Assembly Bill (AB) 1493, Clean Car Regulations
(commonly known as the “Pavley law”), directed
the California Air Resources Board (CARB) to
adopt regulations to decrease GHG emissions
from new passenger vehicles and light duty
trucks.

In addition to legislation setting statewide GHG reduction targets, SB 375 was signed in 2008 to augment AB 32 by promoting efficient regional transportation and land use planning efforts. SB 375 establishes emissions reduction goals for which regions can plan; encourages metropolitan planning organizations (MPOs) to integrate their housing, transportation, and regional land use plans with GHG reduction goals; and provides incentives for governments and developers to implement compact and efficient growth patterns. The San Diego Association of Governments (SANDAG) adopted San Diego Forward: The Regional Plan that integrates the Regional Transportation Plan (RTP) and Sustainable Communities Strategy (SCS) in October 2015.

To effectively address the challenges that a changing climate will bring, the State also prepared the 2009 California Climate Adaptation Strategy, which highlights climate risks and outlines possible solutions that can be implemented throughout the State. This Strategy was updated in 2014 and is now known as Safeguarding California. In 2015, the State also developed the Safeguarding California Implementation Action Plans. Federal and State regulations relevant to this CAP are identified in the table below.

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Date Legislation Description
2006 Assembly Bill 32 California Global Warming Solutions Act of 2006.

Requires Air Resources Board (ARB) to adopt a
statewide greenhouse gas emissions limit equivalent to the statewide greenhouse gas emissions levels in 1990 to be achieved by 2020. ARB shall
adopt regulations to require the reporting and
verification of statewide greenhouse gas emissions and to monitor and enforce compliance with this program. AB 32 directs Climate Action
Team established by the Governor to coordinate
the efforts set forth under Executive Order S-3-
05 to continue its role in coordinating overall
climate policy.
2007 Senate Bill 97 Directs Governor's Office of Planning and Research to develop CEQA guidelines "for the
mitigation of greenhouse gas emissions or the
effects of greenhouse gas emissions."
2008 Senate Bill 375 Requires Air Resources Board to develop regional GHG emission reduction targets for passenger
vehicles. ARB is to establish targets for 2020 and
2035 for each region covered by one of the State’s
18 metropolitan planning organizations.
2011 Senate Bill X1-2 Directs California Public Utilities Commission's Renewable Energy Resources Program to increase the amount of electricity generated from eligible renewable energy resources per year to
an amount that equals at least 20% of the total
electricity sold to retail customers in California
per year by December 31, 2013, 25% by December
31, 2016, and 33% by December 31, 2020. The
new RPS goals applies to all electricity retailers
in the state including publicly owned utilities
(POUs), investor-owned utilities, electricity
service providers, and community choice aggregators. This new RPS preempts the California Air Resources Boards' 33 percent Renewable
Electricity Standard.

Date Legislation Description
2011 AB 341 AB 341 sets forth the requirements of the statewide mandatory commercial recycling program.

Municipal jurisdictions must implement a
commercial solid waste recycling program that
consists of education, outreach and monitoring
of businesses, and report the progress achieved.
2012 Advanced Clean
Cars Program
In January 2012, CARB approved the Advanced
Clean Cars program, which combines the control
of GHG emissions and criteria air pollutants,
as well as requirements for greater numbers of
zero-emission vehicles, into a single package of
standards for vehicle model years 2017 through
2025.
2014 AB 1826 AB 1826 requires all businesses to recycle their organic waste materials by April 1, 2016. This
mandate helps California in achieving their
overall waste diversion (75% by 2020) and greenhouse gas emission reduction goals 2014 AB 1826 AB 1826 requires all businesses to recycle their organic waste materials by April 1, 2016. This
mandate helps California in achieving their
overall waste diversion (75% by 2020) and greenhouse gas emission reduction goals 2015 Senate Bill 350 “Clean Energy and Pollution Reduction Act of 2015 Establishes targets to increase retail sales of
renewable electricity to 50 percent by 2030 and
double the energy efficiency savings in electricity
and natural gas end uses by 2030.”
2016 SB 1383 SB 1383 established statewide waste reduction targets to achieve a 50 percent reduction in the
disposal of organic waste from 2014 levels by
2020 and a 75 percent reduction by 2025. The law
also requires 20 percent of edible food waste to
be recovered for human consumption by 2025.
2016 Assembly Bill
197
"Greenhouse gas regulations
Prioritizes direct emission reductions from large
stationary sources and mobile sources."

CLIMATE ACTION PLAN 9
Date Legislation Description
2017 SB 379 Beginning January 1, 2017, SB 379 requires California cities and counties, upon the next revision of their local hazard mitigation plan, to include
climate adaptation and resiliency strategies in the
safety elements of their general plans.
2017 SB 379 Beginning January 1, 2017, SB 379 requires California cities and counties, upon the next revision of their local hazard mitigation plan, to include
climate adaptation and resiliency strategies in
the safety elements of their general plans. The
bill requires the safety element update to include
a set of goals, policies, and objectives for their
communities based on a vulnerability assessment, as well as implementation measures to increase community resilience to climate change.

The safety element update can incorporate these
components by reference from an adopted local
hazard mitigation plan and/or climate adaptation
plan.
2020 EO N-79-20 Executive Order N-79-20 sets goals for the State 100 percent of in-state sales of new passenger
cars and trucks will be zero-emission by 2035,
100 percent of medium- and heavy-duty vehicles in the State be zero-emission by 2045 for all operations where feasible and by 2035 for
drayage trucks, and the State will transition to
100 percent zero-emission off-road vehicles and
equipment by 2035 where feasible.

Date Legislation Description
2022 Advanced Clean
Cars II
The proposed regulation requires 100% of
new cars and light trucks sold in California to
zero-emission vehicles, defined as zero tailpipe
emission vehicles and plug-in hybrid electric
vehicles. The regulation will also amend the
Low-emission Vehicle Regulations to include
increasingly stringent standards for gasoline
cars and heavier passenger trucks to continue to
reduce smog-forming emissions.
2022 2022 Climate
Change Scoping
Plan
The proposed scoping plan lays out the most
recently recommended suite of policies needed
to help the State achieve its GHG reduction
targets. The proposed scenario builds on existing
programs for the deployment of clean fuels
and technologies, and for the first time brings
California’s forests, wetlands, and agricultural
lands into the process with the potential to
leverage sustainable management to use these
landscapes for carbon storage. This update aims
to more effectively integrate equity and environmental justice throughout, and to ensure that vulnerable communities are not disproportionately impacted by climate change.

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1.4.3 REGIONAL POLICIES AND MEASURES
SAN DIEGO ASSOCIATION OF GOVERNMENTS (SANDAG) REGIONAL COMPREHENSIVE PLAN The Regional Comprehensive Plan (RCP) serves as the long-term planning framework for the San Diego region. It provides a broad context in which local and regional decisions can be made that move the region toward a sustainable future – a future with more choices and opportunities for all residents of the region.12

SANDAG SAN DIEGO REGIONAL TRANSPORTATION PLAN AND

SUSTAINABLE COMMUNITIES STRATEGY
In October 2015, SANDAG adopted the San Diego Forward: The Regional Plan (Regional Plan), a roadmap to grow and evolve, and prioritize 35 years of regional projects. Over the next 35 years, through 2050, the Regional Plan projects that about $204 billion in local, state, and federal tax dollars will be available to build a comprehensive, interconnected transportation system that provides more transportation choices.

Along with the Regional Plan, the Board adopted the SCS pursuant to SB 375. The SCS charts a course toward lower greenhouse gas emissions related to cars and light trucks and proposes other measures to make the San Diego region more environmentally sustainable.

SANDAG CLIMATE ACTION STRATEGY
The Climate Action Strategy (Strategy) is a guide for SANDAG on climate change policy. The Strategy identifies a range of potential policy measures – “tools in the toolbox” – for consideration as SANDAG updates long-term planning documents like the RTP and Regional Comprehensive Plan, and as local jurisdictions update their General Plans and other community plans.

12. https://www.sandag.org/index.asp?projectid=1&fuseaction=projects.detail The Strategy helps SANDAG identify land use, transportation, and related policy measures and investments that could reduce greenhouse gases from passenger cars and light-duty trucks as part of the development of a SCS for the 2050 Regional Transportation Plan in compliance with Senate Bill 375. Potential policy measures also are identified for buildings and energy use, protecting transportation and energy infrastructure from climate impacts, and to help SANDAG and local jurisdictions reduce greenhouse gases from their operations.13

SANDAG REGIONAL ENERGY STRATEGY
The Regional Energy Strategy (RES) serves as the energy policy blueprint for our region through 2050. It established long term goals in eleven topic areas including energy efficiency, renewable energy, distributed generation, transportation fuels, land use and transportation planning, border energy issues, and the green economy. Using RES’ guiding principles and taking into consideration the myriad of policy measures recommended across the energy topics, six early actions were identified for SANDAG and local governments to focus on in the near term. These six early actions include building retrofit programs to improve energy efficiency, energy efficiency financing programs, utilizing government partnerships to improve energy efficiency in government facilities, supporting land use and transportation activities that reduce energy use, supporting electric charging infrastructure, and supporting the use of reclaimed water.

In 2014, a technical update of the RES was completed in order to inform development of San Diego Forward: The Regional Plan. This technical update demonstrates progress toward attaining the RES goals, updates existing conditions and future projections data, and recommends priorities for moving forward.

13. https://www.sandag.org/index.asp?projectid=337&fuseaction=projects.detail

CLIMATE ACTION PLAN 11
The 2011 CAP identified five focus areas to target GHG emission reductions. These five focus areas include transportation, residential, commercial/industrial, solid waste, and water and wastewater. Examples of GHG emission reduction actions executed from the 2011 CAP include a Property Assessed Clean Energy (PACE) financing program to encourage energy efficiency retrofits in existing buildings, an active weatherization improvement program, bicycle parking in new projects, and a reduction of parking standards for mixed use projects. These measures, as well as others not listed here, have been or are in the process of being implemented.

1.6 PUBLIC OUTREACH AND ENGAGEMENT
Community members play an important role in helping to reduce local GHG emissions. Therefore, it is crucial to conduct public outreach and engagement activities during the development of the CAP update. Public outreach assists the City in both providing timely information to as well as receiving input from local residents, stakeholders, and/or other interested parties. Public engagement efforts for the CAP Update consisted of virtual public workshops and stakeholder interviews. Community members were able to participate in two virtual public workshops where information on the CAP Update was provided. These public workshops also provided community members the opportunity to prioritize and provide feedback or suggestions on GHG reduction measures. Table CAP-2 provides an overview of the CAP Update public engagement and stakeholder outreach efforts.

SANDAG REGIONAL ALTERNATIVE FUELS, VEHICLES, AND INFRASTRUCTURE REPORT Infrastructure needs were identified in a 2009 assessment of how to accelerate deployment of alternative fuel vehicles in and around San Diego entitled the Regional Alternative Fuels, Vehicles and Infrastructure Report. The report recommended public – private partnerships and collaborative approaches to infrastructure planning and increasing alternative fuels in fleets. Its findings were incorporated into the regional energy and climate strategies.14

PORTSIDE COMMUNITY EMISSIONS REDUCTION PLAN
The Portside Community Emissions Reduction Plan (Portside CERP) serves as a program to reduce pollution exposure in communities based on environmental, health, and socioeconomic information. The Portside CERP contains information and strategies intended to reduce both air pollution emissions and community exposure to air pollution.15

1.5 EXISTING CLIMATE ACTION EFFORTS IN

NATIONAL CITY
National City actively demonstrates its support and commitment to reducing the City’s GHG emissions. The 2011 CAP identified business as usual (BAU) GHG emissions for years 2005, 2020, and 2030. Based on this analysis, the City adopted measures that demonstrates their commitment to align and meet statewide targets.

14. https://www.sandag.org/index.asp?projectid=339&fuseaction=projects.detail

15. https://www.sandiegocounty.gov/content/dam/sdc/apcd/PDF/AB_617/Portside%20 Environmental%20Justice%20DRAFT%20CERP%20Oct%202020.pdf Table CAP-2: Public Outreach and Engagement Efforts
Date Time Description
November 17,
2020
2:00pm - 3:00pm Zoom Stakeholder Meeting
February 11, 2021 1:00pm - 2:30pm Zoom Internal Meeting March 23, 2021 5:00pm - 7:00pm Zoom Webinar, Public Workshop March 24, 2021 10:00am - 12:00pm Zoom Webinar, Public Workshop October 19, 2022 2:00pm - 3:00pm Stakeholder Interview

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Many of the actions identified here to mitigate GHG emissions will also help National City’s government, businesses, and residents to adapt to a changing climate. For example, extreme and prolonged heat waves can put considerable strain on the reliability of energy delivery in peak periods, possibly leading to service disruption during times when cooling is most needed. By increasing efficiency across the City, such service disruptions are less likely, and the City will be able to better cope with those situations.

1.7.3 AIR QUALITY BENEFITS
Many sources of GHG emissions are simultaneously responsible for a variety of other pollutants such as particulate matter (PM10 and PM2.5), ozone, and nitrogen oxides. While GHG emissions from stationary industrial sources and mobile transportation sources contribute to global climate concerns, emissions of harmful air pollutants contribute to more localized impacts. Ozone and ozone precursors such as nitrogen oxide have been linked to respiratory illness. Exposure to particulate matter contributes to both respiratory and cardiovascular conditions. Many communities have been disproportionately impacted by long-term exposure to these sources of air pollution combined with economic or historic barriers to participation in clean air decisions and solutions. Many GHG reduction strategies are designed to limit the combustion of fossil fuels, which will in turn reduce air pollutant emissions from these same processes.

1.7 BENEFITS OF IMPLEMENTING GHG EMISSION REDUCTION MEASURES While climate change is happening worldwide, reducing GHG emissions on a local level can make an impactful difference. Addressing climate change requires a network of partnerships between local governments, agencies, businesses, and residences to work collectively and actively to achieve the goals set forth in this CAP. This section provides a discussion on the different benefits when communities work together to address climate change.

1.7.1 SAVING MONEY
In addition to helping reduce the impacts of climate change, measures taken to reduce GHG emissions have other important benefits. The most obvious of these is the potential for significant cost savings. Many of the measures in this plan “pay for themselves” quickly by reducing direct costs, such as fuel or energy used, and also indirect costs such as maintenance. For instance, a “right-sized” vehicle fleet is less expensive to purchase and fuel, while also being less costly to maintain. Encouraging energy efficiency, public transit use, building improvements, and other measures will also result in lower energy and water bills for residents and employers as well.

1.7.2 ENHANCING RESOURCE SECURITY AND RESILIENCY
A key strategic side benefit of climate change mitigation activities is enhanced energy security through reduction in total demand. This will put less strain on the energy system as a whole as we transition to clean renewable energy.

CLIMATE ACTION PLAN 13

1.7.4 CREATING JOBS
Renewable energy is a growing sector. According to the 2019 Clean Jobs America analysis of energy jobs data, nearly every U.S. state saw an increase in clean energy jobs in 2018, combining to add about 110,000 net new jobs for a growth rate of 3.6%.16 Similarly, new green sectors such as sustainable tourism, green construction, and urban agriculture can provide job opportunities that didn’t exist in the past. These climate protection measures can spur business and job growth during the design, manufacture, and installation of energy efficient technologies and other green sectors.

1.7.5 IMPROVING PUBLIC HEALTH
Climate change mitigation activities, particularly those related to transportation, help to clean the air by reducing vehicle emissions and therefore improve public health. Mitigation activities also can help to engender a greater degree of transportation choice for National City residents. More transit options combined with transit-oriented development practices make for a more vibrant, livable community with shorter commute times and more opportunities for active transport.

This creates more connected and resilient neighborhoods.

16. Environmental Entreprenuers, https://e2.org/reports/clean-jobs-america-2019/

14 Page 899 of 1838
CLIMATE ACTION PLAN 15
This chapter summarizes National City’s inventory of GHG emissions for the baseline year of 2018. It also includes a discussion on the methodology, the forecast for GHG emissions under business as usual (BAU) conditions in 2030 and 2050, as well as guides the City forward by producing emission targets for 2030 and 2050.

2.1 EMISSIONS INVENTORY
The main objective for establishing a GHG emissions inventory is to provide a baseline forecasting projection (i.e., BAU) that is used to predict future trends. By comparing statewide emissions reduction target to the baseline emissions inventory, the delta remaining can be found and quantified. This delta becomes the City’s goal for emissions reduction in order to reach statewide goals or targets. Quantifying this delta helps to inform the City in developing, evaluating, and implementing strategies and actions to meet the target.

2.2 METHODOLOGY
The first step is to understand the sources and amount of GHG emissions generated from activities within the City (baseline). The base year used for this CAP is 2018. National City’s inventory was conducted using the US Community Protocol for Accounting and Reporting of GHG Emissions, which allows local governments to systematically estimate and track GHGs from energy and waste related activities at the community-wide scale. The 2018 base year is generally representative of 2021 conditions. Though vehicle miles traveled (VMT) may have increased slightly between 2018 and 2021, the GHG emissions associated with VMT have improved between 2018 and 2021 due to improvements in vehicle efficiency and emission standards, thus 2018 conditions are generally equivalent to 2021 conditions. The methodology for obtaining the 2018 GHG emissions inventory is described in further detail below.

2. EMISSIONS INVENTORY AND FORECAST

16 ADMINISTRATIVE DRAFT - NOVEMBER 2022
ny (SDG&E). Transportation data was based on the SANDAG regional transportation model. Solid waste data was provided by EDCO, and wastewater data was provided by Metro Wastewater JPA. Water data was provided by the local water service provider, Sweetwater Authority.

Calculating National City’s community-wide energy emissions includes the consumption of electricity even though it is produced elsewhere.

The decision to calculate emissions in this manner reflects the general philosophy that a community should take full ownership of the impacts associated with its energy consumption, regardless of whether the generation occurs within the geographical limits of the community.

2.3 NATIONAL CITY’S COMMUNITY-WIDE

GHG EMISSIONS
National City’s community-wide GHG emissions inventory includes emissions from activities taking place within the City limits. However, for the purpose of this document, the inventory excludes the jurisdictional boundaries of the Navy and Port of San Diego. GHG emission sectors in this inventory include residential, commercial/industrial, transportation, solid waste, and water/wastewater.

National City’s 2018 community GHG emissions totaled in 518,263 metric tons of carbon dioxide equivalent (MTCO2e) or 8.51 MTCO2e per capita. The sector with the greatest contribution to global climate change was transportation accounting for 53.7% of the City’s total GHG emissions or 304,070 MTCO2e. Commercial energy source emissions contributed to 29% of the City’s overall emissions, or 153,235 MTCO2e.

In comparison, National City’s 2005 community-wide GHG emissions totaled in 550,714 MTCO2e or 9.9 MTCO2e per capita. Transportation accounted for 359,029 MTCO2e (65%) and commercial emissions accounted for 139,029 (25.2%). Figure 3 and Table 3 identifies GHG emissions in 2018 for each sector.

2.2.1 EMISSIONS ANALYSIS SOFTWARE
To facilitate local government efforts to identify and reduce GHG emissions, ICLEI developed the ClearPath tool, which is an online - cloudbased tool that estimates emissions derived from energy consumption and waste generation within a community. The ClearPath tool uses national EPA emission factors for stationary fuels and allows a user to enter their own utility specific emission factors for electricity use. Emissions are aggregated and reported in terms of CO2 equivalent units, or CO2e. Converting all emissions to CO2e units allows for the consideration of different GHGs in comparable terms. For example, methane is 85 times more powerful than CO2 in its capacity to trap heat, so the model converts one ton of methane emissions to 85 tons of CO2e.

The emissions coefficients and methodology employed by the ClearPath tool are consistent with national and international inventory standards established by the Intergovernmental Panel on Climate Change (IPCC), the U.S. Voluntary Greenhouse Gas Reporting Guidelines, and, for emissions generated from solid waste, the U.S. EPA’s Waste Reduction Model (WARM).

The ClearPath tool has been and continues to be used by over 250 U.S. local governments to estimate GHG emissions. The ClearPath tool is the upgraded version of the CACP software many California local governments used to conducted inventories prior to 2015. However, although the software provides National City with a sophisticated and useful tool, calculating emissions from energy use with precision depends on the data received.

2.2.2 INVENTORY DATA SOURCES AND CREATION PROCESS
An inventory of GHG emissions requires the collection of information from a variety of sectors and sources. For community electricity and natural gas data, ICLEI consulted San Diego Gas & Electric CompaPage 901 of 1838 CLIMATE ACTION PLAN 17

2.3.1 TRANSPORTATION
Transportation emissions were calculated for both on- and off-road vehicles and equipment in National City. On-road transportation emissions were derived from local jurisdiction VMT data and regional vehicle and travel characteristics. Off-road transportation emissions were obtained from the CARB model using data for San Diego County.

2.3.2 COMMERCIAL/INDUSTRIAL
Commercial and industrial emissions include electricity and natural gas.

Commercial energy consumption for 2018 resulted in a total of 153,738 MTCO2e, or approximately 29.1% of total community-wide emissions.

Natural gas is typically used in the commercial/industrial sector to head buildings, fire broilers, and generate electricity, while electricity is used for lighting, heating, and to power appliances and equipment.

2.3.3 RESIDENTIAL
Community-wide residential emissions include electricity and natural gas. Residential energy consumption for 2018 resulted in a total of 49,872 MTCO2e, or approximately 9.4% of total community-wide emissions.

2.3.4 SOLID WASTE
Emissions from the solid waste sector are an estimate of methane generation from the decomposition of municipal solid waste and alternative daily cover sent to the landfill in the base year (2018). These emissions are not generated in the base year but will result from the decomposition of 2018 waste over the full 100+ year cycle of its decomposition. About 75% of landfill methane emissions are captured through landfill gas collection systems; however, the remaining 25% escape into the atmosphere.17

17. U.S. EPA AP 42.

In 2018, the solid waste sector constituted 2% of the total GHG emissions for the National City community, producing an estimated 10,492 MTCO2e emissions.

2.3.5 WATER & WASTEWATER
Emissions from the water sector are based on the amount of energy used to pump and convey water to National City in 2018.

Emissions from the wastewater sector are an estimate of methane and nitrous oxide generated in the process of wastewater treatment. These emissions occur at treatment facilities outside the jurisdictional boundaries and “downstream” from the National City community where the wastewater is generated. In the San Diego region, about 71% of wastewater treatment me-thane emissions are captured through biogas collection systems; however, the remaining 29% escape into the atmosphere.18 The water and wastewater sector contributed 1,091 MTCO2e emissions, constituting 0.2% of the total community GHG emissions for National City in 2018.

18. University of San Diego Energy Policy Initiatives Center, 2008, San Diego County Greenhouse Gas Inventory.

18 ADMINISTRATIVE DRAFT - NOVEMBER 2022
Table CAP-3: Community-Wide Emissions Inventory (2018)
Sector Metric Tons of CO2e Percentage of Total (%)
Transportation 304,070 59
Commercial/
Industrial
153,738 30
Residential 48,872 9
Solid Waste 104,92 2
Water & Wastewater1,091 0.2
Total 518,263 100.0%
Figure CAP-3: Community-Wide Emissions Inventory (2018) Residential: 9%
Commercial & Industrial: 30%
Transportation: 59%
Water & Wastewater: 2% Waste: 0.21%

CLIMATE ACTION PLAN 19

2.4.2 LEGISLATIVE REDUCTION MEASURES
In addition to the BAU scenario, a scenario was developed to include the effects of a variety of legislative actions targeted to reduce GHG emissions. These legislative reduction measures include:
» Renewables Portfolio Standard
» Title 24 Energy Efficiency Standards and State Green Building Standards Code
» Clean Car Regulations (Assembly Bill 1493, 2002)
» Low Carbon Fuel Standard
» Executive Order N-79-29
» Advanced Clean Cars II Rule
A detailed description of these legislative measures is included in Chapter 1 and an analysis on how they were included in the City’s BAU and mitigated GHG emissions forecasts can be found in Appendix A, Methodology. Table CAP-4 illustrates the forecasted GHG emissions for the years 2030 and 2050.

As shown in the Table CAP-4, implementation of State and federal legislative measures will help contribute to the City’s reduction of GHG emissions. By year 2030, emissions are projected to decrease by approximately 10%; by 2050, emissions are projected to decrease by approximately 1% compared to 2018 levels.

2.4 NATIONAL CITY’S EMISSIONS FORECASTS
This section discusses the forecasts for GHG emissions in National City in both 2030 and 2050. The 2030 and 2050 BAU forecasts are provided in order to maintain consistency with the CARB Climate Change Scoping Plan (2017). BAU emission projections provide an estimate for future levels assuming the only reductions are from State measures that are currently in place. Through GHG projections, National City and the community can better understand the scale of local reductions needed to achieve statewide GHG reduction targets, in addition to legislative actions. These emission forecasts include the addition of 49.5 acres of land due to a 2021 annexation.

2.4.1 GROWTH RATES
GHG emission projections were based on population growth estimates from the SANDAG Series 13 Regional Growth Forecast. The Forecast Module in the ClearPath tool includes a Compound Growth Rate Calculator to calculate the population growth rate for the years 2030 and 2050. This calculation was completed to get the growth rate of 1.1% from 2018 to 2030 and 1% from 2018 to 2050. Once these population growth rates were calculated, the growth rate was then entered into the Forecast Growth Rate Factor Set to be applied to the emissions from each fuel in each inventory sector. To calculate per capita emissions, the total forecasted emissions from the ClearPath tool was divided by the 2018 population and projected population for both 2030 and 2050.

Further details on population growth used for emissions projections can be found in Appendix A, Methodology.

20 ADMINISTRATIVE DRAFT - NOVEMBER 2022
Table CAP-4: BAU and Legislative Reduction Measures Forecasts (MTCO2e) Sector 2018 BAU 2030 2050
BAU Forecast BAU Forecast
Transportation 304,070 265,445 282,384
Commercial/ Industrial 153,738 141,968 163,056
Residential 48,872 43,761 49,972
Solid Waste 104,92 11,952 14,441
Water & Wastewater 1,091 1,244 1,487
Total 518,263 464,356 511,340
Change from 2018 (%) - -10% -1%

2.5 EMISSION REDUCTION TARGETS
This section presents the GHG emissions reduction target for National City for the years 2030 and 2050. Many factors were considered when selecting National City’s reduction targets, including international, state, and regional goals for emissions reductions. Ultimately, the City strived to choose a target that aligns with State targets.

State and local factors considered in selecting the target reduction percentage included estimation of the effects of implemented and planned programs and policies, an approximate assessment of future opportunities to reduce emissions, statewide targets established in the Global Warming Solutions Act of 2006 (AB 32), Senate Bill (SB) 32, and Executive Orders S-3-05 and B-30-15. Statewide reduction policies set the following short- and long-term goals for reducing state-wide GHG emissions:
» 1990 levels by 2020;
» 40% below 1990 levels by 2030; and
» 80% below 1990 levels by 2050.

National City has adopted a reduction target of 40% below 2018 baseline emission levels by the year 2030, and 80% below 2018 baseline emission levels by the year 2050 (see Figure CAP-4 for more detail).

CLIMATE ACTION PLAN 21
Figure CAP-4: National City BAU and Legislative BAU Forecasts 0 100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
2018 2030 2050
Metric Tons CO
2 e
BAU Legislative BAU 2030 Target 2050 Target

22 ADMINISTRATIVE DRAFT - NOVEMBER 2022 ADMINISTRATIVE DRAFT - NOVEMBER 2022 Page 907 of 1838 CLIMATE ACTION PLAN 23

3. EMISSION REDUCTION STRATEGIES, GOALS, AND ACTIONS
This chapter presents the GHG emission reduction measures that the City of National City will implement in order to achieve the emission reduction target for the year 2030 and additional reductions by the year 2050.

The City is challenged with reducing greater amounts of GHG emissions with limited resources. Therefore, the City has identified measures based on careful consideration of emission reductions needed to achieve the target, existing priorities and resources, and the potential costs of various emission reduction projects.

Community-wide measures are divided into the following focus areas:
transportation, residential and commercial/industrial energy, renewable energy, solid waste, and water/wastewater. In each focus area, a series of objectives with supporting strategies and actions are explored.

An “Objective” is a goal, end result, or target and a “Strategy” is an implementing action of the objective. Each strategy then defines the “Lead Actor”, an agency, department, or individual responsible for implementing the strategy as well as a “Metric” used for measuring the strategy’s success.

3.1 COMMUNITY-WIDE GHG EMISSION REDUCTIONS
This CAP Update accounts for existing plans, programs, and activities that National City already incorporates to reduce emissions. The 2011 CAP included 55 emission reducing strategies which have been revised, removed or expanded upon in this CAP Update.

The residential, commercial/industrial, transportation and land use, solid waste, and water and wastewater sectors discussed below include measures that will reduce GHG emissions. In total, implementation of the CAP measures will reduce GHG emissions by 185,171 metric tons of CO2e (MTCO2e) from the 2030 BAU forecast. This reduction combined with reductions from legislative actions meets the target of 310,958 MTCO2e. By 2050, implementation of the CAP measures will reduce GHG emissions by 138,532 MTCO2e from the 2050 BAU forecast, which meets the 2050 target of 103,653 MTCO2e when combined with legislative actions. A summary of the reductions by sector is provided in Table CAP-5 below.

24 ADMINISTRATIVE DRAFT - NOVEMBER 2022
Table CAP-5: Community-Wide GHG Emission Reductions
Strategy 2018 2030 2050
Transportation 304,070 188,409 11,242
Commercial/ Industrial 153,738 74,377 56,594
Residential 48,872 22,788 17,344
Solid Waste 10,492 11,907 14,367
Water & Wastewater 1,091 1,231 1,487
Emissions avoided from CAP measures -185,171 -138,516
Emissions avoided from Federal and
State Regulations
-123,888 -494,705
Total Reductions -309,059 -633,221
% Below 2018 Baseline Emissions -42% -81%
Symbol GHG Reduction Range Description
Small Impact Range Emissions reductions for a
short duration
Medium Impact Range Varying emissions reductions over longer durations Large Impact Range High emissions reduction
over life of CAP
Symbol Co-Benefit
High potential to support jobs and prosperity
High potential to advance equity
High potential to improve local environmental quality
High potential to improve health

3.2 EMISSION REDUCTION FRAMEWORK
Calculating expected emissions reductions for each objective requires making assumptions about degree of implementation, technology, and individual behavioral changes several years into the future. The uncertainty associated with these assumptions makes it difficult to assign exact reduction totals to each objective or strategy. To address this uncertainty and provide a simple but useful reference for reduction potential, a series of symbols and percentage ranges has been devised to represent the emission reductions associated with each objective and its strategies:

Strategies that fall into the large impact range have high potential for emissions reductions over the life of the CAP, and strategies categorized as the low impact range are expected to have a lower reduction in emissions or would occur for a shorter amount of time. Strategies in the medium impact range are expected to have long-lasting impacts at a variety of reduction levels.

In addition to measuring the GHG reduction potential, each strategy is also evaluated for other benefits, or “co-benefits”, such as public health, equity and justice, jobs and prosperity, or environmental conversation.

The symbols in the Table below will indicate which co-benefits a measure will generate.

Table CAP-6: GHG Reduction Range
Table CAP-7: GHG Reduction Co-Benefit

CLIMATE ACTION PLAN 25

3.3 EFFICIENT TRANSPORTATION & LAND USE
The following measures are intended to reduce vehicle miles traveled, reduce GHG emissions and improve air quality through a variety of strategies, including efficient land use patterns; provisions to increase transit ridership, walking, and bicycling; urban forests/street trees; and use of alternative fuels.

Besides emitting GHGs, transportation fossil fuels also produce a host of criteria air pollutants when combusted, reducing local air quality and affecting our health. Transportation accounts for 59% of National City’s total GHG emissions. With the transportation and land use measure listed below, emissions will be reduced by over 115,000 MTC02e by 2030 and 292,000 MTCO2e by 2050, when combined with legislative reductions.

Table CAP-8: Transportation and Land Use Objectives
Objective Supporting Strategies Supports Adaptation Co-Benefits Reduction Potential TLU-1. Reduce Vehicle Miles Traveled TLU-1.1, TLU-1.2, TLU-1.3, TLU-1.4, TLU1.5, TLU-1.6, TLU-1.7, TLU-1.8
Y
TLU-2. Encourage Clean Transportation TLU-2.1, TLU-2.2, TLU-2.3, TLU-2.4, TLU-2.5
Y
TLU-3. Promote the Completion of Transportation StudiesTLU-3.1, TLU-3.2 Y TLU-4. Encourage parking restrictions and
prioritizations
TLU-4.1, TLU-4.2 Y
TLU-5. Promote Vehicle and driver efficiency TLU-5.1, TLU-5.2 Y

26 ADMINISTRATIVE DRAFT - NOVEMBER 2022
Table CAP-9: Transportation and Land Use Strategies
TLU-1. Reduce Vehicle Miles Traveled
Encourage the expansion and improvement of alternative transit networks to reduce vehicle miles traveled.

Strategy
Number Strategy Benefits Lead Actor Metric
TLU-1.1 Encourage high density and mixed-use development in Transit Priority Areas. VMT Reduced TLU-1.2 Reduce parking requirements in Transit Priority Areas to discourage the use of single-occupancy vehicles.

VMT Reduced
TLU-1.3 Develop and periodically update a Transportation Demand Management Plan for different sectors of the City.

VMT Reduced
TLU-1.4 Support the San Diego Metropolitan Transit Service (MTS) in expanding or making performance improvements (i.e. decrease headway times, increase number of stops) to existing transit service in National City.

VMT Reduced
TLU -1.5 Continue to implement bicycle corridor improvements and supportive infrastructure.

VMT Reduced
TLU -1.6 Improve access to bike share and electric scooters. VMT Reduced TLU -1.7 Implement pedestrian infrastructure and prioritize improvements in Transit Priority Areas to increase commuter walking opportunities.

VMT Reduced
TLU -1.8 Identify gaps in the City’s existing pedestrian network and address pedestrian improvement opportunities.

VMT Reduced
TLU -1.9 Incorporate the “Complete Streets” principal to capital projects and plans. VMT Reduced TLU -1.10 Implement strategies that prioritize parking for high occupancy vehicles (HOVs) – carpools, vanpools and transit vehicles.

VMT Reduced
TLU-1.11 Continue to encourage employers to institute programs that provide financial incentives (i.e. Parking Cash Out, Travel Allowances, Transit and Rideshare benefits, and Reduced Employee Parking Subsidies) for commuters to reduce their vehicle trips and use alternative transportation modes like walking, bicycling, public transit and carpooling, often as an alternative to subsidized employee parking.

VMT Reduced
TLU-1.12 Encourage employers to institute telework programs and alternative work schedules to reduce commuting during peak hours.

VMT Reduced

CLIMATE ACTION PLAN 27
Table CAP-9: Transportation and Land Use Strategies Continuation TLU-2. Encourage Clean and Efficient Transportation
Encourage the adoption of clean transportation (i.e. electrical vehicles), infrastructure, and efficient transportation practices.

Strategy
Number Strategy Benefits Lead Actor Metric
TLU -2.1 Encourage all new residential, governmental, and commercial buildings to be electric vehicle ready (i.e. charging stations, preferred parking, etc.).

Development Services
Department and Private Developers
Electric vehicle registration
TLU-2.2 Support the installation of electric vehicle charging stations in existing residential and commercial developments.

Electric vehicle registration
TLU-2.3 Continue to implement and improve streamlined permitting requirements, standardized design guidelines and siting criteria for all types of electric charging stations.

Electric vehicle registration
TLU-2.4 Implement perferred parking for electric vehicles. Development Services Department
Electric vehicle registration
TLU-2.5 Educate the community on fuel-efficiency or “eco-driving” practices.

TLU-2.6 Encourage the reduction of idling times for commercial vehicles and construction equipment.

TLU-2.7 Encourage the conversion of public transportation fleets and maintenance vehicles from gas to electric. Development Services Department
Electric vehicle registration
TLU-2.8 Continue to implement traffic-calming projects (e.i., replace stop-controlled intersections with roundabouts) to facilitate efficient traffic conditions.

TLU-2.9 Continue to coordinate traffic signals to facilitate efficient traffic conditions.

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3.4 RESIDENTIAL AND COMMERCIAL/INDUSTRIAL BUILDING EFFICIENCY Energy consumed in residential buildings accounts for 9% of National City’s total GHG emissions while commercial/industrial buildings account for 30%. Improving the efficiency of residential, commercial, and industrial building stock will contribute significantly to achieving National City’s GHG reduction target. This section focuses on opportunities to retrofit existing buildings, increase the quality of new construction, and to ensure that future activities in these sectors are compatible with our community’s climate protection goals.

Table CAP-10: Residential and Commercial/Industrial Building Efficiency Objectives Objective Supporting Strategies Supports Adaptation Co-Benefits Reduction Potential RCB-1. Existing Buildings RCB-1.1, RCB-1.2, RCB-1.3, RCB-1.4, RCB-1.5, RCB-1.6
Y
RCB-2. New Buildings RCB-2.1, RCB-2.2 Y
Table CAP-11: Residential and Commercial Building Efficiency Strategies RCB-1. Existing Development
Retrofit existing buildings to achieve a 70% reduction in energy use by 2038.

Strategy
Number Strategy Benefits Lead Actor Metric
RCB-1.1 Educate and encourage building owners to use the Free Resources and Energy Business Evaluation (FREBE) program to help improve energy and water efficiency.

Electricity, natural gas, and water
usage records
RCB-1.2 Utilize the building inspection and business license renewal process to distribute educational information on energy-efficiency upgrades.

Electricity and natural gas usage
records
RCB-1.3 Continue to provide an energy financing program to encourage energy efficient retrofits in existing buildings.

Electricity and natural gas usage
records
RCB-1.4 Educate the community of energy efficiencies and improvements including:
» Energy audits that inform building owners and residents of their energy usage and methods of reducing energy usage; » Peak demand and the associated environmental and monetary costs as a result; and
» Benefits of using solar water heating.

Electricity and natural gas usage
records

CLIMATE ACTION PLAN 29
RCB-1.5 Increase the number of homes weatherized per year by providing low- or no-cost weatherization improvements for low-income households.

Electricity and natural gas usage
records
RCB-1.6 Develop and implement performance standards for exterior lighting of commercial and industrial buildings and parking lots, which include minimum and maximum lighting levels while providing a safe environment.

Electricity and natural gas usage
records
RCB-2. New Development
Encourage new development is built to maximum energy efficiency.

Strategy
Number Strategy Benefits Lead Actor Metric
RCB-2.1 Encourage private development projects to exceed the energy efficiency requirements of CalGreen by providing technical assistance, financial assistance and other incentives.

Electricity and natural gas usage
records
RCB-2.2 Encourage LEED certification for all new commercial and industrial buildings.

Electricity and natural gas usage
records

3.5 RENEWABLE ENERGY PRODUCTION
Broadly speaking, the use of fossil fuels for energy (including electricity, heating, transportation, and other uses) is the single largest contributor to GHG emissions and climate change. Fossil fuels still supply a considerable share of energy for electricity, heating, transportation, and other energy-producing uses. Energy production is a cross-cutting focus area in that nearly all activities that take place in the community require energy of some sort. Fossil fuel combustion contributes to GHG emissions in all sectors. While SDG&E is working hard to increase the percentage of electricity generated through renewable sources, opportunities also exist for citizens and National City local government to produce small-scale renewable energy or fuels, offsetting the need for fossil fuels. This focus area is limited to energy production exclusively – objectives and strategies that focus on end use energy efficiency are included in other focus areas. The programs and projects within this focus area are designed to spur local government and community investment in renewable energy sources including those that produce electricity, heat, and mobile fuels.

Table CAP-11: Residential and Commercial Building Efficiency Strategies Continuation

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Table CAP-12: Renewable Energy Production Objectives
Objective Supporting Strategies Supports Adaptation Co-Benefits Reduction Potential RE-1. Establish or join a Community Choice
Energy Program
RE-1.1, RE-1.2, RE-1.3, RE-1.4, RE-1.5,
RE-1.6, RE-1.7
Y
Table CAP-13: Renewable Energy Production Strategies
RE-1. Establish or Join a Community Choice Energy Program Launch or join a CCE Program with renewable electricity sources.

Strategy
Number Strategy Benefits Lead Actor Metric
RE-1.1 Launch or join a CCE Program with renewable electricity sources as a percentage of overall energy supplies equal to or greater than the current percentage of renewable electricity provided by SDG&E and 80% customer participation.

CCE participation
RE-1.2 Encourage restricting new natural gas lines in buildings. Electricity and natural gas usage records
RE-1.3 Support building electrification codes. Electricity and natural gas usage records
RE-1.4 Implement solar panels in existing city-owned facilities (schools, libraries, etc.).

Electricity usage records
RE-1.5 Pursue economic incentives and creative financing for renewable energy projects.

Electricity usage records
RE-1.6 Reduce costs to permit alternative energy generation projects. Electricity usage records RE-1.7 Encourage removing barriers for renewable energy production, including:
» Building and development codes, design guidelines, and zoning ordinances
» Work with related agencies, such as fire, water, health and others that may have policies or requirements that adversely impact the development or use of renewable energy technologies Electricity usage records

CLIMATE ACTION PLAN 31

3.6 SOLID WASTE EFFICIENCY
Emissions from solid waste material directly contribute 0.21% of National City’s total GHG emissions. Additionally, embodied energy within the items that we throw away might be harnessed through reuse and recycling of materials. It is in National City’s long-term interest to expand recycling facilities and enable re-use of construction materials and other goods. This section focuses on opportunities to reduce waste, reuse materials, and recycle what cannot be reused.

Table CAP-14: Solid Waste Efficiency Objectives
Objective Supporting Strategies Supports Adaptation Co-Benefits Reduction Potential SW-1. Divert Solid Waste from Landfills SW-1.1, SW-1.2, SW-1.3, SW-1.4, SW-1.5, SW-1.6, SW-1.7, SW-1.8
Y
Table CAP-15: Solid Waste Efficiency Strategies
SW-1. Divert Solid Waste from Landfills
Implement zero waste initiatives to reduce waste disposal from residents and businesses.

Strategy
Number Strategy Benefits Lead Actor Metric
SW-1.1 Retain green waste recycling programs. Solid waste volume records SW-1.2 Educate owners and residents of multi-family housing about recycling requirements and opportunities.

Solid waste volume records
SW-1.3 Establish and retain an active composting plan and curbside composting project through the EDCO waste collection service.

Solid waste volume records
SW-1.4 Continue working with EDCO to encourage waste audits and waste reduction plans for existing and new commercial developments.

Solid waste volume records
SW-1.5 Encourage zero food waste in schools. Solid waste volume records SW-1.6 Encourage recycling food waste from the community kitchen to be used as compost in community gardens.

Solid waste volume records
SW-1.7 Implement and retain bio-solid waste programs. Solid waste volume records SW-1.8 Establish community-wide quarterly e-waste and recyclable events. Solid waste volume records

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3.7 WATER AND WASTEWATER MANAGEMENT
Energy is used to pump, transport, and treat water and wastewater which results in GHG emissions. Emissions from water and wastewater accounts for approximately 0.21% of National City’s total emission inventory.

This focus area does not include the methane collection system; please refer to Energy Production focus area for this project.

Table CAP-16: Water & Wastewater Management Objectives
Objective Supporting Strategies Supports Adaptation Co-Benefits Reduction Potential WW-1. Reduce community-wide potable
water consumption
WCR-1.1, WCR-1.2, WCR-1.3, WCR-1.4,
WCR-1.5
Y
Table CAP-17: Water & Wastewater Management Strategies
WW-1. Reduce community-wide potable water consumption
Implement strategies for reducing potable water consumption in National City Strategy
Number Strategy Benefits Lead Actor Metric
WW-1.1 Promote and educate the community on water efficient landscaping and weather based irrigation devices.

Water usage records
WW-1.2 Utilize the business license renewal process to provide educational information on ways to reduce water use and improve water efficiency.

Water usage records
WW-1.3 Identify and support programs that re-use gray water. Water usage records WW-1.4 Implement stormwater capture systems (i.e., sidewalk gardens or green spaces) to reduce reliance on imported water.

Water usage records
WW-1.5 Continue to provide a water financing program to encourage water efficient retrofits in existing buildings and prioritize low-income households.

Water usage records

CLIMATE ACTION PLAN 33

3.8 MITIGATED EMISSIONS FORECAST
This CAP Update accounts for existing plans, programs, and activities that National City already incorporates to reduce emissions. The 2011 CAP included 55 emission reducing strategies which have been revised, removed or expanded upon in this CAP Update. Table 12 summariz- es the emissions reductions achieved by implementation of all local reduction measures. As shown, the identified measures would reduce emissions to levels that meet the CAP goals of 60% of 2018 inventory by 2030 and 20% of the 2018 inventory by 2050. The majority of the GHG reduction strategies would be implemented in the near-term and are assumed to continue to the year 2050. Certain reduction measures would continue to achieve further reductions throughout the forecast horizon while others exceed their useful life. For example, while elec- trification of new construction would be anticipated to last indefinite- ly; but reductions from electrification of major renovations would not continue after the existing building supply has completely turned over.

The effectiveness of some strategies are reduced in the future due to the planned implementation of legislative actions. For example, legisla- tive actions that reduce vehicle emissions are so effective in 2050 that strategies that reduce vehicle miles traveled do not achieve as much emissions reduction as the same actions would in 2030.

As shown in Figures CAP-5 and CAP-6, below, the City will meet their communitywide reduction goals for 2030 and 2050. Figure CAP-5 pres- ents the emissions by sector and clearly demonstrates the dramatic reductions in the transportation sector due to legislative actions.

34 ADMINISTRATIVE DRAFT - NOVEMBER 2022
0 100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
2018 2030 2050
Metric Tons CO
2 e
BAU Legislative BAU 2030 Target 2050 Target CAP
Figure CAP-5: National City Mitigated Forecast

CLIMATE ACTION PLAN 35
0 100,000
200,000
300,000
400,000
500,000
600,000
Transportation Commercial/Industrial Residential Solid Waste Water & Wastewater GHG Target 2030 GHG Target 2050
Figure CAP-6: National City Mitigated Forecast Emissions by Sector

36 Page 921 of 1838
CLIMATE ACTION PLAN 37

4.1 IMPLEMENTATION
While some of the actions within the National City CAP are well underway, over the coming months, National City will engage with community members, businesses, institutions, and other stakeholders through a Climate Action Planning Task Force to prepare a more detailed implementation plan for strategies outlined within this CAP and for any prerequisite actions needed to begin Plan implementation.

These prerequisite actions include:
» Creating citizen advisory groups for programs that require considerable community engagement. » Gathering bids for contracted services and equipment. » Making necessary changes to local policies, ordinances, or existing programs, including staffing.

Climate change is one of the most critical challenges facing society today. Overcoming climate change will require substantial efforts from government, organizations, and individuals. Meeting National City’s reduction target will require both persistence and adaptability. The City needs to prioritize actions; mobilize residents, business owners and staff; and work with neighboring jurisdictions and regional agencies to create workable solutions. The previous chapters present and analyze reduction measures intended to reduce GHG emissions in National City. As described in Chapter 3, implementation of the CAP measures will exceed the reduction targets for both the community and government operations emissions. These measures represent the hard work and initiative of the City of National City to go above and beyond normal practice by proactively addressing our relationship to global climate change. This chapter outlines the next steps for implementation and monitoring that will be taken to ensure the GHG emission reduction measures in National City are realized .

4. NEXT STEPS

38 ADMINISTRATIVE DRAFT - NOVEMBER 2022
of individual reduction measures. Early identification of effective strategies and potential issues will enable the City to make informed decisions on future priorities, funding, and scheduling.

4.4 FUNDING
One of the main barriers to seeing through an implementation plan is lack of available funds. There are multiple grant and loan programs through State, federal, and regional sources to combat climate change.

With the establishment of this plan for action, National City is in a position to apply for funding to implement the supporting measures in a timely fashion. Funding sources may include the San Diego Association of Governments, as a well as State and federal agencies with similar programs.

4.2 MONITORING
Establishing a monitoring process enables National City to track the impacts of the actions included in the plan and compare estimated impacts to what is actually achieved in terms of energy savings, renewable energy production, and GHG emissions reduction. Assessing the implementation status of the actions will allow determination of whether the action is performing well and to identify corrective measures. This process is also an opportunity to understand barriers to implementation and identify best practices or new opportunities in moving forward.

Action reports occur every two years and will only include status updates on the overall strategy, the mitigation action plan, and the adaptation action plan. The full monitoring report will occur every four years and in addition to the components in the action report, will include an updated community and municipal GHG inventory. This will help National City track its GHG emissions reduction progress. With the approval of this CAP in 2023, the first monitoring action report will be due in 2025 and the first full monitoring report with the updated GHG inventories will be due in 2027. Ideally, the most recent GHG inventories should be no more than four years old.

4.3 PLAN ADAPTATION, RE-INVENTORY
As part of the update process mentioned above, the City will comprehensively update its 2018 GHG inventory to evaluate progress toward meeting its GHG reduction goals. This includes data collection in each of the primary inventory sectors (electricity demand, natural gas use, regional vehicle miles traveled, solid waste disposal, water and wastewater, and municipal facilities), and comparing the inventory to the City’s baseline GHG emissions. Information will be consolidated in a database or spreadsheet that can be used to evaluate the effectiveness

Attachment 1. CAP Emissions Methodology

National City Climate Action Plan:

Emissions Modeling Methodology
This emissions modeling methodology describes the processes used to develop the baseline greenhouse gas (GHG) emissions inventory, the business as usual (BAU) forecasts, the legislative BAU forecasts, and the mitigated forecasts that include reductions achieved by the strategies outlined in the Climate Action Plan (CAP).

Emissions were estimated for each inventory sector: Transportation & Mobile Sources, Residential energy, Commercial energy, Industrial energy, Solid Waste, and Water & Wastewater. These baseline estimates were all conducted using ICLEI USA’s ClearPath tool, unless otherwise specified, which allows for future forecasts based on assumptions applied to baseline inventories. The CAP follows the U.S.

Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions (U.S. Community Protocol), developed by ICLEI USA1.
2018 Baseline Inventory Methodology
A baseline GHG emissions inventory was included in the previously adopted National City CAP (2011).

This baseline inventory was updated with more recently available data that more closely reflects the current land use, utility use, and general activity within National City. 2018 was most recent year for which complete data was available at the time of preparation of the CAP Update. This section outlines the methodology used to estimate the baseline 2018 emissions for each inventory sector.

Transportation
The emissions associated with on-road transportation were calculated in ClearPath using the estimated City of National City vehicle miles traveled (VMT) Annual VMT for 2018. Average weekday VMT for the City for year 2016 was provided by the San Diego Association of Governments (SANDAG) using the Series 14 Forecast and activity-based model (ABM2+). SANDAG allocates the VMT derived from ABM2+ to the City of National City using the Origin-Destination (O-D) method, which estimates miles traveled based on where a trip originates and where it ends to attribute on-road emissions to cities and regions.

O-D VMT allocated to National City includes all miles traveled for trips that originate and end within National City limits (referred to as Internal-Internal), and half of the miles traveled for trips that either begin within National City and end outside the City (referred to as Internal-External), or vice versa (referred to as External-Internal). In accordance with the methodology, VMT from trips that begin and end outside National City that only pass through the City limits (referred to as External-External) are not included in the total City VMT. The total average weekday VMT were multiplied by 347 to adjust from average weekday VMT to average annual VMT, which includes weekends.

The 2018 VMT was estimated by applying growth rates to the 2016 values derived from the Highway Performance Monitoring System (HPMS)2. The derivation of the 2018 VMT values is summarized in Table A-1.
1 ICLEI, U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions, https://icleiusa.org/us-community-protocol/
2 Caltrans, Highway Performance Monitoring System Data, https://dot.ca.gov/programs/research-innovationsystem-information/highway-performance-monitoring-system

Table A-1 Baseline Year VMT
VMT by Trip Type (miles/weekday) Daily CAP VMT Annual VMT

CAP VMT
Year
InternalInternal (I-I)
Trips
ExternalInternal/InternalExternal (I-E/E-I)
Trips
ExternalExternal Trips
(Informational
only, excluded
from City VMT)
Total City VMT
(100% I-I + 50%
I-E/E-I) (miles
per weekday)
Total City VMT
(miles per
year)
2016 92,060 2,960,454 80,366,924 1,572,287 545,583,630
2018 Not estimated for analysis. 583,050,360
Energy Use
Energy use data from San Diego Gas and Electric (SDGE) was available for 2018 by zip code. Mapping tools were used to determine the percentage of land area within each zip code that is within the National City boundary. This percentage was applied to data for each zip code to determine the residential electricity use, commercial electricity use, residential natural gas use, and commercial natural gas use within the National City boundary, as summarized in Table A-2 . Natural Gas usage from industrial sources was not able to be provided due to privacy concerns.

Table A-2 Baseline Year Energy Use
Zip Code
Percent of Zip
Code Area
within National
City
Total
Electricity
Usage by
zip Code
(kWh)
National City
Electricity
Usage by
Zip Code
(kWh)
Total Natural
Gas Usage by
Zip Code
(therms)
National City
Natural Gas
Usage by
zip Code
(therms)
91902 R 0.76% 35,815,908 272,201 6,298,594 47,870
91902 C 0.76% 17,281,693 131,341 0 0
91910 R 0.46% 110,568,609 508,616 14,141,134 65,049
91910 C 0.46% 142,143,771 653,861 0 0
91910 I 0.46% 200,523,173 922,407 0 0
91950 R 90.45% 68,973,147 62,386,211 6,688,850 6,050,065 91950 C 90.45% 202,414,194 183,083,638 22,511,327 20,361,495 92118 R 0.26% 47,797,713 124,274 5,738,776 14,921
92118 C 0.26% 47,341,519 123,088 0 0
92154 R 1.05% 98,730,433 1,036,670 8,099,953 85,050
92154 C 1.05% 150,501,144 1,580,262 845,063 8,873
92154 I 1.05% 110,260,998 1,157,740 0 0
National City Residential Total 64,327,972 6,262,954
National City Commercial Total 185,572,191 20,370,358
National City Industrial Total 2,080,147 0

Solid Waste
The Solid Waste sector of the inventory includes emissions from total waste generation (wet tons) and composted green waste (tons) generated by City activities. Total tonnage of solid waste hauled from National City customers in the year 2018 was provided by EDCO. Table A-3 presents the tons of solid waste sent to landfills and tons of recycled waste that were used in the ClearPath model to estimate the emissions generated from these sources.

Table A-3 Baseline Year Solid Waste Data
Description Tons
Waste sent to landfill 45,707
Waste recycled 519.86
Waste composted 1843.14
Water and Wastewater
The Water & Wastewater sector of the inventory includes emissions energy usage from potable water supply and the wastewater treatment facility, and combustion and flaring of digester gas. System-wide usage data from Sweetwater Authority and Point Loma Treatment Center were acquired for the year 2018. This data was scaled based on the National City portion of the population served to estimate the usage specific to National City for the baseline Inventory calculations, as shown in Table A-4. These values were used in the ClearPath model to estimate annual CO2e from the water and wastewater sector.

Table A-4 Baseline Year Water and Wastewater Data
Parameter System Value System
Population
Community
Population
National City
Value
Electricity Usage
(Sweetwater) 5,995,000 kWh 196,061 62257 1,903,646 kWh
Volume of water delivered 1,573 million
gallons 196,061 62257 499.5 million gallons
Electricity Usage (Point
Loma) 18,943,757 kWh 2,300,000 61,431 505,971 kWh
Natural Gas Usage (Point
Loma) 231,697 therms 2,300,000 61,431 6,188.4 therms
Volume of water treated 4.5 million gallons 2,300,000 61,431 Volume digester gas
produced and combusted 3,100,000 scf/day 2,300,000 61,431 82.8 scf/day Percent CH4 in digester
gas
62% 62%
Note: CH4 = methane, scf/day = standard cubic feet per day

Baseline Results and Reduction Targets
Values described in the previous tables were entered into the ClearPath model. ClearPath estimated emissions by sector for the year 2018, as summarized in Table A-5. Reduction targets were based on the 2018 total emissions of 518,263 MTCO2e.

Table A-5 National City 2018 Baseline Emissions Inventory by Sector Sector Metric Tons of CO2e
Transportation 304,070
Commercial/Industrial 153,738
Residential 48,872
Solid Waste 10,492
Water & Wastewater 1,091
2018 Total 518,263
2030 Target (40%
reduction) 310,958
2050 Target (80%
reduction) 103,653
Note: Columns may not add to totals due to rounding.

Business As Usual (BAU) Forecast Methodology
The BAU forecast evaluates the projected future emissions, assuming no reduction strategies are in place while the population and industry continues to grow. The Forecast Module in the ClearPath tool includes a Compound Growth Rate Calculator to calculate the population growth rate for the years 2030 and 2050, which is applied to each sector to estimate future emissions. In 2019 National City annexed

49.5 acres of land. Excluding this increased area and its associated land uses would underestimate future emissions. An alternative baseline inventory, referred to as the 2018b inventory, was developed that includes emissions from the annexation. Although the 2018b inventory does not represent the conditions in 2018, it was used to develop the 2030 and 2050 forecasts for the anticipated National City boundary for future analysis years. The ClearPath forecasts were all performed using growth rates applied to the 2018b inventory.
2018b Inventory
As described above, a 2018b Inventory was developed as a baseline to forecast emissions for 2030 and 2050. Adjustments were made to the energy sector only.

The energy use data provided by SDGE was scaled by zip code, as described in the 2018 Baseline Inventory Methodology. Mapping tools were used to determine the percentage of land area within each zip code that is within the updated National City boundary that included the annexed land. The scaling exercise summarized in Table A-2 was updated to reflect 100% of the area within zip code 91950 is within National City limits. Table A-6 presents the development of the energy use inputs for the 2018b Inventory.

Table A-6 Development of 2018b Energy use inputs
Zip Code
Percent of zip
code area
within National
City
Total usage
by zip code
(kWh)
National City
usage by zip
code
Total usage
by zip code
(kWh)
National
City usage
by zip
code
91902 R 0.76% 35,815,908 272,201 6,298,594 47,870
91902 C 0.76% 17,281,693 131,341 0 0
91910 R 0.46% 110,568,609 508,616 14,141,134 65,049
91910 C 0.46% 142,143,771 653,861 0 0
91910 I 0.46% 200,523,173 922,407 0 0
91950 R 100% 68,973,147 68,973,147 6,688,850 6,688,850
91950 C 100% 202,414,194 202,414,194 22,511,327 22,511,327 92118 R 0.26% 47,797,713 124,274 5,738,776 14,921
92118 C 0.26% 47,341,519 123,088 0 0
92154 R 1.05% 98,730,433 1,036,670 8,099,953 85,050
92154 C 1.05% 150,501,144 1,580,262 845,063 8,873
92154 I 1.05% 110,260,998 1,157,740 0 0
National City Residential Total 70,914,907 6,901,739
National City Commercial Total 204,902,746 22,520,200
National City Industrial Total 2,080,147 0
VMT was not modified for the 2018b Inventory. The VMT data analysis used for the 2018 Baseline Inventory was based on vehicle trips with an origin or destination located within the 2018 National City boundary. A traffic analysis has not been updated to include the annexed area. It is not expected that the additional area would cause a significant change in VMT, as compared to the 2018 data.

Table A-7 demonstrates the differences in GHG emissions between the 2018 Base Inventory presented in the CAP and the 2018b inventory used to estimate the GHG emissions for the forecast years.

Table A-7 Comparison of 2018 Emissions Inventory to 2018b Inventory Used for Forecasts 2018
Metric Tons of CO2e
2018b
Sector Metric Tons of CO2e
Transportation 304,070 304,070
Commercial/Industrial 153,738 169,849
Residential 48,872 53,863
Solid Waste 10,492 10,493
Water & Wastewater 1,091 1,091
Total 518,263 539,367
Note: Columns may not add to totals due to rounding.

Growth Factors
Emissions forecasts were created for each inventory sector: residential energy, commercial energy, industrial energy, transportation & mobile sources, solid waste and water & wastewater. These

forecasts were all conducted in the Forecast Module of ICLEI USA’s ClearPath tool, based on population growth estimates from the SANDAG Series 13.

The ClearPath model uses 5-year increment growth and emission factors (factor sets). Basic growth indicators included forecasted population, VMT, commercial jobs, industrial jobs, and municipal jobs.

Emission factor indicators were developed for vehicle emission factors and electricity intensity factors to reflect the effects of California vehicle emission standards, California’s Advanced Clean Cars Program (which includes the Zero-Emission Vehicle Program), and the Renewable Portfolio Standard (RPS).

The Forecast Module ClearPath includes a Compound Growth Rate Calculator to calculate the population growth rate for the years 2030 and 2050. This calculation was completed to get the growth rate of 1.1% from 2018 to 2030 and 1% from 2018 to 2050. Once these population growth rates were calculated, the growth rate was then entered into the Forecast Growth Rate Factor Set to be applied to the emissions from each fuel in each inventory sector. The growth factors were applied to the entries included in the 2018b Inventory.

BAU Forecast Emissions
For each sector, the population growth rate was applied to the baseline usage values (VMT, residential electricity use, solid waste tonnage, etc.). For calculating emissions, ClearPath will first impute the relationship between the Usage value and the value for CO2e. Forecasted emissions are calculated based on the forecasted Usage value while maintaining the relationship between the two as a constant.

The BAU forecast summarized in Table A-8 assumes that the CO2e emission rates for each sector will be constant over time and does not account for any improvements due to regulations or technology such as vehicle emissions standards or the transition to renewable energy sources.

Table A-8 BAU Emissions for Forecast Years
2030
Metric Tons of CO2e
2050
Sector Metric Tons of CO2e
Transportation 342,633 413,939
Commercial/Industrial 191,390 231,220
Residential 60,694 73,325
Solid Waste 11,823 14,284
Water & Wastewater 1,231 1,487
Total 607,771 734,255
Note: Columns may not add to totals due to rounding.

Legislative BAU Forecast Methodology
The Legislative BAU Forecast was developed using the same methodology as the BAU Forecast with the addition of applying the impacts of federal and State regulations that will reduce GHG emissions in the forecast years. Emissions reductions due to legislative actions were estimated in ClearPath for the electricity usage and transportation sectors.

The impacts of the RPS were applied to residential, commercial, and industrial electricity use. For the Legislative BAU forecasts, baseline electricity intensity factors in ClearPath were replaced with values derived from the requirements set forth in Senate Bill 100 that requires a minimum RPS mandated energy mix of 60 percent renewables by 2030 and 100% carbon-free resources by 2045.

The combination of federal fuel economy standards, California-specific emissions standards, and State mandates that will limit the sales of fossil fuel-powered passenger vehicles and trucks will result in a dramatic reduction of vehicle emissions by 2050. Vehicle emission factors sets that include the decay rate (or negative growth rate) as a result of currently adopted emissions reduction programs were derived from the California Air Resource Board’s (California ARB) motor vehicle emission inventory program, EMFAC20213.

To quantify the change in carbon intensity and VMT for each fuel type, EMFAC2021 was run using defaults applicable to the SANDAG planning region for 2020 to 2050. The EMFAC2021 model incorporates local vehicle mix and all applicable fuel economy and vehicle emission standards that were adopted as of 2020. For each 5-year interval, growth rates were developed by calculating the total change in carbon intensity (CO2e in grams per mile) and the change in VMT over 5 years. These values were used to calculate the annual growth rate for the periods stated in Table A-9, which were used in ClearPath to estimate emissions for the legislative BAU scenario. A negative growth rate signifies a decrease in carbon intensity or VMT. The changes were only applied to gasoline and diesel vehicles.

Vehicles fueled by other alternative fuels would not be impacted by the regulations considered.

Table A-9 Growth Rate Factors for Legislative BAU Calculations Gasoline Vehicles Diesel Vehicles
Forecast Year
Interval
Carbon
Intensity
Annual Growth
Rate
VMT Annual
Growth Rate
Carbon
Intensity
Annual Growth
Rate
VMT
Annual
Growth
Rate
2020-2024 -1.4% -0.4% 0.9% 1%
2025-2029 -1.5% -0.4% 0.003% 1%
2030-2034 -1.1% -0.3% -0.7% 1%
2035-2039 -0.6% -19.8% -1.4% -19.8%
2040-2044 -0.3% -19.8% -1.4% -19.8%
2045-2050 -0.1% -19.8% -1.1% -19.8%
3 California Air Resources Board, EMFAC, https://arb.ca.gov/emfac/

Legislative BAU Forecast Emissions
The legislative BAU Forecast is summarized in Table A-10. Although significant reductions are achieved in the transportation and commercial and residential energy use sectors, more reductions are needed to meet the City’s 2030 and 2050 targets.

Table A-10 Legislative BAU Emissions for Forecast Years 2030
Metric Tons of CO2e
2050
Sector Metric Tons of CO2e
Transportation 285,099 10,751
Commercial/Industrial 141,968 163,056
Residential 43,762 49,972
Solid Waste 11,823 14,284
Water & Wastewater 1,231 1,487
Total 483,883 239,550
Note: Columns may not add to totals due to rounding.

Mitigated Forecast Methodology
The Mitigated Forecast estimates the total GHG emissions in 2030 and 2050 when the emission reduction strategies identified in the CAP are applied to the BAU with Legislative Actions Forecasts. The ClearPath tool was used apply reduction strategies for the residential, commercial/industrial, and solid waste sectors. Estimates for the transportation sector emissions were calculated outside of ClearPath, using the CARB EmFac2021 Model. Although the CAP includes emissions reduction strategies that apply to the water and wastewater sector, these were not quantified as part of this analysis.

The methodology used to quantify benefits from CAP strategies and develop the Mitigated Forecast are described for each emission sectors below.

Efficient Transportation and Land Use
Strategies that reduce GHG emissions from transportation and land use reduce GHG emissions by reducing VMT and by reducing the use of fossil fuels.

VMT reductions occur when single occupancy vehicular trips shift to a different mode of travel (transit, walking, biking); reductions in trip lengths occur, or trips are eliminated. A 2050 travel forecast was developed as part of the FGPU. The FGPU includes a travel demand model analysis that incorporates planned land use, projects, and policies in National City. VMT reductions resulting from many of the CAP strategies related to Efficient Transportation and Land Use were captured by assumptions within the FGPU analysis. VMT reductions that were not included in the travel forecast were estimated using information from the Handbook for Analyzing Greenhouse Gas Emissions Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity (California Air Pollution Control Officers Association [CAPCOA], 2021).

A number of CAP strategies encourage residents and businesses to choose electric vehicles over fossil fuel vehicles. It was assumed that these strategies are needed to support the State’s aggressive goals toward electric vehicle adoption. No additional emissions reductions were estimated for the use of electric vehicles beyond those already included in the Legislative BAU Forecasts.

Table A-11 notes which strategies are included in the VMT forecast, included in the EV adoption assumptions, or if additional assumptions were applied using ClearPath. Some strategies were not quantified due to lack of details as the strategies need further refinement.

Table A-11 Methods used to apply emissions reductions from Efficient Transportation and Land Use Strategies
Strategy Description Assumption Source
TLU-1.1 Encourage high density and
mixed-use development in
Transit Priority Areas.

Included in travel demand
modeling assumptions
FGPU Modeling
TLU-1.2 Reduce parking requirements
in Transit Priority Areas to
discourage the use of singleoccupancy vehicles.

Limiting residential parking
supply reduces up to 13.7% of
work commute trips
CAPCOA GHG Handbook4
TLU-1.3 Develop and periodically
update a Transportation
Demand Management Plan for
different sectors of the city.

Reduction not quantified without
specific projects identified. Some
TDM features are assumed in
travel demand modeling, but
these are not related to specific
sectors of the city.

TLU-1.4 Support the San Diego
Metropolitan Transit Service
(MTS) in expanding or making
performance improvements
(i.e., decrease headway times,
increase number of stops) to
existing transit service in
National City.

Included in travel demand
modeling assumptions
FGPU Modeling
TLU-1.5 Continue to implement bicycle
corridor improvements and
supportive infrastructure.

Included in travel demand
modeling assumptions
FGPU Modeling
TLU-1.6 Improve access to bike share
and electric scooters
Implementing electric bikeshare
program reduces up to 0.06% of
work trips; Implementing
scooter share reduces up to

0.07% of work trips
CAPCOA GHG Handbook
TLU-1.7 Continue to implement
pedestrian infrastructure and
prioritize improvements in
Transit Priority Areas.

Included in travel demand
modeling assumptions
FGPU Modeling
TLU-1.8 Identify gaps in the City’s
existing pedestrian network
and address pedestrian
improvement opportunities.

Included in travel demand
modeling assumptions
FGPU Modeling
TLU-1.9 Incorporate the “Complete
Streets” principal to capital
projects and plans.

Included in travel demand
modeling assumptions
FGPU Modeling
4 CAPCOA, Handbook for Analyzing Greenhouse Gas Emission Reductions, Assessing Climate Vulnerabilities, and Advancing Health and Equity,
https://www.airquality.org/ClimateChange/Documents/Final%20Handbook_AB434.pdf

Strategy Description Assumption Source
TLE-1.10 Implement strategies that
prioritize parking for high
occupancy vehicles
Implementing voluntary
commute trip reduction
programs reduce up to 4% of
work trips
CAPCOA GHG Handbook
TLE-1.11 Continue to encourage
employers to institute
programs that provide
financial incentives for
commuters to reduce their
vehicle trips and use
alternative transportation
modes
TLE-1.12 Encourage employers to
institute telework programs
and alternative work schedules
to reduce commuting during
peak hours.

Included in travel demand
modeling assumptions
FGPU Modeling
TLU-2.1 Encourage all new residential,
governmental, and commercial
buildings to be electric vehicle
ready (i.e., charging stations,
preferred parking, etc.).

Included as part of assumption
that electric vehicle adoption
goals will be met. These
strategies are needed to
encourage the continued
transition to electric vehicles. No
additional reductions assumed.

TLU-2.2 Support the installation of
electric vehicle charging
stations in existing residential
and commercial developments.

TLU-2.3 Continue to implement and
improve streamlined
permitting requirements,
standardized design guidelines
and siting criteria for all types
of electric charging stations.

TLU-2.4 Implement preferred parking
for electric vehicles.

TLU-2.5 Educate the community on
fuel-efficiency or "eco-driving"
practices.

Reduction not quantified.

Minimizing idling and stop-andgo conditions reduces emissions at a scale that is small as
compared to city-wide emissions.

TLU-2.6 Encourage the reduction of
idling times for commercial
vehicles and construction
equipment.

Reduction not quantified without
specific data for expected idling
times reductions.

TLU-2.7 Encourage the conversion of
public transportation fleets
and maintenance vehicles
from gas to electric.

Included as part of assumption
that electric vehicle adoption
goals will be met. These
strategies are needed to
encourage the continued
transition to electric vehicles. No
additional reductions assumed.

TLU-2.8 Continue to implement trafficcalming projects (e. I, replace stop-controlled intersections
with roundabouts) to facilitate
efficient traffic conditions.

Reduction not quantified without
specific projects identified.

Minimizing idling and stop-andgo conditions reduces emissions

Strategy Description Assumption Source
at a scale that is small as
compared to city-wide emissions.

TLU-2.9 Continue to coordinate traffic
signals to facilitate efficient
traffic conditions.

Reduction not quantified without
specific projects identified.

Minimizing idling and stop-andgo conditions reduces emissions at a scale that is small as
compared to city-wide emissions.

The 2050 VMT forecast within National City was developed as part of the FGPU using the land use assumptions of the preferred buildout scenario, based on a SANDAG Series 13 Forecast for regional VMT by jurisdiction. Consistent with the 2018 Baseline Inventory methodology, only VMT associated with trips with an origin and destination within the City was included (half of the VMT associated with trips with an origin or destination outside the City was included, and pass-through trips were excluded). 2030 CAP VMT was linearly interpolated between the 2050 CAP VMT and the 2018 VMT used to create the baseline inventory. Table A-12 summarizes the development of the VMT used for the mitigated forecasts.

Table A-12 VMT Used for Mitigated Forecast Estimates
VMT by Trip Type (miles/weekday) Daily CAP
VMT
Annual VMT used in
CAP Forecasts
Year InternalInternal
(I-I) Trips
ExternalInternal/InternalExternal (I-E/E-I)
Trips
ExternalExternal Trips
(Informational
only, excluded
from City
VMT)
Total City
VMT
(100% I-I +
50% I-E/EI) (miles
per
weekday)
Total City VMT (miles
per year)
2018 Not interpolated. 583,050,360
2030 Not interpolated. 588,297,081
2050 100,248 3,240,666 92,485,762 1,720,581 597,041,615 2018 VMT described in Table A-1
2030 VMT interpolated between 2050 and 2018 values
2050 VMT from travel demand modeling representing preferred buildout scenario The VMT was further adjusted to include the potential reductions from strategies identified in Table A3. It was assumed that all reductions applied to work trips, which were identified by FGPU modeling as 47% of vehicle trips in National City. Potential reductions in VMT from each strategy were derived from the CAPCOA GHG Handbook, as shown in Table A-13. The annual VMT with all reductions applied was determined for 2030 and 2050, and these values were multiplied by the emission rates described below in Table A-14 to estimate the total vehicle emissions in the forecast years.

Table A-13 Additional VMT Reductions from CAP Strategies Strategy % Reduction Applied
to Work Trips
Annual VMT Reduced
in 2030
Annual VMT
Reduced in 2050
Reduced parking supply 13.7% 37,880449 38,443,510
Bikeshare 0.06% 165,900 168,366
Scootershare 0.07% 195,550 196,427
Commute Trip
Reduction 4% 11,059,985 11,224,382
Total Reduction 17.8% 49,299,884 50,032,684
Annual VMT with all reductions applied 538,997,197 547,008,931 The mitigated emissions from the transportation sector were calculated using emission rates developed with EMFAC2021. ClearPath was not used for this calculation because the VMT for the forecast years was known, and not dependent on annual growth rates. EMFAC2021 was run using defaults applicable to the SANDAG planning region for 2030 and 2050. Emission rates for CO2e were obtained for each fuel type. Separate emission factors were developed for gasoline vehicles and diesel vehicles.

The average gasoline vehicle emission rates were further adjusted to include the effects of zero emission vehicle mandates adopted in 2022 by applying the expected percentage of electric vehicles in the fleet, according to California Air Resources Board projections5. The percentage of electric VMT in 2030 was credited only to gasoline emission rates and not to diesel emission rates to avoid doublecounting electric vehicle penetration, but the credits were included for both fuel types in 2050 to account for widespread electric vehicle adoption.

Table A-14 Vehicle Emission Rates for Legislative BAU Calculations Forecast Year Fuel Type
Default
Vehicle
Emission Rate
(g CO2e/mile)
Assumed
Percent of
Electric Vehicles
in Fleet
Adjusted Vehicle
Emission Rate (g
CO2e/mile)
2030 Gasoline 322 7% 300
2030 Diesel 1,059 - 1,059
2050 Gasoline 246 100% 0
2050 Diesel 1,081 75% 289
Residential and Commercial/Industrial Building Efficiency ClearPath was used to estimate the effects of energy efficiency programs. Multiple strategies have been identified that will contribute to residential and commercial energy efficiency. Many of the individual strategies would achieve reductions in each of the sectors used by ClearPath to calculate emissions:
residential electricity use, commercial/industrial electricity use, residential natural gas use, and commercial/industrial natural gas use. The combined effects of the strategies listed in Table A- 15 were 5 California Air Resources Board, Release Number 22-30, https://ww2.arb.ca.gov/news/california-movesaccelerate-100-new-zero-emission-vehicle-sales-2035

estimated with four user-defined reduction measures that calculated the effects of annual reduction values as described below.

Table A- 15 Residential and Commercial/Industrial Building Efficiency Strategies Strategy Description Assumption Source
RCB-1.1 Educate and encourage
building owners to use the
Free Resources and Energy
Business Evaluation (FREBE)
program to help improve
energy and water efficiency.

Combination of strategies will
result in 70% increase in
energy efficiency in all new
construction and remodeling
projects. New dwelling units
and square footage of
commercial space derived
from preferred buildout
scenario.

Number of new dwelling units
and square footage of
commercial space derived from
preferred buildout scenario.

Assumed 5% of existing
residential and commercial
building stock renovated each
year. 70% energy savings
estimated from EPA EnergyStar
statistics
RCB-1.2 Utilize the building inspection
and business license renewal
process to distribute
educational information on
energy-efficiency upgrades.

RCB-1.3 Continue to provide an energy
financing program to
encourage energy efficient
retrofits in existing buildings
and prioritize low-income
households.

RCB-1.4 Educate the community of
energy efficiencies and
improvements including:
energy audits that inform
building owners and residents
of their energy usage and
methods of reducing energy
usage; peak demand and the
associated environmental and
monetary costs as a result; and
benefits of using solar water
heating
RCB-1.5 Educate and encourage
building owners to use the
Free Resources and Energy
Business Evaluation (FREBE)
program to help improve
energy and water efficiency.

RCB-1.6 Utilize the building inspection
and business license renewal
process to distribute
educational information on
energy-efficiency upgrades.

RCB-2.1 Continue to provide an energy
financing program to
encourage energy efficient
retrofits in existing buildings
and prioritize low-income
households.

RCB-2.2 Educate and encourage
building owners to use the

Strategy Description Assumption Source
Free Resources and Energy
Business Evaluation (FREBE)
program to help improve
energy and water efficiency.

For residential and commercial electricity usage, it was assumed that new development and major remodels would be 70% more energy efficient than the BAU scenario when CAP strategies are implemented. New development was defined as 1% growth each year, consistent with the BAU forecast, and major remodels were estimated as 5% of the 2018 building stock. To avoid overestimating reductions from major remodels, no reductions were taken after 2038 based on the assumption that the remodels would be of facilities that have already undergone improved efficiency projects. The annual reduction values are presented in Table A-16. The values were annualized for the periods 2019-2030 and 2031-2050 for entry in the ClearPath module.

Table A-16 Development of Electricity Usage Reduction Values Residential Electricity Commercial Electricity
Year
BAU
Electricity
Use (kWh)
Reductions
from New
Development
(kWh)
Reduction
s from
Major
Remodels
(kWh)
Annualize
d
Reductions
(kWh)
BAU
Electricity
Use (kWh)
Reductions
from New
Development
(kWh)
Reductions
from
Major
Remodels
(kWh)
Annualize
d
Reductions
(kWh)
2018 70,914,907 204,902,746
2019 71,624,056 501,368 2,482,022 3,011,906 206,951,773 1,448,662 7,171,596 8,702,652 2020 72,340,297 506,382 2,482,022 3,011,906 209,021,291 1,463,149 7,171,596 8,702,652 2021 73,063,700 511,446 2,482,022 3,011,906 211,111,504 1,477,781 7,171,596 8,702,652 2022 73,794,337 516,560 2,482,022 3,011,906 213,222,619 1,492,558 7,171,596 8,702,652 2023 74,532,280 521,726 2,482,022 3,011,906 215,354,845 1,507,484 7,171,596 8,702,652 2024 75,277,603 526,943 2,482,022 3,011,906 217,508,394 1,522,559 7,171,596 8,702,652 2025 76,030,379 532,213 2,482,022 3,011,906 219,683,478 1,537,784 7,171,596 8,702,652 2026 76,790,683 537,535 2,482,022 3,011,906 221,880,313 1,553,162 7,171,596 8,702,652 2027 77,558,589 542,910 2,482,022 3,011,906 224,099,116 1,568,694 7,171,596 8,702,652 2028 78,334,175 548,339 2,482,022 3,011,906 226,340,107 1,584,381 7,171,596 8,702,652 2029 79,117,517 553,823 2,482,022 3,011,906 228,603,508 1,600,225 7,171,596 8,702,652 2030 79,908,692 559,361 2,482,022 3,011,906 230,889,543 1,616,227 7,171,596 8,702,652 2031 80,707,779 564,954 2,482,022 1,614,795 233,198,438 1,632,389 7,171,596 4,665,818 2032 81,514,857 570,604 2,482,022 1,614,795 235,530,423 1,648,713 7,171,596 4,665,818 2033 82,330,005 576,310 2,482,022 1,614,795 237,885,727 1,665,200 7,171,596 4,665,818 2034 83,153,306 582,073 2,482,022 1,614,795 240,264,584 1,681,852 7,171,596 4,665,818 2035 83,984,839 587,894 2,482,022 1,614,795 242,667,230 1,698,671 7,171,596 4,665,818 2036 84,824,687 593,773 2,482,022 1,614,795 245,093,902 1,715,657 7,171,596 4,665,818 2037 85,672,934 599,711 2,482,022 1,614,795 247,544,841 1,732,814 7,171,596 4,665,818 2038 86,529,663 605,708 2,482,022 1,614,795 250,020,290 1,750,142 7,171,596 4,665,818 2039 87,394,960 611,765 1,614,795 252,520,493 1,767,643 4,665,818 2040 88,268,909 617,882 1,614,795 255,045,698 1,785,320 4,665,818 2041 89,151,599 624,061 1,614,795 257,596,155 1,803,173 4,665,818 2042 90,043,115 630,302 1,614,795 260,172,116 1,821,205 4,665,818 2043 90,943,546 636,605 1,614,795 262,773,837 1,839,417 4,665,818 2044 91,852,981 642,971 1,614,795 265,401,576 1,857,811 4,665,818 2045 92,771,511 649,401 1,614,795 268,055,591 1,876,389 4,665,818 2046 93,699,226 655,895 1,614,795 270,736,147 1,895,153 4,665,818 2047 94,636,218 662,454 1,614,795 273,443,509 1,914,105 4,665,818 2048 95,582,580 669,078 1,614,795 276,177,944 1,933,246 4,665,818 2049 96,538,406 675,769 1,614,795 278,939,723 1,952,578 4,665,818 2050 97,503,790 682,527 1,614,795 281,729,121 1,972,104 4,665,818

For residential and natural gas usage, it was assumed that new development and major remodels would be 70% more energy efficient than the BAU scenario when CAP strategies are implemented for the years 2019-2030. For the years 2031 through 2050, it was assumed that new development and major remodels would be 95% more energy efficient than the BAU scenario from the implementation of an ordinance that limits installation of natural gas in new development and major remodels. Similar to the methodology used for electricity usage, reductions from major remodels were not taken after 2038, to avoid potentially overestimating the reduction from future efficiency projects. The annual reduction values are presented in Table A-17. The values were annualized for the periods 2019-2030 and 2031- 2050 for entry in the ClearPath module.

Table A-17 Development of Natural Gas Usage Reduction Values Residential Natural Gas Use Commercial Natural Gas Use
Year
BAU
Natural
Gas Use
(therms)
Reductions
from New
Development
(therms)
Reductions
from Major
Remodels
(therms)
Annualized
Reductions
(therms)
BAU
Natural Gas
Use
(therms)
Reductions
from New
Development
(therms)
Reductions
from Major
Remodels
(therms)
Annualized
Reductions
(therms)
2018 6,901,739 22,520,200
2019 6,970,756 48,795 241,561 293,131 22,745,402 159,218 788,207 956,480 2020 7,040,464 49,283 241,561 293,131 22,972,856 160,810 788,207 956,480 2021 7,110,868 49,776 241,561 293,131 23,202,585 162,418 788,207 956,480 2022 7,181,977 50,274 241,561 293,131 23,434,611 164,042 788,207 956,480 2023 7,253,797 50,777 241,561 293,131 23,668,957 165,683 788,207 956,480 2024 7,326,335 51,284 241,561 293,131 23,905,646 167,340 788,207 956,480 2025 7,399,598 51,797 241,561 293,131 24,144,703 169,013 788,207 956,480 2026 7,473,594 52,315 241,561 293,131 24,386,150 170,703 788,207 956,480 2027 7,548,330 52,838 241,561 293,131 24,630,011 172,410 788,207 956,480 2028 7,623,813 53,367 241,561 293,131 24,876,311 174,134 788,207 956,480 2029 7,700,052 53,900 241,561 293,131 25,125,074 175,876 788,207 956,480 2030 7,777,052 54,439 241,561 293,131 25,376,325 177,634 788,207 956,480 2031 7,854,823 74,621 327,833 213,287 25,630,088 243,486 1,069,710 695,950 2032 7,933,371 75,367 327,833 213,287 25,886,389 245,921 1,069,710 695,950 2033 8,012,705 76,121 327,833 213,287 26,145,253 248,380 1,069,710 695,950 2034 8,092,832 76,882 327,833 213,287 26,406,706 250,864 1,069,710 695,950 2035 8,173,760 77,651 327,833 213,287 26,670,773 253,372 1,069,710 695,950 2036 8,255,498 78,427 327,833 213,287 26,937,481 255,906 1,069,710 695,950 2037 8,338,052 79,211 327,833 213,287 27,206,855 258,465 1,069,710 695,950 2038 8,421,433 80,004 327,833 213,287 27,478,924 261,050 1,069,710 695,950 2039 8,505,647 80,804 213,287 27,753,713 263,660 695,950 2040 8,590,704 81,612 213,287 28,031,250 266,297 695,950 2041 8,676,611 82,428 213,287 28,311,563 268,960 695,950 2042 8,763,377 83,252 213,287 28,594,678 271,649 695,950

Residential Natural Gas Use Commercial Natural Gas Use
Year
BAU
Natural
Gas Use
(therms)
Reductions
from New
Development
(therms)
Reductions
from Major
Remodels
(therms)
Annualized
Reductions
(therms)
BAU
Natural Gas
Use
(therms)
Reductions
from New
Development
(therms)
Reductions
from Major
Remodels
(therms)
Annualized
Reductions
(therms)
2043 8,851,011 84,085 213,287 28,880,625 274,366 695,950 2044 8,939,521 84,925 213,287 29,169,431 277,110 695,950 2045 9,028,916 85,775 213,287 29,461,126 279,881 695,950 2046 9,119,205 86,632 213,287 29,755,737 282,680 695,950 2047 9,210,397 87,499 213,287 30,053,294 285,506 695,950 2048 9,302,501 88,374 213,287 30,353,827 288,361 695,950 2049 9,395,526 89,257 213,287 30,657,366 291,245 695,950 2050 9,489,482 90,150 213,287 30,963,939 294,157 695,950 Renewable Energy Production
The ClearPath reduction strategy modules were used to estimate the effects of participation in a community choice energy (CCE) program. It was assumed that there would be 50% participation for the years 2022 through 2025, and then 80% participation starting in 2026. These participation assumptions were applied to residential and commercial electricity use. The emissions reductions due to this program are more noticeable in the forecast year 2030. By 2050 the Renewable Power Standard Program requires all the State's electricity to come from carbon-free resources by 2045, so the CCE does not contribute to emissions reductions after 2045. Reductions were not estimated for the remaining strategies in Table A-18 regarding renewable energy production for the CAP. Potential emissions reductions within the energy sector once specific projects are identified.

Table A-18 Renewable Energy Production Strategies
Strategy Description Assumption Source
RE-1.1 Launch or join a CCE
Program with renewable
electricity sources. Strive
to reach a percentage of
overall energy supply
equal to or greater than
the current percentage of
renewable electricity
provided by SDG&E with
an 80% customer
participation rate.
50% participation for years
2022-2025. 80% participation
starting in 2026.

RE-1.2 Encourage restricting new
natural gas lines in
buildings.

Reductions not quantified
without specific program data
to support energy reduction
estimates. RE-1.3 Support building
electrification codes.

Strategy Description Assumption Source
RE-1.4 Implement solar panels in
existing city-owned
facilities (schools, libraries,
etc.)
RE-1.5 Pursue economic
incentives and creative
financing for renewable
energy projects.

RE-1.6 Reduce costs to permit
alternative energy
generation projects.

RE-1.7 Encourage removing
barriers for renewable
energy production,
including:
-Building and development
codes, design guidelines,
and zoning ordinances
-Work with related
agencies, such as fire,
water, health, and others
that may have policies or
requirements that
adversely impact the
development or use of
renewable energy
technologies
Solid Waste Efficiency
The goal of Strategies SW-1.1 through SW-1.8 is to reduce waste disposal from residents and businesses.

Benefits of these strategies were estimated using the ClearPath tool, reduction factors recommended by the tool, and data from CalRecycle6 estimating the waste profile for National City. The assumptions described in Table A-19 were entered into the reduction strategy modules ClearPath.

Table A-19 Solid Waste Efficiency Strategies
Strategy Description Assumption Source
SW-1.1 Retain green waste
recycling programs.

Reductions not quantified. Assume
that future waste projections retain
benefits from current recycling
programs.

SW-1.2 Educate owners and
residents of multifamily housing about
recycling
10% of landfill solid waste diverted
from muti-family housing sources
10% reduction is ClearPath
default, multi-family housing
waste statistics from CalRecycle
6 https://www2.calrecycle.ca.gov/WasteCharacterization/

Strategy Description Assumption Source
requirements and
opportunities.

SW-1.3 Establish and retain
an active composting
plan and curbside
composting project
through the EDCO
waste collection
service.
10% of total landfill solid waste
diverted from residential sources
10% reduction is ClearPath
default, residential waste
statistics from CalRecycle
SW-1.4 Continue working
with EDCO to
encourage waste
audits and waste
reduction plans for
existing and new
commercial
developments.

Reductions not quantified. Assume
that future waste projections retain
benefits from current recycling
programs.

SW-1.5 Encourage zero food
waste in schools.

0.02 tons of waste reduced per student ClearPath defaults for use of strategies applicable to schools,
students affected based on US
census data
SW-1.6 Encourage recycling
food waste from the
community kitchen to
be used as compost in
community gardens.

Reductions not quantified. Data not
available for this specific waste
production category.

SW-1.7 Establish communitywide quarterly ewaste and recyclable events.
10% of landfill solid waste diverted
from e-waste sources
10% reduction is ClearPath
default, e-waste waste statistics
from CalRecycle
SW-1.8 Implement and retain
bio-solid waste
programs.

Reductions not quantified without
specific program data to support waste
reduction calculations.

Water and Wastewater Management
Strategies WW-1.1 through WW-1.5 aim to reduce the quantity of wastewater. Reductions were not quantified for these strategies the CAP forecast years. Water use contributes a small percentage to overall GHG emissions, and reductions within this sector would have a small impact on totals. Potential emissions reductions listed in can be estimated once specific projects are identified.

Table A-20 Water and Wastewater Management Strategies
Strategy Description Assumption Source
WW-1.1 Promote and educate the
community on water efficient
landscaping and weather-based
irrigation devices.

Reductions not quantified
without specific program data to
support water usage reduction
calculations.

WW-1.2 Utilize the business license
renewal process to provide
educational information on ways
to reduce water use and improve
water efficiency.

Strategy Description Assumption Source
WW-1.3 Identify and support programs
that re-use gray water.

WW-1.4 Implement stormwater capture
systems (i.e., sidewalk gardens or
green spaces) to reduce reliance
on imported water.

WW-1.5 Continue to provide a water
financing program to encourage
water efficient retrofits in existing
buildings and prioritize lowincome households.

Mitigated Forecast Results
The Mitigated Forecast emissions for the forecast years 2030 and 2050 are summarized in Table A-21.

When potential emissions reductions from all legislative actions and CAP strategies are included, National City is expected to meet the GHG reduction targets for both forecast years.

Table A-21 Mitigated Forecast Emissions for by Sector
2030
Metric Tons of CO2e
2050
Sector Metric Tons of CO2e
Transportation 188,409 11,242
Commercial/Industrial 74,377 56,594
Residential 22,788 17,344
Solid Waste 11,907 14,367
Water & Wastewater 1,231 1,487
Total 298,712 101,034
Emissions Target 310,958 103,653
Target Met? Yes Yes
Note: Columns may not add to totals due to rounding.

13.B.4 DOWNTOWN SPECIFIC PLAN

CITY OF NATIONAL CITY
Downtown Specific Plan
Adopted by the City Council of National City
November 7, 2017
Ordinance No. 2017-2441

ACKNOWLEDGMENTS
City Council
Ron Morrison, Mayor
Albert Mendivil, Vice Mayor
Jerry Cano, Councilmember
Mona Rios, Councilmember
Alejandra Sotelo-Solis, Councilmember
Planning Commission
Roberto Garcia, Chairman
Ditas Yamane, Vice Chairman
George Baca, Commissioner
Maria De La Paz, Commissioner
Dolores Flores, Commissioner
William Sendt, Commissioner
Gonzalo Quintero, Commissioner
Executive Team
Leslie Deese, City Manager
Brad Raulston, Deputy City Manager
Stacey Stevenson, Deputy City Manager
Stephen Manganiello, Director of Public Works/City Engineer Armando Vergara, Neighborhood Services Director
Alfredo Ybarra, Director Housing and Economic Development Planning Division
Martin Reeder, Principal Planner
Raymond Pe, Principal Planner
Michael Fellows, Assistant Planner
Consultant Team
KTUA, Planning and Landscape Architecture
Dixon Resources Unlimited, Parking Management and Operations DeBartolo + Rimanic Design Studio, Architecture
Michael Baker International, Urban Design and Environmental Planning

NATIONAL CITY

DOWNTOWN SPECIFIC PLAN
I

TABLE OF CONTENTS
INTRODUCTION 1

1.1 Preface .................................................................................................................................2

1.2 Purpose................................................................................................................................2

1.3 Authority to Prepare.........................................................................................................6

1.4 Organization of the Specific Plan................................................................................6 DOWNTOWN PROFILE AND CHARACTERISTICS 7

2.1 Context................................................................................................................................8

2.2 Downtown Profile .........................................................................................................10

2.3 Description of the Planning Area ............................................................................. 12

2.4 Demographic Profile..................................................................................................... 12

2.5 Economic Considerations for the Specific Plan .................................................. 15 LAND USE, ZONING, AND DEVELOPMENT STANDARDS 19

3.1 Introduction.....................................................................................................................20

3.2 Housing ...........................................................................................................................20

3.3 Transfer of Development Rights ..............................................................................22

3.4 General Plan Goals and Policies Affecting the Specific Plan.........................22

3.5 Development Zones....................................................................................................23 CIRCULATION 45

4.1 Introduction..................................................................................................................... 46

4.2 Existing Conditions ...................................................................................................... 48

4.3 State and Federal Enabling Legislation and Directives ...................................63

4.4 General Plan Goals and Policies Affecting the Specific Plan.........................65

4.5 Future Transportation Improvements.......................................................................71 1 2
3 4

TABLE OF

CONTENTS
II
TABLE OF CONTENTS (CONT.)
PARKING 85

5.1 Parking in Downtown National City ........................................................................86

5.2 Existing Conditions ......................................................................................................88

5.3 Recommendations ......................................................................................................108 DEVELOPMENT REVIEW PROCESS 141

6.1 Application.....................................................................................................................142

6.2 Development Objectives..........................................................................................143

6.3 Land Use Regulations and Development Standards.......................................143

6.4 Criteria for Exemption from the Development Standards..............................143

6.5 Levels of Review..........................................................................................................144

6.6 Environmental Review ...............................................................................................147

6.7 Consistency Report.....................................................................................................148

6.8 Notice of Public Hearing...........................................................................................148

6.9 Planning Commission/City Council Action..........................................................148 URBAN DESIGN GUIDELINES 149

7.1 Urban Design Guidelines...........................................................................................150

7.2 Urban Design Framework.........................................................................................150

7.3 Urban Design Goals ....................................................................................................150

7.4 Downtown Design Districts.......................................................................................152

7.5 Building Design Guidance ........................................................................................162

7.6 Private Realm Design Guidance..............................................................................164

7.7 Public Realm Design Guidance................................................................................189 FUTURE IMPLEMENTATION PROGRAMS 235

8.1 Implementation Strategy ...........................................................................................236 APPENDICES 239

9.1 Glossary ........................................................................................................................ 240

9.2 National City Downtown Parking Action Plan ...................................................245 6 7
8 9
5

NATIONAL CITY

DOWNTOWN SPECIFIC PLAN
III

LIST OF FIGURES
Figure 1-1: Specific Plan (DSP) Boundary...........................................................................3 Figure 2-1: National City Regional Context.......................................................................9 Figure 2-2: Downtown National City Destinations ........................................................11 Figure 2-3: Downtown National City Specific Plan Area ........................................... 13 Figure 3-1: Development Zones .......................................................................................25 Figure 3-2: Height Restrictions .........................................................................................26 Figure 3-3: Height Restrictions 3D Model ..................................................................... 27 Figure 4-1: Existing Roadway Classification .................................................................. 49 Figure 4-2: Existing and Proposed Community Corridors .......................................50 Figure 4-3: Main Street - 8th Street .................................................................................. 51 Figure 4-4: Main Street National City Boulevard.........................................................52 Figure 4-5: Multi-Modal Corridor......................................................................................53 Figure 4-6: Urban Trail/Green Street............................................................................... 54 Figure 4-7: Existing Transit Routes and Stops..............................................................60 Figure 4-8: Existing and Proposed Urban Trails........................................................... 61 Figure 4-9: Existing and Proposed Bicycle Facilities.................................................62 Figure 4-10: Circulation Improvements........................................................................... 72 Figure 4-11: Proposed Roadway Improvements........................................................... 75 Figure 4-12: Potential Roadway Improvements on 8th Street................................. 76 Figure 4-13: Potential Roadway Improvements on Roosevelt Avenue ................ 76 Figure 4-14: Option A - Parallel Parking and Multi-Use Path....................................80 Figure 4-15: Option B - Angled Parking..........................................................................80 Figure 4-16: Proposed NEV Shuttle Routes .................................................................. 83 Figure 5-1: Existing Residential Permit Parking Zones...............................................96 Figure 5-2: Privately-Operated Off-Street Parking Lots............................................99 Figure 5-3: On-street Parking Inventory Map..............................................................102 Figure 5-4: Potential On-Street Angled Parking Survey ..........................................103 Figure 5-5: On-Street Parking Occupancy Survey....................................................105 Figure 5-6: Example of Inconsistent Signage..............................................................112 Figure 5-7: Example of Inadequate Signage................................................................113 Figure 5-8: Inadequate Curb Marking Example..........................................................113 Figure 5-9: Phase 1 Implementation Plan ......................................................................115

TABLE OF

CONTENTS
IV

NATIONAL CITY

DOWNTOWN SPECIFIC PLAN
V
Figure 5-10: On-Street Angled Parking Conversion Plan.........................................118 Figure 5-11: Oversized Vehicle Parking Prohibitions.................................................123 Figure 5-12: Roosevelt Avenue Angled Parking Option..........................................124 Figure 5-13: Roosevelt Avenue Parallel Parking and Multi-Use Path...................124 Figure 5-14: Expansion of Residential Permit Parking ..............................................128 Figure 5-15: Single Space Parking Meters and Time Restricted Parking............131 Figure 5-16: Phase 2 Implementation Plan...................................................................133 Figure 5-17: Phase 3 Implementation Plan...................................................................138 Figure 6-1: Project Levels and Review Process..........................................................145 Figure 6-2: Planning Process Flow Chart.....................................................................146 Figure 7-1: Downtown Design Districts..........................................................................153 Figure 7-2: "Main Street Type" Retail District Map .....................................................154 Figure 7-3: Sample Block for "Main Street Type" Retail District.............................155 Figure 7-4: Visitor/Education Village District Map......................................................156 Figure 7-5: Sample Block for Visitor/Education Village District.............................157 Figure 7-6: General Commercial Emphasis Map .......................................................158 Figure 7-7: Sample Block for General Commercial District ....................................159 Figure 7-8: Neighborhood Transition Emphasis Map.............................................. 160 Figure 7-9: Sample Block for Neighborhood Transition District.............................161 Figure 7-10: Public Realm Categories............................................................................189 Figure 7-11: Street Typologies............................................................................................191 Figure 7-12: Typical Walkway Zones ..............................................................................199 Figure 7-13: Streetscape Design Segments.................................................................216 Figure 7-14: Downtown Signage Plan............................................................................221 Figure 7-15: Public Art Plan.............................................................................................. 225 Figure 7-16: Streetscape Design Treatments ............................................................ 230 Figure 7-17: Street Tree Photos.......................................................................................232 LIST OF FIGURES (CONT.)

TABLE OF

CONTENTS
VI

LIST OF TABLES
Table 2-1: Planning Area Demographics......................................................................... 16 Table 2-2: Current Household Expenditures for Households ..................................17 Table 2-3: Downtown National City Expenditure Potential........................................17 Table 3-1: Land Use Regulations and Development Standards1,2, and 3.....................................24 Table 4-1: National City Commuter Modal Split.............................................................47 Table 5-1: Plan Implementation ......................................................................................... 87 Table 5-2: Off-Street Parking Requirements for Downtown Development ......... 91 Table 5-3: Key Citywide Off-Street Parking Requirements ......................................92 Table 5-4: Privately-Operated Off-Street Parking Lots............................................ 100 Table 5-5: On-Street Parking Supply in the Four Priority Study Areas.................101 Table 5-6: On-Street Parking Average Weekday Occupancy Rates .................. 106 Table 5-7: Summary of Recommendations & Suggested Implementation Phasing.... 109 Table 5-8: Comparative Analysis of Parking Violation Fee Amounts..................120 Table 5-9: Roosevelt Existing Conditions.....................................................................125 Table 5-10: Parallel Parking (Both Sides) and Multi-Use Path.................................125 Table 5-11: West Side Angled Parking and East Side Parallel Parking.................125 Table 5-12: Parking Transportation Demand Management Worksheet ..............129 Table 7-1: Walkway Width per District.............................................................................199 Table 7-2: Recommended Street Improvements .......................................................217 Table 7-3: Recommended Street Trees.........................................................................231

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PARKING TRANSPORTATION DEMAND MANAGEMENT
(Please fill in yellow cells only)

ENTER PROJECT NAME HERE
City of National City- Downtown Specific Plan
Very Effective Effective Partially Effective
Units Points Notes Points Notes Points
SITE DESIGN Metrics toUse/EnterinYellowCellsOnly 1 Unit Point 1/2 Unit Point 1/4 Unit Point Access to garage by alleys that lowers on-street parking removals Enter 3 on-street spaces saved by alley access Provideundergroundparkingorstreetlevelstructurefullyscreened/landscaped Enter 1 for each face block screened Provideflexparkingthatcanbeconvertedlaterfromparkingtogroundfloorretail Enter # of flex parking spaces Providesurfaceparkingareathatdoublesaspublicrealmspaceifnotparkedon Enter # of convertible surface spaces Minimize curb cuts to protect on-street parking Enter # of on-street spaces saved (2 per curb cut) For employment uses, provide a changing room / shower Enter # of changing rooms Provide secure bike parking internal to building Enter # of secured bike parking spaces Widen adjacent public walkways beyond 8' in total width Enter # of feet above 8' for increased width Provide work lofts with flex space for "at-home" work or small business Enter # of lofts with flex work space

LAND USE / TENANT MIX
Include mixed use for local serving retail & services in building Enter a 1 for every 1,000 sf of services Include micro-units below 500 sf (gross including common areas) Enter number of units below 500 sf Provide affordable housing with resale restrictions* Enter # of affordable units Provide senior housing or assisted care housing Enter # of sr. units

PROGRAMMATIC
Providecashout(moneybackifparkingnotused)forowners,rentersortenants Enter # of cash-out parking spaces offered Unbundle parking from leases or sales & require pay parking Enter # of unbundled parking spaces offered Providepublicuse(freeorpay)ofunusedparkingresultingfromcashoutpolicy Enter # of unbundled residential units Unbundle free parking for commercial leases Enter # of unbundled tenant business units Arrange for shared parking agreements with on-site or near site providers Enter # of off-site spaces in agreement Provide priority parking for certified vanpool or carpool users Enter # of special spaces provided Provide reserved space for carshare Enter # of carshare spaces provided Tenant provided with rent credit for each employee allowed to telework Enter # of on-site jobs allowed to telework

NEAR SITE FEATURES
Help fund district parking conversions from parallel to angled parking Enter # of spaces paid for (@$1,000 per space) Provide a drop-off zone for Ridesharing such as Uber / Lyft / taxis Enter # of drop off spaces Finance improvements for an enhanced transit stop Enter # of transit stops @ 20k Commitment Provide public recharging facility Enter # of public charging stations Provide carshare reserved spaces on street (such as Car2Go) Enter # of reserved on-street spaces Provide small parking for NEV, motorcycles or scooters Enter # of spaces with NEV counting as 3 Provide additional off-site bike parking beyond on-site bike parking Enter # of bike spaces

FUNDING
Provide membership in carsharing programs if available Enter # ofmemberships offered@$100 per year Provide membership in bikesharing programs if available Enter # of memberships offered @ $50 per year Property manager to subsidize (75%) transit passes for one car tenants Enter # of weekly transit passes offered Property management to subsidize (75%) transit for on-site employers Enter # of weekly transit passes offered Propertymanagerto subsidize(75%) passes fortenants to give to customers Enter # of weekly transit passes offered PropertymanagertoofferlinkstoSANDAGrideshare/iCommute/RideMatcher Enter # 1 if offered Pay in-lieu fees for parking structure or lots Enter # of in-lieu spaces paid for @ $10k each Total Parking Bonus Points
OR
ASSUMPTIONS ** The bonus program can not occur without the parking management district *State legislation requires parking reductions in transit areas, unless an alt. bonus program(such as this)is offered. *** Requires developer, prop. manager or owner to provide a PTDM report every 5 year 5 Total Voluntary Parking Bonus Points from Above **
Originally Proposed # of Units without Parking Bonus
Adopted Residential Parking Required
Calculated Residential Parking Rate
Adopted Non-residential Parking Required
Total Pre-bonus Parking Requirement
Maximum Bonus Units (50% of Proposed Units)
Total Number of Units with Bonus Points Applied
Calculated Increase in Units
Resulting Parking per Unit
Total Voluntary Parking Bonus Points from Above **
Originally Proposed # of Units without Parking Bonus
Maximum Bonus Units Allowed (50% of Proposed Units)
Bonus Points Converted to Units ( Do Not Count Over Limit Above) New Total Units using BonusUnits
Adopted Residential Parking Required for Base Condition Calculated Parking per Unit Rates withBonus
Calculated Decrease in Parking

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DEVELOPMENT REVIEW
6 PROCESS

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Rezones,
Conditional Use
Permits, Plan
Amendments
LEVEL 2
Requests for
Variances,Guideline
Exceptions
and Bonuses
LEVEL 1
No Requests for
Variances, Exceptions
or Bonuses

6 IF:

IF:

THEN SUBMIT:

IF:

THEN SUBMIT:

THEN SUBMIT:

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URBAN
7 DESIGN

GUIDELINE
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FUTURE
8 IMPLEMENTATION

PROGRAMS

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9 National City
Downtown Parking Action Plan
June 2017

Downtown Parking Action Plan
Introduction
National City’s dense and compact urban form makes it a suitable environment for mixed-use and pedestrian friendly-development, and the urban core is well-served by multi-modal transportation options including public transit service that allows for many local and regional trips to be made without a car. National City desires to build on these existing assets and investments by pursuing “smart growth” planning and infrastructure policies to incentivize development patterns that are more environmentally and financially sustainable. By encouraging new development to occur around existing public transit nodes and bike/pedestrian infrastructure, National City is endeavoring to better accommodate projected future growth while minimizing quality of life impacts (e.g. traffic congestion) and fiscal impacts (e.g. new road infrastructure) associated with conventional, auto-dependent, sprawling development.

In order to achieve its smart growth vision, the City is undertaking a number of initiatives, including preparation of a comprehensive Parking Management Plan as part of an update to the Downtown Specific Plan. In order to provide a proactive approach to parking management for Downtown National City, the following Parking Action Plan or “PAP” has been prepared to initiate the first phase of implementation. The PAP is designed as a two-year parking pilot program that considers unique local conditions and national best practices to address existing and future parking demand.

PAP Strategies
The following parking management strategies are recommended for implementation over the next two years as part of a pilot program for Downtown National City:

Parking Enforcement
 Route Management – develop a schedule to maximize coverage and frequency considering existing staff resources and hierarchy of duties to ensure consistent and efficient enforcement
 Enforcement Technology – purchase new electric parking enforcement vehicleequipped with license plate recognition technology to provide more efficient parking enforcement Parking Capacity
 Angled Parking – convert parallel parking to angled parking to increase parking capacity  Oversized Vehicle Parking Prohibitions – prohibit oversized vehicle parking on Roosevelt Avenue to increase parking capacity for employees and customers of local business and future residents
Parking Utilization
 Online Permit Parking Management System – implement online system to better facilitate issuance of parking permits, customer service and database management

Downtown Parking Action Plan
 Residential Permit Parking – expand residential permit parking zones within the neighborhoods north and south of E. 8th Street to reduce spillover parking from businesses along E. 8th Street
 Parking Meters – install single space parking meters on E. 8th Street between National City Blvd and “D” Avenue, and “A” Avenue between E. 7th Street and E. 9th Street to increase parking turnover for local businesses and allow for more efficient enforcement Parking Enforcement
Consistent and efficient parking enforcement is critical to ensuring an effective parking management system. Inconsistent time restricted parking zones and lack of new technology has negatively impacted parking enforcement in Downtown National City. National City parking enforcement officers have recently transitioned to using handheld devices to expedite the process of issuing citations. The PAP recommends upgrading to the latest technology that links the handheld devices to an intuitive backend system to automate the citation process.

In addition, the PAP recommends purchasing a new electric parking enforcement vehicle equipped with license plate recognition (LPR) technology. LPR technology allows for more efficient parking enforcement by simply scanning license plates and time stamping the images to verify whether or not parked vehicles have exceeded posted time restrictions. This technology, coupled with the new handheld devices and backend system, will allow parking enforcement officers to cover more zones in less time to ensure frequent, efficient enforcement.

Parking Capacity
Recent parking surveys within the residential neighborhoods north and south of E. 8th Street identified opportunities to expand parking capacity by converting parallel parking to angled parking. The PAP recommends striping angled parking on one side of the street consistent with the locations illustrated in Figure 1, which would result in a net gain of approximately 220 on-street parking spaces.

As illustrated in Figure 2, the PAP also recommends prohibiting oversized vehicle parking on Roosevelt Avenue to increase parking capacity for employees and customers of local business, and future residents.

Parking Utilization
Maximizing parking utilization is a key component to a successful parking management program. The approach consists of implementing a variety of parking strategies to increase access to local businesses during the day, while providing overnight parking for residents after business hours. The PAP recommends implementing parking meters in business districts, combined with time restricted parking zones within one block of the meters and residential permit parking for the surrounding neighborhoods. These strategies should be implemented simultaneously, and only after ensuring appropriate resources are in place to provide consistent and effective enforcement, in order to ensure a successful pilot program.

The locations for installation of single space parking meters are illustrated in Figure 3. Single space parking meters are warranted based on the results of recent parking surveys which

Downtown Parking Action Plan
indicate existing parking occupancy ratios of 80% or greater during peak periods. Figure 4 illustrates the proposed locations for expansion of residential permit parking.

The PAP also recommends implementing an online permit parking management system to better facilitate issuance of parking permits, customer service and database management. The residential parking permits would be digitally linked to the LPR system using the license plates as the identifier. This will allow for more efficient enforcement and management.

A fee structure for the meters and residential parking permits will be established based on review of similar programs implemented by other cities in the San Diego region, while taking into account unique local conditions and national best practices. The establishment of residential permit parking district boundaries and fee structures for meters and permits will be presented as part of a new parking ordinance for the Downtown Specific Plan Area, which will go through a formal public hearing process.

Public Outreach
Extensive data collection (referenced above) and public outreach activities such as public surveys, City Council presentations, workshops and open house events, have been provided as part of the Downtown Specific Plan Update, which also includes preparation of a comprehensive Parking Management Plan. These efforts have led to the development of the PAP as a pilot program to evaluate implementation of new parking management strategies for National City’s Downtown. Additional research, data collection and public outreach will continue as part of the pilot program.

PAP Implementation Schedule
As previously stated, the PAP pilot is anticipated to be a two-year program. All of the parking management strategies outlined above will be phased in during the first year, which provides for a minimum of one full year of evaluation to determine the effectiveness of the program. Those elements of the PAP such as adopting fee schedules and establishing residential permit parking district boundaries, which require subsequent City Council action, will go through the appropriate public notification and hearing processes.

Downtown Parking Action Plan
Figure 1 – Locations for Conversion of Parallel Parking to Angled Parking

Downtown Parking Action Plan
Figure 2 – Locations for Oversized Vehicle Parking Prohibitions

Downtown Parking Action Plan
Figure 3 – Locations for Single Space Parking Meters and Time Restricted Parking

Downtown Parking Action Plan
Figure 4 – Locations for Expansion of Residential Permit Parking

B.4 WESTSIDE SPECIFIC PLAN

Final
Westside
Specific Plan
City of National City
March 2010
Amended August 2023

Final
Westside
Specific Plan
March 16, 2010
Amended August 2023

CITY OF NATIONAL CITY - DEVELOPMENT SERVICESCOMMUNITY DEVELOPMENT DEPARTMENT 1243 NATIONAL CITY BLVD., NATIONAL CITY, CA 91950

Acknowledgements:

City Council
Mayor Morrison
Vice-Mayor Sotelo-Solis
Councilmember Parra
Councilmember VanDeventer
Councilmember Zarate
Planning Commission
Chairperson Alvarado
Commissioner Baca
Commissioner DeLaPaz
Commissioner Farias
Commissioner Flores
Commissioner Pruitt
Commissioner Reynolds
City Manager
Chris Zapata
Staff
Patricia Beard
Peggy Chapin
Lynn Cole
Stephen Manganiello
Raymond Pe
Brad Raulston
Angela Reeder
Martin Reeder
Claudia Silva

Westside Specific Plan
Table of Contents
Chapter 1 Introduction
Page

1.1 Vision and Guiding Principles 4

1.2 Planning Process 6

1.3 Purpose and Intent 7

1.4 Applicable Plans and Policies 8

1.5 Relationship to the California Environmental Quality Act 11

1.6 Plan Organization 12
Chapter 2 Opportunities and Constraints

2.1 Location 13

2.2 History 13

2.3 Existing Land Uses 15

2.4 Circulation 18

2.5 Open Space and Recreation 20

2.6 Paradise Creek 21

2.7 Historic Resources 22

2.8 Hazardous Materials Assessment and Emission 22

2.9 Market Demand Projections 25

2.10 Opportunities Summary 26
Chapter 3 Land Use

3.1 Introduction 29

3.2 Community Character Goals 30

3.3 Implementing Strategies 30

3.4 Land Use Plan 31

3.5 Land Use Zones 33

3.6 Nonconforming Uses and Amortization Program 39
Chapter 4 Design Guidelines and Standards

4.1 Introduction 40

4.2 Community Design Goals 40

4.3 Implementing Strategies 41

4.4 Residential Single Family-4 Westside Zone 42

4.5 Mixed-use Commercial Residential Zones and
Limited Commercial Zone 43

4.6 Off-Street Parking 49

4.7 Signage Regulations 50
Chapter 5 Circulation and Parking Management

5.1 Existing Circulation Network 53

5.2 Community Concerns 62

5.3 Circulation Goals 62

5.4 Implementing Strategies 63

5.5 Traffic Calming and Streetscape Enhancements 65

5.6 Parking Management Strategies 72
Chapter 6 Infrastructure and Public Services

6.1 Infrastructure ad Public Service Goals 77

6.2 Implementing Strategies 77

6.3 Infrastructure 78

6.4 Public Services 79
Chapter 7 Implementation

7.1 Plan Adoption 82

7.2 Permit Processing 83

7.3 Specific Plan Amendments and Revisions 83

7.4 Public Improvement Financing 83
Appendix A Land Uses
List of Figures

1.1 Vicinity Map 2

1.2 Existing Zoning 3

2.1 Specific Plan Area 14

2.2 Existing Land Use 16

3.1 Land Use – Zoning 34

3.2 Transportation Oriented Development 38

5.1 Existing Circulation Network 60

5.2 Existing Transit System 61

5.3 Westside Corridors 67

5.4 Residential Corridor 68

5.5 Mixed Use Corridor 69

5.6 Transit Corridor 70

5.7 Buildout Circulation Network 71

5.8 Existing Parking Capacity 73

5.9 Parking Capacity Enhancements 74

Westside Specific Plan
Chapter 1 - Introduction
March 2010
1 Chapter 1 Introduction
The Westside area, also known as Old Town, is
an area bordered on the west by Interstate 5 and
the east by Roosevelt Avenue stretching from W. Plaza
Boulevard south to W. 24th Street (Figure 1.1). During
the early development of National City, small single
family homes were constructed in Old Town. Many of
these early homes constructed around the turn of the
century still remain. After World War II, to encourage
economic development, industrial uses were permitted
in the area.

In the 1980s and 1990s, Westside residents grew more
concerned about the impact industrial activity had on
their quality of life. The City Council responded by
adopting stricter development standards, invoking a
commercial/industrial building construction moratorium, and amending the Land Use Code to require a
Conditional Use Permit for auto paint/body shops and
to offer greater flexibility for expanding nonconforming single-family homes . In addition, the 1996 General
Plan Update established new land use designations of
Light Manufacturing – Residential (ML-R) to reinforce
the residential orientation of the Westside. (Figure 1.2) Today, auto services, light manufacturing, and
warehouses are interspersed throughout the residential
community. This mixture of land uses has resulted in
community concerns related to traffic, parking,
noise, air quality, and hazardous materials
exposure.

Reacting to community concerns, the Council embarked on the preparation of a specific plan in 2005. At various public forums and council meetings, the community expressed concerns that conflicting land uses were impacting health and welfare of the residents, students, and visitors. The purpose of the plan was to comprehensively address environmental and land use issues and to offer opportunities for more cohesive land use patterns and future development and redevelopment. The result of this effort is this Westside Specific Plan reflecting vision and aspirations of the community.

Westside Specific Plan
Chapter 1 - Introduction
March 2010
2

Westside Specific Plan
Chapter 1 - Introduction
March 2010
3

Westside Specific Plan
Chapter 1 - Introduction
March 2010
4

Westside Specific Plan
Chapter 1 - Introduction
March 2010
5 1.1 Vision and Guiding Principles
The future Westside is envisioned as a vibrant,
residential community with supporting retail
services and employment and where children
can walk to schools and parks. The Specific
Plan provides for a mixture of neighborhood
serving commercial, service, and office uses,
while retaining many of the turn-of-the-century
homes reflective of the character of the
Westside. Enhanced streetscape with
decorative lighting, benches, enhanced
crosswalks, and traffic calming amenities would
encourage walking within the community, to the
transit station, Kimball Park, the library, and
downtown.

Land use and transportation have a strong
influence on people’s lifestyles and in
promoting healthy communities. Land use
arrangements and combinations that provide
access to daily needs, conveniences and
employment in a safe, inviting and walkable
environment create the underpinnings for
increased physical activity. Easy and
convenient access to transit and other non-auto
modes of travel, especially between residential
and employment centers, reduces auto usage,
congestion and the attendant impacts to air
quality. Auto emissions are the single largest
source of air pollution, and air quality is a major
environmental health factor. In addition, the
availability of safe, convenient and connected
walking paths, trails and bikeways, and
neighborhood-based park and recreational
options, also promote physical activity and
exercise.

This Specific Plan establishes principles,
programs, and standards for land use, development, and public improvements for the Westside area. It is the result of a collaborative effort by the community, interested and concerned groups, and business owners to revitalize the Westside and improve the quality of life for its residents.

A series of community workshops evolved over a period of three years. During this time, the community collaborated on and agreed to a central vision and four guiding principles as follows: