reduction targets, and supports the regional SB 375 Sustainable Communities Strategy. See -
https://www.oxnard.org/wp-content/uploads/2017/06/Oxnard-2030-General-Plan-A mend-06.2017-SM.pdf (page 44 of pdf - Page 2-11 of 2030 General Plan document); and
WHEREAS, proposed CAAP has been developed to align with California’s statewide target mandated of SB 32, which requires the State of California to reduce GHG emissions 40 percent below 1990 levels by 2030; and
WHEREAS, Since 2021, City Staff held rounds of virtual stakeholder meetings with participants to discuss global climate change concerns, including vulnerable communities, and actions to consider for reducing GHGs in Oxnard. Six stakeholder group meetings were held during this time frame. Virtual public workshops (conducted in both English and Spanish, including translation of PowerPoints) were conducted on May 17 and 22, 2021 asking a series of questions regarding the CAAP to identify the climate change impacts of most concern to the community and to gather ideas about the best ways to reduce GHGs in the community. Approximately 60 members of the public participated during these two public workshops. Staff also released an online survey from May 1, 2021 through May 31, 2021 in English and Spanish to request public input on key CAAP questions. These engagement efforts helped identify climate impacts of concern in the community vulnerability assessment, and to identify effective CAAP strategies and actions for improving community resilience and reducing greenhouse gas emissions; and
WHEREAS , on January 25, 2022, City Staff presented a report to the Community Services, Public Safety, Housing & Development Committee (“Committee”) on the City’s CAAP including identification of a reduction percentage in compliance with State law. The report summarizes GHG reduction strategies, and provided the Committee with an update on stakeholder and community input; and
WHEREAS, o n January 26, 2021, and January 27, 2021, City Staff held a second round of Virtual Stakeholder meetings with 40 to 50 participants to: (1) Gather input on community vulnerabilities to climate change and potential strategies to address vulnerably; and (2) improve the understanding of community experience with climate change hazards and social vulnerability and equity. Five stakeholder group meetings were held during this time; and
WHEREAS, the City prepared a draft CAAP that was made available to the public for initial review and comment between April 26, 2022 and June 1, 2022; and WHEREAS, on May 5, 2022 staff conducted a virtual public workshop where the Draft CAAP was reviewed. Members of the City’s CAAP stakeholder group provided verbal comments on the document along with written comments; and
WHEREAS, on May 9, 2022 staff conducted virtual drop in office hours where community members were encouraged to “drop by” at any time to receive information and ask questions; and
WHEREAS, on May 14, 2022 staff held a virtual community workshop where the Draft CAAP was presented and participants were able to provide input; and 640
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WHEREAS, the Planning Commission held a public meeting on July 7, 2022 to review and provide input on the CAAP. At the July 7th meeting, the Planning Commission received a presentation from the City’s CAAP consultant on the Draft CAAP document; received public comments on the Draft CAAP document; and provided feedback on the Draft CAAP document; and
WHEREAS, the Planning Commission held a public meeting on September 1, 2022 to consider approving a resolution recommending that the City Council of the City of Oxnard approve an Addendum to the 2030 General Plan Program Environmental Impact Report (PEIR; SCH # 2007041024 - Addendum No. 1), including recommended changes to the Draft CAAP document (see Exhibit A).
NOW, THEREFORE, the Planning Commission of the City of Oxnard hereby resolves as follows:
Section 1. The foregoing recitals are true and correct and are hereby incorporated into the operative provisions of this Resolution.
Section 2. The Planning Commission recommends that the City Council approve an Addendum to the 2030 General Plan Program Environmental Impact Report ( SCH # 2007041024) and approve the City’s CAAP, with suggested edits as identified in Exhibit A.
PASSED AND ADOPTED by the Planning Commission of the City of Oxnard on this 1st day of September 2022, by the following vote:
AYES: Commissioners:
NOES: Commissioners:
ABSENT: Commissioners:
Daniel Chavez Jr., Chair
ATTEST: ______________________________
Joe Pearson II
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Exhibit A
The Planning Commission recommends that the City Council consider the following modifications to the City’s Draft Climate Action and Adaptation Plan (CAAP):
1. Exceed the State GHG emission reduction target of 40 percent below 1990 levels by 2030.
Planning Commission Suggested Draft CAAP Revision - The City’s CAAP should be revised to increase the GHG emission reduction target of 60% below 1990 levels by 2030. Funding should be reallocated to evaluate and reconsider reduction targets and policy changes to achieve GHG emission reduction targets of 60% below 1990 levels by 2030.
Staff Recommended Draft CAAP Revision - The City’s CAAP should continue to set targets at 40% below 1990 levels. However, page 2-10 should be revised to state that t he City's CAAP has an aspirational GOAL to achieve carbon neutrality by 2045, and will revisit the feasibility of that goal during the next CAAP update, and after the California Air Resources Board (CARB) has adopted its next Scoping Plan update.
2. Require Project Labor Agreements (PLA) as a way to reduce Vehicle Miles Traveled (VMT).
Planning Commission Suggested Draft CAAP Revision - The description of Strategy L1 on
consider requiring PLAs on development projects as a way to reduce VMT.
Staff Recommended Draft CAAP Revisions - The description of Strategy L1 on page 3-30 should be revised to acknowledge the relationship between VMT and land use policy (density, mix of uses), transit and pedestrian opportunities, and commuter trips.
3. The CAAP Implementation Plan Should Include Yearly Budget Recommendations on Renewable Expenditures.
Planning Commission Suggested Draft CAAP Revisions - The description of Implementation Steps on pages 5-5 and 5-6 should be revised to include a recommendation that the City’s Fiscal Year budget allocate a $1Million annually to implement CAAP near term actions, especially with consideration to the City’s two-year Capital Improvement Program (CIP) process.
Staff Recommended Draft CAAP Revisions - The implementation section, pages 5-5 and 5-6 encourages the City Council to continue implementing CAAP related programs on a yearly basis through funding of departmental goals, policies, and CAAP measures.
4. 80% to 100% renewable energy should be required on City project sites for which lease agreements are being secured.
Planning Commission Suggested Draft CAAP Revisions - Action E1.5 on Page 3-9 should be revised to require that on City project sites for which lease agreements are being considered, energy must be procured through 80% to 100% renewable energy sources.
Staff Recommended Draft CAAP Revisions - Alternative language is not provided as staff 642
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does not recommend including this requirement, since the City’s new accounts with Clean Power Alliance (CPA) are automatically enrolled in the 100% renewable level by default.
5. Require Solar Panels and Battery Storage on New Development over a Certain Size (such as multifamily buildings).
Planning Commission Suggested Draft CAAP Revisions - Battery storage should be required for single family and multifamily housing construction beginning Jan. 2024. In the year following City Council approval of the CAAP, the City should develop a program to stipulate conditions for which battery storage is required on single family and multi-family residential projects with consideration to project size.
Staff Recommended Draft CAAP Revisions - Alternative language is not provided as staff does not recommend including this requirement, since starting January 2023, the State building code will require new single family and in certain scenarios multi family homes and non-residential buildings to have a solar PV system and a battery storage system.
6. Accelerate the requirement for electrification of buildings through the adoption of reach codes that ban natural gas in new construction now, instead of relying on the State building code that requires electric ready (new) construction effective January 1, 2023.
Planning Commission Suggested Draft CAAP Revisions - Implementing actions under Strategy B2 on page 3-17 should be revised to require that effective January 2023, the City ban the allowance of natural gas in new construction.
Staff Recommended Draft CAAP Revisions - Alternative language is not provided as staff does not recommend including this additional language, since for the foreseeable future natural gas is needed to provide critical energy resilience, and starting in January 2023 the State building code will have increasingly progressive energy storage and building electrification requirements for new homes and non-residential buildings.
7. A program or policy should be included in the CAAP to transition existing buildings away from gas to all-electric infrastructure. The use of natural gas should be phased out of use in the City.
Planning Commission Suggested Draft CAAP Revisions - Implementing actions under Strategy B2 on page 3-17 should be revised to ban the allowance of natural gas in existing buildings.
Staff Recommended Draft CAAP Revisions - Alternative language is not provided as staff does not recommend including this additional language, since for the foreseeable future natural gas is needed to provide critical energy resilience, and the process of converting an existing building from gas to electric is complex and expensive. In addition, Strategy B2 includes Actions B2.1, B2.2 and B2.3 to support electrification of existing buildings. 643
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Addendum No. 1 to PEIR; SCH # 2007041024
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City of Oxnard General Plan Update
Addendum to the PEIR
SCH # 2007041024
Prepared for August 2022 City of Oxnard
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Table of Contents
City of Oxnard General Plan Update3ESAAddendum to the Certified PEIRJune 2022Preliminary Subject to Revision TABLE OF CONTENTSPageI.Introduction and Background1II.CEQA Authority for the Addendum Analysis Document2III.Project Description3A.Project Location and Setting3B.Purpose and Objectives6C.Relationship to Other Plans6D.Relationship to Statewide Emissions Targets7E.Contents of the Climate Action and Adaptation Plan9F.Qualified Greenhouse Gas Emissions Reduction Plan27G.CAAP Monitoring and Reporting29IV.General Plan and Certified PEIR30V.Comparative Analysis of Impacts32VI.Changed Circumstances51A.Conclusion Regarding Addendum as an Appropriate Mechanism52VI.References Cited53AppendicesA.Draft City of Oxnard Climate Action and Adaptation Plan List of FiguresFigure 1 City of Oxnard Planning Area 5List of TablesTable 1 City of Oxnard Community GHG Emissions Inventories a12Table 2 City of Oxnard Community GHG Emissions Forecasts a13Table 3 State of California Greenhouse Gas Targets14Table 4 Greenhouse Gas Reduction Strategies18Table 5 Climate Adaptation Strategies23Table 6 Comparison of the CAP Relative to the PEIR33 646
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ADDENDUM TO THE CITY OF OXNARD 2030
GENERAL PLAN PROGRAM EIR
I. Introduction and Background
This document is an Addendum to the Certified Final Program Environmental Impact Report (PEIR) (SCH #20070410241) prepared for the City of Oxnard 2030 General Plan Update, which was completed in 2009 and certified by City Council in 2011. The PEIR analyzed the environmental impacts of implementing the General Plan. Since then, addenda environmental evaluations have been prepared for subsequent General Plan amendments. In accordance with the California Environmental Quality Act (CEQA), this Addendum analyzes the impacts associated with the Draft Climate Action and Adaptation Plan (CAAP) for the City of Oxnard (City) to determine whether the CAAP will result in any new significant environmental impacts or cause a substantial increase in the severity of impacts identified in the PEIR.
As no specific development projects were proposed as part of the General Plan, the PEIR was prepared on a programmatic level. The General Plan proposed an increase in residential land uses, agricultural land, open space, schools, public utility/energy facility, and industrial land uses and a decrease in commercial land, public/semi-public, and other/unclassified land uses pursuant to the proposed land use policy. The PEIR considered the buildout of the General Plan through 2030.
The Sustainable Communities Element of the General Plan included the following policy; SC-1.3 Develop a Climate Action and Adaptation Plan that Supports the Regional SB 375 Sustainable Communities Strategy: Develop a Climate Action and Adaptation Plan that implements requirements adopted by the California Air Resources Board and/or the Ventura County APCD that establishes a GHG emissions qualitative and quantitative threshold of significance, establishes GHG reduction targets, and supports the regional SB 375 Sustainable Communities Strategy.
The CAAP implements this General Plan policy and has two major objectives: 1) to reduce the City’s greenhouse gas (GHG) emissions that contribute to climate change, and 2) to increase the community’s ability to recover from and adapt to the anticipated impacts of climate change. By implementing the CAAP the City intends to align with the State of California’s mandated GHG reduction targets, and be better prepared for impacts related to hazard events associated with climate change, such as rising temperatures, extended droughts, wildfire, floods and sea level rise, as well as slow changes that affect agricultural, forestry, and fisheries productivity; ecosystem structure and function; and public health. The CAAP outlines goals, strategies, and actions for 648
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reducing emissions and for increasing community resilience to climate change. The CAAP is designed to ensure that the City does its part to contribute to the goals of California’s Global Warming Solutions Act of 2006 (Assembly Bill [AB] 32) and its successor legislation Senate Bill (SB) 32, while remaining consistent with the City’s General Plan vision for future growth. The reduction of GHG emissions can ultimately establish the City as a leader in addressing the root causes of climate change within its own community. The CAAP is also designed to help the City comply with the requirements of the Sustainable Communities and Climate Protection Act of 2008, also known as Senate Bill [SB] 375, and SB 379 (2016) by identifying the threats the City faces with climate change and providing a list of recommended adaptation and resiliency strategies to address climate change in the next update to the City’s Safety Element of the General Plan.
II. CEQA Authority for the Addendum Analysis
Document
As indicated above, this document is an Addendum to the 2030 General Plan Certified PEIR (SCH # 2007041024) and addresses the proposed CAAP. The PEIR included all statutory sections required by CEQA, comments received on the Draft EIR, responses to comments on the Draft EIR, and supporting technical appendices. CEQA establishes the type of environmental documentation required when changes to a project occur after an EIR is certified. Specifically, CEQA Guidelines Section 15164(a) states that:
The lead agency or responsible agency shall prepare an addendum to a previously certified EIR if some changes or additions are necessary but none of the conditions described in Section 15162 calling for preparation of a subsequent EIR have occurred.
In order to give a degree of finality to EIR documentation, Section 15162 of the CEQA Guidelines requires that a Subsequent EIR need only be prepared if:
1. Substantial changes are proposed in the project, which will require major revisions of the previous EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects;
2. Substantial changes occur with respect to the circumstances under which the project is undertaken which will require major revisions of the previous EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects; or
3. New information of substantial importance, which was not known and could not have been known with the exercise of reasonable diligence at the time the previous EIR was certified as complete, shows any of the following:
a. The project will have one or more significant effects not discussed in the previous EIR or negative declaration,
b. Significant effects previously examined will be substantially more severe than shown in the previous EIR,
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c. Mitigation measures or alternatives previously found not to be feasible would in fact be feasible, and would substantially reduce one or more significant effects of the project, but the project proponents decline to adopt the mitigation measure or alternative, or d. Mitigation measures or alternatives which are considerably different from those analyzed in the previous EIR would substantially reduce one or more significant effects on the environment, but the project proponents decline to adopt the mitigation measure or alternative.
Likewise, California Public Resources Code (PRC) Section 21166 states that unless one or more of the following events occur, no subsequent or supplemental environmental impact report shall be required by the lead agency or by any responsible agency:
1. Substantial changes are proposed in the project which will require major revisions of the environmental impact report;
2. Substantial changes occur with respect to the circumstances under which the project is being undertaken which will require major revisions in the environmental impact report; or
3. New information, which was not known and could not have been known at the time the environmental impact report was certified as complete, becomes available.
As demonstrated by the analysis herein, implementation of the CAAP would not result in any additional significant impacts, nor would it substantially increase the severity of previously anticipated significant impacts. Rather, all of the impacts associated with the implementation of the CAAP would be within the envelope of impacts addressed in the PEIR and would not constitute a new or substantially increased significant impact. Based on this determination, the CAAP does not meet the requirements for preparation of a Subsequent EIR pursuant to Section 15162 of the CEQA Guidelines.
III. Project Description
A. Project Location and Setting
The City of Oxnard is a coastal community located in Ventura County on the central coast of California (see Figure 1). The City is located along the Pacific coastline approximately 60 miles northwest of Los Angeles and 35 miles south of Santa Barbara. Oxnard’s Mediterranean climate, fertile topsoil, adequate water supply, and long harvest season combine to provide favorable agricultural conditions in the surrounding Oxnard plain. As the largest city in Ventura County, Oxnard is a coastal destination, business center, coastal residential community and the center of a regional agricultural industry.
The General Plan Planning Area encompasses all of the land inside the City Limits, the existing City Urban Limits Boundary (CURB), and additional unincorporated land areas that may influence future planning efforts. The Planning Area covers an area consisting of approximately 44,000 acres. The Pacific shoreline forms the city’s entire western and southwestern boundaries.
The western boundary extends north along the Pacific Ocean Coast from the northern boundary of the Ventura County Naval Base, around the City of Port Hueneme, to the Santa Clara River. 650
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The northern boundary begins at the coast and extends east-northeast along the Santa Clara River.
Approximately one mile east-northeast of Wells Road, the boundary heads directly east across the Santa Clara River for approximately three miles before the boundary turns south (City of Oxnard, 2009).
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Figure 1 City of Oxnard Planning Area
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B. Purpose and Objectives
The CAAP is a plan for reducing greenhouse gas (GHG) emissions that contribute to global climate change and for adapting to the anticipated effects of climate change. The CAAP has two primary objectives:
1. To reduce GHG emissions through the implementation of reduction measures to meet or exceed reduction targets mandated by the State of California; and
2. To enhance the community’s resilience to the impacts of a changing climate by addressing the vulnerabilities and risks that are expected to occur as a result of those impacts.
C. Relationship to Other Plans
The CAAP is informed and guided by the goals and policies in the City of Oxnard 2030 General Plan. Specifically, the CAAP represents implementation of General Plan Policy SC-1.3 (see below). The 2030 General Plan sets out a vision to guide future development in the City to the year 2030. Five of the City’s General Plan elements—Sustainable Community, Community Development, Infrastructure and Community Services, Environmental Resources, and Safety and Hazards—include policies that are directly related to climate change and the reduction of GHG emissions. The Sustainable Community (SC) Element of the General Plan was developed to better understand and provide a vision for addressing climate change, sea level rise, and energy conservation. This element states the City’s commitment to supporting implementation of SB 375 (Sustainable Communities Strategy Bill), the state’s primary legislation related to local planning for reducing GHG emissions (AB 32). The policies contained within this element focus on the conservation of energy, water and natural resources, improvements for local infrastructure and water systems, and planning for renewable and alternative energy production as critical issues related to long-term sustainable development. Two policies in particular from the Sustainable Communities Element inform and guide the development of this CAAP:
● SC-1.2 – Support Statewide Global Warming and Climate Change Mitigation: Continue to monitor and support the efforts of the California Air Resources Board and other agencies as they formulate Global Warming and Climate Change adaptation and mitigation strategies and programs.
● SC-1.3 – Develop a Climate Action and Adaptation Plan (CAAP) That Supports the Regional SB 375 Sustainable Communities Strategy: Develop a Climate Action and Adaptation Plan that implements requirements adopted by the California Air Resources Board and/or the Ventura County APCD that establishes a GHG emissions qualitative and quantitative threshold of significance, establishes GHG reduction targets, and supports the regional SB 375 Sustainable Communities Strategy.
The 2030 General Plan also includes the following policies regarding environmental justice (consistent with the CAAP 2nd objective) and sea level rise:
● SC-1.4 – Awareness of Environmental Justice. Advise other agencies regarding and incorporate environmental justice within City planning, policies, programs, projects, and operations.
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● SC-2.3 – Sea Level Rise Consideration in Decision-Making. Ensure that all planning, public works, and related decisions take rising sea level into consideration and take steps to reduce risk of damage or loss of life and property.
The CAAP is consistent with Southern California Association of Government’s 2016 Regional Transportation Plan/Sustainable Communities Strategy (SCAG’s 2016 RTP/SCS), which is the region’s comprehensive long-range transportation plan for implementation of SB 375. The RTP/SCS establishes mechanisms for the development of regional targets for reducing GHG emissions from passenger vehicles and encourages public policy decisions that will result in balanced investments for a wide range of multimodal transportation improvements. The RTP/SCS is intended to achieve the goals of SB 375, and consists of strategies to guide new policies and infrastructure development based on recent household and job growth forecasts, market demand and economic studies, and transportation studies. The RTP/SCS addresses both Transit Priority Areas (TPAs) and High Quality Transit Corridors (also called High Quality Transit Areas, or HQTAs) to align regional transportation, land use, housing, and GHG emissions planning through the SCS, which illustrates how SCAG would meet a GHG emissions reduction target for passenger vehicles established by California Air Resources Board (CARB). As defined in SB 743,1 a TPA is an area within 0.5 mile of high-quality transit (such as a rail stop or a bus corridor) that provides or will provide at least 15-minute frequency service during peak hours by the year 2035, and an HQT corridor means a corridor with fixed-route bus service with service intervals no longer than 15 minutes during peak commute hours.
D. Relationship to Statewide Emissions Targets
The 2030 City-wide GHG emissions target in the CAAP reflects the statewide GHG reduction goal outlined in SB 32, which calls for a statewide reduction of GHG emissions to 40 percent below 1990 levels by 2030. The legislation requires that the CARB prepare a Scoping Plan that describes the approach California will take to reduce GHGs to achieve the goal of SB 32. The latest adopted Scoping Plan for SB 32, developed and implemented by CARB in 2017, identifies specific measures to achieve these reductions and recommends that local governments establish GHG reduction targets for both their municipal operations and the community that are consistent with those of the State.
The City's CAAP also has an aspirational goal to achieve carbon neutrality by 2045, a goal that the City will revisit during the next CAAP update, which will occur after CARB has adopted its next Climate Change Scoping Plan update.
The State of California, through Governor’s Executive Orders, has also set longer-term goals of reducing statewide emissions to 80 percent below 1990 levels by 2050 (Executive Order S-03- 1 To further the state’s commitment to the goals of the Sustainable Communities and Climate Protection Act of 2008 (SB 375), the California Global Warming Solutions Act of 2006 (AB 32), and the California Complete Streets Act of 2008 (AB 1358), SB 743 added Chapter 2.7, Modernization of Transportation Analysis for Transit-Oriented Infill Projects, to CEQA (Public Resources Code Section 21099). Key provisions of SB 743 reformed the CEQA methodology for analyzing the impacts of urban infill projects to aesthetics and parking and eliminated the measurement of auto delay, including level of service, as a metric for use in measuring traffic impacts in “transit priority areas.” 654
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05); and achieving statewide carbon neutrality by the year 2045 (Executive Order B-55-18).
CARB is currently updating the Scoping Plan to assess progress toward the statutory 2030 target and laying out a path to achieving carbon neutrality no later than 2045. The Draft 2022 Scoping Plan Update focuses on outcomes needed to achieve carbon neutrality by assessing paths for clean technology, energy deployment, natural and working lands, and others, and is designed to meet the State’s long-term climate objectives and support a range of economic, environmental, energy security, environmental justice, and public health priorities.
While it is important that the City, and the State in general, achieve demonstrable progress toward these longer-term emissions reduction goals, it would be speculative to say with any certainty how they can be achieved with the information known today. While setting goals beyond 2030 is important to provide long-term objectives, it is difficult to establish targets beyond a 10-year time frame for which defensible reduction assumptions can be made. CARB’s currently adopted Scoping Plan Update (CARB, 2017) focuses on meeting the 2030 reduction target, as directed in SB 32. As acknowledged by CARB in its draft 2022 Scoping Plan Update (CARB, 2022), meeting the State’s long-term 2045 and 2050 goals would require significant improvements in the availability and/or cost of near-zero and zero-emissions technology, along with a concerted statewide effort to increase carbon sequestration across forests and working lands, as well as potential increased reductions from ongoing state and Federal legislative actions that are currently unknown. New methods may become available to quantify measures that are currently unquantifiable, and new state and federal regulations may further reduce emissions in sectors currently addressed primarily by local City measures. The City chooses not to use the Executive Order reduction goals for 2045 and 2050 as a threshold of significance because they do not represent adopted GHG reduction plans within the meaning of CEQA Guidelines Section 15064.4(b)(2) and because the City’s role in achieving this target is uncertain and likely small.
The CAAP aligns with the state in proposing measures to meet the 2030 target and puts the City on a path to achieving deeper reductions consistent with the long-term goals represented by Governor’s Orders S-3-05 and B-55-18.
Consistent with national and international agreements, California uses 1990 as the baseline year for tracking and reducing statewide GHG emissions. However, for local planning, most local jurisdictions select an appropriate baseline year determined by the availability of data.
Accordingly, the City has chosen 2010 as its baseline year, consistent with available records and the City Council approved Energy Action Plan (April 2013), which also uses 2010 as a baseline.2 To develop the GHG reduction strategies in the CAAP, the City developed a baseline 2010 GHG emissions inventory and determined future scenarios for emissions to estimate how emissions can be reduced through City-directed actions. The CAAP aims to reduce community-wide emissions to approximately 499,894 metric tons of carbon dioxide equivalents (MTCO2e) per year by 2030,
2 For Oxnard, like most communities, accurately quantifying 1990 emissions is not possible due to the lack of historical data. Thus, deriving a local state-aligned target for 2030 (40 percent below 1990 levels) requires making an adjustment for emissions growth that has occurred between 1990 and the City’s 2010 baseline inventory. 655
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which is 50 percent below 2010 levels and considered approximately equivalent to 40 percent below 1990 levels for the City of Oxnard.3
The CAAP demonstrates how the City can achieve its 2030 target by accounting for actions taken by state agencies that will reduce emissions in the city (also known as “regulations and standards”) and identifies several sector-based strategies and GHG reduction measures that can be adopted and implemented locally by the City or others. These prescriptive GHG measures would achieve GHG reductions needed to meet or exceed the City’s 2030 community-wide GHG target.
The CAAP also includes implementation and monitoring procedures to ensure progress is being made towards achieving the objectives and specific GHG reduction measures.
The CAAP also provides a range of adaptation strategies as an additional component to climate action planning. The CAAP describes how, due to a changing climate, the City can expect more- extreme heat events, sea level rise, more intense storm and flooding events, worsening air quality, and severe droughts that will strain already constrained water supplies, and how vulnerable communities experience heightened risk and increased sensitivity to climate change and have less capacity and fewer resources to cope with climate impacts. The CAAP identifies the impacts and vulnerabilities faced by the community, as well as adaptation strategies that will help Oxnard’s neighborhoods, natural systems, and infrastructure withstand the effects of climate change.
The City has also developed a CAAP Consistency Review Checklist, in conjunction with the CAAP, to provide a streamlined review process for proposed new development projects that are subject to discretionary review and trigger environmental review pursuant to CEQA. As discussed in Chapter 5, “Implementation and Monitoring,” new developments that are consistent with growth projections and applicable GHG reduction measures are eligible for streamlining under State CEQA Guidelines Section 15183.5 and 15064.4. The CAAP Consistency Review Checklist (referred to as the “CAAP Checklist”), along with instructions for its use, is provided as Appendix G to the CAAP.
E. Contents of the Climate Action and Adaptation Plan
The CAAP contains an executive summary and five chapters, as well as Appendices A through G, which provide additional detail on topics covered in the CAAP. ● Executive Summary: The executive summary includes a synopsis of the CAAP, including the plan’s organization and a summary of the City’s GHG emissions inventory and target, and the CAAP’s strategies for reducing emissions and adapting to climate change. ● Chapter 1—Introduction and Background: This chapter provides an overview of the document, the purpose and scope of the CAAP, the basic science behind climate change, and the importance of considering equity when taking action. In addition, Chapter 1 provides a brief explanation of potential impacts of climate change in the City of Oxnard, the 3 To account for the global warming potential of different GHGs, emissions are often quantified and reported as carbon dioxide equivalents (CO2e). For example, methane is a much more potent GHG than carbon dioxide (CO2) with 28 times the global warming potential as CO2; i.e., one ton of methane (CH4) is equivalent to 28 tons of CO2e in terms of warming potential over the same time frame. 656
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community benefits of taking action, the process for engaging with the community and stakeholders, and a discussion of the state and local actions to reduce GHG emissions. ● Chapter 2— Understanding Oxnard’s Greenhouse Gas Emissions. This chapter presents a summary of GHG emissions being generated by the community and by municipal operations. It provides an understanding of where GHG emissions are originating from, including trends and forecasts, and what can be done to reduce them. Finally, Chapter 2 establishes Oxnard’s GHG reduction target.
● Chapter 3— Reducing Greenhouse Gas Emissions. This chapter describes the GHG reduction strategies and actions the City will implement at the local level regarding energy use, transportation and land use, solid waste management, and water consumption. Chapter 3 addresses each of these sectors, summarizing their contribution to total citywide emissions and describing the strategies and actions that will be implemented to reduce emissions from each category over time.
● Chapter 4— Community Resilience and Adaptation. This chapter presents an overview of the impacts the City of Oxnard is expected to experience due to projected changes in the climate, and what the City can do to begin preparing for them. It describes expected local impacts and vulnerabilities, and potential adaptation planning strategies. ● Chapter 5— Implementation and Monitoring. This chapter outlines recommended steps for implementing the GHG-reduction strategies described in Chapters 3 and 4, and for monitoring the progress of implementation. It identifies funding sources and assigns implementation and monitoring responsibility to specific City departments, presenting a schedule for implementation.
● Appendix A— Community and Stakeholder Engagement Reports: This appendix includes summaries of community and stakeholder engagement activities supporting CAAP development.
● Appendix B— Major Climate Policies and Regulations in California as of 2022: This appendix summarizes the key statewide policies and regulations that affect GHG emissions across the state and at the local level.
● Appendix C— Greenhouse Gas Quantification Methods: This appendix provides details on how GHG emissions were quantified for the City’s inventories and reduction strategies. ● Appendix D— City of Oxnard Social Vulnerability Index: This appendix describes how a social vulnerability index was created for evaluating the vulnerability of Oxnard’s residents to climate change hazards.
● Appendix E— Partnering Organizations: This appendix lists the businesses, community- based organizations, and local, state, and federal partners that could potentially work with the City to implement the strategies and actions in the CAAP. ● Appendix F—Funding Sources: This appendix provides information on available funding programs that are relevant to CAAP implementation.
● Appendix G—CAAP Consistency Review Checklist: This appendix includes the consistency review checklist for new development.
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Greenhouse Gas Inventories
A community GHG emissions inventory is an estimate of a defined set of GHGs emitted to the atmosphere from local or regional sources that contribute to climate change. The CAAP is based on the inventory of these GHG emissions,4 which identifies and quantifies the sources and amounts of GHG emissions that are generated from activities within the City in one calendar year (i.e., annual emissions). The CAAP establishes a baseline inventory of community GHG emissions from which future changes in emissions are forecasted, and from which the 2030 GHG reduction target is established. The CAAP also presents an inventory of emissions from municipal operations, which forms a subset of community emissions over which the City has direct control.
The CAAP includes GHG inventories for the years 2010 and 2018, which were developed using well-recognized protocols published by International Council for Local Environmental Initiatives (ICLEI) and adhere to national standards. The Community inventory utilizes the methodology prescribed by the “U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions”, whereas the Municipal inventory, which largely comprises a subset of the Community inventory, utilizes ICLEI’s “Local Government Operations Protocol”.
The 2010 inventory serves as the baseline year from which the City determined its GHG reduction target. The 2010 baseline year was chosen as it was the earliest calendar year for which complete and reliable emissions source and activity data was available. The 2018 inventory represents the most recent calendar year for which complete activity data was available at the time the CAAP was developed. The inventory is organized into GHG Emissions Sectors, which represent a distinct subset of activities that produce emissions. The eight GHG emissions sectors are shown below in order of their contribution (refer to Appendix C for a more detailed discussion of the emissions inventory methods, data sources, and assumptions). ● On-Road Transportation - Emissions from cars and trucks that travel local roads and highways and consume fossil fuels and electricity;
● Electricity - Emissions from the generation of electricity that is used in residential and non- residential buildings;
● Natural Gas - Emissions from the combustion of natural gas used by buildings and industry; ● Solid Waste - Emissions from the decomposition of waste sent to landfills; ● Off-Road Equipment - Emissions from operation of construction and other off-road equipment;
● Wastewater - Emissions from the electricity used to pump wastewater, as well as direct fugitive emissions resulting from wastewater treatment processes and local septic tanks; ● Passenger Rail – local emissions from regional passenger rail (Amtrak and MetroLink); and 4 GHGs included in the GHG inventory are carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). 658
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● Water - Emissions from the electricity used for treatment and distribution of potable water in the City, as well as building electricity used in water service facilities (e.g., lights, cooling, etc.).
Table 1 summarizes the results for the 2010 and 2018 community-wide inventories, listed by sector and showing the percent contribution of each sector.
In both 2010 and 2018, on-road transportation contributed the most to the community inventory, followed by electricity, natural gas, and solid waste. Combined, these sectors represent approximately 96 percent of the 2010 inventory and 95 percent of the 2018 inventory. Emissions from off-road equipment (e.g., equipment used for construction and landscaping), wastewater, passenger rail, and water use make up the rest of the inventory. Overall, annual GHG emissions have dropped by over 100,000 MTCO2e from 2010 to 2018, a difference of approximately 12 percent.
TABLE 1
CITY OF OXNARD COMMUNITY GHG EMISSIONS INVENTORIES a
Sector 2010 2010 % 2018 2018 %
On-road Transportation 428,030 43% 389,079 44%
Electricity 252,511 25% 207,472 24%
Natural Gas 215,922 22% 165,692 19%
Solid Waste 64,564 6% 68,411 8%
Off-Road Equipment 28,394 3% 37,310 4%
Wastewater 6,432 1% 4,769 1%
Passenger Rail 2,353 <1% 2,137 <1%
Water 1,583 <1% 1,271 <1%
Total Emissions 999,788 100% 876,140 100%
NOTES:
a. Units in MTCO2e = metric tons of carbon dioxide equivalent, the standard measurement of the GHG emissions produced and released into the atmosphere.
Greenhouse Gas Emissions Forecasts
The CAAP includes a business-as-usual (BAU) forecast of community emissions, based on the expected growth in the City’s population, employment, and housing through 2050. Growth forecasts for 2030 and 2050 are based on the socioeconomic data (SED) obtained from the Ventura County Transportation Model, which was used to model future vehicle miles traveled (VMT) for the CAAP, and which is consistent with the SED used in the 2016 SCAG RTP/SCS.5 The BAU forecast indicates that Oxnard’s emissions would increase in the absence of State regulations (e.g., renewable energy and vehicle fuel efficiency standards) and if no additional actions were taken by the City to reduce emissions. However, State regulations are expected to 5 Southern California Association of Government’s 2016 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), available at: https://scag.ca.gov/sites/main/files/file-attachments/f2016rtpscs.pdf?1606005557 . 659
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reduce emissions considerably over the next 10 to 30 years. These regulations include the California Energy Commission’s 2019 and 2023 Title 24 building energy efficiency requirements, the Renewable Portfolio Standards (SB 350), the Pavley and Advanced Clean Car Standards (AB 1493), and the Low Carbon Fuel Standards (EO S-01-07).
Table 2 summarizes the BAU forecasts for 2030 and 2050, as well as the Adjusted BAU forecasts for 2030 and 2050 that account for these state regulations. The Adjusted BAU forecast shows that by 2030, annual community GHG emissions are expected to be approximately 727,099 MTCO2e, a 27 percent reduction from the 2010 baseline. By 2050, annual community GHG emissions are expected to be approximately 633,399 MTCO2e, representing a 37 percent reduction from the 2010 baseline. Additional detail regarding the emissions forecasts methods is provided in Appendix C of the CAAP.
TABLE 2
CITY OF OXNARD COMMUNITY GHG EMISSIONS FORECASTS a
Sector
BAU Forecast Adjusted BAU Forecast
2030 2050 2030 2050
On-road Transportation 421,902 476,608 297,561 289,819
Electricity 227,193 260,068 132,019 0
Natural Gas 183,175 220,400 183,175 220,400
Solid Waste 74,182 83,801 74,182 83,801
Off-Road Equipment 34,264 36,216 34,264 36,216
Wastewater 5,171 5,841 3,515 1,376
Passenger Rail 1,581 1,786 1,581 1,786
Water 1,378 1,556 801 0
Total Emissions 948,847 1,086,277 727,099 633,399
NOTES:
a. units in MTCO2e = metric tons of carbon dioxide equivalent
Greenhouse Gas Emissions Targets and Goals
The City of Oxnard selected GHG emissions targets and goals for the CAAP that represent the City’s commitment to doing its fair share and meeting its requirements to help California achieve its ambitious statewide GHG targets, as summarized in Table 3, State of California Greenhouse Gas Targets.
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TABLE 3
STATE OF CALIFORNIA GREENHOUSE GAS TARGETS
Target Year GHG Emissions Target Corresponding Legislation 2020 1990 levels Assembly Bill 32, the California Global Warming Solutions Act (2006) 2030 40% below 1990 levels Senate Bill 32, the Global Warming Solutions Act (2006) 2045 Carbon neutrality Executive Order B-55-18 (2018)
2050 80% below 1990 levels Executive Order S-3-05 (2005) NOTES:
GHG = greenhouse gas
a. Carbon neutrality means “net zero” emissions of GHGs. In other words, it means that GHG emissions generated by sources such as transportation, power plants, and industrial processes must be less than or equal to the amount of carbon dioxide that is stored, both in natural sinks and through mechanical sequestration.
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The CAAP’s 2030 target of 499,894 MTCO2e per year was selected based on guidance provided in the 2017 Scoping Plan Update for local land use development to contribute their “fair share” of emissions reductions to the statewide GHG target for 2030, and was developed to demonstrate consistency with the statewide 2030 target shown in Table 3. The CAAP’s 2030 target is 50 percent below 2010 baseline levels, which is approximately equivalent to 40 percent below the City’s emissions in 1990. As explained above, the City is not using the Executive Order reduction goals for 2045 and 2050 as a threshold of significance because they do not represent adopted GHG reduction plans within the meaning of CEQA Guidelines Section 15064.4(b)(2) and because the City’s role in achieving this target is uncertain and likely small. In addition, CARB’s currently adopted Scoping Plan Update focuses on meeting the 2030 reduction target, as directed in SB 32. Therefore, the CAAP aligns with the state in proposing measures to meet the 2030 target and puts the City on a path to achieving deeper reductions consistent with the long-term goals represented by Governor’s Orders S-3-05 and B-55-18.
Greenhouse Gas Reduction Strategies and Actions
The CAAP relies on continued implementation of state mandates, as well as local actions for achieving the 2030 target. The Adjusted BAU forecast accounts for implementation of state regulations and standards, as discussed above. Based on the City’s 2018 inventory as shown in Table 2, and accounting for the Adjusted BAU forecast shown in Table 3, achieving the City’s 2030 target of 499,894 MTCO2e per year would require reductions of at least 210,615 MT CO2e per year from local actions by the year 2030 to achieve the 2030 target.
Local actions in the CAAP are organized into the following seven categories containing one to five strategies each.
● Clean Energy (E)
● Green Buildings (B)
● Transportation (T)
● Land Use (L)
● Water Conservation and Reuse (W)
● Waste Reduction and Recycling (R)
● Nature-Based Solutions (N)
The strategies and actions in the CAAP are summarized in Table 4 below. Additional details for the GHG reduction and actions are provided in the CAAP. Chapter 3 of the CAAP provides a detailed description of each strategy, along with one or more performance objectives, and multiple implementing actions. Information is also provided regarding the co-benefits of implementing the strategy and each strategy’s alignment with relevant state and regional initiatives. Implementing actions include new ordinances, policies, resolutions, programs, incentives, and outreach and education activities, which together would achieve the GHG 662
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reductions needed to achieve the 2030 target. Chapter 5 provides an implementation framework, including tracking metrics for each strategy, and a table of implantation details for each action that identifies a general timeline (short-term, medium-term, and long-term), a lead City department, potential implementation partners, and funding sources.
The nine strategies included in the CAAP that would result in GHG reductions by 2030 are listed here in order of their contribution:
● Strategy E1: Procure Zero-Carbon Electricity: The City will partner with Clean Power Alliance (CPA), or equivalent, to maintain at least 95 percent community participation in a 100 Percent renewable electricity offering through 2030. This strategy would reduce citywide emissions by approximately 109,983 MTCO2e per year by 2030. ● Strategy R1: Recycling and Organic Waste Diversion: The City will increase diversion of recyclable materials from landfills through ordinances, service improvements, education and outreach, and promoting product stewardship and markets for material reuse. This strategy would reduce citywide emissions by approximately 55,637 MTCO2e per year by 2030. ● Strategy B1: Improve Efficiency of Existing Buildings: The City will partner with interested stakeholders and existing agencies such as CPA, 3C-REN, SoCalREN, and/or the Ventura County Regional Energy Alliance (VCREA) to promote and take advantage of local programs for improving the energy efficiency of existing community and municipal buildings, especially older buildings that are the least efficient and present the biggest opportunity for improvement. This strategy would reduce citywide emissions by approximately 28,518 MTCO2e per year by 2030.
● Strategy T1: Expand Zero-Emissions-Vehicle (ZEV) Charging and Fueling Infrastructure: The City will develop a citywide ZEV Master Plan with a goal to increase the number of publicly-accessible EV charging stations throughout the city to 1,500 by 2030.
The City will also look for opportunities to expand its hydrogen fueling infrastructure, in partnership with the Port of Hueneme and others, as the need for green alternatives to diesel- powered trucking increases. This strategy would reduce citywide emissions by approximately 8,389 MTCO2e per year by 2030.
● Strategy L1: Support Transit-Oriented and Mixed-Use Development: The City will implement the 2021–2029 Oxnard Housing Element, and through the forthcoming General Plan update, identify areas within the city where development should be focused to increase density and diversity of land use to achieve reductions in vehicle miles traveled (VMT). In addition, this strategy will be supported through the development of vehicle miles traveled (VMT) metrics and thresholds related to compliance with SB 743. This strategy would reduce citywide emissions by approximately 6,669 MTCO2e per year by 2030. ● Strategy W1: Increase Water Conservation and Reuse: The City will support water conservation by promoting the use of recycled water or graywater for agricultural and for irrigation at all large new developments, and to create the necessary infrastructure to utilize 100 percent of output from the City’s Advanced Water Purification Facility (AWPF). The City will also update the existing City Landscaping Standards to list a selection of pre- approved native, drought-tolerant, and California-friendly plant species and trees to be used for City landscaping projects. This strategy would reduce citywide emissions by approximately 1,404 MTCO2e per year by 2030.
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● Strategy T2: Transition City Fleet to Greener Alternatives: The City will replace all remaining diesel trucks in the City’s Environmental Resource Division to alternative fuel vehicles by 2030. The City will also develop a ZEV Master Plan for the City fleet that evaluates costs, budget needs and infrastructure needs for the short and long term, including optimal EV charging locations, funding opportunities, and opportunities for public-private partnerships. This strategy would reduce citywide emissions by approximately 240 MTCO2e per year by 2030.
● Strategy T5: Expand Car and Bike Sharing: Through implementation of the forthcoming Sustainable Transportation Plan (STP), the City will identify support for and/or ways to expand access to e-bikeshare and neighborhood EVs, to ultimately enable their use in the public right-of-way. In addition, the City may introduce an e-bikeshare, and/or EV carshare program that incentivizes third-party providers to locate in Oxnard, and consider updates to the TDM Ordinance to require the development of TDM plans for all major developments or facility expansions to encourage ridesharing and other shared mobility improvements, thereby reducing vehicle trips. This strategy would reduce citywide emissions by approximately 238 MTCO2e per year by 2030.
● Strategy T3: Expand Infrastructure for Pedestrians, Bikes, and Micro-mobility Solutions: The City will adopt the forthcoming Sustainable Transportation Plan (STP), which will include projects that expand the reach of the pedestrian and bicycle network throughout the city and provide comfortable opportunities to use active transportation. This strategy would reduce citywide emissions by approximately 121 MTCO2e per year by 2030.
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TABLE 4
GREENHOUSE GAS REDUCTION STRATEGIES
CAAP Strategies Implementing Actions
Clean Energy (E)
E1: Procure Zero-Carbon
Electricity
E1.1 – Invest City staff time and financial resources in maintaining a minimum 95 percent community participation rate in CPA’s 100 Percent Green option, or equivalent, through the year 2030
E1.2 – Work with the CPA to develop an educational campaign targeted to businesses and residents on the importance of subscribing to the CPA’s 100 Percent Green level E1.3 – Partner with CPA to promote Power Share, which provides disadvantaged communities residents with a 20 percent discount and 100 percent renewable energy E1.4 – Request a rate analysis from CPA at least annually and compare to SCE rates, to determine the financial impact of returning all municipal accounts currently enrolled with CPA to 100 Percent Green option
E1.5 – Chart and annually revise an implementation plan for returning municipal accounts to CPA’s 100 Percent Green option or equivalent E2: Increase Local Solar
Energy Generation
E2.1 – Partner with interested developers to create Community Solar projects in the CPA program, or equivalent Community Renewables program offered by SCE E2.2 – Partner with CPA and community-based organizations to promote CPA customer awareness and enrollment in the Community Solar program, or equivalent Community Renewables program offered by SCE
E2.3 – Partner with CPA and/or electric utility to develop and distribute information to residents interested in rooftop solar to take advantage of programs like CPA’s Solar Marketplace, which provides access to quotes from multiple, pre-screened local installers
E2.4 – Incentivize CPA customers with existing rooftop solar to register for CPA’s Net Energy Metering (NEM) Program, which pays customers for net energy production on an annual basis
E2.5 – Through meetings and coordination, facilitate partnerships and information sharing between local construction/roofing contractors and solar companies that increase consumer choice as well as business referrals
E2.6 – Increase local participation in SCE’s Community Renewables Program, which connects customers with solar developers so that they can purchase renewable electricity from certified community solar projects
E2.7 – Identify existing municipal facilities, city-owned public spaces, and associated parking lots with potential for rooftop solar installation and/or solar canopies; identify potential solar PV projects with consideration to fiscal resources, and Capital Improvement Plan timeframes and feasibility
E2.8 – Assess solar PV procurement financial models to reduce up-front capital costs and increase long-term savings (e.g., State and Federal Incentives, Power Purchase Agreement, Net Metering, etc.) and adopt financing plan E2.9 – Secure funding, cost and bid solar PV projects; Interconnect and install solar projects
E3: Develop Energy
Storage/ Microgrids
E3.1 – Partner with CPA to develop their Power Response Program, which offers incentives to commercial and residential customers for the installation of energy storage to enable load-shifting during times of peak demand
E3.2 – Promote enrollment in SCE’s Smart Energy Program, Summer Discount Plan, and SCE-advertised third-party demand response programs E3.3 – Identify potential partnerships, funding, or financing sources for installing storage and microgrids in the community
E3.4 – Develop a community energy map that identifies opportunities for deploying distributed energy resources and microgrids to improve energy security and resiliency in the community
E3. 5 – Partner with CPA to perform feasibility assessment to determine the potential of microgrid projects on City buildings
E3.6 – Partner with CPA and develop municipal facility microgrid project scoping to include: goal of the project, background information, site selection, assessment of opportunities and risks, community involvement and feedback, partnerships, project team development, performance requirements, and ownership
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TABLE 4 (CONTINUED)
GREENHOUSE GAS REDUCTION STRATEGIES
CAAP Strategies Implementing Actions
E3.7 – Meet with Regional Energy Network (REN) to determine the availability of technical services and/or funding for municipal facility energy storage and microgrids E3.8 – Meet with CPA to determine the availability of incentives and/or funding for municipal facility energy storage and microgrid projects E3.9 – Perform conceptual design and cost estimates of municipal energy storage and microgrid projects
E3.10 – Secure funding, cost and bid on municipal energy storage and microgrid projects; Build projects
Green Buildings (B)
B1: Improve Efficiency of
Existing Buildings
B1.1 – Partner with existing agencies such as CPA, 3C-REN, SoCalREN, and/or the Ventura County Regional Energy Alliance (VCREA) to promote and take advantage of local programs; meet with these agencies on a quarterly basis B1.2 – Launch educational campaign targeted at City residents and businesses to let them know what energy efficiency improvement offerings are available B1.3 – Launch educational campaign for multifamily building owners and managers on the programs and incentives offered by the RENs and the local utilities B1.4 – Engage local school districts to participate in the CalSHAPE (AB 841) program to improve plumbing and ventilation in schools; set up an introduction to a service provider to assist schools with program applications
B1.5 – Engage local school districts to enroll in (if not already enrolled) and participate in SoCalREN; set up introductory meetings to a service provider to assist schools with program enrollment and technical services
B1.6 – Perform periodic energy audits and feasibility studies (e.g., every 5 years) to assess facility performance and identification of potential energy efficient projects for municipal facilities; actively engage SoCalREN to support this effort B1.7 – When doing municipal facility renovations, assess potential for energy efficiency improvements and adding solar PV (e.g., when reroofing occurs, design support system to withstand rooftop solar PV loads)
B1.8 – Implement energy efficiency projects for municipal facilities at selected locations to achieve energy reduction goals and support decreased electric load on the grid B2: Electrify Buildings B2.1 – Partner with existing agencies such as CPA, 3C-REN, and/or VCREA to promote and take advantage of local programs, including rebates and financing options for building and appliance electrification; meet with these organizations on a quarterly basis
B2.2 – Meet with SCE (and/or other providers) on a regular basis to strategize promoting electrification offerings to residents and businesses, while keeping energy resilience needs in mind
B2.3 – Work with electric utility to create an educational campaign for building owners on the health, climate, and cost benefits of electric-powered kitchen equipment, and distribute information about available products and installation services B2.4 – As part of the CIP process, conduct a feasibility study to identify opportunities for electrification of city facilities and determine cost and financial impacts, utilizing the quarterly meetings with the RENs and utilities to identify offerings B2.5 – Secure funding, cost estimates, and bids for municipal electrification projects Transportation (T)
T1: Expand Zero-Emissions-
Vehicle (ZEV) Charging
and Fueling
Infrastructure
T1.1 – Develop a citywide ZEV Master Plan that evaluates near-term and long-term needs for EV charging and hydrogen-fueling infrastructure, including home EV charging, and identifies optimal EV charging locations and gaps in public accessibility (especially for disadvantaged communities)
T1.2 – Meet with the Building and Engineering Services to develop possible code requirements to encourage or require preferential EV parking and EV charging stations, beyond what is required by Title 24
T1.3 – Track and apply for CALeVIP funding for sites that have already been identified for EV charging before funding is exhausted; utilize SCE’s Charge Ready program to build out infrastructure for public charging stations
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TABLE 4 (CONTINUED)
GREENHOUSE GAS REDUCTION STRATEGIES
CAAP Strategies Implementing Actions
T1.4 – Meet with utilities and state agencies quarterly to track and coordinate the promotion of offerings to Oxnard residents and businesses; in City communications, promote EV charging incentive programs offered through CPA and SCE and though federal or state funding
T1.5 – Coordinate with the Port of Hueneme, Gold Coast Transit District (GCTD), and other regional stakeholders on infrastructure planning for electric and hydrogen powered vehicles
T1.6 – Based on public EV charging needs (as identified in citywide ZEV Master Plan or elsewhere), apply for CALeVIP funds through the South Central Coast Incentive Project, or equivalent
T1.7– Secure funding, cost and bid installation of public charging locations T1.8– Install public charging locations as funding becomes available T2: Transition City Fleet to
Greener Alternatives
T2.1 –Develop a ZEV Master Plan for the City fleet that evaluates costs, budget needs and infrastructure needs for the short and long term, including optimal EV charging locations, funding opportunities, and opportunities for public-private partnerships.
T2.2 – Pass a resolution that supports City fleet vehicle purchases (or at minimum, utility and truck purchases) to be ZEVs in alignment with the CARB’s proposed regulation to require public fleets to purchase 100 percent zero-emissions trucks by the year 2027
T2.3 – Meet with CPA, SCE, and other administrators of incentive and rebate programs quarterly to determine what offerings can be utilized to build out fleet charging stations T2.4 – Secure funding and build out municipal fleet EV charging and/or hydrogen fueling infrastructure as needed to support ZEV Master Plan for city fleet T3: Expand Infrastructure for
Pedestrians, Bikes, and
Micro-mobility Solutions
T3.1 – Adopt the forthcoming STP, which will include projects that expand the reach of the pedestrian and bicycle network throughout the city and provide comfortable opportunities to use active transportation
T3.2 – Through the implementation of the forthcoming STP, potentially introduce an e- scooter program that incentivizes third-party providers to locate in Oxnard T3.3 – Where feasible in new roadway designs, accommodate micro-mobility solutions such as electric bikes, scooters, and neighborhood EVs
T3.4 – In new roadway designs, provide safe and convenient pathways and infrastructure for electric bikes and scooters, including publicly accessible charging locations
T4: Improve Transit
Effectiveness and
Accessibility
T4.1 – Partner with GCTD and VCTC to assess current transit routes and identify opportunities for improvement geared towards Oxnard residents T4.2 – Partner with GCTD and VCTC to upgrade transit stops with weather protection, security measures, increased comfort and accessibility, and access to accurate information on transit routes, schedules, fares, connections, and destinations T4.3 – Support GCTD’s Late-Night Safe Rides Pilot, including continued partnership to evaluate whether there is opportunity to expand the program to cover additional service hours and zones
T4.4 – Partner with GCTD and VCTC to improve access to real-time transit vehicle arrival information in multiple languages
T4.5 – Partner with GCTD and VCTC to enhance multi-modal connections to transit facilities by implementing pedestrian and bicycle improvements near transit stops and mobility hubs, as identified in the STP
T4.6 – For the City’s Dial-a-Ride (paratransit) program, create a subsidized fare program for the elderly, or those with qualifying low income T4.7 – Support Dial-a-Ride or other paratransit systems for the senior and disabled members of the community
T5: Expand Car and Bike
Sharing
T5.1 – Consider updates to the TDM Ordinance to require the development of TDM plans for all major developments or facility expansions to encourage ridesharing and other shared mobility improvements, thereby reducing vehicle trips T5.2 – Through the implementation of the forthcoming STP, potentially introduce an e- bikeshare, and/or EV carshare program that incentivizes third-party providers to locate in Oxnard; offer reduced parking requirements for new development projects that 667
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TABLE 4 (CONTINUED)
GREENHOUSE GAS REDUCTION STRATEGIES
CAAP Strategies Implementing Actions
provide dedicated carshare facilities
T5.3 – Through implementation of the STP, identify support for and/or ways to expand access to e-bikeshare and neighborhood EVs, to ultimately enable their use in the public right-of-way
Land Use (L)
L1: Support Transit-Oriented
and Mixed-Use
Development
L1.1 – Through the forthcoming General Plan update, identify areas within the city where development should be focused to increase density and diversity of land use to achieve reductions in VMT
L1.2 – Incentivize mixed-use development projects to include land uses representing common destinations, such as grocery stores, pharmacies, and restaurants L1.3 – Encourage mixed-use development by reducing parking requirements where justified by shared parking when uses with different peaking characteristics (such as offices and apartments) are combined
L1.4 – Research and adopt other appropriate “smart growth” policies in addition to those identified above to incentivize density and diversity of land use L1.5 – Continue to implement the City's Traffic Impact Fee and the Mobility Fee to better align with and encourage VMT reduction (Municipal Code Ordinance Nos. 2258, 2979).
Water Conservation and Reuse (W)
W1: Increase Water
Conservation and Reuse
W1.1 – Maximize the use of recycled water or graywater for agricultural and for irrigation at all large new developments
W1.2 – Where feasible, install additional recycled water pipeline infrastructure; update the existing landscape ordinance to facilitate implementation of AB 1668 W1.3 – Create the necessary infrastructure to utilize 100 percent of AWPF output W1.4 – Evaluate the feasibility of developing a municipal landscaping policy that limits the use of potable water for municipal irrigation
W1.5 – Update the existing City Landscaping Standards to list a selection of pre- approved native, drought-tolerant, and California-friendly plant species and trees to be used for City landscaping projects
W1.6 – Replace flush and flow fixtures in municipal facilities to improve water efficiency Waste Reduction and Recycling (R)
R1: Recycling and Organic
Waste Diversion
R1.1 – Participate in regional efforts to increase or establish local organics processing and capacity
R1.2 – Establish a system to track waste disposal and diversion activities, ideally categorized by both land use (residential, commercial, municipal) and management type (landfilled, recycled, anaerobically digested, composted) R1.3 – Adopt a Polystyrene Ordinance to regulate the production and use of the material within city limits, to encourage the use of more recyclable or compostable materials in its place
R1.4 – Maximize placement of recycling and organic waste receptacles in municipal facilities and in public spaces
R1.5 – Adopt a Green Purchasing Plan with a goal of conserving natural resources by purchasing products that are environmentally friendly whenever feasible Nature-Based Solutions (N)
N1: Increase Local Carbon
Sequestration
N1.1 – Maintain and expand the urban tree canopy using available grant programs N1.2 – Specify options for future tree planting with drought-resistant tree species that can survive changes to the local climate, and consider long term maintenance to improve the canopy.
N1.3 – Prioritize investment in neighborhoods with limited green space and elevated air pollution, and in areas where green infrastructure, including trees and other types of vegetated buffers, can effectively address stormwater management issues N1.4 – Coordinate with the County of Ventura on their Tree Planting program, which 668
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TABLE 4 (CONTINUED)
GREENHOUSE GAS REDUCTION STRATEGIES
CAAP Strategies Implementing Actions
aims to plant two million trees throughout the county by 2040 N1.5 – Seek funding to implement a green infrastructure program for the City's parks, streets, and public spaces to improve stormwater management, support biodiversity, reduce air pollution exposure, and increase access to natural spaces, including trees N1.6 – Continue implementation of the Oxnard Green Alleys Plan to transform existing alleyways within disadvantaged neighborhoods into multifunctional green spaces with tree canopy, green infrastructure elements, and active transportation access.
Climate Change Vulnerabilities and Adaptation Strategies One of the CAAP’s key objectives is to enhance the community’s resilience to a changing climate by addressing the vulnerabilities and risks that are expected to occur as a result of those impacts.
Resilience, as defined by the State of California’s Adaptation Planning Guide, is the “capacity of any entity—an individual, a community, an organization, or a natural system—to prepare for disruptions, to recover from shocks and stresses, and to adapt and grow from a disruptive experience.” Climate adaptation is defined by this same source as “actions that address the projected impacts on all aspects of community function that may result from climate change. This can include impacts related to hazard events (flood, wildfire, drought, and severe storms for example), as well as slow changes that affect agricultural, forestry, and fisheries productivity; ecosystem structure and function; and public health.” (California OES, 2020) Like other communities in California, Oxnard is likely to face serious economic, social, and environmental challenges in the coming decades due to rising temperatures, sea level rise, extreme storms, wind events, more severe droughts, and diminishing air quality that is expected to occur because of climate change. These impacts present significant threats to community health and wellbeing, which will not affect everyone equally. Vulnerable groups, such as the elderly, low-income families, farmworkers/agricultural workers, undocumented immigrants, communities of color, and individuals already suffering from chronic diseases, will be disproportionately impacted by these changes.
Chapter 4 of the CAAP includes an assessment of the City’s social and physical vulnerabilities that considers the range of expected climate change impacts facing the City, using publicly available data from sources that include but are not limited to Cal-Adapt, Healthy Places Index (HPI), FEMA, and the City of Oxnard Sea Level Rise Atlas. To address the identified vulnerabilities, the CAAP describes potential strategies for protecting vulnerable populations and increasing the resilience of the City’s emergency response capabilities as well as its critical infrastructure for transportation, energy, water supply, and stormwater management. These adaptation strategies are grouped into to six different categories as summarized in Table 5 below.
Note that the CAAP does not include strategies or actions addressing sea level rise because the City is undergoing a separate planning process for sea level rise through its Local Coastal Program (LCP) Update project.
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Similar to the CAAP’s GHG reduction strategies, Chapter 5 provides an implementation framework for the adaptation strategies, including a table of implantation details that identifies a general timeline (short-term, medium-term, and long-term), a lead City department, potential implementation partners, and funding sources.
TABLE 5
CLIMATE ADAPTATION STRATEGIES
CAAP Strategies Description/Potential Measures
Community Preparedness (CP)
CP1: Develop a public education
campaign to inform community of
climate hazards and impacts
This strategy involves collaborating with local and regional agencies, including farmworkers associations, senior organizations, schools, transportation agencies, and other community groups, to create a campaign for increasing community education and awareness of climate hazards, vulnerabilities, and adaptation strategies. Informational materials should be provided through various platforms and in a multilingual capacity. Materials may also be used in schools and by community organizations to reach more groups in Oxnard.
CP2: Ensure early warning systems
are adequate for extreme events
related to climate change
Early warning systems can provide timely information and resources for local hazards, including events related to extreme heat, flooding, extreme winds, poor air quality, and wildfire smoke. The City currently coordinates emergency responses with the County of Ventura and other regional actors through the varied channels of EOC networks. For maximum reach, early warning systems should employ various modes of communication to ensure greater access (webpage, cellular alerts, social media blasts, radio, emails, automated community signage, bus stop signs, etc.) and convey the appropriate safety response for community members. The community should receive education and awareness of hazards that would warrant notification through the early warning system, and how future hazards are likely to be very different from what the community has historically known and experienced.
CP3: Invest in backup power systems
and energy storage at emergency
centers and cooling centers
This strategy involves building local community resilience through energy systems. The City can explore options to invest in sustainable backup power sources and energy storage to provide redundancy and continued services for critical facilities during emergencies, especially cooling centers and emergency shelters. This will help provide reliable support in the case of power outages and during periods of high electricity demand. The City should develop a list of critical facilities that currently do not have backup power systems in order to prioritize future projects. The City should also investigate whether a standard duration of backup power should be developed.
CP4: Expand community resilience
services and infrastructure
Existing emergency response centers, evacuation routes, and cooling centers should be assessed to ensure they are effective, safe, and accessible in the case of a climate hazard event, and be able to serve the needs of vulnerable populations. The City should further ensure that these facilities and infrastructure are resilient to various climate impacts. New emergency response facilities, such as a resilience hub, can be developed in collaboration with local and regional agencies to provide relief from multiple hazards and provide services (e.g., hydration, cooling, masks and filters, and hazard notifications). Where electricity storage is not available or feasible, natural gas should be considered as a back-up energy source for heating water and cooking food during power outages.
CP5: Periodically review public
infrastructure standards
The City’s public infrastructure standards should be reviewed periodically to make sure that infrastructure is built to withstand future impacts from climate change hazards including flooding, sea level rise and extreme heat events.
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TABLE 5 (CONTINUED)
CLIMATE ADAPTATION STRATEGIES
CAAP Strategies Description/Potential Measures
Extreme Heat (EH)
EH1: Ensure access to cooling
centers, parks and shoreline
The City has designated cooling centers, as well as parks and beaches, which also serve as a refuge from extreme heat. The City can expand accessibility to these locations, particularly for the most vulnerable groups (e.g., outdoor workers and low-income communities) with active transportation pathways, including bike paths and pedestrian routes. The City can also enhance community awareness of accessible cooling centers and the benefits provided by natural cooling amenities in Oxnard, and ensure that access routes are well-maintained and clearly marked. Having access to these centers, including public transportation options, can be critical during extreme heat events and power outages, particularly for lower-income households that lack cooling and for individuals lacking access to a private vehicle. The City should coordinate with cooling facilities and transportation providers to ensure that these facilities continue to operate during power outages.
EH2: Seek funding for energy
improvements for low-income
households
Various households in Oxnard lack working heat pumps, adequate insulation, air conditioning, and HVAC systems. This strategy is focused on accessing funding for low-income households to install heat pumps and make other necessary retrofits that will help address extreme heat in their homes.
EH3: Promote enforcement of
Cal/OSHA standards that protect
against extreme heat
Existing local and state policies and standards protect individuals from heat- related impacts. Ensuring enforcement of Cal/OSHA standards for City workers and encouraging local businesses to do the same, along with distributing training informational materials to local workers, can prevent health-related heat impacts, such as heat cramps, heat stress, heat exhaustion, and heat stroke. Increasing awareness of heat-related illnesses to community members, especially outdoor workers, can further protect against serious impacts to health.
EH4: Give higher priority to urban
greening and shading along active
transportation routes and
commuting services
Urban greening can provide natural cooling benefits and help reduce the urban heat island effect. This strategy involves identifying active transportation routes, bus stops, and walking paths where urban greening and shading can be added and increased to benefit users. Priority locations should include places that serve outdoor workers and schools, bus stops, and bike and pedestrian paths
EH5: Support and expand the citywide
tree program, report, and plan
Tree canopy provides shading and natural cooling from extreme heat, adds beautification, and supports mental health. The City can continue to expand its Tree Program to include an updated tree inventory, identify vulnerable and heat-sensitive species, strengthen tree protection policies, prioritize tree canopy projects for vulnerable groups and in areas with high population density and low levels of tree canopy, and pursue funding for tree planting projects. This strategy provides the framework for a comprehensive urban forest management plan that guides sustainable management for a resilient urban forest.
EH6: Give higher priority to urban
greening in communities that are
most vulnerable
Oxnard’s outdoor workers, elderly, youth, and active transportation users are among those at higher risk from extreme heat impacts. Urban greening and tree plantings should be prioritized to benefit these groups, at their workplaces, in residential areas (especially residentially areas with high population density and low levels of existing tree canopy of greenery), and along active transportation routes. To increase the success of these projects, the City can collaborate with the County of Ventura on the countywide Tree Planting Program and target disadvantaged community areas.
Extreme Drought (ED)
ED1: Expand and protect the City’s
diversity of water supply
The City should continue to work collaboratively with regional partners and water suppliers to participate in regional water supply planning and identify ways to increase the resiliency of the City’s water supply in the future. The City conducts promotional activities through the existing Groundwater Recovery Enhancement and Treatment (GREAT) program. These efforts can be expanded to further educate and encourage residents to adopt water saving techniques in their homes and gardens. Outreach activities should utilize a variety of formats, including educational videos and materials, 671
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TABLE 5 (CONTINUED)
CLIMATE ADAPTATION STRATEGIES
CAAP Strategies Description/Potential Measures
community presentations, public tours, and special events.
ED2: Continue to expand community
water recycling programs
The City continues to maintain the existing GREAT program for improved water recycling, reuse, storage, and recovery. The City can further support expansion of recycled water infrastructure to serve existing municipal parks and facilities, as well as multifamily, commercial, and industrial development and redevelopment projects. Distribution of informational materials to encourage the use of gray water and rainwater catchment systems for businesses and residents can also enhance the effectiveness of community water recycling programs.
ED3: Use drought-tolerant, native
plants and alternative irrigation at
City facilities
The City should continue to encourage the planting of drought-tolerant and California native plants, and expand the use of alternative irrigation techniques to reduce water consumption. This can be implemented in public facilities, residences and businesses, and maintain community aesthetics while reducing water use.
ED4: Partner with the County to
provide information on climate
resilient crops
Although there is little to no agriculture within Oxnard city limits, the region’s agricultural sector is a significant part of the local and state economy and employs many local residents. A reliable water supply is critical for maintaining the region’s agriculture. With worsening drought conditions and decreasing water allocations, Oxnard can partner with local and regional agencies, such as the County of Ventura and agricultural associations, to provide information and resources for growers considering a shift to other, less-water-intensive crops. This can provide support to farmers and organizations in learning about water use and impacts related to crop species, and economic feasibility of shifting to different crops. As a part of this effort, the City should work with regional partners to identify potential new agricultural pests and identify potential adaptation strategies for regional agricultural operations.
ED5: Create and/or participate in
programs to address food
insecurity
Drought conditions can increase costs for water and food, and disproportionately impact lower-income households, unemployed individuals, and larger-family households. To address food insecurities, the City can collaborate with schools and local organizations to develop new farm-to- community programs and expand existing public programs for vulnerable populations. The City operates the senior meal program and three community gardens (Camino del Sol Community Garden, Wilson Senior Center community garden, and Pleasant Valley Road/Fire Station 2 community garden) that play important roles in combating local food insecurity. These can be expanded to maximize access and output to community members.
ED6: Consider Expanding Project
Assist
Evaluate the potential to expand Project Assist which provides a month credit on utility bills for qualifying individuals and families. Evaluate whether program outreach and advertisement should be expanded and targeted toward vulnerable groups. This strategy is focused on providing relief for households in the event that water and food prices rise due to increasing drought.
Wildfire Smoke and Air Pollution (AP)
AP 1: Promote existing hazard alert
and warning system for workers
In Oxnard, outdoor workers are among those at highest risk from worsening air pollution. The City should increase awareness of the alert and warning systems by targeting outdoor workers, farmers, and farmworkers associations and working with those stakeholders to improve alert systems. The City may also consider ways to improve the effectiveness of alert systems by using text messages or by using delivery methods that are accessible for people without access to cell service. The City may collaborate with local and regional organizations, including the County of Ventura, to expand the reach and capacity of the hazard alert and warning system.
AP2: Ensure Cal OSHA rules are
known and enforced
The City should work with local agricultural business partners to improve business and worker awareness of Cal/OSHA standards related to heat stress and to improve the enforcement of standards. Improving the enforcement of these standards may prevent short- and long-term illnesses due to extended exposure to poor air quality.
AP3: Improve access to air filters, Shelters should be publicly accessible to all community members and provide 672
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CAAP Strategies Description/Potential Measures
shelters with filtered air, or air
masks
relief from poor air quality with air filters, filtered air locations, or air masks.
The City can work with existing shelters to disseminate information and ensure that vulnerable populations are aware of their locations and are able to access them with ease. The City can also identify and provide new shelter locations near vulnerable communities such as outdoor workers, and/or disseminate air masks to outdoor workers.
AP4: Develop programs to promote
EVs and reduce vehicle-miles
traveled (VMT)
Local agencies can contribute to emissions reductions from vehicles by promoting and implementing programs that allow for flexible work, expanding access to transit, and encouraging the transition to electric vehicles. These include work-from-home policies, flexible and alternate schedules, telework and telemedicine, and local work hubs. This strategy is supported by greenhouse gas reduction strategies identified in Chapter 3 (Strategies T1 through T5).
AP5: Support retrofits to public
facilities and housing to improve
indoor air quality
Older buildings and households may be in need of new or replacement equipment to protect against smoke and air pollution. The City can identify housing and facilities that are in need of retrofits or replacements, promote programs that provide AC units, air filters, and HVAC systems, and encourage a shift from indoor gas appliances. Retrofits can be prioritized for lower- income households, older buildings, families with health conditions exacerbated by air pollution, and households with children.
Extreme Storms and Stormwater Flooding (SF)
SF1: Give higher priority to low-impact
development (LID) stormwater
practices in new development
projects
Low-impact development (LID) utilizes natural processes for stormwater management. The City should evaluate where LID practices are feasible and appropriate in the City of Oxnard. The City can encourage and prioritize LID practices to help with stormwater runoff, water infiltration, and water capture and reuse. These may include bioswales, green roofs, rain gardens, pervious surfaces, and more.
SF2: Elevate, relocate, or renovate
buildings or critical infrastructure
Evaluate the City stormwater drainage system in order to identify portions of the city stormwater drainage system that are insufficient or that require updates or retrofitting to meet existing or future capacity. Consider prioritizing updates to the existing stormwater drainage in areas that experience the most severe flooding or in areas near vulnerable populations. Critical infrastructure located within areas of flood risk may benefit from being elevated, relocated, or renovated to reduce the risks from impacts, especially if they are older in construction or design. The City should consider identifying and prioritizing threatened facilities for a long-term solution to protect against flooding impacts.
SF3: Create a flood impacts
monitoring program
A Flood Impacts Monitoring Program can help monitor conditions and future risk of flooding events. Creation of this program should focus on monitoring rainfall and water/flooding levels, points or areas flooded and the areas prone to consistent flooding, and hazardous conditions as a result of flooding. This program would be helpful in facilitating future adaptation against flooding hazards.
SF4: Encourage advanced
coordination between transit
operators to facilitate evacuations
during inland flooding events
This strategy is focused on communication for ensuring safe evacuations during flood events. The City should consider coordinating with local and regional transit providers to ensure that transit remains operational during flood events and can quickly and safely conduct evacuations. Other agencies to coordinate with include the County of Ventura, emergency response facilities, school districts, and outdoor workers/farmworkers associations. The City may also develop public education materials to inform the public about sheltering options during flood events and how to respond to emergency evacuations. Other agencies to coordinate with include the County of Ventura, emergency response facilities, school districts, and outdoor workers/farmworkers associations.
SF5: Consider Implementing green
infrastructure in areas that are
most vulnerable to stormwater
flooding
Green infrastructure practices include tree plantings, green roofs, rain gardens, green alleys, and wetland restorations. Green infrastructure elements can be incorporated into community areas to help with water efficiency and water resources management. The City should study the feasibility of implementing green infrastructure projects in areas that are 673
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CLIMATE ADAPTATION STRATEGIES
CAAP Strategies Description/Potential Measures
vulnerable to stormwater flooding. In Oxnard, green infrastructure can be prioritized in the southern, western, and eastern areas of the city where there is higher risk from stormwater flooding. Consider finding implementation partners to facilitate the construction and maintenance of green infrastructure projects.
SF6: Remedy areas with stagnant
water prone to mosquito breeding
Areas of stagnant water that could increase the spread of vector-borne diseases should be identified and remedied. Public education materials about vector-borne diseases should be created and disseminated as a part of this strategy to inform the public about the risks of vector-borne diseases and how to identify and remedy areas of stagnant water that may occur within gardens etc.
SF7: Initiate flood study based on
2030 SLR high tide and 3-day
atmospheric river event
Initiate a flood study which evaluates potential flooding from 2030 sea level rise, high tide scenarios as well as a 3-day atmospheric event of extreme precipitation. This study should include modeling that takes into account the potential for City and County flood control channels being unable to drain into Channel Islands Harbor or the ocean at high tide with storm surge and the resulting storm drain backup throughout the City.
F. Qualified Greenhouse Gas Emissions Reduction Plan
CEQA Guidelines Section 15183.5(b) stipulates that project‐specific environmental documents can find that project-level GHG emissions would not be cumulatively considerable if the project complies with the requirements of a qualified GHG emissions reduction plan. The project- specific environmental document must identify those requirements in the GHG emissions reduction plan that applies to the project, and if they are not otherwise enforceable, must incorporate those requirements as project-specific mitigation measures. To meet the requirements of CEQA Guidelines Section 15183.5(b), a qualified GHG emissions reduction plan must do the following:
1. Quantify existing and projected GHG emissions resulting from activities within a defined geographic area.
2. Establish a level, based on substantial evidence, below which the contribution to GHG emissions from activities covered by the plan would not be cumulatively considerable.
3. Identify and analyze sector-specific GHG emissions within the plan’s geographic area.
4. Specify measures or a group of measures, including performance standards, that if implemented at the project-by-project basis, would collectively achieve the specified emissions level.
5. Establish a mechanism to monitor the plan’s progress toward achieving the GHG emissions level and to require amendment if the plan is not achieving specified levels.
6. Be adopted in a public process following environmental review.
Projects in the City can demonstrate consistency with the CAAP (as a qualified GHG emissions reduction plan) if they are consistent with the CAAP’s future growth projections, with the land use designations of the City’s 2030 General Plan, and with the CAAP’s GHG emissions reduction measures. Any project that is consistent with a qualified GHG emissions reduction plan, and that 674
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conforms to specific performance standards applicable to new development identified in the plan, would not require additional GHG emissions analysis or mitigation under CEQA Guidelines Section 15183.5(b)(2).
A project’s incremental contribution to a cumulative impact may not be cumulatively considerable if the project would comply with the requirements in a previously approved plan or mitigation program (including plans or regulations for the reduction of GHG emissions) that provides specific requirements that would avoid or substantially lessen the cumulative problem within the geographic area in which the project is proposed (CEQA Guidelines Sections 15064[h][3] and 15064.4[b]). Once final, the CAAP would represent City of Oxnard’s approved emissions reduction program for new development within the City.
The City has developed the CAAP Consistency Review Checklist to assist with determining the consistency of projects with the CAAP. This is included as Appendix G to the CAAP. The CAAP Consistency Review Checklist provides individual projects the opportunity to demonstrate that they are reducing GHG emissions; it also ensures that future projects would achieve their proportion of emissions reductions consistent with the assumptions used in the CAAP. A project would demonstrate consistency with the CAAP by incorporating the GHG emissions reduction measures included in the CAAP that apply to new projects. The CAAP Consistency Review Checklist provides a mechanism for development projects to specifically identify “those requirements specified in the plan that apply to the project, and, if those requirements are not otherwise binding and enforceable, incorporate those requirements as mitigation measures applicable to the project” per CEQA Guidelines Section 15183.5(b)(2).
Because it is a qualified climate action plan pursuant to CEQA Guidelines Section 15183.5, the CAAP would be used as the basis for future assessments of consistency with this plan in lieu of a project-specific GHG CEQA analysis for future projects, by using the CAAP Consistency Review Checklist. Future discretionary projects—both projects proposed by private developers and public projects—would be reviewed to determine whether they meet certain screening criteria included in the CAAP Consistency Review Checklist:
● If a project would be consistent with the land use designations in Land Use Element of the 2030 General Plan and in the 2021–2029 Oxnard Housing Element and demonstrates consistency with the CAAP by completing the CAAP Consistency Review Checklist, then the project would be considered consistent with the CAAP and would be eligible for CEQA streamlining of its project-level GHG analysis.
● If a project would not be consistent with the General Plan land use or zoning designations, but the project would result in fewer GHG emissions per service population than the future no-project development based on existing land use designations at the project site, then the project can still demonstrate consistency with the CAAP by completing the CAAP Consistency Review Checklist; the project would then be considered consistent with the CAAP and would be eligible for CEQA streamlining of its project-level GHG analysis. ● Also, if a project would achieve net-zero GHG emissions compared to existing on-site development at the project site, provided that existing on-site development is similar to the 675
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proposed project and that GHG emissions from existing on-site development are not substantially larger than emissions from the proposed project, the project would be considered consistent with the 2045 CAP and would be eligible for CEQA streamlining of its project-level GHG analysis.
● If a project could not demonstrate consistency with the CAP by completing the CAAP Consistency Review Checklist or by implementing equivalent replacement strategies as provided for in the CAAP Consistency Review Checklist, then a project-specific GHG analysis would be required.
Consistency with General Plan Land Use Assumptions.
Projects consistent with the demographic forecasts and land use assumptions used in the CAAP can use the CAAP Consistency Review Checklist to demonstrate consistency with the CAAP. If consistent, these projects could rely on the programmatic environmental review contained in the Addendum to the PEIR for the 2030 General Plan.
If a project would not be consistent with the General Plan’s land use designations, then it would not be eligible for streamlining by using the CAAP Consistency Review Checklist. Projects inconsistent with the General Plan’s land use designations would prepare a project-specific analysis of GHG emissions. Such an analysis would quantify existing and projected GHG emissions for the project and incorporate applicable items from the CAAP Consistency Review Checklist to the maximum extent feasible, along with any identified project-specific mitigation measures.6
G. CAAP Monitoring and Reporting
To ensure that the CAAP remains qualified for use with later activities under CEQA Guidelines Section 15183.5(b)(2) and that the CAAP Consistency Review Checklist remains valid, Chapter 5 of the CAAP describes the following monitoring and reporting responsibilities, which would be administered by the City:
● City staff will annually present updates to the City Manager and the City Council that summarize CAAP implementation progress. Annual updates will be undertaken in conjunction with the Housing Element Annual Progress Report and General Plan Progress Report. The CAAP Annual Report will evaluate the successes and challenges in meeting the performance objectives for each strategy, as listed in Chapter 3 and Table 5 2, and summarize progress toward the City’s 2030 GHG reduction target. The report will provide the status of implementation (e.g., initiated, ongoing, completed) for each action, assess the effectiveness of the strategies and programs included in the Plan against the established performance objectives, and recommend adjustments to programs or tactics as needed. The annual report will also assess whether the City’s actual growth and development is consistent with the forecasts made in the CAAP. Tracking the 2030 performance goals for each GHG reduction strategy on a periodic basis will inform the City and community over time as to how the 6 As noted above, projects not consistent with the General Plan’s land use designations can still demonstrate consistency with the CAAP if the project results in fewer GHG emissions per service population than the future no-project development based on existing land use designations at the project site. This emissions level must be documented using project-specific GHG emissions modeling. See Appendix G to the CAAP for more information. 676
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CAAP implementation strategies are working towards achieving GHG reduction targets, and will help the City prioritize actions in future CAAP updates. ● The City will conduct an update of the community GHG inventory at least every five years to monitor progress of GHG reductions against the 2030 target. ● City staff will evaluate the CAAP and the CAAP Consistency Review Checklist every five years (at minimum), or when the General Plan undergoes and significant update, to determine whether CAAP updates are necessary.
IV. General Plan and PEIR
As indicated above, the PEIR analyzed the adoption of the 2030 Oxnard General Plan Update (General Plan). The General Plan Update is a comprehensive update of the 2020 General Plan, and is a long-range plan for the physical development of the City. The General Plan is intended to address changes in the City since preparation of the current 2020 General Plan. The 2030 General Plan establishes a planning framework and goals and policies through the year 2030 and replaces the existing 2020 General Plan in its entirety. The General Plan is intended to address key issues such as population growth, minimizing the loss of agricultural land, providing affordable housing, providing a better use of land, reducing incompatible development, addressing environmental issue such as GHGs, water supply, and alternative energy sources.
The General Plan Update is comprised of the following components:
● Chapter 2, Sustainable Community, was created in response to the emergence of global warming, climate change, and renewable and alternative energy production and conservation as critical issues related to long-term sustainable development. This chapter includes background information as these topics were not anticipated when the 2006 Background Report was prepared.
● Chapter 3, Community Development, establishes goals and policies for the distribution and intensity of land use types. The focus of this element is on revitalization of existing neighborhoods and new development within the community, and continued greenbelt and agriculture uses within the surrounding Planning Area.
● Chapter 4, Infrastructure and Community Services, sets goals and policies for traffic and circulation, long-term water supply, parks, public safety, schools, and other public and semi- public facilities and services.
● Chapter 5, Environmental Resources, addresses the conservation, development, and use of natural resources, and also explores the managed production of resources, significant buildings and historic sites, water resources, biological, and agricultural resources. ● Chapter 6, Safety and Hazards, addresses seismic and geologic hazards, flooding, tsunami, hazardous materials and wastes, emergency preparedness, and other hazards. ● Chapter 7, Military Compatibility, is a State-recommended element focused on the City’s geographic and functional relationship to the NBVC facilities and operations. ● Chapter 8, Housing Element, is a stand-alone document that is separately required by the State Department of Housing and Community Development. To meet mandated State 677
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requirements and timelines, the Housing Element was prepared for adoption by the City Council on a separate schedule. The City Council adopted the 2021-2029 6th Cycle Housing Element on October 5, 2021.
● Chapter 9, Implementation, assigns the policies to various City departments for implementation. This chapter includes a procedure for determining consistency with the 2030 General Plan.
The PEIR analyzes the environmental impacts related to implementation of the General Plan Update. As no specific developments were proposed as part of the General Plan Update, the PEIR was prepared on a programmatic level.
The issue areas evaluated under the PEIR include the following, based on the CEQA Guidelines and Appendix G that was in effect at the time:
● Aesthetics
● Agriculture and Soil Resources
● Air Quality and Climate Change
● Biological Resources
● Cultural Resources
● Geologic, Seismic, and Soil Hazards
● Hazardous Materials and Uses
● Land Use
● Natural Hazards
● Mineral Resources
● Noise
● Energy Resources and Conservation
● Public Facilities Services
● Parks and Recreation
● Circulation, Traffic, and Transportation
● Utilities
The PEIR determined the General Plan Update would cause significant and unavoidable impacts to transportation (level of service), climate change, agriculture (conversion of farmland) air quality (criteria air pollutants) and noise (noise and vibration). All other resources areas were determined to have impacts that were either less than significant or less than significant with mitigation. Mitigation measures adopted by the City take the form of new or modified policies in the 2030 General Plan.
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V. Comparative Analysis of Impacts
As indicated above, Section 15162 of the CEQA Guidelines states that one of the conditions that would warrant preparation of a Subsequent EIR is if substantial changes are proposed in the project which would require major revisions of the EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects. An analysis was conducted to compare the impacts of the CAAP with the impacts analyzed in the PEIR for the General Plan, using Appendix G of the 2022 CEQA Guidelines.7 As shown below in Table 6, Comparison of the CAAP Relative to the PEIR, the CAAP would not result in new significant impacts or substantially more severe significant project or cumulative impacts than those previously identified in the PEIR.
Since no new or substantially more severe significant impacts would occur as a result of the CAAP, a Subsequent EIR would not be required to evaluate the CAAP pursuant to Section 15162 of the CEQA Guidelines.
7 Note that Appendix G has undergone several changes since the PEIR was certified, and this Addendum uses the 2022 version of Appendix G in its analysis, as presented in Table 6. 679
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TABLE 6
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
Aesthetics
a) Scenic vista Less than significant . Construction of future projects that could be facilitated by the General Plan could result in short term, temporary changes to local visual conditions that would be considered less than significant. Additionally, policies identified in the General Plan are designed to promote enhancement of the City’s visual quality through preservation of existing open space, preservation of historic resources and neighborhoods and the incorporation of design features.
While build out of the General Plan could result in changes to existing views, impacts are considered to be less than significant.
Implementation of the CAAP could result in short term construction impacts that would be temporary, minor and of relatively short duration. Implementation of the CAAP could result in minor, long-term adjustments to scenic vistas due to the construction of infrastructure such as ZEV charging stations or the installation of PV panels which could be visible from scenic vistas. Many of the CAAP strategies and implementing actions would result in beneficial impacts due to planting of tree and protecting open spaces. Some CAAP actions could result in long-term changes that could result in visual changes such as the construction of community solar projects or expansion of ZEV charging stations, or adjust existing roadway designs to include bike paths etc. Projects implementing the CAAP would be required to comply with design requirements policies presented in the General Plan to protect scenic vistas, and would not result in impacts that are more severe than those identified in the PEIR.
b) Scenic resources Less than significant . While there are no officially designated state scenic routes within the Planning Area; however, both Highway 101 and State Route 1 are eligible to be scenic routes and the City and County have selected multiple routes for the City’s Scenic Highway System. The General Plan includes goals and policies required to protect scenic resources including scenic routes and future development associated with the Project would be required to implement the community character goals and policies in the General Plan and would be subject to design review. Impacts are considered to be less than significant.
Strategies and implementing actions in the CAAP would not damage or affect scenic resources or scenic routes. While some actions included in the CAAP could result in short-term construction impacts that may be visible from scenic routes, such impacts would be no worse than those identified in the PEIR.
Additionally, all projects implementing CAAP actions would be required to comply with the goals and policies in the General Plan designed to protect community character and scenic resources. Implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR. c) Conflict with zoning and
other regulations governing
scenic quality
Not evaluated in the PEIR Projects implementing the CAAP would be required to be consistent with General Plan policies intended to protect scenic quality. Therefore, implementation of the CAAP would not result in any new impacts with respect to this criterion.
d) Light and glare Less than significant Build out of the General Plan would increase the amount of light and glare in areas that currently have no existing sources of development related light and glare. The General Plan also includes several policies designed to minimize light and glare impacts the application of which would reduce impacts to a less than significant level.
Implementation of the CAAP could result in some small adjustments to existing development, such as building retrofits or rooftop solar PV projects which could create minor sources of light and glare. Solar PV panels are constituted of multiple solar cells which are designed to capture solar energy in order to convert it into usable energy. Therefore, solar panels are designed to be as absorptive as possible in order to maximize the efficiency of energy production.
Additionally, PV panels typically are covered with a tempered glass layer that is treated with an anti-reflective coating that further reduces the reflectivity of the panels. When compared to common reflective surfaces, solar panels without an anti-reflective coating are found to produce around the same amount of reflectivity as water, which is about half the amount of reflectivity as
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
standard glass that is commonly used in residential or commercial applications (Shields 2010). Additionally, the solar projects that would be facilitated by the CAAP are likely to be small projects located on rooftops or in parking lots and would not include large arrays of panels. Rooftop solar projects would be required to comply with the City of Oxnard’s requirements and standards for rooftop solar projects which are contained in Article 24 of the Municipal Code.
Furthermore, all projects would be required to comply with the policies identified in the General Plan that are intended to minimize impacts from light and glare.
Impacts would not be greater than what was disclosed in the PEIR. Thus, similar to the PEIR, implementation of the CAAP would have a less-than-significant impact.
Agriculture and Forestry Resources (Agriculture and Soil Resources in PEIR) a) Prime Farmland, Unique
Farmland, or Farmland of
Statewide Importance
Significant and Unavoidable. Implementation of the General Plan would convert up to 2,000 acres of important farmland due to future development. The General Plan does include policies intended to preserve farmland and agricultural resources. However, even with implementation of these policies, impacts would remain significant and unavoidable.
The CAAP does not include any policies that would result in development that could convert agricultural land. Additionally, the CAAP includes strategies to preserve agricultural land and open space and to encourage the City to work with partners to prepare the agricultural industry for the impacts of climate change. Therefore, implementation of the CAAP would have beneficial impacts to important farmland and would not result in impacts that are more severe than those identified in the PEIR.
b) Zoning for agricultural use
or Williamson Act contract
Less than Significant. Implementation of the General Plan could result in the conversion of up to 300 acres of land under Williamson Act contract. The General Plan also includes policies intended to protect agricultural resources.
Therefore, impacts of the General Plan on Williamson Act contracts are considered less than significant.
Implementation of the CAAP would involve projects that would be located within the urbanized areas of the City, such as retrofits of existing buildings, new EV charging stations, and new or expanded bike routes etc. Projects that would be facilitated by the CAAP are expected to be located within areas used for agricultural operations or within areas that are under Williamson Act contract; implementation of the CAAP is not expected to result in conflicts with parcels under Williamson Act contracts, and would not result in impacts that are more severe than those identified in the PEIR.
c) Conversion of Farmland or
forest land to non-
agricultural/forest land use
Less than Significant. Implementation of the General Plan could result in indirect “edge effects” that could impact agricultural resources such as noise dust, odors etc. However, policies and implementation programs that are included as a part of the General Plan would reduce the potential for these impacts to a less than significant level.
The CAAP does not change the land use designations in the General Plan. As described above, implementation of the CAAP would involve projects that would be located within the urbanized areas of the City, such as retrofits of existing buildings, new EV charging stations, and new or expanded bike routes etc. Such projects are not expected to involve major construction that could result in indirect impacts to agricultural land uses. Implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR. d) result in substantial erosion
or loss of topsoil
Less than Significant. Some locations within the Planning Area of the General Plan are identified as areas with a High to Very High susceptibility to erosion although most areas within the Planning Area have a moderate susceptibility to erosion. Development within the planning area could result in an increase in erosion due to an increase in impervious surfaces and short-term construction Implementation of the CAAP is not likely to result in an increase in impervious surfaces that in turn could result in an increase in erosion. Conversely, the CAAP includes strategies (e.g., SF-1 and SF-5) to reduce stormwater runoff and flooding through low-impact development and more green infrastructure (e.g., bioswales, green roofs, rain gardens, pervious surfaces, etc.), which in turn will 681
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
activities. Policies included in the General Plan would require the City to minimize erosion impacts through the protection of open space and agricultural lands. Additionally, projects resulting from the General Plan would be required to comply with local and state requirements for erosion control and grading.
Therefore, impacts are less than significant.
reduce erosion and loss of topsoil. While implementation of the CAAP could result in some construction of projects, construction is expected to be minor, and impacts would not be greater than what was disclosed in the PEIR. Additionally, projects implementing the CAAP would be required to comply with state and local requirements including General Plan policies for erosion prevention which would ensure impacts are less than significant. Therefore, as with the PEIR, impacts would be less than significant.
e) result in coastal wave or
beach erosion
Less than Significant. Coastal erosion is caused by wave action from high winds or tides and can be exacerbated by human activities such as building sea walls and jetties. Rising sea levels are accelerating coastal erosion. Buildout of the General Plan would introduce very little development along the coastline.
Additionally, the General Plan includes policies that would minimize development impacts in areas subject to beach erosion and includes other goals and policies related to the preservation of coastal areas. Therefore, impacts would be less than significant.
Implementation of the strategies included in the CAAP is not likely to result in development projects along the coastline that could worsen coastal erosion.
Additionally, coastal erosion is worsened by rising sea levels which are caused by rising global temperatures. The CAAP includes strategies to reduce GHG emissions, which is needed at a global scale to slow global warming along, which contributes to rising sea levels and worsening coastal erosion.
Additionally, while the CAAP does not include specific strategies or policies to address sea level rise, the Community Vulnerability and Adaptation chapter of the CAAP identifies strategies to increase the resilience of the Oxnard community and infrastructure to climate change impacts such as increased erosion (see Table 5). Therefore, the CAAP would result in beneficial impacts and would not result in impacts that are more severe than those identified in the PEIR.
Air Quality
a) Conflict with air quality plan Less than significant. The Ventura County Air Pollution Control District Air Quality Management Plan uses population forecasts from the Southern California Association of Governments (SCAG) which are incorporated into the Regional Transportation Improvement Program (RTIP). The population growth assumptions used in the General Plan project a population in 2030 that is less than that forecasted by SCAG. Therefore, implementation of the General Plan would not result in conflicts with an air quality plan and impacts would be less than significant.
The CAAP uses updated population forecasts from SCAG that are lower than the population forecasts used in the General Plan. The CAAP would not generate population growth that could create conflicts with the population assumptions used in the VCAPCD AQMD. Additionally, while the goal of the CAAP is to reduce GHG emissions through strategies such as reductions in VMT, increases in energy efficiency and the use of renewable energy these changes would also result in beneficial impacts to air quality. While implementation of the CAAP could result in the construction of small infrastructure projects, construction of these projects is not expected to result in conflicts with the AQMP, and would not result in impacts that are more severe than those identified in the PEIR. Therefore, similar to the PEIR, the CAAP would result in less than significant impacts.
b) Criteria air pollutants Significant and Unavoidable. The General Plan would facilitate future population growth that could result in additional local and regional vehicle emissions that could contribute to the VCAPCD’s nonattainment status. While policies included in the General Plan would reduce pollution impacts from development and population growth, impacts would remain significant and unavoidable.
Implementation of the CAAP could result in the construction of new infrastructure such as EV charging stations, rooftop solar PV, bike paths, and pedestrian pathways. These types of projects are not likely to require significant construction that would result in criteria air pollutants that would exceed the SCAMQD’s project-level significance thresholds. Their construction would not result in impacts that are more severe than those identified in the PEIR. The CAAP is designed to reduce GHG emissions generated within the city by 682
Addendum to the PEIR
Oxnard Climate Action and Adaptation Plan 36 ESA
Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
increasing the use of zero emissions vehicles, reducing VMT, using renewable energy, increasing energy efficiency, planting trees, increasing urban greening, etc. While these measures would reduce GHGs, they would also improve overall air quality in VCAPCD by reducing the emissions of criteria air pollutants.
Therefore, CAAP implementation would not result in impacts that are more severe than those identified in the PEIR.
c) Sensitive receptors Less than significant. Construction of projects implementing the General Plan could cause temporary, short-term emissions of various air pollutants including reactive organic gases (ROG), nitrous oxides (NOx), and particulate matter (PM10 and PM 2.5) that could expose sensitive receptors to pollutants.
However, the General Plan also includes a number of policies that are intended to reduce the impacts of pollution on sensitive receptors and ensuring that future development includes compatible land uses or mitigation to lessen the impacts of pollution on sensitive receptors. Incorporation of policies included in the General Plan that are designed to reduce construction related emissions would reduce the potential for sensitive receptors to be impacted by air pollution.
Therefore, impacts would be less than significant.
Implementation of the CAAP could result in the construction of new infrastructure such as EV charging stations, rooftop solar PV, bike routes, pedestrian pathways, and recycled water pipeline infrastructure. Construction of these types of projects is expected to be minor and is not likely to require significant construction that could expose sensitive receptors to substantial toxic air contaminant emissions. Additionally, the construction of projects to implement the CAAP would be required to comply with the policies outlined in the General Plan to reduce air pollution impacts. Construction would not result in impacts that are more severe than those identified in the PEIR. The CAAP also includes strategies to prioritize urban greening near vulnerable communities and sensitive receptors in order to reduce the impacts of air pollution which would result in a beneficial impact under this criterion. The CAAP is intended to reduce GHG emissions generated within the city by increasing the use of zero emissions vehicles, reducing VMT, using renewable energy, increasing energy efficiency, planting trees, and increasing urban greening. While these measures would reduce GHGs, they would also improve overall air quality in VCAPCD and reduce air pollution near sensitive receptors. Therefore, impacts would be no more severe than those identified in the PEIR.
d) Objectionable odors Less than significant . Buildout of the General Plan could result in construction activity that would require the operation of equipment which may generate exhaust from gasoline or diesel fuel. Additionally, construction of new buildings may require paint and the paving of roads could generate odors. However, these odors are expected to be temporary, short-term, and minor. Future residential and commercial development could result in minor, odor-generating activities such as the use of barbecues and garden equipment. However, these types of odors are typical and the City has a number of policies which would address nuisance odors. Therefore, impacts are less than significant.
Construction associated with implementation of the CAAP is expected to be minor and would not result in significant odors or to long-term increases in odors.
With regards to potential operational odors, the CAAP includes strategies to increase composting and address waste management within the City. However, these projects would also be subject to city policies governing nuisance odors which would reduce impacts to a less than significant level. Further, these projects would be subject to SMAQMD rules for controlling nuisance emissions, such as those leading to odors, from community sources, including SCAQMD Rule 402, 410, 1138, and 1133. CAAP implementation would not result in impacts that are more severe than those identified in the PEIR. 683
Addendum to the Certified PEIR
Oxnard Climate Action and Adaptation Plan 37 ESA
Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
Biological Resources
a) Special status species Less than Significant . A majority of the Planning Area consists of agricultural and urban land uses; however riparian habitat is present near the Santa Clara River and Marine Coastal Scrub, and Saline Emergent Wetland habitats can be found along the western or coastal portion of the planning area. Sensitive plant species are known to occur in these habitats. Implementation of the Project could result in some development in these areas which could have a significant effect on sensitive habitats and special status species due to 1) the conversion of sensitive habitats to development sites, 2) increased interaction between wildlife and humans, and 3) habitat fragmentation. However, the General Plan also includes the designation of habitat areas in order to protect habitat and includes policies and measures created to protect and preserve biological resources. Generally, the buildout of the General Plan would focus development away from sensitive habitat areas and would implement a number of comprehensive policies designed to minimize biological resource impacts.
Impacts would be less than significant.
Construction associated with implementation of the CAAP would likely be located in the developed areas of the City and not in areas of the City that contains habitat supporting special-status species. Additionally, the CAAP contains strategies and implementing actions that would encourage the preservation of agricultural lands, open space, and wetlands, which would result in habitat preservation and would support biodiversity within Oxnard (Strategy N1 and implementing actions). Therefore, implementation of the CAAP would have long-term beneficial impacts for special status species. CAAP implementation would not result in impacts that are more severe than those identified in the PEIR.
b) Riparian habitat or other
sensitive natural community
Less than Significant. Areas along the Santa Clara River contain Valley Foothill Riparian, Annual Grassland, Marine, and other sensitive natural communities and habitats. The coastal area of the Planning Area, specifically the southwestern portion, contain Saline Emergent Wetland and Marine habitats.
Policies and implementation measures included as part of the General Plan would minimize impacts to these sensitive natural communities or habitats.
Specifically, the General Plan includes policies to protect preserve and enhance wetland and lagoon habitats, protect the coastline, and habitat along the Santa Clara River. Therefore, because the General Plan would focus future development away from sensitive habitat and would include policies to protect sensitive habitats, the Project would have a less than significant impact.
The CAAP does not change the land use designations of the 2030 General Plan, and does not include strategies or implementation actions that encourage development in areas of the City that contain riparian habitat or sensitive natural communities. Construction associated with implementation of the CAAP would likely be located in the developed areas of the City and not in areas of the City that contains habitat supporting special-status species. Additionally, the CAAP includes strategies and implementation actions to protect habitats and green spaces in order to increase carbon sequestration (Strategy N1 and associated implementation actions). No new impacts are identified With CAAP implementation. Therefore, as with the PEIR, the CAAP would have a less than significant impact.
c) Federally protected
wetlands
Less than significant. Development resulting from build out of the General Plan could result in indirect and direct adverse impacts to saline emergent wetland and marine habitats in the Planning Area. There are a number of policies and implementation measures included in the General Plan that would minimize these impact including policies to encourage preservation of Ormond Beach Mugu Lagoon, the Santa Clara River, and McGrath Lake as well as other policies to reduce encroachment on sensitive habitats and require mitigation to avoid impacts to sensitive habitat areas. Therefore, impacts would be less than significant.
The CAAP does not change the land use designations of the 2030 General Plan, and implementation of the CAAP would not involve development or construction in wetland areas. Additionally, the CAAP includes strategies and implementation actions to protect habitat areas such as wetlands in order to increase carbon sequestration (Strategy N1 and associated implementation actions). No new impacts are identified With CAAP implementation Therefore, as with the PEIR, the CAAP would have a less than significant impact.
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
d) Movement of any native
resident or migratory fish or
wildlife species
Less than Significant. Several areas within the Planning Area (in particular the Santa Clara River and the riparian areas that border it) are used as migration corridors for wildlife. Development resulting from build out of the General Plan has the potential to cause an increase in vehicular traffic levels and nighttime light levels near sensitive habitat areas which could deter wildlife movement in the area. However, policies and implementation measure that would be included as part of the General Plan would minimize the impact of development on wildlife migration corridors. Impacts would be less than significant.
Projects implementing the CAAP would not increase vehicular traffic or noise near sensitive habitats or wildlife migration corridors. Additionally, the CAAP is not likely to encourage projects that would be built near wildlife migration corridors and could have indirect impacts on wildlife movement. Finally, the CAAP includes strategies and measures that encourage the preservation of open space, green ways, and habitat which has the potential to have long-term beneficial impacts on the movement of wildlife. No new impacts are identified With CAAP implementation. Therefore, as with the PEIR, the CAAP would have a less than significant impact.
e) Local policies or ordinances
protecting biological
resources
Less than significant. The General Plan has been developed to include policies designed to protect a variety of biological resources including trees.
Future projects resulting from the General Plan would be required to comply with all relevant policies and ordinances relating to tree preservation and the preservation of biological resources. The General Plan is consistent with the Local Coastal Plan and the Coastal Zoning Code. As the General Plan includes a number of policies and implementation actions intended to protect biological resources, buildout of the General Plan would not conflict with local policies or ordinances protecting biological resources and impacts would be less than significant.
The CAAP is not expected to result in large development projects that could create a conflict with policies intended to protect biological resources.
Additionally, any projects that result from the CAAP would be required to comply with the policies included in the General Plan that are intended to protect biological resources, and would not result in impacts that are more severe than those identified in the PEIR. No new impacts are identified With CAAP implementation. Therefore, as with the PEIR, the CAAP would have a less than significant impact.
f) An adopted Habitat
Conservation Plan
No impact. Neither an HCP nor an NCCP has been prepared for a jurisdiction that would apply to the Oxnard Planning Area. As such, no conflict between the policies and goals of the General Plan and the policies of an adopted HCP or NCCP exist. Consequently, there is no impact.
There are no designated HCPs or NCCPs within the City of Oxnard. Therefore, implementation of the CAAP would not result in a conflict with a designated HCP or NCCP. There would be no impact.
Cultural Resources
a) Historical resource Less than significant. There are 31 recorded previously recorded historic resources within the Planning Area. Development and infill activities have the potential to threaten historic resources. A key goal of the General Plan is to preserve cultural resources. In particular, the Community Development Chapter includes policies designed to protect historic qualities of the City and the City’s unique historic and traditional neighborhood. The General Plan includes a policy that requires infill development to respect historic structures and be of a comparable scale and character to surrounding historic areas. As a result, with implementation of policies intended to protect historic resources, impacts would be less than significant.
Implementation actions included in the CAAP are not likely to result in large development projects that could impact historic resources. While implementation of the CAAP could result in the construction of EV charging stations, retrofitting of buildings to improve energy efficiency, or the construction of bike lanes or other transit improvements, these types of developments are expected to require minor construction and are not expected to create inconsistencies in neighborhood character. Additionally, any projects resulting from the CAAP would be required to be consistent with the policies presented in the General Plan to protect historic resources. Implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR. Therefore, as with the PEIR, the CAAP would have a less than significant impact. 685
Addendum to the Certified PEIR
Oxnard Climate Action and Adaptation Plan 39 ESA
Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
b) Archaeological resources
c) Human remains
Less than significant. The Planning Area contains number prehistoric cultural resources including 12 prehistoric sites and 7 isolates. It is possible that archaeological deposits could be encountered in the Planning Area. However, due to the fact that the Planning Area is a flat, alluvial plain, the probabilities for prehistoric sites would be low in the area south of the Santa Clara River.
Regardless archaeological resources and/or human remains could be damaged or inadvertently unearthed during ground-disturbing activities. The General Plan includes policies that establish protocols for the identification of archaeological resources, identify resource discovery measures and require development applicants to conduct records searches.
In order to reduce potentially significant impacts to archaeological resources to a less than significant level additional mitigation measures in the form of additionally General Plan policies are required. Modified Policy ER-12.6 requires that grading and construction work on project sites be suspended if archaeological features are found until the significance of the feature can be determined by a qualified archaeologist or paleontologist. Modified Policy ER-
12.9 requires that the city consult with Native American representatives regarding cultural resources in order to identify locations of importance to Native Americans, including archaeological sites and traditional cultural properties.
Coordination with the Native American Heritage Commission should begin at the onset of a particular project.
Implementation of the CAAP is not expected to result in projects that would require significant earthwork outside of previously disturbed areas. Implementing projects are likely to be located in developed areas of the City that have been previously disturbed and where the potential for disturbance of a prehistoric resource or human remains is not as high. Additionally, the incorporation of modified General Plan policies ER-12.6 and ER-12.9 would ensure that tribal and archaeological experts are consulted in the event that an archaeological resource is discovered during earth work on a project site. Implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR. Therefore, as with the PEIR, the CAAP would have a less than significant impact.
Energy
a) Energy consumption
b) Plan for renewable energy
or energy efficiency
Less than significant. New development anticipated with buildout of the Project would be the primary contributor to increased energy use within the Planning Area. New development could place increased demand on regional energy generation, transmission, and distribution facilities. Development has the potential to require the construction of new energy generation facilities. As no energy generation facilities are proposed as part of the General Plan, the environmental impacts of such facilities will be evaluated on a project-by-project basis. The General Plan includes policies that are intended to reduce energy consumption and increase the use of renewable energy. These include policies to increase the use of solar and wind generation and increase the use of waste conversion to energy facilities, The General Plan also includes policies to increase energy efficiency higher than Title 24 requirements and to encourage green building design, and encourage land uses and projects that reduce VMT.
With implementation of these policies, impacts would be less than significant.
A primary objective of the CAAP is to reduce GHG emissions to 40 percent below 1990 levels by 2030. Some of the key strategies in the CAAP to reduce GHG emissions include procuring zero carbon electricity, increasing solar energy generation, developing microgrids and energy storage, improving the energy efficiency of buildings, supporting the expansion of ZEV infrastructure, transitioning city fleets to greener alternatives, and supporting transit in order to reduce VMT. Together these strategies will result in significant long-term reductions in energy consumption and will reduce the City’s reliance on fossil fuels. While the construction of projects to implement these strategies may require short-term increases in energy consumption, that increase will be outweighed by the long-term reductions in operational energy consumption.
Additionally, by reducing the City’s reliance on grid-supplied energy, increasing local renewable energy production, and increasing the energy efficiency of buildings within the City, the CAAP would support state, regional, and local plans for renewable energy and energy efficiency. The CAAP would have beneficial impacts with regard to these criteria and would have no adverse impact on either energy consumption or any plan for renewable energy or energy efficiency. 686
Addendum to the PEIR
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
Geology and Soils
a) Exposure to potential
substantial adverse effects
from rupture of a known
earthquake fault, seismic
groundshaking, seismic
ground failure, or landslides
Less than significant. Most of the Planning Area is susceptible to earthquake related risks as well as liquefaction due to underlying alluvial deposits and high groundwater levels. The General Plan includes a number of policies and implementation measures would minimize the impact of these geologic hazards.
The policies include the preparation of soil, geologic, or structural evaluation reports, requiring that new construction adhere to the Uniform Building Code, and that the City avoid development in areas of the City with known geologic hazards. With the implementation of these policies, impacts would be less than significant
Implementation of the CAAP could result in the development of structures such as EV charging stations and bike paths that do not expose people to potential seismic hazards. Other potential projects, such as resilience hubs, and retrofits of existing buildings with more efficient energy and water systems, would involve construction that would have to be done in compliance with the City’s building code and requirements regarding soil, geologic, or structural evaluation.
Additionally, any projects implementing the CAAP would be required to comply with the policies identified in the General Plan to reduce exposure to seismic risks as well as state law intended to reduce exposure to seismic risks, including the Uniform Building Code. They would not result in impacts that are more severe than those identified in the PEIR. Therefore, similar to the PEIR, impacts would be less than significant.
b) Substantial soil erosion Evaluated under Agriculture and Soil Resources Evaluated under Agriculture and Soil Resources c) Geologic unit or soil that is
unstable
Less than Significant. The Planning Area is not located within or bisected by a delineated Alquist-Priolo Earthquake Fault Zone; however, seismic-related hazards exist because of the proximity to active faults. Other geologic characteristics found in the Planning Area increase the likelihood for subsidence, liquefaction, and lateral spreading. The Planning Area is primarily level and has not been identified as being within a zone requiring investigation for earthquake- induced landslide Portions of the Planning Area near Hueneme Road and Rice Avenue are subject to subsidence and seismic ground shaking which can induce further subsidence. The General Plan includes a number of policies which address the issue of subsidence. Additionally, policies in the General Plan require soil, geologic, or structural evaluation reports to be prepared as part of the approval process of new structures and the General Plan includes policy to avoid new construction in areas with known geologic hazards. With the incorporation of these measures, impacts would be less than significant.
Implementation of the CAAP could result in the development of some structures such as EV charging stations, resilience hubs, or the retrofitting of existing buildings with more efficient energy and water systems. Such projects would be required to comply with the policies identified in the General Plan to reduce exposure to seismic risks as well as state law intended to reduce exposure to seismic risks. Compliance with these regulations and policies would ensure that any structures are located outside of areas with known geologic hazards and that they are constructed using methods to reduce the impacts of unstable geology. Construction of these projects would not result in impacts that are more severe than those identified in the PEIR. Therefore, similar to the PEIR, impacts would be less than significant.
d) Expansive soil Less than Significant . Expansive soils are found throughout Ventura County but are concentrated in a few places including portions of the Ojai valley, the Camarillo Hills, and areas around the City of Moorpark. Potential impacts associated with expansive soils are considered to be minimal as soils and engineering reports which consider expansive soils are required as part of the development approval process. These reports identify whether expansive soils are present and whether engineering solutions are possible to minimize damage from expansive soils. Additionally, the General Plan includes additional policies developed to reduce the risk of impacts from geologic hazards and soil hazards.
Therefore, with implementation of these measures, impacts would be less than significant.
Implementation of the CAAP has the potential to result in projects that could be located in areas with expansive soils. While the CAAP would not result in large developments, small projects such as resilience hubs could be located on expansive soils. An evaluation of expansive soils would be required through the development approval process which would reduce the potential for projects implementing the CAAP to be impacted by expansive soils. Additionally, projects implementing the CAAP would be required to comply with policies in the General Plan intended to reduce impacts of geologic hazards. Construction of these projects would not result in impacts that are more severe than those identified in the PEIR. Therefore, similar to the PEIR, impacts of the CAAP would be less than significant.
687
Addendum to the Certified PEIR
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
e) Soils incapable of
supporting septic tanks or
alternative waste water
disposal systems
Not evaluated in the PEIR. Implementation of the CAAP is not expected to result in projects that require septic tanks or alternative waste water disposal systems. In the event that wastewater services are required for a project implementing the CAAP (such as a new resilience hub), sewer services would be provided by the City of Oxnard.
No new impacts associated with this criterion are identified with implementation of the CAAP.
f) Destroy a unique
paleontological resource or
geological feature
Less than Significant, with mitigation. Policies within General Plan establish protocols to address archaeological resources including preproject activities and resource discovery measures, as well as policies that require development applicants to conduct records searches, and that require compliance with CEQA guidelines if human remains of possible Native American origin are discovered during project construction. In addition, the PEIR includes a mitigation measure that requires that grading and construction work on the project site be suspended until the significance of the features can be determined by a qualified archaeologist/paleontologist in the event that archaeological/paleontological resources are discovered during site excavation. With implementation of this mitigation measure, impacts would be less than significant.
Any project resulting from Implementation of the CAAP would have to follow the same General Plan policies and mitigations, and would not result in impacts that are more severe than those identified in the PEIR.
Greenhouse Gas Emissions (Air Quality and Climate Change in PEIR) a) GHG emissions
b) Plan to reduce GHG
emissions
Significant and Unavoidable. Buildout of the General Plan would result in population growth and would result in both stationary and mobile sources of GHG emissions as a result. Construction of projects would result in short-term emissions of CO2 from construction equipment during grading and excavation and other building activities. Actual significance of construction emissions would be determined on a project level basis.
Operational impacts would result from local and regional vehicle emissions generated from future population growth associated with buildout of the proposed Project. Direct emissions from project vehicle traffic could result in an additional 10,736 metric tons of CO2 per year. This estimate does not include indirect emissions from electricity usage. The Project could conflict with state AB 32 goals to reduce greenhouse gas emissions.
In order to reduce impacts to the greatest extent feasible, the following new policies and implementation measures are proposed.
● Policy SC-1.4: Support Climate Action Team Emission Reduction Strategies. The City will continue to monitor the activities of the Climate Action Team (CAT) as they continue to develop a recommended list of emission reduction strategies. Ass appropriate, the City will evaluate each new project under the updated General Plan to determine its consistency with the CAT emission reduction strategies.
● Policy SC-1.5: Support Offsite Measures to Reduce Greenhouse Gas Emissions. The City will support and encourage the use of off-site As described in the Project Description, above, the CAAP is intended to implement General Plan Policy SC-1.3 to develop a Climate Action and Adaptation Plan that supports the region’s Sustainable Communities Strategy.
The CAAP establishes a target to reduce GHG emissions in the City to 40 percent below 1990 levels by 2030. This target is consistent with the statewide GHG target mandated by SB 32. The CAAP includes strategies and actions to reduce emissions and demonstrates how the City will achieve the 2030 target.
The CAAP is also closely aligned with the Regional Transportation Plan and Sustainable Communities Strategy for Southern California, the Oxnard General Plan, the Oxnard Energy Action Plan, the Bicycle and Pedestrian Facilities Master Plan and other regional and local plans to reduce GHG emissions.
The CAAP will reduce GHG emissions within the City of Oxnard and it is consistent with state and regional plans to reduce GHG emissions. While a minor amount of temporary emissions may result from construction of some CAAP projects, implementation of the CAAP will result in long term cumulative reductions in GHG emissions in the City of Oxnard. The CAAP would have beneficial impacts with regard to GHG emissions and thus would have no adverse impact.
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
measures or the purchase of carbon offsets to reduce greenhouse gas emissions.
● Implementation Measure 55.0: The City shall develop and maintain a Climate Change Action and Adaptation Plan (CCAAP). The CCAAP shall include the following elements: an emissions inventory, emission reduction targets, applicable greenhouse gas control measures, and monitoring and report plan.
However, even with implementation of these policies, impacts would be significant and unavoidable.
Hazards and Hazardous Materials
a) Routine transport, use,
disposal, or
b) release of hazardous
materials
Less than significant. Hazardous materials are regularly used, transported, and disposed of in the City of Oxnard. The development of additional residential, commercial, and industrial uses would increase the amount of hazardous materials transported, used, or disposed of in the City. The General Plan includes many policies and implementation measures developed to reduce exposure to hazardous materials. Policies include requirements to prevent hazardous materials accidents, the designation of truck routes for hazardous materials, requirements for proper handling, and disposal or recycling of hazardous materials, land use considerations and land use compatibility and reporting requirements. Therefore, with the implementation of these policies and measures, impacts are considered less than significant.
Implementation of the CAAP could involve the construction of EV charging or hydrogen fueling infrastructure, the installation of PV panels, and other projects that could involve the use and transport of hazardous materials during Project construction. Projects implementing the CAAP would be required to comply with state requirements that regulate the use and transport of hazardous materials as well as the policies and implementation measures established in the General Plan. The implementation of these policies and measures would ensure that CAAP implementation would not result in impacts that are more severe than those identified in the PEIR.
c) Hazardous materials within
0.25 mile of a school
Less than significant. Buildout of the General Plan would result in population growth and could necessitate the construction of new schools. The location of new schools would be evaluated based on their proximity and potential exposure to hazardous materials and would be required to comply with state requirements regarding the siting of schools near areas with potential exposure to hazardous materials and natural hazards. Additionally, policies included as part of the General Plan would minimize impacts including policies that require that hazardous land uses and industrial land uses be located away from sensitive land uses. With the implementation of these policies impacts would be less than significant.
Implementation of the CAAP would not result projects that would routinely emit hazardous emissions or handle hazardous materials. The development of energy or transportation infrastructure could require the use of hazardous materials during construction. However, these projects would be required to comply with General Plan policies regarding the use of hazardous materials near sensitive uses and the separation of incompatible land uses such as industrial land uses and sensitive receptors. Compliance with these policies as well as state regulations would ensure that CAAP implementation would not result in impacts that are more severe than those identified in the PEIR. 689
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
d) Locate development on a
hazardous waste site
Less than significant. The Planning Area contains numerous hazardous sites including LUST sites, ASTs, and solid waste collection sites. Most of these sites are undergoing cleanup while others are being assessed for cleanup. It is possible that additional uncatalogued hazardous waste sites exist such as dry cleaners, gas stations, and railroad rights-of-way. The General Plan includes several policies and implementation measures that have been developed to address hazardous materials sites including creating an inventory of hazardous waste sites, regulating the use and generation of hazardous waste sites, and required compliance with federal, state, and local regulations regarding hazardous materials. Implementation of these measures would ensure that impacts are less than significant.
Projects implementing the CAAP would be required to comply with policies in the General Plan intended to protect the public from hazardous waste, ensure compatibility of land use, and prevent hazardous waste accidents as well as federal, state, and local regulations that govern the use of hazardous materials and siting of sensitive land uses near hazardous waste sites. Compliance with these policies and regulations would ensure CAAP implementation would not result in impacts that are more severe than those identified in the PEIR. e) Hazards related to a public
airport or private airstrip
Not included in the PEIR. The implementation of the CAAP would not result in new or relocated residential land uses, other types of noise-sensitive receptors, or new places of permanent employment where residents or workers could be exposed to a safety hazard or excessive noise. Therefore, the CAAP would not expose residents or workers to a safety hazard or excessive noise levels. No impact would occur. f) Interfere with an adopted
emergency response plan
Less than Significant. Buildout of the Project would result in an increase in traffic that could interfere with response times at intersections with less than LOS C service. These impacted intersections are a part of the Intelligent Transportation System (ITS) and their signals controlled by the City Traffic Engineer who will have the ability to set signals for emergency vehicle routing.
Additionally, the General Plan includes a number of policies that require the adequate provisions of emergency services and routes and policies regarding emergency coordination between agencies and emergency response providers and policies to improve traffic circulation and impacts to City roadways.
In order to achieve GHG reduction goals and reduce VMT, the CAAP includes strategies to increase bike lanes and improve access to local transit services.
Additionally, the CAAP includes community preparedness strategies (see Table 5) to improve emergency communications as well as emergency response and evacuation procedures. By encouraging the use of transit, improving access to transit, and improving emergency evacuation communications and procedures, implementation of the CAAP would result in beneficial impacts to emergency plans.
g) Expose people or structures
to a significant risk of loss,
injury or death involving
wildland fires?
Evaluated in Wildfires
Evaluated in Wildfires
Hydrology and Water Quality
a) Water quality standards or
waste discharge
requirements
b) Decrease groundwater
supplies or interfere with
groundwater recharge to
impede sustainable
Less than Significant. The City has a comprehensive Water Management Program that outlines the City plans to provide adequate water supply to meet forecasted demands while protecting the health of the groundwater aquifer. The City is also working with groundwater managers on groundwater management programs. Continued implementation of existing groundwater management programs (including groundwater recharge through the Freeman Diversion project and the Las Posas Aquifer Storage Project) and the City’s planned water recycling effort through it’s GREAT and Augmented M&I Supplemental Water The CAAP would not result in an increase in water demand and would not increase pressure on groundwater resources. The CAAP includes strategies to reduce water consumption through water conservation and increases in water recycling which may reduce local pressure on groundwater resources.
Projects implementing the CAAP are not expected to result in direct pollutant releases. While construction of projects would be necessary and could result in minor releases of pollutants from construction, the impact is expected to be minor. Projects implementing the CAAP would be required to comply with state 690
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
groundwater management
e) Conflict with or obstruct
implementation of a water
quality control plan or
sustainable groundwater
management plan?
Programs will help to ensure that the City will be able to meet long term water demands and ensure sufficient groundwater recharge. The General Plan includes policies that address water supply and groundwater issues such as encouraging the City to continue water conservation and a policy that calls for adherence to the Ventura County Regional Water Quality Planning Program’s recommendations regarding groundwater quality and extractions. Additionally, the City in 2009 implemented a policy that requires CEQA discretionary projects to be water neutral to the City’s water system. Therefore, with the implementation of these policies, impacts would be less than significant.
Buildout of the General Plan could impact the quality of runoff and pollutant loadings to receiving waters. The City must comply with provisions of the Clean Water Act including federal water quality, waste discharge, and total maximum daily load standards. Policies in the General Plan would reduce impacts such as policies to ensure sufficient stormwater drainage capacity, as well as continued compliance with state and federal standards. With implementation of these policies, impacts would be less than significant
and local requirements regarding water quality and waste discharge.
Additionally, the CAAP includes strategies to reduce urban runoff and increase stormwater drainage capacity, as well as other strategies to reduce urban flooding (See Table 5). With respect to these criteria, no new impacts are identified in association with CAAP implementation. Impacts would remain less than significant.
c) Alter drainage pattern such
that substantial erosion or
siltation occurs; flooding on-
or off site occurs; or
additional sources of
polluted runoff occur; Alter
drainage such that it
impedes or redirects flood
flows
Less than significant. Development of the Project would involve construction and grading activities that could result in altered drainage patterns and, as a result, an increase in erosion and downstream sedimentation of Planning Area drainages and waterways. Sediment and other associated pollutants entering receiving waters would result in adverse changes to water quality. The General Plan includes policies that would reduce impacts such as policies to expand stormwater drainage infrastructure, require continued compliance with federal water protection standards, and a number of measures to reduce sedimentation and erosion. With implementation of these policies, impacts would be less than significant.
Implementation of the CAAP could result in construction for EV charging stations, bike paths, solar PV systems and other similar infrastructure.
Construction is anticipated to be temporary and minor and would not be expected to significantly alter drainage patterns onsite or increase erosion.
Nonetheless, projects implementing the CAAP would be required to comply with policies in the General Plan intended to reduce erosion, sedimentation and alteration to drainage patterns, and would not result in impacts that are more severe than those identified in the PEIR.
d) Located in flood hazard,
tsunami, or seiche zones,
increasing risk release of
pollutants due to project
inundation
Less than significant. Some areas within the Planning Area are designated 100-year flood plains including areas along the Santa Clara River and areas along the coastline. Development resulting from buildout of the Project could expose housing and other developments to flooding hazards. Additionally, structures placed within floodplains also have the potential to alter the historic cause of flood waters that could exacerbate flooding hazards downstream. The General Plan includes policies which require the City to avoid development in areas with known flood hazards. Other policies include requiring participation in the National Flood Insurance Program. The General Plan also includes policies to improve emergency planning and emergency response services with regard to flood risk as well as policies to ensure development is protected from flooding impacts and to ensure that natural drainages are not impacted by development.
Therefore, with implementation of these policies, impacts would be less than significant.
There are a number of dams located near the Planning Area that, could inundate The CAAP does not propose new housing or structures that would expose inhabitants to flooding. Additionally, projects implementing the CAAP would be required to comply with policies set forth in the General Plan to reduce the impacts of flood hazards. The CAAP includes strategies for increasing the City’s resilience to flood hazards (See Table 5). These strategies include developing a flood impacts monitoring program, prioritizing low-impact development stormwater practices in new development projects, implementing green infrastructure projects, and updating portions of the stormwater drainage system that are outdated or not functioning properly. Therefore, the CAAP includes strategies that would improve conditions with regard to flooding. CAAP implementation would not result in impacts that are more severe than those identified in the PEIR.
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
the Planning Area if the dam were to fail. State and federal requirements regarding dam safety and dam inspection reduce the potential for flooding from dam failure, impacts are considered less than significant.
Land Use and Planning
a) Divide an established
community
Less than significant. Development permitted by the General Plan includes a number of roadway improvements that extend roadways throughout the Planning Area. The expansion of roadways has the potential to divide a community. However, growth generated by the General Plan is intended to occur in a manner that preserves community character and connections within communities. Overall, new development is intended to represent a continuation of the existing urban area of the Ctiy. Additionally, the General Plan includes policies that would reduce the potential for development to divide communities including policies that address connectivity issues and establish the groundwork for cooperative transportation planning. Therefore, with the implementation of these policies, impacts would be less than significant.
The CAAP includes strategies to encourage the improvement of bike lanes and transit infrastructure as well as the creation of parks and greenspace all of which have the potential to have beneficial impacts with regard to this criterion. While the CAAP may result in the construction of some infrastructure projects and improvements, these projects would be required to be consistent with policies in the General Plan which encourage development patterns that create compatible land uses and avoid disruptions to communities. CAAP implementation would not result in impacts that are more severe than those identified in the PEIR. b) Consistency with applicable
land use plan, policy or
regulation
Less than significant with Mitigation. There are no Habitat Conservation Plans or Natural Community Conservation Plans in the Planning Area. The General Plan was determined to be consistent with the Local Coastal Plan. In order to maintain consistency with the Ventura County Airport Land Use Compatibility Plan the General Plan included a required policy to remove the designation of an area within the Airport’s Traffic Pattern Zone as a school designation. With the adoption of this policy, impacts are less than significant.
As described in the Project Description above, the CAAP is consistent with the Oxnard General Plan and implements a policy from the General Plan.
Additionally, the CAAP is consistent with the Local Coastal Plan Update. The CAAP would not conflict with any local plan or policy, and its implementation would not result in impacts that are more severe than those identified in the PEIR.
Mineral Resources
a) Known mineral resource or
b) locally important mineral
resource recovery site
Less than significant. Large portions of the Planning Area are designated as containing significant mineral resources; however, development has already occurred within these areas and the General Plan does not propose to place new development in areas designated as potentially containing mineral deposits.
The General Plan includes policies designed to minimize the location of incompatible land uses and to regulated resource extraction activities. Therefore, impacts would be less than significant with the implementation of these policies Most CAAP actions would not involve ground work or soil disturbance and; therefore, would not have the potential to disturb mineral resources. Projects implementing the CAAP that could disturb mineral resources due to groundwork or excavation would be located in areas of the City that are already urbanized and developed. As such. the implementation of projects that could involve groundwork would not result in the loss of mineral resource sites. No new impacts are identified in association with CAAP implementation. 692
Addendum to the PEIR
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
Noise and Vibration
a) Exposure to noise levels in
excess of standards
Significant and unavoidable. Build out of the General Plan would result in construction related noise that has the potential to result in an exceedance of “normally acceptable” noise ranges for a given land use. Build out of the proposed Project would also result in additional noise from traffic. Noise modeling shows that several roadway segments in the Planning Area would experience a significant increase in traffic noise. While policies included in the General Plan may reduce this impact, impacts would still be significant and unavoidable.
Implementation of the CAAP could result in projects that require construction; however, these projects would be relatively small and would not create a significant amount of construction noise. Additionally, the CAAP is expected to reduce total vehicle miles traveled (VMT) in the City, and reduce traffic noise as well, as fossil fueled vehicles are replaced with quieter electric vehicles over time. The projects that would be constructed as a result of implementation of the CAAP are not expected to result in significant amounts of operational noise.
CAAP implementation would not result in impacts that are more severe than those identified in the PEIR.
b) Groundborne vibration Significant and Unavoidable. Buildout of the General Plan could place new residential or employment densities near sources of vibration such as industrial land uses, airports, railroads etc which could result in a significant impact. While the General Plan includes policies to address groundbourne vibration, even with adoption of implementation measures, impacts would be significant and unavoidable.
The CAAP does not change the land use designations in the General Plan.
Therefore, implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR.
Population and Housing
a) Induce unplanned
population growth
b) Displace existing people or
housing
Not evaluated in the PEIR. The CAAP would not propose the construction of new housing nor would implementation of the CAAP displace existing housing or people. The CAAP would be consistent with the City’s adopted 2021–2029 Oxnard Housing Element and would help in its implementation. Impacts would be less than significant.
Public Services
a) Need for new public
services or associated
impacts related to fire
protection, police protection,
schools, parks, other public
facilities
Less than Significant. Buildout of the General Plan will result in population growth and will increase demand for fire protection, police protection, schools, parks, and libraries. However, the cost for the expansion of each of these services would be covered by the increase in revenue from development and from developer fees resulting from buildout of the General Plan. The General Plan includes standards for the provision of public services and future projects for the expansion of public services will be reviewed on an individual basis.
Impacts are considered less than significant.
The CAAP would not induce population growth and, as a result, would not increase demands for new or altered governmental facilities or additional public services. The CAAP includes strategies intended to improve the resilience of emergency response and preparedness infrastructure in the City, and to protect existing open space and green spaces (see Table 5), both of which would result in beneficial impacts with regard to this criterion. Implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR.
Recreation
a) Deterioration of parks or
other recreational facilities
which would increase the
Less than Significant. Implementation of the General Plan would increase demands on parks services in the City. New parks will be required for future growth which will be reviewed on an individual basis by the City. The General The CAAP would not increase population growth and, as a result, would not increase demands on public parks. The CAAP includes strategies to protect existing open space and green spaces which would have beneficial impacts with 693
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
need for or use of parks and
recreational facilities
Plan includes policies that address standards for community park and recreation standards, identify additional parklands, and require the City to ensure that recreation facilities are sited to minimize negative impacts. With the implementation of these policies impacts would be less than significant. regard to this criterion. Implementation of the CAAP would not result in impacts that are more severe than those identified in the PEIR.
Transportation
a) Conflict with a program,
plan, ordinance or policy
addressing the circulation
system, including transit,
roadway, bicycle and
pedestrian facilities
Less than Significant. The General Plan includes policies to promote increased transit services throughout the City which is intended to accommodate future transit demand and generate new transit riders through enhanced and improved service. The Circulation Diagram, prepared as part of the General Plan also includes a substantial increase in bicycle facilities throughout the City. Therefore, the General Plan would result in less than significant effects.
The CAAP includes strategies to improve transit effectiveness and accessibility (Strategy T4) and to expand infrastructure for pedestrians and bikes (Strategy T3). Therefore, implementation of the CAAP would result in beneficial impacts with respect to this criterion and would have no adverse impacts. b) Conflict or be inconsistent
with CEQA Guidelines
section 15064.3 (vehicle
miles traveled)
Not evaluated in the PEIR The CAAP includes strategies to reduce VMT as a method for reducing GHG emissions. This includes strategies to expand infrastructure for pedestrians, bikes, and micro-mobility solutions (T3), increase transit effectiveness (T4), and expand car and bike sharing (T5). Therefore, the CAAP would have a beneficial impact with regard to this criterion and would have no adverse impact. c) Hazards due to a design
feature or incompatible uses
Not evaluated in the PEIR Projects implementing the CAAP would not alter existing land uses in the City and would not result in an incompatible use. No new impacts are identified in association with CAAP implementation.
d) Inadequate emergency
access
Not evaluated in the PEIR As discussed in the Hazards and Hazardous Materials section, the CAAP includes strategies to improve emergency warning systems, response planning, and evacuation routes to ensure that systems are resilient to climate change impacts (see Table 5) which have the potential to improve emergency access.
Additionally, projects implementing the CAAP would be required to comply with policies included in the General Plan that require that projects avoid impacts to emergency access. Therefore, the CAAP would have a beneficial impact with regard to this criterion and would have no adverse impact.
Tribal Cultural Resources
a) Tribal cultural resource as
recognized by State of
California or lead agency
Not evaluated in the PEIR
AB 52 (2015) requires CEQA lead agencies to analyze the impacts of projects on tribal and cultural separately from impacts on archaeological resources (PRC Sections 21074 and 21083.09) because archaeological resources may also have cultural values beyond their ability to yield data important to prehistory or history and may qualify as tribal and cultural resources. The provisions of AB 52 apply to projects for which an NOP notice of preparation or a notice of negative declaration/mitigated negative declaration was filed on or after July 1, 2015.
Because the NOP for the PEIR was issued prior to 2015, AB 52 does not apply to the PEIR, and assessment of impacts to tribal and cultural impacts is not 694
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
required.
Utilities and Services Systems
a) Require construction or
relocation of new
infrastructure for water,
wastewater, storm water,
energy or
telecommunications
Regarding these infrastructure items, only water and stormwater were evaluated in the PEIR:
Less than significant. Development of the Project could increase peak drainage flow rates, erosion, and downstream sedimentation in and around new development. Such increases would reduce the capacity of drainages and could result in flood flows that exceed existing downstream channel and stormwater system capacities. Additionally, the General Plan includes policies to reduce such impacts such as policies to increase stormwater drainage infrastructure and a requirement that the City maintain a stormwater drainage infrastructure master plan. With implementation of the above policies, impacts to stormwater infrastructure would be less than significant.
Less than significant. Development of the Project could increase demand for water. As noted under Hydrology and Water Quality, the City has a comprehensive Water Management Program and the General Plan includes policies that address water supply and groundwater issues such as encouraging the City to continue water conservation and a policy that calls for adherence to the Ventura County Regional Water Quality Planning Program’s recommendations regarding groundwater quality and extractions. Additionally, the City in 2009 implemented a policy that requires CEQA discretionary projects to be water neutral to the City’s water system. With implementation of the above policies the impacts would be less than significant.
Regarding stormwater infrastructure, the CAAP is not expected to result in construction that could result in significant changes to stormwater drainage.
Projects implementing the CAAP would be required to comply with federal, state, and local requirements regarding stormwater runoff. Additionally, the CAAP includes strategies to improve stormwater drainage infrastructure by updating aging infrastructure, using low impact development techniques, and encouraging green infrastructure (See Table 5). Therefore, the CAAP would have a beneficial impact with regard to this criterion and would have no adverse impact.
The CAAP would not result in an increase in water demand and would not increase the need for water or wastewater infrastructure. The CAAP includes strategies to reduce water consumption through water conservation and increases in water recycling which may reduce local pressure on groundwater resources. Therefore, the CAAP would have a beneficial impact with regard to this criterion and would have no adverse impact.
Implementation of the CAAP could result in the construction of new energy infrastructure such as EV charging stations, rooftop solar PV systems, and energy storage facilities, but these projects would be relatively small and they would be required to comply with the City’s building code and with the policies outlined in the General Plan that reduce environmental impacts and ensure that Infrastructure improvements are consistent with City infrastructure master plans.
As such, these projects would not result in impacts that are more severe than those identified in the PEIR.
b) Served by sufficient water
supplies
Less than significant. The General Plan PEIR conducted an analysis of projected water demand and water supply and concluded that with implementation of the General Plan, the City will have adequate water supply to meet projected demands under all scenarios through 2030. The General Plan also includes policies intended to address water supply issues including policies to encourage water conservation, require water supply assessments for all projects, and a policy to update water, wastewater, and drainage infrastructure master plans. Therefore, with implementation of the policies mentioned above, impacts would be less than significant.
The CAAP includes strategies to increase the conservation and reuse of water within the City through building upgrades and retrofits, low-water landscaping requirements, and infrastructure improvements to increase the use of recycled water. The CAAP has a goal to reduce community and municipal per capita water use by 10 percent by the year 2030. Therefore, the implementation of the CAAP would result in beneficial impacts to this criterion by reducing City water demand. Impacts would remain less than significant.
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Addendum to the PEIR August 2022
TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
c) Wastewater treatment
requirements
Less than significant. The Oxnard Wastewater Treatment Plant (OWTP) has a current capacity of 31.7 million gallons per day (mgd) with average daily flows of approximately 24.0 mgd. The City anticipates expansion of the plant to 39.7 mgd by 2020. Thus, it is anticipated that sufficient capacity exists to accommodate wastewater generated by the Project. However, it is anticipated that a variety of wastewater conveyance (including sewer lines and lift stations) would need to be increased in order to accommodate wastewater flows associated with the Project. The General Plan includes policies regarding maintaining wastewater treatment service levels as well as policies to encourage water recycling in industrial developments in order to reduce sewer flows. Additionally, the General Plan includes a policy which requires the City to update its water, wastewater, and drainage infrastructure master plans in order to meet the needs of the City.
Therefore, with the implementation of the policies identified above, impacts would be less than significant.
The CAAP would not result in developments that would significantly increase the wastewater treatment demands in the City. No new impacts are identified in association with CAAP implementation.
d) Solid waste and landfill
capacity
Less than significant. Project development could increase the amount of solid waste generated in the Planning Area beyond existing or planned capacity or the ability of the City to expand capacity. The General Plan includes policies to address increased waste generation such as a waste reduction policy which calls for the City to continue implementing and participating in source reduction and recycling programs to meet mandated waste reduction levels and a policy which requires developers to employ a variety of practices which reduce waste generation. Therefore, with the implementation of the above policies impact would be less than significant,
The CAAP includes waste reduction and recycling strategies with the goal of achieving a 75% diversion of community solid waste and a 75% diversion of organics from landfills by 2030. Therefore, implementation of the CAAP would result in long-term beneficial impacts with respect to this criterion. Impacts would remain less than significant.
e) Comply with statutes and
regulations related to solid
waste
Not evaluated in the EIR. The Project would comply with applicable federal, state, and local statutes and regulations related to solid waste and recycling. As such, the Project would be consistent with the assumptions set forth in the certified PEIR. No new impacts associated with CAAP implementation are anticipated.
Wildfire
a) Located in a very high fire
hazard severity zone
Not evaluated in the Certified PEIR. The Certified PEIR identifies that Oxnard is the largest urban community in the County and has limited exposure to the threat of wildfire hazards.
The Planning Area s urbanized and is in a low-risk area for wildfire hazards. The CAAP would not result in development that would place residents at risk of the spread of wildfire and would not result in development that could increase the risk of the spread of wildfire locally. The CAAP includes strategy L1, which supports transit-oriented and mixed-use development consistent with the 2021– 2029 Oxnard Housing Element, and therefore projects facilitated by the CAAP that would include housing would likely be built in urban infill areas and are not likely to exacerbate wildfire risks. The CAAP includes strategies to improve early warning systems and emergency preparedness and evacuation systems in the event of a local wildfire or poor air quality from wildfires (see Table 5).
Additionally, the CAAP includes strategies to improve access to air filtration and masks in the event of poor air quality from local or regional wildfires. Therefore, 696
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TABLE 6 (CONTINUED)
C OMPARISON OF THE CAAP RELATIVE TO THE PEIR
Environmental Issues PEIR Impacts CAAP Impacts
implementation of the CAAP would result in beneficial impacts with respect to this topic. The CAAP would have no adverse impact.
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Addendum to the Certified PEIR
City of Oxnard Climate Action and Adaptation Plan 51 ESA Addendum to the DEIR August 2022
VI. Changed Circumstances
Section 15162 of the CEQA Guidelines states that a Subsequent EIR would be required if substantial changes regarding the circumstances under which the project is undertaken would require major revisions of the certified PEIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects. Section 15162 also states that a Subsequent EIR should be prepared if new information of substantial importance which was not known or could not have been known at the time the certified PEIR was adopted indicates that either 1) the Project would have new or substantially more severe significant impacts; or 2) mitigation measures or alternatives previously considered infeasible or that are considerably different would substantially reduce the significant impacts of the project, and the project proponents decline to adopt the new measures.
No substantial changes to the environmental setting of the Planning Area of the General Plan have been identified since the preparation of the certified PEIR. The analysis contained in this Addendum is to evaluate the potential impacts that could occur from the implementation of the Project relative to those impacts that were identified in the prior CEQA documentation for the General Plan.
As described in Section I under the subsection entitled Introduction and Background, a program- level EIR was certified for the buildout within the General Plan Planning Area. Mitigation measures were adopted as new General Plan policies in order to reduce potentially significant impacts in the following areas: cultural resources, land use, and greenhouse gases. The certified PEIR for the Project concluded that with the implementation of additional or modified General Plan policies, impacts would be reduced for all issues to a less than significant level with the exception of air quality, greenhouse gases, transportation, and noise, which while reduced would remain significant and unavoidable. The analysis contained in this Addendum concludes that with the incorporation of applicable new or modified General Plan policies, no potential significant impacts would result from the CAAP; thus, there are no new mitigation measures recommended.
Table 6, Comparison of the Certified PEIR Relative to the Project, provides a brief summary of the analysis and the conclusions in the Certified PEIR compared with the potential environmental impacts of the Project. The General Plan PEIR was certified in 2011; however, the analysis in Table 6 is structured using Appendix G from the 2022 CEQA Guidelines, to ensure that all necessary issues are addressed consistent with the current guidelines. In some cases, the revisions to the Guidelines were enough to clarify the potential impact question. In addition, some sections were added to the Guidelines, such as energy (which was evaluated in the certified PEIR) and wildfires. These new Appendix G topics are included in Table 6. With regard to transportation, as of July 1, 2020, LOS-based metrics to evaluate automobile congestion are no longer considered valid methodologies for analyzing traffic impacts under CEQA. Rather, CEQA requires transportation analysis to focus on vehicle miles traveled (VMT). Accordingly, Table 6 examines VMT as a potential impact.
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City of Oxnard Climate Action and Adaptation Plan 52 ESA Addendum to the Certified PEIR August 2022
Overall, the changes in circumstances that have occurred since preparation of the certified PEIR would not result in new significant impacts or substantial increases in the severity of previously identified significant impacts. No other additional information of substantial importance was found that would require major revisions to earlier analyses or a Subsequent EIR pursuant to Section 15162 of the CEQA Guidelines.
A. Conclusion Regarding Addendum as an Appropriate
Mechanism
Section 15162 of the CEQA Guidelines provides direction on when a Subsequent EIR is necessary. Section 15162(a)(1) and (2) state that a Subsequent EIR would be required if: 1) substantial changes are proposed in the project or 2) substantial changes occur with respect to the circumstances under which the project is undertaken, either of which would require major revisions of the previous EIR due to the involvement of new significant environmental effects or a substantial increase in the severity of previously identified significant effects. In addition, Section 15162(a)(3) states that a Subsequent EIR should be prepared if mitigation measures or alternatives previously considered infeasible, or that are considerably different, would substantially reduce the significant impacts of the project, and if the project proponents declined to adopt the new measures.
As described in detail herein, this analysis confirms that no major revisions to the prior CEQA documents completed for the General Plan Planning Area are required as the CAAP would not result in any new significant environmental impacts or substantially more severe significant impacts when compared to the impacts previously disclosed in the certified PEIR.
This Addendum also evaluates whether changes in circumstances surrounding the Project or new information of substantial importance would cause new significant environmental effects or a substantial increase in the severity of such effects beyond what was identified in the earlier CEQA documents. The evaluation of changes in circumstances and new information is focused on whether changes of substantial importance have occurred to environmental conditions on the site and in the area, or to applicable plans, policies or regulations, which result in new significant environmental impacts. No substantial changes to the environmental setting of the Planning Area have been identified since the preparation of the certified PEIR. The built-out nature of the Planning Area remains generally as described in the General Plan PEIR. No other additional information of substantial importance, which would require major revisions to earlier analyses that would warrant preparation of a Subsequent EIR pursuant to Section 15162 of the CEQA Guidelines, has been found.
As shown in this Addendum, the CAAP would not result in new significant impacts or substantially more severe significant project or cumulative impacts for any of the environmental topics addressed by the Certified EIR. Accordingly, a Subsequent EIR would not be required to address these changes to the General Plan pursuant to Section 15162 of the CEQA Guidelines and 699
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City of Oxnard Climate Action and Adaptation Plan 53 ESA Addendum to the DEIR August 2022
pursuant to Sections 15162 and 15164 of the CEQA Guidelines. Therefore, this Addendum is the appropriate document under CEQA for addressing the impacts of the CAAP.
The support for this finding is provided in Table 6, Comparison of the CAAP Relative to the Certified PEIR. Table 6 covers the issues in Appendix G of the CEQA Guidelines to ensure that a thorough analysis consistent with the Certified PEIR is provided. The Certified PEIR Impacts column in Table 6 summarizes the analysis contained in the Certified PEIR that was prepared for the 2030 General Plan buildout. The CAAP Impacts column contains the analysis of the potential impacts that could occur from the implementation of the CAAP.
VI. References Cited
California Governor’s Office of Emergency Services (OES), 2020. California Adaptation Planning Guide. Published June 2020. https://www.caloes.ca.gov/cal-oes-divisions/hazard- mitigation/hazard-mitigation-planning/california-climate-adaptation, accessed June 2022.
CARB, 2017. California’s 2017 Climate Change Scoping Plan. Published November 2017. https://www.arb.ca.gov/cc/scopingplan/scopingplan.htm, accessed June 2022.
CARB, 2022. California’s Draft 2022 Climate Change Scoping Plan Update. Published May 10, 2022 2017. https://www.arb.ca.gov/cc/scopingplan/scopingplan.htm, accessed June 2022.
City of Oxnard, 2009. City of Oxnard 2030 General Plan Program Environmental Report, Recirculated Draft, November 2009. https://www.oxnard.org/city-department/community- development/planning/2030-general-plan/, accessed June 2022.
City of Oxnard, 2017. Energy Action Plan. Published April 2013. https://www.oxnard.org/wp- content/uploads/2016/04/OxnardEAP4.2013.pdf , accessed June 2022.
City of Oxnard, 2017. City of Oxnard CEQA Guidelines. Published November 2017. https://www.oxnard.org/city-department/community-development/planning/ceqa/, accessed June 2022.
Shields, Mark. 2010. PV Systems: Low Levels of Glare and Reflectance vs. Surrounding Environment. https://conservationtools.org/library_items/1684-PV-Systems-Low-Levels- of-Glare-and-Reflectance-vs-Surrounding-Environment, accessed June 2022.
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CITY COUNCIL AGENDA REPORT
REPORTS
AGENDA ITEM NO. N.2
DATE: March 30, 2021
TO: City Council
FROM: Vyto Adomaitis, Community Development Director, (805) 385-7868, [email protected]
SUBJECT: Update on the Preparation of the Climate Action and Adaptation Plan. (0/5/10)
RECOMMENDATION
That the City Council receive an update on work to prepare and engage the community in the preparation of the City’s Climate Action and Adaptation Plan (CAAP).
(This item did not originate in Committee.)
Please click the following link to view the required Measure M pre-recorded presentation video: https://youtu.be/lALqwXWcJro
BACKGROUND
EXECUTIVE SUMMARY
The purpose of this report is to provide the City Council with an update on the City’s CAAP work efforts. This includes a detailed summary of what creates climate impacts in the City, an analysis of the City’s compliance with emission targets, and identification of what the City can do to reduce these climate change activities. The report is intended to set the stage for community engagement following the City’s extensive work securing, and analyzing the City’s emission inventories. The report provides Council with information on the next steps, including the steps to secure robust and inclusive community engagement. A more detailed identification and analysis of municipal and community climate change contributors is contained in the report attachments, with summaries provided within the body of the staff report.
Finally, while no decisions will be made during this meeting, the report provides concepts such as reduction targets and a proposed CAAP mission and vision statements which will be presented to the community and the Council Committee in the near future. Recommendations from these two bodies will be provided to the City Council, with the goal of establishing 2030 CAAP emission targets, strategies to achieve these targets, and the creation of the desired CAAP mission and vision statements.
BACKGROUND
In March 2020, the City entered into a contract with Environmental Science Associates (ESA), Inc. for the preparation of the City’s CAAP. The CAAP is necessary to help Oxnard meet California’s goals for reducing emissions of greenhouse gases (GHG) emissions as legally mandated, and adapt to the anticipated effects of climate change. The CAAP is a plan for reducing the GHGs that contribute to global climate change, and for adapting to the anticipated effects of climate change.
The CAAP will have two primary objectives:
1. To reduce GHG emissions through the implementation of reduction measures to meet or exceed reduction targets 702
mandated by the State of California; and
2. To enhance the community’s resilience to a changing climate by addressing the vulnerabilities and risks that are expected to occur as a result of those impacts.
Resilience, as defined by the State of California’s Adaptation Planning Guide, is the “capacity of any entity—an individual, a community, an organization, or a natural system—to prepare for disruptions, to recover from shocks and stresses, and to adapt and grow from a disruptive experience.” Climate adaptation is defined by this same source as “actions that address the projected impacts on all aspects of community function that may result from climate change.
This can include impacts related to hazard events (flood, wildfire, drought, and severe storms for example), as well as slow changes that affect agricultural, forestry, and fisheries productivity; ecosystem structure and function; and public health.”
Recognizing that GHG reduction is only part of the solution to addressing climate change, the other component is the “adaptation” needed to ensure preparedness and build resilience to expected vulnerabilities and risks that threaten the quality of life in Oxnard. Like other communities in California, Oxnard is likely to face serious economic, social, and environmental challenges in the coming decades due to rising temperatures, sea level rise, extreme storms, wind events, more severe droughts, and diminishing air quality that is expected to occur because of climate change. These impacts present significant threats to community health and wellbeing, which will not affect everyone equally. Vulnerable groups, such as the elderly, low-income families, farmworkers/agricultural workers, undocumented immigrants, communities of color, and individuals already suffering from chronic diseases, will be disproportionately impacted by these changes.
The CAAP consulting team is currently developing a climate change vulnerability assessment that considers the broad range of expected impacts and how they will affect the physical and social make-up of the City. The assessment will then be used to develop strategies that protect vulnerable populations and increase the resilience of the City’s critical infrastructure for transportation, energy, water supply, and stormwater management. This component along with environmental justice will also be addressed in the CAAP.
Examples of climate change impacts facing Oxnard include, but are not limited to, rising sea levels, increased number of extreme heat days, smoke from the increased frequency of regional wildfires, wind events and degradation due to these occurrences, and increased risk of local flooding from severe storms and extreme high tides. Adaptation measures will be included in the CAAP to proactively prepare for these impacts, with a particular emphasis on the disadvantaged communities within the City that are most vulnerable.
The CAAP will also draw upon and support the community’s goals and policies identified in the City’s 2030 General Plan. It will feature health equity and climate justice consistent with the City’s Sustainable Community (SC) Element of the General Pan (Chapter 2), SC-1.3 and all other relevant General Plan climate policies.
Legislative Mandates
The City’s CAAP will reflect the statewide GHG reduction goal outlined in Senate Bill 32 (SB 32), also known as the Global Warming Solutions Act of 2016, which is an update of the original Global Warming Solutions Act of 2006, known as Assembly Bill 32 (AB 32). SB 32 calls for a statewide reduction of GHG emissions to 40 percent below 1990 levels by 2030. The legislation requires that the California Air Resources Board (CARB) prepare a Scoping Plan that describes the approach California will take to reduce GHGs to achieve the goal of SB 32. The latest Scoping Plan for SB 32, developed and implemented by the California Air Resources Board (CARB) in 2017, identifies specific measures to achieve these reductions and recommends that local governments establish GHG reduction targets for both their municipal operations and the community that are consistent with those of the State.
The State of California has also set a longer-term goal of reducing statewide emissions to 80 percent below 1990 levels by 2050, as expressed by AB 32 and the Governor’s Executive Order S-03-05.
DISCUSSION
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City of Oxnard GHG Inventories, Baseline and Projections The starting point for addressing climate change mitigation, which is a key component of the CAAP, is an understanding of the sources of the current GHG inventories in the City. These sources include the GHG emissions that the City has direct control over (Municipal GHG Inventory) and those that result from community activities (Community GHG Inventory), which are directly and indirectly impacted by local government programs, implementation of State mandates, planning, and development decisions.
Since April of 2020, the City has been working with ESA and the CAAP team to conduct an analysis of the Municipal and Community GHG Inventories.
These Municipal and Community GHG inventories have been developed using well-recognized protocols published by International Council for Local Environmental Initiatives (ICLEI) and adhere to national standards. The Community inventory utilizes the methodology prescribed by the “U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions”, whereas the Municipal inventory, which comprises a subset of community emissions, utilizes ICLEI’s “Local Government Operations Protocol”. Consistent with national and international agreements, California uses 1990 as the baseline year for tracking and reducing GHG emissions. However, most local jurisdictions select an appropriate baseline year determined by the availability of data. Accordingly, the City has chosen 2010 as its baseline year, consistent with available records and the City Council approved Energy Action Plan (April 2013), which also used 2010 as the City’s baseline.
Following an extensive inventory procurement and analysis process, which included creating a GHG-emission inventory of sources specific to Oxnard, various key sectors (categories of emissions that are defined by the end use that causes them) were identified as the major contributors of GHG in the City. Those sectors, along with the percentage of total GHG contributions in 2018 (most recent inventory) are noted below. These sectors are the areas which directly result in GHG in the City of Oxnard and their percentage contribution to overall City GHG are as follows:
On-Road Transportation (31%) - Emissions from cars and trucks that travel local roads and highways; Electricity (31%) - Emissions from the generation of electricity that is used by the community; Natural Gas (25%) - Emissions from the combustion of natural gas used by buildings and industry; Solid Waste (7%) - Emissions from the decomposition of waste sent to landfills; Off-Road Sources (5%) - Emissions from operation of construction and other off-road equipment; Water and Wastewater (1%) - Includes emissions from the electricity used to pump water and wastewater, as well as direct emissions resulting from wastewater treatment processes and local septic tanks; and Other (<1%) - emissions from passenger rail (Amtrak and MetroLink) Based on these community-specific sources, GHG-reduction measures will be developed in the CAAP to achieve compliance with statutory emission-reduction targets and timelines. A more detailed summary of the above GHG emissions can be found in Attachment A (see Table 1 and Figure 4).
Recognizing that addressing GHG-reduction is only half of the solution to addressing climate change, the other component is the “adaptation” needed to ensure preparedness and build resilience to expected vulnerabilities and risks that threaten the City. The CAAP will address the future challenges the City will have in addressing climate change and will recommend adaptation measures to ensure the City is ready and able in the future to handle flooding, extreme heat days, degraded air quality, and severe storms.
GHG Target Considerations
A fundamental component of CAAP development is setting future GHG emissions targets. Cities are expected to do their part in helping the State achieve its emissions reduction goals, and many local governments including the County of Ventura and nearby Thousand Oaks are following CARB’s recommendation to establish a GHG reduction target that is 704
consistent with the State’s target (set by SB 32) to achieve 40 percent below 1990 levels by 2030 and to establish a pathway for reducing emissions in line with the State’s longer term goal of 80 percent below 1990 levels by 2050.
For Oxnard, like most communities, accurately quantifying 1990 emissions is not possible due to the lack of historical data. Thus, deriving a state-aligned target for 2030 (40 percent below 1990 levels) requires making an adjustment for emissions growth that has occurred between 1990 and the City’s baseline inventory, which as stated has been determined to be 2010.
Following CARB guidance from its Scoping Plan, local governments with baseline inventories occurring during the years 2005 to 2010 typically set their 2030 targets at approximately 50 percent below baseline. For the City of Oxnard, this equates to limiting community-wide emissions in 2030 to approximately 388,000 metric tons of carbon dioxide equivalents (MTCO2e).
To determine the reductions needed to reach this target, a forecast of the City’s emissions to 2030 has been made to represent “business as usual” (BAU) conditions that would occur in the absence of policies and programs to reduce emissions. Basically, a BAU forecast is a projection of emissions which would occur if the City did nothing to change activities or programs from 2010 to the year 2030.
Figure 1 in Attachment A shows this BAU emissions forecast out to the years 2030 and 2050. Figure 2 illustrates the “Adjusted BAU Forecast” that accounts for the effect that state energy and transportation policies (e.g., renewable energy and vehicle fuel efficiency standards) will have on future emissions. Reductions from these state measures are expected to occur due to legislative mandates regardless of whether Oxnard takes local action to reduce emissions.
Figure 3 in Attachment A illustrates a potential community emissions target for 2030 that is aligned with the State target, which equates to a reduction of 50 percent below the 2010 baseline. The Adjusted BAU Forecast in the figure indicates the City would be about halfway to meeting a state-aligned 2030 target without contributions from local reduction measures.
Next Step: Developing Local GHG Reduction Measures
The next step in developing the CAAP is to analyze the potential of local measures to reduce GHG emissions and assess the overall potential of the City to reduce emissions in line with the State’s 2030 target and to make substantial progress towards meeting the State’s longer-term 2050 goal. Over the next several weeks, the CAAP consulting team will be evaluating the possible GHG reduction strategies. The process going forward will involve a community survey, community engagement and conversations with key stakeholders seeking input on a range of methods to reduce GHGs.
As indicated by the City’s 2030 emissions forecast (see Table 3 and Figure 5 in Attachment A) the sectors with the greatest potential for local emissions reduction are on-road transportation, electricity, natural gas, and solid waste.
Combined, these sectors represent nearly 94 percent of the City’s expected emissions in 2030.
Measures to reduce GHGs will be communicated through the engagement process, with engagement helping to prioritize reduction options. For the City, achieving GHG emissions reductions in alignment with the State’s 2030 target of 40 percent below 1990 levels will require examination of the following sector-specific strategies (for more detailed explanations of these strategies see Attachment B). Additional strategies will be explored through the engagement and Council/committee discussion process:
Green the electricity supply: This strategy reduces emissions from electricity used by buildings, lighting, and water delivery by increasing the percentage of power being supplied by renewable (i.e., zero-emissions) electricity. More than two-thirds of the reductions needed to reach the 2030 target could be accomplished by procuring 100% carbon-free electricity for all of the City’s customers. Electrify buildings: This strategy reduces emissions from the consumption of natural gas, by shifting the energy use to electricity, which has a lower carbon footprint, particularly when paired with the use of low- or zero- 705
carbon electricity.
Electrify transportation: This strategy reduces emissions from on-road vehicles, the second-biggest contributor to the City’s 2030 emissions forecast, by supporting the transition to plug-in electric (PEV)and hydrogen- powered vehicles. Potential actions include installation of PEV charging and hydrogen fueling stations, preferential parking for PEVs, and continued purchases of PEVs by the City government. Improve energy efficiency of existing buildings: With new buildings generally expected to be highly energy efficient due to increasingly stringent building codes (e.g., Title 24), this strategy focuses on existing buildings and reduces emissions from electricity and natural gas used by reducing the energy needed for heating, lighting, and operating electric-powered equipment and machinery. Reduce vehicle miles traveled (VMT): This strategy reduces emissions from on-road vehicles through land-use planning that emphasizes access to transit and reduces the need for vehicular travel through density increases, support for a mix of uses, and safe and convenient pedestrian and bicycle infrastructure. Other potential strategies to help reduce VMT include more restrictive parking policies, support for employer transportation demand management (TDM) programs, and support for programs that increase car sharing, bike sharing, and ride sharing.
Strive for zero waste: This strategy reduces emissions from landfill decomposition of organic waste by reducing the amount of waste sent to the landfill.
Conserve water: This strategy reduces emissions associated with the energy needed to treat and deliver water to the City’s end consumers by reducing the amount of water consumed in the City.
Next Steps and Schedule, and Community Engagement
In October 2020, the City initiated a Climate Action Plan Logo Contest. The contest was promoted through a variety of social media platforms. A total of eight (8) submissions were received. The City’s CAAP logo design committee selected the winning logo which was prepared by a local artist, Manny Bernal (see Attachment C - Final Approval Logo). Manny Bernal is an Oxnard resident and Manny’s logo design will be featured when distributing information regarding the CAAP, and ultimately will be utilized on the cover of the Final CAAP. Manny’s artistic resume is attached (see Attachment C).
The CAAP development team is currently preparing public engagement activities that are designed to accomplish the following objectives:
Share information about Oxnard’s GHG emissions and forecasts and the reductions that are needed to align with State targets.
Gather community input on potential GHG reduction strategies. Share information about potential climate change impacts on Oxnard and planning approaches for reducing and avoiding impacts.
Gather community input on climate change vulnerabilities, as well as priorities for taking action and developing strategies to avoid or reduce the risk of impacts.
Partner with community leaders and community organizations to learn more about community needs and perspectives and to disseminate information about community involvement opportunities. Effectively involve residents, business owners, and other Oxnard stakeholders across Oxnard’s multicultural and multilingual communities.
The community will also be asked to weigh in on a mission and vision statement (see Attachment D).
As indicated by the City’s 2030 emissions forecast (see Table 3 and Figure 5 in Attachment A) the sectors with the greatest potential for local emissions reduction are on-road transportation, electricity, natural gas, and solid waste.
Combined, these sectors represent nearly 94 percent of the City’s expected emissions in 2030. The opportunity for GHG reductions are directly linked to land use, and policy decisions. Therefore, the analysis and conclusions outlined in the CAAP will directly impact the City’s update to the 2030 General Plan. The CAAP will be completed prior to the 706
upcoming 2045 General Plan (the update to the City's 2030 General Plan), a three-year effort that will begin in mid- 2022. Further, due to changing State regulations and policies it is recommended that once adopted the CAAP be updated every five years to ensure compliance with GHG reduction targets and to ensure the document reflects the City’s on- going CAAP mission and vision. Ultimately, staff envisions a “refresh” of the 2021 adopted CAAP will occur through the comprehensive 2045 General Plan update (goal for adoption by 2025).
Over the next four months community engagement will kick off through a community wide survey, meetings and workshops with targeted groups with interest and connection to the environment, social and community activism, education and health care, utility agencies, and business and agriculture (“focus groups”). The CAAP survey will be promoted through social media, the CAAP website, through free media spots, and through targeted outreach. The survey will be available in both English and Spanish (see Attachment E). Additionally, two community meetings will be conducted with the general public with the goal of engaging all segments of the community. Input from disadvantaged communities will be a focus of these outreach activities, to ensure that measures taken to reduce emissions are equitable in terms of their costs and benefits to these communities. Distribution of a community-wide survey, and multiple public workshops, and focus group meetings will occur throughout the Spring and early Summer. Spanish interpretation will be provided and community meetings will be recorded and will be posted to the Climate Action Plan website - see:
https://www.oxnard.org/climate-action-plan/
Key schedule milestones for the coming year are summarized below:
Mid-April = CAAP community survey closes.
Early Spring = Engagement through focus groups and community meetings/public workshops. Spring/Summer = Updates to Planning Commission, Council Committee, and City Council on CAAP survey results and community input.
Fall/Winter adoption of the Final CAAP.
STRATEGIC PRIORITIES
This agenda item supports the Infrastructure and Natural Resources strategy. The purpose of the Infrastructure and Natural Resources strategy is to preserve and improve our roads, utilities, parks, trees, water supply and natural resources through effective planning, prioritization, and an equitable and efficient use of available funding.
FINANCIAL IMPACT
General Plan Maintenance Fee (GPMF) funds in the amount of $350,000 were appropriated in January 2019 to the Climate Action Plan project (Project #19IN03). The cost of the agreement with ESA is $411,490 over a two-year period, which includes the base agreement cost of $349,490 and $62,000 in optional tasks which may be funded by future grants.
There is sufficient budget to cover the base agreement cost.
COMMITTEE OUTCOME
This item did not originate in Committee. This is a report to City Council with no policy decisions or recommendations being requested at this time.
Prepared by: Kathleen Mallory, Planning & Sustainability Manager
ATTACHMENTS
1. Attachment A - Community and Municipal GHG Inventories and Analysis
2. Attachment B - Local GHG Reduction Strategies
3. Attachment C - CAP Logo Design
4. Attachment D - Draft CAAP Mission and Vision Statements
5. Attachment E - Final CAAP Survey Questions March 7, 2021
6. Presentation - Update on the Preparation of the Climate Action and Adaptation Plan 707
COMMUNITY SERVICES, PUBLIC SAFETY, HOUSING &
DEVELOPMENT COMMITTEE AGENDA REPORT
REPORTS
AGENDA ITEM NO. D.2
DATE: January 25, 2022
TO: Community Services, Public Safety, Housing & Development Committee
FROM: Vyto Adomaitis, Community Development Director, (805) 385-7882, [email protected]
SUBJECT: Update on the City’s Climate Action and Adaptation Plan (CAAP). (0/5/5)
RECOMMENDATION
That the Community Services, Public Safety, Housing & Development Committee (“Committee”) receive an update on the CAAP efforts and information on the Greenhouse Gas (GHG) emission reduction strategies that will guide the development of the City’s CAAP.
Please click the following link to view the required Measure M pre-recorded presentation video: https://youtu.be/7KRdiXoJ28o
BACKGROUND
EXECUTIVE SUMMARY
As summarized in the March 30, 2021 staff report, the CAAP had two primary objectives:
1. To reduce GHG emissions through the implementation of reduction measures to meet or exceed reduction targets mandated by the State of California via Senate Bill 32 (SB 32), which calls for a statewide reduction of GHG emissions to 40 percent below 1990 levels by 2030; and
2. To enhance the community’s resilience to a changing climate by addressing the vulnerabilities and risks that are expected to occur as a result of those impacts.
The primary purpose of this report is to summarize GHG reduction actions which were presented to the Committee in March 2021, update the Committee on stakeholder and community input, and review high level GHG emission reduction actions which will be developed further in the CAAP. These actions will result in the greatest GHG reductions at the least cost to the City. Nevertheless, many strategies will require additional staff resources and funding, which will be identified in the implementation chapter of the CAAP.
BACKGROUND
The March 30, 2021 City Council staff report (Attachment A) provides detail on the City’s community and municipal operations emissions inventories and forecasts, as well as graphs showing how the City’s emissions compared with State-aligned GHG reduction targets. The inventory presented in the March 30th staff report has been updated to reflect updated transportation emissions estimates based on new traffic modeling data. Based 708
on updated modeling data, the City’s 2018 GHG inventory (the most recent year with accurate available data) is as follows:
Transportation emissions make up a bigger percentage of total community GHG emissions than what was reported in the March 30th staff report (44 percent compared to 31 percent). Municipal operations contributed approximately 3 percent of the total community emissions in 2018, with the biggest sources being electricity use, the municipal vehicle fleet, and wastewater treatment. The sectors contributing the most emissions (on- road transportation, electricity, natural gas, and solid waste), represent more than 90 percent of the City’s total (community and municipal) emissions.
As discussed in the March 2021 report, the CAAP is being developed to align with California’s statewide target mandated by SB 32, which requires the State of California to reduce GHG emissions 40 percent below 1990 levels by 2030. Cities are expected to do their fair share to reach this target. And, in preparing the scope of work and contract budget for the CAAP, the City agreed to reduce the Oxnard GHG emissions to 40 percent below Oxnard 1990 levels by 2030. By adopting this target the City will develop a “qualified CAP/CAAP”, which is an important term, that is consistent with California Environmental Quality Act (CEQA) Guidelines (Section 15183.5(b)). When a City has a qualified CAP/CAAP it can be used to facilitate CEQA clearance of the City’s future development projects with respect to GHG emissions. Developing a qualified CAP is proving to be the most effective and legally defensible way to plan for growth that does not create a significant impact with respect to GHG emissions.
The March 2021 report explained that achieving a target in alignment with SB 32 will require examination of the following sector-specific strategies:
a.Green the electricity supply: This strategy reduces emissions from electricity used by buildings, lighting, and water delivery by increasing the percentage of power being supplied by renewable (i.e., zero-emissions) electricity.
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b.Electrify buildings: This strategy reduces emissions from the consumption of natural gas, by shifting the energy use to electricity, which has a lower carbon footprint, particularly when paired with the use of low- or zero-carbon electricity.
c.Electrify transportation: This strategy reduces emissions from on-road vehicles, the biggest contributor to the City’s emissions, by supporting the transition to plug-in electric (PEV) and hydrogen- powered vehicles.
d.Improve energy efficiency of buildings: This strategy reduces emissions from electricity and natural gas by reducing the energy needed for heating, cooling and lighting. While new buildings will generally be highly energy efficient due to increasingly stringent building codes (e.g., Title 24), many existing buildings can be greatly improved with respect to energy efficiency. e.Reduce vehicle miles traveled (VMT): This strategy reduces emissions from on-road vehicles through land-use planning that emphasizes access to transit and reduces the need for vehicular travel through density increases, support for a mix of uses, and safe and convenient pedestrian and bicycle infrastructure.
f.Strive for zero waste: This strategy reduces emissions from landfill decomposition of organic waste by reducing the amount of waste sent to the landfill.
g.Conserve water: This strategy reduces emissions associated with the energy needed to treat and deliver water to the City’s end consumers by reducing the amount of water consumed in the City.
It is important to acknowledge that the City has been active in developing programs and initiatives that fall under the strategies listed above:
Green the electricity supply: In 2018, the City joined the Clean Power Alliance (CPA), making 100 percent renewable electricity available to all and streamlined the permitting process for installing residential rooftop solar systems.
Improve energy efficiency of buildings: In 2013, the City adopted an Energy Action Plan that includes policies to increase building energy efficiency and to support local solar PV installations as well as electric vehicle infrastructure.
Reduce VMT: The City is developing a Sustainable Transportation Plan (due to be completed in 2022) which will look at measures to promote walking and reduce driving, improve alternative modes of transportation, and evaluate the roadway network, to name a few elements of the Plan. Strive for zero waste: The City is also developing a Resource Management Plan to increase recycling, and is planning a new facility to sustainably process organic waste.
However, implementing these initiatives will still be insufficient for the City to achieve its 2030 target, as will relying on the many economy-wide GHG reduction programs and policies being administered by the State with regards to energy and transportation. The City must take additional local action to reduce community GHG emissions enough to be consistent with the State’s 2030 GHG reduction target.
COMMUNITY ENGAGEMENT
In May 2021, a series of community and stakeholder outreach activities were conducted to seek input on the strategies presented above as well as other questions pertaining to concerns about climate change and GHG reduction recommendations. Six stakeholder group meetings were held with a focus on specific topic areas. Two public workshops (conducted in both English and Spanish) were also held with a total of 60 participants over two days. The community was also surveyed regarding climate change through a public survey (in both English and Spanish) and resulted in 133 responses received.
In general, these community engagement efforts demonstrate a strong interest in strategies and solutions that are equitable, with the benefits distributed fairly and in a manner that does not put vulnerable communities at 710
further risk. Participants expressed interest in strategies that target particularly vulnerable populations such as renters and residents in older housing stock, and farmworkers. Across all community engagement activities (community survey, public workshops and stakeholder group meetings) the three climate change impacts of greatest concern to the participants were extreme heat, drought, and air pollution (wildfire smoke in particular).
Participants expressed concern about climate change affecting the most vulnerable populations in the community who have higher sensitivity to climate change and have less capacity and fewer resources to cope with, adapt to, or recover from climate impacts.
Community members and stakeholders were given opportunities to provide input and ideas and express their priorities for how best to reduce GHG emissions in the community. Attachment B provides a summary of input received from these outreach activities, including stakeholder group meetings, community meetings and an online survey. Community engagement indicated support for all of the strategies presented above, with the greatest level of support for the following five strategies:
Reduce VMT: Locate and design new development to promote walking and reduce driving, provide safer routes and paths for cyclists and pedestrians, improve the transit system in the City, and encourage housing development along transit corridors. (identified as “extremely effective” by more than 90% of survey respondents)
Improve energy efficiency of buildings/electrify buildings: Require higher energy efficiency in new construction and existing buildings; transition away from natural gas in buildings (efficiency improvements identified as “extremely effective” for new buildings by 68% of survey respondents, building electrification identified as “extremely effective” by 81% of survey respondents). Electrify transportation: Support electric vehicles by expanding charging options, and electrify the City fleet (identified as “extremely effective” by 78% of survey respondents). Green the electricity supply: Use more renewable electricity; install more rooftop solar power systems throughout the community and on municipal buildings (identified as “extremely effective” by 85% of survey respondents).
Strive for zero waste: Increase recycling. (identified as “extremely effective” by 83% of survey respondents).
ANALYSIS/DISCUSSION
Many of the GHG reduction strategies put forth in both the March 2021 and January 25, 2022 staff reports require a commitment of City resources and funds to implement them. Other strategies pertain to municipal reductions, which make up a small fraction of total GHG emissions (approximately 3 percent).
In June 2021, the CAAP development team conducted a series of interviews with City staff to determine which strategies should be brought forth for serious consideration in the CAAP, based on community input and known opportunities and constraints. Through this process it was determined that planning for VMT reduction was already being accomplished through the Sustainable Transportation Plan as well as the upcoming General Plan Update, and that planning for progress towards zero waste and reducing solid waste emissions were already being accomplished through the City’s Resource Management Plan. With respect to building electrification, California building code (Title 24) is gradually requiring higher efficiencies and more electrification of new buildings, therefore City staff agreed that additional action is not needed to supplement the State requirements in this area to achieve further GHG reductions. Nevertheless, because there was strong support from the community for this strategy, the Consultant team will explore in the CAAP the actions that the City can take to promote building electrification beyond what Title 24 requires.
Based on stakeholder input, and community engagement, as well as input from City staff members, on the sector-specific strategies presented to the Council in March 2021, the CAAP is being developed to include 711
the following strategies and key GHG reduction opportunities:
Electrify Transportation
Transportation represents approximately 44 percent of Oxnard’s community GHG emissions, and accelerating the transition from fossil-fueled vehicles to electric vehicles is crucial to meeting the City’s 2030 target and supporting the state’s long term GHG reduction goal of carbon neutrality by 2045. In addition to reducing GHG emissions, electric vehicles can help solve the inequality of air pollution exposure, which tends to disproportionately affect minority populations and low-income groups. The CAAP consultant estimates this strategy could reduce the City’s transportation emissions by 18 percent by the year 2030 if community EV adoption aligns with the statewide goal to have 5 million EVs on the roads by 2030. However, Oxnard currently has one of the lowest rates of EV ownership in California at approximately 1 percent, compared to 2 percent statewide. This is likely due to the relatively high cost of EVs compared to conventional vehicles and a lack of extensive EV charging infrastructure. However, the price of some types of EV is coming down and a wider range of EV car and truck models become available each year. Meanwhile, studies show that expansion of EV charging infrastructure is highly correlated with increased EV ownership. Through the State’s emphasis in funding for disadvantaged communities, there will be funding for EV infrastructure in these communities.
Importantly, prioritizing investments in disadvantaged communities is in line with State environmental justice laws, to help stimulate the economy, while improving the environment and access to opportunities. This strategy would commit City staff time and financial resources into expanding EV charging infrastructure, with priority going to disadvantaged communities, through public-private partnerships and pursuit of grant funding.
Potential actions associated with this strategy include:
Completing a city-wide plan for expanding EV infrastructure, including identifying optimal EV charging locations, with consideration to where there are gaps in publicly accessible stations (especially for disadvantaged communities), and consider the feasibility of changes to the local building code to encourage preferential EV parking and EV charging stations. Tracking and pursuing funding opportunities for expanding EV charging infrastructure and EV grants for disadvantaged City areas;
Consider measures for expanding and supporting EV including:
oInstalling EV charging and hydrogen fueling stations, as well as preferential parking for EVs; oImplementing EV car sharing programs as an opportunity to improve accessibility, and the environment. Applying for EV grants, and program administration will take staff resources and time.
Considering a fleet replacement plan or policy for City vehicles that includes EVs.
Green the Electricity Supply
Electricity makes up 24 percent of our community baseline emissions. Since this is the second largest source of emissions, many strategies are being developed that focus on this sector. The City’s CAAP consultant estimates that more than half of the reductions needed to reach the 2030 emissions target could be accomplished by maintaining a minimum 95 percent community-wide participation in the CPA 100 percent “Green” (renewable) electricity option. Already, as of November 2021, approximately 96 percent of residents and 92 percent of businesses were purchasing 100 percent renewable electricity, relying entirely on wind and solar power procured by the CPA (see Attachment C).
Potential actions associated with purchasing green electricity include:
Investing City staff time and financial resources to support maintaining a minimum 95 percent community participation rate in CPA’s 100 percent Green through the year 2030 will result in 712
significant GHG reductions. This can be achieved by supplying the community’s power needs with green (i.e., zero-carbon or low-carbon) electricity since this is one of the most effective strategies for meeting the City’s GHG reduction targets;
Creating an educational campaign targeted to businesses and residents on the importance of subscribing to the CPA 100 percent renewable (green) level;
Partnering with CPA on outreach to low-income customers who have opted down to a lower renewables tier to make them aware of assistance programs (e.g., CPA’s Powershare program, which offers income-qualified customers in under-resourced communities with discounted 100 percent renewable energy); and
Subsidizing low-income communities to enable them to subscribe to the CPA 100 percent level, over and above the assistance that CPA already provides.
Although the community can reduce its electricity emissions by purchasing green electricity from CPA, increasing local generation and storage of solar power has important community benefits. Community Solar programs can bring economic development to underinvested communities and reduce the cost of green electricity to low-income customers. Local energy storage increases the opportunities for electricity customers to reduce their energy bills (and their GHG emissions) by enrolling in the utility’s “demand response” program, while energy storage at essential facilities helps ensure community resilience to power outages.
Potential actions associated with increasing local generation and storage of solar power include:
Partnering with CPA to identify local sites for implementation of their Community Solar program, which aims to develop 3.13 MW of solar projects in disadvantaged communities within its service territory. Customers enrolled in the program will receive 100 percent renewable energy at a 20 percent discount on their total electricity bill. Public or nonprofit sponsors of the Community Solar projects will also receive a 20 percent bill discount;
Partnering with CPA and community-based organizations to promote CPA customer awareness and enrollment in the Community Solar program; and
Partnering with CPA to develop their Demand Response Program, which will offer incentives to commercial and non-residential customers for the installation of energy storage to enable load-shifting during times of peak demand.
Improve Energy Efficiency of Buildings/Electrify Buildings Energy (electricity and natural gas) used by buildings represents approximately 43 percent of community GHG emissions. Reducing natural gas is challenging, as it requires more energy efficient buildings and/or transitioning away from natural gas to all-electric buildings (known as building electrification).
For new construction and major renovations California building code (Title 24) is gradually requiring higher efficiencies and more electrification of new buildings, therefore City action is not needed to supplement the State requirements in this area. However, to reduce natural gas from existing buildings requires more local action.
A cost effective strategy for improving energy efficiency and reducing reliance on natural gas includes the City dedicating staff resources to proactively partner with agencies such as CPA, Tri-County Regional Energy Network (3C-REN), and/or the Ventura County Regional Energy Alliance (VCREA) to take advantage of local programs.
Potential actions associated with this partnering strategy include:
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Marketing local utility rebates and incentives;
Promoting programs that help residents and businesses swap out gas appliances for electric ones (e.g., space and water heaters); and
Promoting technical support services to improve energy efficiency of existing buildings and building electrification.
In addition, to reduce Municipal Emissions, which make-up 3 percent of the City’s total emissions, potential actions in support of this strategy to improve energy efficiency of city facilities will be explored in the CAAP with consideration to fiscal resources, and Capital Improvement Plan (CIP) timeframes and feasibility.
The CAAP will identify specific actions the City can take over the next 3 to 10 years to implement GHG reduction strategies and will help inform the City’s Capital Improvement Program (CIP).
NEXT STEPS
Another round of stakeholder group meetings is scheduled to occur on January 26th and 27th, to present the findings of a community-wide climate change vulnerability assessment and solicit input on strategies for increasing resilience to identified hazards. The CAAP consultant will then finalize the Community Vulnerability Assessment and develop CAAP strategies and priority actions for increasing community resilience to climate change, particularly for anticipated impacts related to higher temperatures, drought, and smoke/air quality.
A virtual CAAP community engagement meeting will take place on April 30th, in both English and Spanish to summarize input received in May 2021, and to secure additional input on Community Vulnerability Assessments and recommendations.
The Draft CAAP with strategies and actions for reducing GHG emissions and adapting to climate change will be released for public comment in Spring 2022. The Final CAAP is anticipated to be adopted by the City Council in Summer/early Fall 2022.
STRATEGIC PRIORITIES
This agenda item supports the Infrastructure and Natural Resources strategy. The purpose of the Infrastructure and Natural Resources strategy is to preserve and improve our roads, utilities, parks, trees, water supply and natural resources through effective planning, prioritization, and an equitable and efficient use of available funding.
This agenda item supports the Quality of Life strategy. The purpose of the Quality of Life strategy is to restore and increase quality services and programs that enrich Oxnard's diverse community, promote safe neighborhoods, encourage community engagement, and support our residents in their efforts to improve their quality of life.
This agenda item supports Public Safety strategy. The purpose of the Public Safety strategy is to restore and modernize the delivery of public safety services to provide for the safety of our neighborhoods and health of our community.
FINANCIAL IMPACT
The City recognizes that for the CAAP to be successful, the City must set up a governance structure that both facilitates implementation of the CAAP and demonstrates leadership by integrating climate action into its 714
operations, culture, public engagement, and financial decision-making processes. The City will need to align its expenditures with CAAP strategies and actions and ultimately the City’s CIP process.
Details on cost and fiscal implications for each strategy are not known at this time. A CAAP, similar to a General Plan, will not have costs associated with each strategy or policy. The Final CAAP, to be presented to the City Council in Summer/Fall 2022, will contain an implementation plan, which will include actions to be funded, potential funding sources, and a timeline for the implementing actions on a year-by-year basis. A near term action upon adoption of the CAAP will be the preparation of a conceptual fiscal/cost estimate and funding strategy that identifies the costs associated with each strategy and details the City’s approach to integrating CAAP strategies and actions in the allocation of existing funds and when seeking and securing new funding sources. This effort will include securing funding for both the staff needed to successfully implement the CAAP and funding to advance CAAP strategies and actions. Actions identified in this report will require staff resources and funding for support of sustainability initiatives.
The fiscal/cost estimate and funding strategy will help guide future decision making with respect to annual Capital Improvement Plan (CIP) work and municipal budgeting. More specifically, Staff will recommend that City actions around funding focus on identifying opportunities to align the annual city budget, CIP, and other expenditures with near term (year 1 - 3) community and municipal CAAP strategies. Implementation of recommendations contained in the Final CAAP will be included with various Department budget requests.
Prepared by: Kathleen Mallory, Planning & Sustainability Manager
ATTACHMENTS
1. Attachment A
2. Attachment B
3. Attachment C
4. Presentation - Climate Action and Adaptation Plan
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PLANNING COMMISSION
STAFF REPORT
TO: Planning Commission
FROM: Kathleen Mallory, Planning and Sustainability Manager DATE: July 7, 2022
SUBJECT: STUDY SESSION ON CITY OF OXNARD CLIMATE ACTION AND
ADAPTATION PLAN (CAAP)
1) Recommendation: That the Planning Commission:
a) Receive a presentation from the City’s CAAP consultant on the Draft CAAP document;
b) Receive public comments on the Draft CAAP document; and c) Provide feedback on the Draft CAAP document.
2) Applicant : City of Oxnard, Long Range Planning & Sustainability Division 3) Background Information: In March 2020, the City entered into a contract with Environmental Science Associates (ESA), Inc. for the preparation of the City’s CAAP. The CAAP is a plan for reducing the GreenHouse Gasses (GHGs) that contribute to global climate change, and for adapting to the anticipated effects of climate change.
The CAAP has two primary objectives:
1. To reduce GHG emissions through the implementation of reduction measures to meet reduction targets mandated by the State of California via Senate Bill 32 (SB 32), which calls for a statewide reduction of GHG emissions to 40 percent below 1990 levels by 2030; and
2. To enhance the community’s resilience to a changing climate by addressing the vulnerabilities and risks that are expected to occur as a result of those impacts.
Resilience, as defined by the State of California’s Adaptation Planning Guide, is the “capacity of any entity—an individual, a community, an organization, or a natural system—to prepare for disruptions, to recover from shocks and stresses, and to adapt and grow from a disruptive experience.” Climate adaptation is defined by this same source as “actions that address the 716
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projected impacts on all aspects of community function that may result from climate change.
This can include impacts related to hazard events (flood, wildfire, drought, and severe storms for example), as well as slow changes that affect agricultural, forestry, and fisheries productivity; ecosystem structure and function; and public health.”
Recognizing that GHG reduction is only part of the solution to addressing climate change, the other component is the “adaptation” needed to ensure preparedness and build resilience to expected vulnerabilities and risks that threaten the quality of life in Oxnard. Like other communities in California, Oxnard is likely to face serious economic, social, and environmental challenges in the coming decades due to rising temperatures, sea level rise, extreme storms, wind events, more severe droughts, and diminishing air quality that is expected to occur because of climate change. These impacts present significant threats to community health and wellbeing, which will not affect everyone equally. Vulnerable groups, such as the elderly, low-income families, farmworkers/agricultural workers, undocumented immigrants, communities of color, and individuals already suffering from chronic diseases, will be disproportionately impacted by these changes.
The CAAP draws upon and supports the community’s goals and policies identified in the City’s 2030 General Plan (adopted in 2011, from background data from 2006). Chapter 2, the Sustainable Community (SC) Element of the General Pan draws from SB32 and SB375 and identifies goals and policies to support these measures:
● SC-1.2 – Support Statewide Global Warming and Climate Change Mitigation: Continue to monitor and support the efforts of the California Air Resources Board and other agencies as they formulate Global Warming and Climate Change adaptation and mitigation strategies and programs.
● SC-1.3 – Develop a Climate Action and Adaptation Plan (CAAP) That Supports the Regional SB 375 Sustainable Communities Strategy: Develop a Climate Action and Adaptation Plan that implements requirements adopted by the California Air Resources Board and/or the Ventura County APCD that establishes a GHG emissions qualitative and quantitative threshold of significance, establishes GHG reduction targets, and supports the regional SB 375 Sustainable Communities Strategy. See - https://www.oxnard.org/wp-content/uploads/2017/06/Oxnard-2030-General-Plan-Amend -06.2017-SM.pdf (page 44 of pdf - Page 2-11 of 2030 General Plan document) The City recognizes the need to reevaluate these policies and will do so as part of the City’s comprehensive General Plan update which will kick off in 2023 (see Next Steps portion of this staff report).
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Structure of the Draft CAAP
The Draft CAAP can be downloaded here: https://www.oxnard.org/climate-action-plan/ Consistent with the City’s sustainability goals and initiatives, the document is being electronically attached to this staff report (Attachment A) and is not being printed and appended to this report.
The Draft CAAP contains an executive summary and five Chapters, as well as Appendices A through G, which provide additional detail on topics covered in the Draft CAAP:
● Executive Summary — The executive summary includes a synopsis of the Draft CAAP, including the plan’s organization and a summary of the City’s GHG emissions inventory and target, and the CAAP’s strategies for reducing emissions and adapting to climate change.
● Chapter 1— Introduction and Background: This Chapter provides an overview of the document, the purpose and scope of the CAAP, the basic science behind climate change, and the importance of considering equity when taking action. In addition, Chapter 1 provides a brief explanation of potential impacts of climate change in the City of Oxnard, the community benefits of taking action, the process for engaging with the community and stakeholders, and a discussion of the state and local actions to reduce GHG emissions.
● Chapter 2— Understanding Oxnard’s Greenhouse Gas Emissions: This Chapter presents a summary of GHG emissions being generated by the community and by municipal operations. It provides an understanding of where GHG emissions are originating from, including trends and forecasts, and what can be done to reduce them. Finally, Chapter 2 establishes Oxnard’s GHG reduction target.
● Chapter 3— Reducing Greenhouse Gas Emissions: This Chapter describes the GHG reduction strategies and actions the City will implement at the local level regarding energy use, transportation and land use, solid waste management, and water consumption.
Chapter 3 addresses each of these sectors, summarizing their contribution to total citywide emissions and describing the strategies and actions that will be implemented to reduce emissions from each category over time.
● Chapter 4— Community Resilience and Adaptation: This Chapter presents an overview of the impacts the City of Oxnard is expected to experience due to projected changes in the climate, and what the City can do to begin preparing for them. It describes expected local impacts and vulnerabilities, and potential adaptation planning strategies. ● Chapter 5— Implementation and Monitoring: This Chapter outlines recommended steps for implementing the GHG-reduction strategies described in Chapters 3 and 4, and for monitoring the progress of implementation. It identifies funding sources and assigns implementation and monitoring responsibility to specific City departments, presenting a schedule for implementation.
● Appendices — The document contains Appendices A - G to document work on the CAAP to support CAAP implementation; including Appendix A— Community and Stakeholder Engagement Reports; Appendix B— Major Climate Policies and 718
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Regulations in California as of 2022: Appendix C— Greenhouse Gas Quantification Methods; Appendix D— City of Oxnard Social Vulnerability Index; Appendix E— Partnering Organizations; Appendix F—Funding Sources; and Appendix G—CAAP Consistency Review Checklist.
4) Environmental Determination: As identified in the March 30, 2021, City Council staff report, the CAAP is being developed to align with California’s statewide target mandated by SB 32, which requires the State of California to reduce GHG emissions 40 percent below 1990 levels by 2030. Cities are expected to do their fair share to reach this target. And, in preparing the scope of work and contract budget for the CAAP, the City structured the document to reduce Oxnard’s GHG emissions to 40 percent below the City’s 1990 levels by 2030. By adopting this target and demonstrating through the CAAP how the City will achieve the target, the City will have a “qualified CAP/CAAP” that is consistent with California Environmental Quality Act (CEQA) Guidelines (Section 15183.5(b)). This is important because when a City has a qualified CAP/CAAP, it can be used to facilitate CEQA clearance of the City’s future development projects with respect to GHG emissions. Developing a qualified CAP/CAAP is proving to be the most effective and legally defensible way to plan for growth that does not create a significant impact with respect to GHG emissions.
5.) Discussion :
a.) General Discussion
The following provides more detailed information related to the key components of the CAAP as a basis for discussion. This includes details related to how the GHG inventory was developed and the main sources of emissions in the City; a summary of the GHG reduction strategies for achieving the City’s GHG reduction goals; a summary of adaptation strategies to prepare and build community resilience; and a summary of the CAAP’s implementation framework.
Importantly, following the summary of strategies is a list of implementing actions most impactful in achieving GHG reduction goals (see Attachment B). The Planning Commission may be particularly interested in these implementing actions. Additionally, this discussion concludes with a summary of the community engagement process, the community input received on the Draft CAAP, and next steps leading up to the adoption of the CAAP by City Council which will occur in early Fall 2022.
b.) GHG Inventory
The starting point for addressing climate change mitigation, which is a key component of the CAAP, is an understanding of the sources of the current GHG inventories in the City. These sources include the GHG emissions that the City has direct control over (Municipal GHG 719
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Inventory) and those that result from community activities (Community GHG Inventory), which are directly and indirectly impacted by local government programs, implementation of State mandates, planning, and development decisions.
Since April of 2020, the City has been working with the City’s CAAP consultant/ESA and the CAAP team to conduct an analysis of the Municipal and Community GHG Inventories.
These Municipal and Community GHG inventories have been developed using well-recognized protocols published by International Council for Local Environmental Initiatives (ICLEI) and adhere to national standards. The Community inventory utilizes the methodology prescribed by the “U.S. Community Protocol for Accounting and Reporting of Greenhouse Gas Emissions”, whereas the Municipal inventory, which comprises a subset of community emissions, utilizes ICLEI’s “Local Government Operations Protocol”. Consistent with national and international agreements, California uses 1990 as the baseline year for tracking and reducing GHG emissions.
However, most local jurisdictions select an appropriate baseline year determined by the availability of data. Accordingly, the City has chosen 2010 as its baseline year, consistent with available records and the City Council approved Energy Action Plan (April 2013 - https://www.oxnard.org/city-department/community-development/planning/energy-action/), which also used 2010 as the City’s baseline.
Following an extensive inventory procurement and analysis process, which included creating a GHG-emission inventory of sources specific to Oxnard, various key sectors (categories of emissions that are defined by the end use that causes them) were identified as the major contributors of GHG in the City. Those sectors, along with the percentage of total GHG contributions in 2018 (most recent inventory) are noted below. These sectors are the areas which directly result in GHG in the City of Oxnard and their percentage contribution to overall City GHG are as follows:
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The sectors contributing the most emissions (on-road transportation, electricity, natural gas, and solid waste), represent more than 90 percent of the City’s total (Community and Municipal) emissions.
c.) GHG Reduction Strategies
In developing the CAAP for a achieving a target in alignment with SB 32, the consultant evaluated and incorporated the following sector-specific strategies:
a. Green the electricity supply : This strategy reduces emissions from electricity used by buildings, lighting, and water delivery by increasing the percentage of power being supplied by renewable (i.e., zero-emissions) electricity. b. Electrify buildings : This strategy reduces emissions from the consumption of natural gas, by shifting the energy use to electricity, which has a lower carbon footprint, particularly when paired with the use of low- or zero-carbon electricity. 721
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c. Electrify transportation : This strategy reduces emissions from on-road vehicles, the biggest contributor to the City’s emissions, by supporting the transition to plug-in electric (PEV) and hydrogen-powered vehicles.
d. Improve energy efficiency of buildings : This strategy reduces emissions from electricity and natural gas by reducing the energy needed for heating, cooling and lighting. While new buildings will generally be highly energy efficient due to increasingly stringent building codes (e.g., Title 24), many existing buildings can be greatly improved with respect to energy efficiency.
e. Reduce vehicle miles traveled (VMT) : This strategy reduces emissions from on-road vehicles through land-use planning that emphasizes access to transit and reduces the need for vehicular travel through density increases, support for a mix of uses, and safe and convenient pedestrian and bicycle infrastructure.
f. Strive for zero waste : This strategy reduces emissions from landfill decomposition of organic waste by reducing the amount of waste sent to the landfill. g. Conserve water : This strategy reduces emissions associated with the energy needed to treat and deliver water to the City’s end consumers by reducing the amount of water consumed in the City.
It is important to acknowledge that the City has been active in developing programs and initiatives that fall under the strategies listed above:
● Green the electricity supply : In 2018, the City joined the Clean Power Alliance (CPA), making 100 percent renewable electricity available to all land uses and streamlined the permitting process for installing residential rooftop solar systems. ● Improve energy efficiency of buildings : In 2013, the City adopted an Energy Action Plan (EAP) that includes policies to increase building energy efficiency and to support local solar Photovoltaic (PV) installations as well as electric vehicle infrastructure. ● Reduce VMT : The City is developing a Sustainable Transportation Plan (due to be completed in 2022) which will look at measures to promote walking and reduce driving, improve alternative modes of transportation, and evaluate the roadway network, to name a few elements of the Plan.
● Strive for zero waste : The City is also developing a Resource Management Plan to increase recycling, and is planning a new facility to sustainably process organic waste.
The CAAP incorporates these initiatives, and accounts for the many economy-wide GHG reduction programs and policies being administered by the State with regards to energy, 722
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transportation and solid waste. Still, as the Draft CAAP demonstrates, the City must take additional local action to reduce community GHG emissions enough to be consistent with the State’s 2030 GHG reduction target.
Implementing these initiatives will still be insufficient for the City to achieve its 2030 CAAP target, as will relying on the many economy-wide GHG reduction programs and policies being administered by the State with regards to energy and transportation also be insufficient. The City must take additional local action to reduce Community GHG emissions further to be consistent with the State’s 2030 GHG reduction target.
d.) Resilience and Adaptation
R ecognizing that addressing GHG-reduction is only half of the solution to addressing climate change, the other component is the “adaptation” needed to ensure preparedness and build resilience to expected vulnerabilities and risks that threaten the City. Certain communities in Oxnard, including in the eastern, southern, and central areas, have a higher concentration of populations considered more vulnerable to the impacts of climate change. This is due to multiple social, economic, and demographic indicators of vulnerability such as existing health burdens, poverty, and working conditions. Similarly, certain critical facilities and infrastructure are also at greater risk from climate hazards especially if they are not built to withstand future climate events.
The CAAP will address the future challenges the City will have in addressing climate change and will recommend adaptation measures to ensure the City is ready and able in the future to handle flooding, extreme heat days, degraded air quality, and severe storms as summarized below:
a. Extreme Heat : Strategies to adapt to extreme heat include improving community accessibility to cooling facilities and amenities, providing cooling for households and public facilities, improving community infrastructure to combat heat, and providing support for vulnerable populations to stay safe from extreme heat hazards. b. Extreme Drought : Strategies to adapt to extreme drought include expanding education and awareness of water conservation and water reuse practices, increasing the city’s use of reclaimed water across various facilities and services, and collaborating with local organizations to build capacity for vulnerable groups to respond to drought conditions. c. Smoke and Air Pollution : Strategies to improve local air quality include reducing mobile pollution sources, increasing access to air filtration, improving indoor air quality, and making hazard alert systems and worker protections more effective for those who are most vulnerable to poor air quality.
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d. Sea Level Rise (SLR) : Strategies to adapt to SLR are addressed in the City’s Local Coastal Plan, and include strategies that decrease hazard risk, relocate or remove development out of hazard areas, and rely on a combination of natural and manmade infrastructure to protect coastal development.
e. Extreme Storms and Stormwater Flooding : Strategies to adapt to extreme storm events include prioritizing low-impact development, improving critical infrastructure, monitoring flood impacts, coordinating evacuation procedures, implementing green infrastructure, and remedying areas with stagnant water.
As part of the City’s General Plan update, the City will also simultaneously update the City’s Local Coastal Plan (LCP). Following the LCP update the City’s Local Coastal Implementing Plan (LIP, Chapter 17 of the Oxnard City Code) will be updated. In preparation for work to update the City’s LCP, the City prepared an Adaptation Report for consideration in developing the City’s SLR Adaptation Strategy for application in the LCP. This report will assist in developing the approach and process for coastal permitting, SLR adaptation planning, and related regulatory processes. See -
https://www.oxnard.org/wp-content/uploads/2021/04/Sea-Level-Rise-Adaptation-Strategy-Repor t-Summary.pdf . This report and recommended strategies was utilized as part of the Draft CAAP document. The LCP update will utilize this information and may consider options to these SLR protocols. The City will be initiating the LCP update with the City’s 2050 General Plan update, which is anticipated to kick off in 2023 and is anticipated to take three (3) to four (4) years to complete. The CAAP should be updated every five (5) years; with LCP related work, adaptation strategies will be reviewed, and evaluated as part of the City’s SLR policy approach. e.) Implementation and Monitoring - This Chapter outlines recommended steps for implementing the GHG-reduction strategies described in Chapters 3 and 4, and for monitoring the progress of implementation as well as resilience and adaptation strategies. It identifies funding sources and identifies implementation and monitoring responsibility to specific City departments, and presents a schedule for implementation.
For GHG Reduction Actions: The Draft CAAP document identifies near term (Fiscal Years (FY) 2022-2025), mid term (FY 2025 to 2027), and long term (FY 2027-2030) implementation measures in order to realize GHG reduction goals. The long term actions are important for staying on track to achieve the deeper reductions needed throughout the State to reach carbon neutrality by 2045 (as called for in Governor’s Executive Order B-55-18).
The City’s Capital Improvement Program (CIP: FY 2022-2027) was adopted earlier this year, and represents a multi-year CIP. Projects from the CIP are presented to the City Council for funding approval in two-year increments; earlier this year the City Council approved projects for FY 2022-2024. Projects from the CIP will be presented to the City Council for funding in 2024 for FY 2024-2026. Since near term CIP projects have already been approved through 2024, the 724
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soonest near term efforts that could occur would begin in FY 2024-2025. The Draft CAAP identifies a number of near term efforts and based upon the two-year CIP approval time frames, the City would have limited time to execute these projects due to the City’s two-year CIP project adoption time frames. City Council prioritization will need to occur as part of the City’s yearly budgeting and CIP approval process.
For Resilience and Adaptation Strategies: Due to the inherent uncertainty of how future climate hazards will develop and the range of time frames in which the community will experience impacts, the time frames indicated for resilience and adaptation strategies differ from those used for the GHG Reduction Actions and are not proposed to change between the Draft CAAP and Final CAAP.
Staff in collaboration with the Public Works Department is recommending that the Draft CAAP timeframe change. Shifting near and mid-term efforts will not impact the City’s ability to achieve GHG reductions within prescribed time frames.
These recommended changes to the Draft CAAP time frames are as follows:
For GHG Reduction Actions
Draft CAAP Chapter 5 Time frames Staff Recommended Final CAAP Chapter 5 Time frames
Near Term 2022–2025 Now 2022-2026
Mid Term 2025–2027 Now 2026-2030
Long Term 2027– 2030*
* Currently there are no strategies identified for the Long-Term measures; however, that could change with future updates to the CAAP
Now 2030-2035
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STUDY SESSION ON CITY OF OXNARD CLIMATE ACTION AND ADAPTATION PLAN (CAAP) Planning Commission Meeting Date: July 7, 2022
f.) Policy Considerations Regarding GHG Reduction Strategies A few of the strategies and actions in Chapter 5 are considered policy level items which have been highlighted in Attachment B. These policy items pertain to procuring clean energy, green building infrastructure, waste reduction and recycling, transportation, land use, and water conservation. These particular strategies and actions may have significant cost to the City, are essential to achieving GHG reduction goals, and will impact City budgets and operations. City Council will be alerted to these items when considering the Final CAAP in early Fall 2022. g.) Community Engagement
In early 2021 staff assembled a Stakeholder Group to help guide in the development and visioning of the CAAP document. The roughly 125 member stakeholder group was focused on the following topic/issue areas: Environmental, Businesses, Utilities & Franchisees/Agency Representatives, Community Organizations, Education and Health Care, and City Staff. Over the past two years, this group has been consulted and engaged to secure feedback and input. Due to the pandemic outreach measures, approaches, and protocols had to be adjusted. The following summarizes meeting dates and outcomes, which is also summarized in Appendix A of the CAAP document:
● March 30, 2021 - City Council update regarding preparation of the CAAP document, including a detailed summary of what created climate impacts in the City, and an analysis of the City's compliance with emission targets, and identification of what the City can do to reduce these climate change activities. The staff report established that the CAAP was being developed to align with California’s statewide target mandate by SB32; this requires the State to reduce GHG emissions 40 percent below 1990 levels by 2030. As supported by the City Council, the City’s CAAP programs and policies were crafted to meet that reduction criteria.
● May 1 - 31, 2021 - Release of CAAP public survey (available in both English and Spanish) regarding key CAAP questions. The City received 133 survey responses. ● May 3rd and 10th, 2021 - Round 1 Virtual Stakeholder meetings with participants to discuss global climate change concerns, including vulnerable communities, and actions to consider for reducing GHGs in Oxnard. Six stakeholder group meetings were held during this time frame.
● May 17 and 22, 2021 - Virtual Public Workshops (conducted in both English and Spanish, including translation of PowerPoints) were conducted asking a series of questions regarding the CAAP. Approximately 60 members of the public participated during these two public workshops. The purpose of these engagement efforts was to identify the climate change impacts of most concern to the community and to gather ideas about the best ways to reduce GHGs in the community. These engagement efforts helped identify climate impacts of concern in the Community Vulnerability Assessment, and to identify effective CAAP strategies and actions for improving community resilience and 726
STUDY SESSION ON CITY OF OXNARD CLIMATE ACTION AND ADAPTATION PLAN (CAAP) Planning Commission Meeting Date: July 7, 2022
reducing greenhouse gas emissions.
● January 25, 2022 - Community Services, Public Safety, Housing & Development Committee (“Committee”) report on the City’s CAAP including identification of a reduction percentage in compliance with State law. The report summarizes GHG reduction strategies, and provides the Committee with an update on stakeholder and community input.
● January 26th and 27th 2022 - Round 2 Virtual Stakeholder meetings with between 40 and 50 participants to: (1) Gather input on community vulnerabilities to climate change and potential strategies to address vulnerably; and (2) improve the understanding of community experience with climate change hazards and social vulnerability and equity.
Five stakeholder group meetings were held during this time. ● April 26, 2022 - The Draft CAAP was posted on the City’s CAAP website, with distribution to the City’s CAAP Stakeholder Group. Comments on the Draft CAAP were requested by June 1, 2022. As of this staff report preparation (June 1st) the City has received nine (9) comment letters (see Attachment C, which includes the comment letters and the City’s response to these comments).
● May 5, 2022 - The City conducted a Virtual Public Workshop where the Draft CAAP was reviewed. Members of the City’s CAAP Stakeholder group provided verbal comments on the document along with written comments. The City has prepared a response to comments document on the Draft CAAP which are contained in Attachment D. ● May 9, 2022 - The City conducted virtual drop in office hours from 4 - 6 p.m. (English and Spanish translation available), where community members were encouraged to “drop by” at any time to receive information and ask questions; no members of the public “dropped by” despite social media promotion measures and working with the City’s stakeholders group to promote the virtual hours.
● May 14, 2022 - Community members participated in the City’s virtual community workshop where the Draft CAAP was presented and participants were able to provide input. English and Spanish translation and interpretation were provided, along with a translated powerpoint. The event was posted on the City’s CAAP website, promoted via the City’s stakeholder group, and promoted on social media platforms. Approximately five (5) members of the public participated. A summary of the input is contained at the end of Attachments B and D.
h.) Community Input on Draft CAAP:
During the 43-day review period, the City received nine (9) comment letters (see Attachment C). Staff has summarized the comments, and provided detailed responses to these comments.
Further, Attachment D provides input on how the comments were addressed and identifies where the comment resulted in changes to the CAAP document. In many instances input resulted in additional language refinement, and clarification.
In reviewing comments, the comments generally pertain to the following topic areas; staff’s response to the themes follows in italics:
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STUDY SESSION ON CITY OF OXNARD CLIMATE ACTION AND ADAPTATION PLAN (CAAP) Planning Commission Meeting Date: July 7, 2022
● The City should exceed the California Building Energy Efficiency Standards Mandate for Full Electrification Sooner than State Requirements - A number of commenters expressed support for electrification in new construction earlier than mandated by California code requirements. The City's current strategy regarding building electrification is to enforce the requirements of California's building energy efficiency standards (Title 24, Part 6), which are updated every 3 years and will require new home construction to be 'electric ready' effective January 1, 2023. Future updates are expected to have even more prescriptive building electrification requirements. While the City recognizes that building electrification is beneficial from a GHG reduction perspective, it also sees the need to retain natural gas as a reliable energy source for times when the electricity grid is disrupted, at least for the foreseeable future until adequate local energy storage capacity is developed. Meanwhile, the Draft CAAP demonstrates that the City can achieve its 2030 GHG target without instituting an electrification reach code . Additionally, the City of Oxnard’s population is considered an at risk population, where power redundancy and energy security is needed for the City’s population. Redundancy is necessary in the event of an emergency, power shut offs, and/or brownouts, and to ensure that the City’s population is not put at risk. Insufficient or non-exist ent energy sources results in facilitates being inhabitable which puts the City’s population at risk and strains emergency response resources. The City supports climate change resiliency by having redundant energy sources and the City supports clean energy efforts. The City’s population and community would be served by securing infrastructure redundancy grants which would be implemented with electrification conversion; thus, still ensuring clean energy while providing redundancy.
● Details on the Cost and Precise Timing Associated with Programs and Measures should be provided - The City should know the fiscal ramifications associated with various strategies and actions. A detailed fiscal impact analysis is an expensive undertaking. Further, conducting this analysis prior to Council’s consideration of the various strategies and actions is not prudent. A fiscal impact analysis is impacted by market conditions and economics.
Therefore, it is recommended that it occur on near term projects to ensure estimates are r ealistic and align with the City’s two-year CIP process. ● The City should set more ambitious GHG emission targets and stronger greenhouse gas reduction goals such as 50-60% reduction by 2030 and carbon neutrality by 2035. While state measures are critical to meet the City of Oxnard’s (City’s) emission reduction goals, they are not likely to be all that is needed. Local policies and programs —and choices made by the City’s residents and businesses—will determine the City’s ability to achieve its emissions-reduction target for 2030. Through implementation of the strategies and actions in the CAAP, the City anticipates, at minimum, annual emissions reductions of 210,959 MTCO2e by the year 2030, as shown in Table 3-1. Combined with state measures, local actions will enable the City to reduce its total community GHG emissions to approximately 499,311 MTCO2e in the year 2030, as indicated in Table 3-2. This is just enough to achieve the City's stated target. Figure 2-4 in the Draft CAAP also indicates that the reductions expected from state standards and regulations are not enough to achieve the target, and additional local actions are needed. As indicated by the adjusted Business as Usual (BAU) forecast, the sectors with the greatest need for additional emissions reduction are on-road transportation, natural gas, electricity, and solid waste.
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STUDY SESSION ON CITY OF OXNARD CLIMATE ACTION AND ADAPTATION PLAN (CAAP) Planning Commission Meeting Date: July 7, 2022
● The CAA P should contain more information regarding measures to improve pedestrian, bikes, transportation, and micro-mobility solutions. The pedestrian, bicycle, and transportation network should be improved and options for getting folks out of cars should be more robustly considered and evaluated. The Draft CAAP referenced a number of programs, grants, and projects the City is working on. The City’s Sustainable Transportation Planning (STP) Grant will produce a plan incorporating complete streets design, safe routes to school, vision zero, and first/last mile planning in tandem with land use opportunities, plans, and existing conditions. This project is collaborative in nature, focusing on inclusive community engagement to ensure that the needs of each community, age group and socioeconomic status are represented. Development of the STP will include idea generation and prioritization, establishment of the sustainable transportation framework, catalog of enhanced streetscape elements, conceptual design alternatives, identification of funding sources, implementation steps, and a final STP for adoption by the City Council. The City’s Bicycle Facilities Master Plan along with the Santa Clara River Master Plan is referenced through strategies and actions to improve alternative forms of transportation. The City also recognizes that through the 2050 General Plan update which will kick off in 2023, land use patterns and alternatives will be robustly evaluated.
● Policy Level Comments from the Public - The public provided input on the Draft CAAP and raised policy level questions. Generally these pertained to energy usage/general, transportation, coordination/programming, heat use, energy/electrification, building/energy, resilience/SLR, and CAAP implementation. These are also summarized in Attachment B, “Public Comment”, with responses detailed in the CAAP stakeholder community response to comment document, Attachment D. These will be highlighted when the Final CAAP is presented to the City Council in Fall 2022. meeting, along with the overall policy level items.
i.) Next Steps:
The purpose of the July 7th Planning Commission meeting is to conduct a study session on the Draft CAAP. As identified in Attachment D, Staff is aware of edits necessary and recommended to the CAAP document. On July 21st the Planning Commission will be asked to adopt a resolution recommending City Council approval of the Final CAAP. Due to publication deadlines and to conserve fiscal resources, the Final CAAP will consist of the Draft CAAP and Addendum No. 1 to the Draft CAAP which will comprise Attachment D and any other recommended CAAP edits. The Final CAAP will include a preamble from the Mayor, and cover page with City renewable resources.
These documents will be transmitted to the City Council for approval, along with the Planning Commission resolution of approval in early Fall 2022.
Attachments:
A. Draft CAAP Document - see link: https://www.oxnard.org/climate-action-plan/ B. Strategies/Policy Document
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STUDY SESSION ON CITY OF OXNARD CLIMATE ACTION AND ADAPTATION PLAN (CAAP) Planning Commission Meeting Date: July 7, 2022
C. Comment Letters on Draft CAAP as of June 1, 2022
D. CAAP Stakeholder and Community Comment Letters (9 letters/emails) and City Response within matrix
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Attachment A
Draft CAAP Document - see link: https://www.oxnard.org/climate-action-plan/ Removed to avoid duplication
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Attachment B
Strategies/Policy Document
Removed to avoid duplication
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Attachment C
Comment Letters on Draft CAAP as of June 1, 2022
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Attachment C
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740
741
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743
744
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747
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751
752
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761
762
763
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Attachment D
CAAP Stakeholder and Community Comment Letters (9 letters/emails) and City Response within matrix
Removed to avoid duplication
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Attachment 6
Community Outreach Summary
● May 1st to 31st, 2021 - Release of CAAP public survey (available in both English and Spanish) regarding key CAAP questions. The City received 133 survey responses. ● May 3rd to 10th, 2021 - Round 1 Virtual Stakeholder meetings with participants to discuss global climate change concerns, including vulnerable communities, and actions to consider for reducing GHGs in Oxnard. Six stakeholder group meetings were held during this time frame.
● May 17 and 22, 2021 - Virtual Public Workshops (conducted in both English and Spanish, including translation of PowerPoints) were conducted asking a series of questions regarding the CAAP. Approximately 60 members of the public participated during these two public workshops. The purpose of these engagement efforts was to identify the climate change impacts of most concern to the community and to gather ideas about the best ways to reduce GHGs in the community. These engagement efforts helped identify climate impacts of concern in the Community Vulnerability Assessment, and to identify effective CAAP strategies and actions for improving community resilience and reducing GHG emissions. ● January 26th to 27th, 2022 - Round 2 Virtual Stakeholder meetings with between 40 and 50 participants to: (1) Gather input on community vulnerabilities to climate change and potential strategies to address vulnerably; and (2) improve the understanding of community experience with climate change hazards and social vulnerability and equity. Five stakeholder group meetings were held during this time.
● April 26, 2022 - The Draft CAAP was posted on the City’s CAAP website, with distribution to the City’s CAAP Stakeholder Group. The CAAP was made available to the public for initial review and comment between April 26, 2022 and June 1, 2022. During the 43-day review period, the City received nine (9) comment letters. The comments generally pertained to energy usage/general, transportation, coordination/programming, heat use, energy/electrification, building/energy, resilience/SLR, and CAAP implementation. (see Attachments C and D to the July 7, 2022 Planning Commission staff report in Attachment 5, which include the CAAP stakeholder and community comment letters and the City’s response to these comments)
● May 5, 2022 - The City conducted a Virtual Stakeholder Group Meeting Public Workshop where the Draft CAAP was reviewed. Members of the City’s CAAP Stakeholder group provided verbal comments on the document along with written comments. ● May 9, 2022 - The City conducted virtual drop in office hours from 4 - 6 p.m. (English and Spanish translation available), where community members were encouraged to “drop by” at any time to receive information and ask questions; no members of the public “dropped by” 766
Attachment 6
despite social media promotion measures and working with the City’s stakeholders group to promote the virtual hours.
● May 14, 2022 - Community members participated in a Virtual Public Workshop where the Draft CAAP was presented and participants were able to provide input. English and Spanish translation and interpretation were provided, along with a translated powerpoint. The event was posted on the City’s CAAP website, promoted via the City’s stakeholder group, and promoted on social media platforms. Approximately five (5) members of the public participated. The City included comments from the May 2022 workshops in the response to comments matrix which is contained in Attachment D in the July 7, 2022 Planning Commission staff report in Attachment 5.
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COMMUNITY SERVICES, PUBLIC SAFETY, HOUSING &
DEVELOPMENT COMMITTEE AGENDA REPORT
REPORTS
AGENDA ITEM NO. D.4
DATE: September 27, 2022
TO: Community Services, Public Safety, Housing & Development Committee
FROM: Ashley Golden, Assistant City Manager, (805) 385-7478, [email protected]
SUBJECT: Climate Action and Adaptation Plan and an Addendum to the 2030 General Plan Program Environmental Impact Report (PEIR; SCH # 2007041024). (15/10/10)
RECOMMENDATION
That the Community Services, Public Safety, Housing & Development Committee:
1. Receive a presentation on the City’s Draft Climate Action and Adaptation Plan (CAAP);
2. Receive public comments on the Draft CAAP document;
3. Provide recommendations on Planning Commission and Staffs recommended edits; and
4. Provide feedback on the Draft CAAP document.
(Live presentation by Jeff Caton and Shannon Wages, Environmental Science Associates.)
BACKGROUND
EXECUTIVE SUMMARY
The City’s Draft CAAP (“CAAP”) builds on the City’s successes of implementing the City’s 2030 General Plan and recommits to furthering the City’s sustainability goals and policies. The CAAP presents an inventory of GHG emissions originating from the City, and sets forth strategies and actions to reduce emissions and help the community adapt to a changing climate. Together with the community and partnering organizations, the City is leading a coordinated effort to build an equitable, sustainable and resilient community for current and future generations.The CAAP has two primary objectives:
1. To reduce GHG emissions through the implementation of reduction measures to meet reduction targets mandated by the State of California via Senate Bill 32 (SB 32), which calls for a statewide reduction of GHG emissions to 40 percent below 1990 levels by 2030; and
2. To enhance the community’s resilience to a changing climate by addressing the vulnerabilities and risks, such as flooding, extreme heat, and degraded air quality,s that are expected to occur as a result of those impacts.
The CAAP is intended to reduce GHG to meet established thresholds and to strengthen the City’s resilience by addressing the vulnerabilities and risks that are expected to occur as a result of identified hazards. The CAAP also recommends adaptation strategies needed to ensure community preparedness and resilience. 768
The Planning Commission reviewed the Draft CAAP during two meetings. At the July 7th Planning Commission study session, the Commission reached consensus to revise the CAAP to address seven items.
Seven additional topics were raised at the July 7th meeting for which there was no consensus. Upon further analysis by staff and a discussion at the Planning Commission's September 1, 2022 meeting, these seven items were scaled back and the Commission agreed with staff that the CAAP should be revised to address only three items (instead of seven). These recommended changes are memorialized in the Planning Commission’s resolution of approval; see the analysis section of this report for that discussion.
The community, Planning Commission, Community Service, Public Safety, Housing and Development Committee, and City Council have all contributed to the Draft CAAP. Most recently the Planning Commission recommended approval (with slight modifications) of the Draft CAAP to the City Council.
The CAAP is expected to go to the full Council on October 18 (see Attachment 1 - CAAP-Public-draft- 2022.pdf (oxnard.org). With Council concurrence, the Planning Commission’s recommendations and community input will result in slight changes to the Draft CAAP with added language to various chapters of the CAAP. A matrix summarizing these revisions (“CAAP Stakeholder and Community Comment Letters and City Response matrix) is provided in Attachment D to the September 1, 2022 Planning Commission staff report (see Attachment 2). After the October 18 Council meeting, edits will be incorporated to create the Final CAAP.
DISCUSSION
Like other communities in California, Oxnard is likely to face serious economic, social, and environmental challenges in the coming decades due to rising temperatures, sea level rise, extreme storms, wind events, more severe droughts, and diminishing air quality that is expected to occur because of climate change. These impacts present significant threats to community health and wellbeing, which will not affect everyone equally.
Vulnerable groups, such as the elderly, low-income families, farmworkers/agricultural workers, undocumented immigrants, communities of color, and individuals already suffering from chronic diseases, will be disproportionately impacted by these changes.
Resilience, as defined by the State of California’s Adaptation Planning Guide, is the “capacity of any entity— an individual, a community, an organization, or a natural system— to prepare for disruptions, to recover from shocks and stresses, and to adapt and grow from a disruptive experience.” Climate adaptation is defined by this same source as “actions that address the projected impacts on all aspects of community function that may result from climate change. This can include impacts related to hazard events such as flooding and wildfire, as well as slow changes that affect agricultural, forestry, and fisheries productivity; ecosystem structure and function; and public health.”
CAAP Structure
The CAAP contains an executive summary and five Chapters, as well as Appendices, which provide additional detail on topics covered in the CAAP (see Attachment 1 - https://www.oxnard.org/climate-action-plan/).
Executive Summary — The executive summary includes a synopsis of the Draft CAAP, including the plan’s organization and a summary of the City’s GHG emissions inventory and target, and the CAAP’s strategies for reducing emissions and adapting to climate change. Chapter 1— Introduction and Background: This Chapter provides an overview of the document, the purpose and scope of the CAAP, the basic science behind climate change, and the importance of considering equity when taking action. In addition, Chapter 1 provides a brief explanation of potential impacts of climate change in the City of Oxnard, the community benefits of taking action, the process 769
for engaging with the community and stakeholders, and a discussion of the state and local actions to reduce GHG emissions.
Chapter 2— Understanding Oxnard’s Greenhouse Gas Emissions: This Chapter presents a summary of GHG emissions being generated by the community and by municipal operations. It provides an understanding of where GHG emissions are originating from, including trends and forecasts, and what can be done to reduce them. Finally, Chapter 2 establishes Oxnard’s GHG reduction target. Chapter 3— Reducing Greenhouse Gas Emissions: This Chapter describes the GHG reduction strategies and actions the City will implement at the local level regarding energy use, transportation and land use, solid waste management, and water consumption. Chapter 3 addresses each of these sectors, summarizing their contribution to total citywide emissions and describing the strategies and actions that will be implemented to reduce emissions from each category over time. Chapter 4— Community Resilience and Adaptation: This Chapter presents an overview of the impacts the City of Oxnard is expected to experience due to projected changes in the climate, and what the City can do to begin preparing for them. It describes expected local impacts and vulnerabilities, and potential adaptation planning strategies.
Chapter 5— Implementation and Monitoring: This Chapter outlines recommended steps for implementing the GHG-reduction strategies described in Chapters 3 and 4, and for monitoring the progress of implementation. It identifies funding sources and assigns implementation and monitoring responsibility to specific City departments, presenting a schedule for implementation. Appendices — The CAAP document contains Appendices A - F to document work on the CAAP to support CAAP implementation; including Appendix A— Community and Stakeholder Engagement Reports; Appendix B— Major Climate Policies and Regulations in California as of 2022: Appendix C— Greenhouse Gas Quantification Methods; Appendix D— City of Oxnard Social Vulnerability Index; Appendix E— Partnering Organizations; and Appendix F— Funding Sources.
Timeframe for GHG Reduction Actions
The Draft CAAP document identifies near term (Fiscal Years (FY) 2022-2025), mid term (FY 2025 to 2027), and long term (FY 2027-2030) implementation measures in order to realize GHG reduction goals. The long term actions are important for staying on track to achieve the deeper reductions needed throughout the State to reach carbon neutrality by 2045 (as called for in Governor’s Executive Order B-55-18).
The City’s Capital Improvement Program (CIP: FYs 2022-2027) was adopted on May 3, 2022, with funding approved for projects in FYs 2022-2024. The Draft CAAP identifies a number of near-term (FY 2022-2025) GHG reduction actions. However, since CIP projects through 2024 are already approved, the City will have limited time to execute near-term CAAP strategies. City Council prioritization of GHG reduction actions will need to occur as part of the City’s yearly budgeting and CIP approval process. It is recommended in the Final CAAP that implementation timeframes for GHG reduction activities only change as follows:
For GHG Reduction Actions
Draft CAAP Chapter 5 Time frames
Staff
Recommended
Final CAAP
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Chapter 5 Time
frames
Near Term 2022–2025 Now 2022-2026
Mid Term 2025–2027 Now 2026-2030
Long Term 2027– 2030*
*Currently there are no GHG reduction strategies identified for the Long-Term measures; however, that could change with future updates to the CAAP Now 2030-2035
Timeframe for Resilience and Adaptation Actions
Due to the inherent uncertainty of how future climate hazards will develop and the range of time frames in which the community will experience impacts, the time frames indicated for resilience and adaptation strategies differ from those used for the GHG Reduction Actions.
City Council and Committee Input
On March 30, 2021 the City Council received a presentation regarding the preparation of the CAAP document, including a detailed summary of what creates climate impacts in the City, an analysis of the City's GHG emissions in relation to statewide targets, and identification of what the City can do to reduce its emissions (see Attachment 3). The staff report established that the CAAP was being developed to align with California’s statewide target mandated by SB 32; this requires the State to reduce GHG emissions 40 percent below 1990 levels by 2030. As supported by the City Council at this meeting, the City’s CAAP GHG strategies, programs and policies, and overall approach have been developed to align with Council direction which helps the City meet the City’s GHG reduction objectives (see Analysis section of this staff report)..
The analysis in the March 30, 2021 staff report (with GHG emission information further refined in the January 25, 2022 Committee staff report; Attachment 4) provided detail on the City’s community and municipal operations GHG emissions inventories and forecasts. By knowing where the City’s GHG emission originate, GHG reduction strategies can be crafted. Updated transportation analysis using the City’s 2018 inventory (the most recent year with accurate available data) showed that overall, City GHG emissions were comprised as follows:
On-Road Transportation (44%) - Emissions from cars and trucks that travel local roads and highways; Electricity (24%) - Emissions from the generation of electricity that is used by the community; Natural Gas (19%) - Emissions from the combustion of natural gas used by buildings and industry; Solid Waste (8%) - Emissions from the decomposition of waste sent to landfills; Off-Road Sources (4%) - Emissions from operation of construction and other off-road equipment; 771
Water and Wastewater (1%) - Includes emissions from the electricity used to pump water and wastewater, as well as direct emissions resulting from wastewater treatment processes and local septic tanks; and
Other (<1%) - emissions from passenger rail (Amtrak and MetroLink).
The March 2021 staff report explained that achieving a GHG target in alignment with SB 32 will require examination of the following sector-specific strategies:
Green the electricity supply: This strategy reduces emissions from electricity used by buildings, lighting, and water delivery by increasing the percentage of power being supplied by renewable (i.e., zero-emissions) electricity.
Electrify buildings: This strategy reduces emissions from the consumption of natural gas by shifting the energy use to electricity, which has a lower carbon footprint, particularly when paired with the use of low- or zero-carbon electricity.
Electrify transportation: This strategy reduces emissions from on-road vehicles, the biggest contributor to the City’s emissions, by supporting the transition to plug-in electric (PEV) and hydrogen- powered vehicles.Improve energy efficiency of buildings: This strategy reduces emissions from electricity and natural gas by reducing the energy needed for heating, cooling and lighting. While new buildings will generally be highly energy efficient due to increasingly stringent building codes (e.g., Title 24), many existing buildings can be greatly improved with respect to energy efficiency. Reduce vehicle miles traveled (VMT): This strategy reduces emissions from on-road vehicles through land-use planning that emphasizes access to transit and reduces the need for vehicular travel through density increases, support for a mix of uses, and safe and convenient pedestrian and bicycle infrastructure.
Strive for zero waste: This strategy reduces emissions from landfill decomposition of organic waste by reducing the amount of waste sent to the landfill.
Conserve water: This strategy reduces emissions associated with the energy needed to treat and deliver water to the City’s end consumers by reducing the amount of water consumed in the City.
On January 25, 2022, City Staff provided the Community Services, Public Safety, Housing & Development Committee (“Committee”) with an update on the City’s CAAP community engagement methods and recommendations and provided the Committee with information on the strategies and key GHG reduction opportunities available to the City (See Attachment 4). The Committee was supportive of staff’s recommendations; no public comments were received.
In response to the feedback provided and concurrence achieved in this meeting regarding high level GHG reduction strategies, the Draft CAAP was further refined and developed with community input and opportunities for engagement and feedback.
ANALYSIS
GHG Reduction Strategies Included in the Draft CAAP
In March 2021 and January 2022, the City Council and Committee looked at GHG reduction actions to help the City achieve City Council supported reduction targets (GHG emission reductions - 40 percent below 1990 levels by 2030). The reports presented sector-specific strategies. These strategies were expanded through the development of the CAAP and presented to the stakeholders, community, and Planning Commission.
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The CAAP identifies key actions and strategies to help the City achieve its 2030 GHG reduction strategies. These are highlighted below. It is important to note that some of these actions and strategies are already occurring in compliance with State laws (ex., recycling and waste diversion) but are important to achieving the City’s GHG reduction goals:
CAAP Actions to Achieve GHG Reductions
*All Strategies and Actions can be found in Chapter 3 and Chapter 5 of the Climate Action and Adaptation Plan.
Category CAAP Strategy
Strategy
to
Achieve
GHG
Reduction
Goal
Key Implementing Actions
E1: Procure Zero-
Carbon Electricity X
E1.1 – Invest City staff time and financial resources
in maintaining a minimum 95 percent community
participation rate in CPA’s 100 Percent Green
option, or equivalent, through the year 2030
E2: Increase Local
Solar Energy
Generation
E2.1– Partner with interested developers to create
Community Solar projects in the CPA program, or
equivalent Community Renewables program
offered by SCE
Clean Energy
(E)
E3: Develop
Energy
Storage/Microgrids
E3.1 – Partner with CPA to develop their Power
Response Program, which offers incentives to
commercial and residential customers for the
installation of energy storage to enable load-shifting
during times of peak demand
E3.3 – Identify potential partnerships, funding, or
financing sources for installing storage and
microgrids in the community
B1: Improve
Efficiency of
Existing Buildings
X
B1.1 – Partner with existing agencies such as CPA,
3C-REN, SoCalREN, and/or the Ventura County
Regional Energy Alliance (VCREA) to promote and
take advantage of local energy programs; meet with
these agencies on a quarterly basis
Green
Buildings (B) B2: Electrify
Buildings
B2.1 – Partner with existing agencies such as CPA,
3C-REN, and/or VCREA to promote and take
advantage of local programs, including rebates and
financing options for building and appliance
electrification; meet with these organizations on a
quarterly basis
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B2.3 – Work with electric utility to create an
educational campaign for building owners on the
health, climate, and cost benefits of electric-
powered kitchen equipment, and distribute
information about available products and
installation services
Waste
Reduction and
Recycling (R)
R1: Recycling and
Organic Waste
Diversion
X R.1 and R.2 - Continue to implement waste
diversion mandates
T1.1 -Develop a citywide ZEV Master Plan that
evaluates near-term and long-term needs for EV
charging and hydrogen-fueling infrastructure,
including home EV charging, and identifies optimal
EV charging locations and gaps in publicly
accessibility (especially for disadvantaged
communities)
T1: Expand Zero-
Emission-Vehicle
(ZEV) Charging
and Fueling
Infrastructure
X
T1.4 – Meet with utilities and state agencies
quarterly to track and coordinate the promotion of
funding offerings to Oxnard residents and
businesses
T2.1 – Develop a ZEV Master Plan for the City fleet
that evaluates costs, budget needs and
infrastructure needs for the short and long term,
including optimal EV charging locations, funding
opportunities, and opportunities for public-private
partnerships. T2: Transition City
Fleet to ZEVs X
T2.2 - Pass a resolution that supports City fleet
vehicle purchases (or at minimum, utility and truck
purchases) to be ZEVs in alignment with the
CARB's proposed regulation to require public fleets
to purchase 100 percent zero-emissions trucks by
the year 2027
T3: Expand
Infrastructure for
Pedestrians, Bikes,
and Micro-mobility
Solutions
X
T3.1 – Adopt the forthcoming STP, which will
include projects that expand the reach of the
pedestrian and bicycle network throughout the city
and provide comfortable opportunities to use active
transportation
Transportation
(T)
T4: Improve
Transit
Effectiveness and
T4.1 – Partner with GCTD and VCTC to assess
current transit routes and identify opportunities for
improvement geared towards Oxnard residents
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T4.2 – Partner with GCTD and VCTC to upgrade
transit stops with weather protection, security
measures, increased comfort and accessibility, and
access to accurate information on transit routes,
schedules, fares, connections, and destinations
Accessibility
T4.5 – Partner with GCTD and VCTC to enhance
multi-modal connections to transit facilities by
implementing pedestrian and bicycle improvements
near transit stops and mobility hubs, as identified in
the STP
T5.1 - Consider updates to the TDM Ordinance to
require encourage the development of TDM plans
for all major developments or facility expansions to
encourage ridesharing and other shared mobility
improvements, thereby reducing vehicle trips
T5.2 – Through the implementation of the
forthcoming STP, potentially introduce an e-
bikeshare, and/or EV carshare program that
incentivize third-party providers to locate in Oxnard;
offer reduced parking requirements for new
development projects that provide dedicated
carshare facilities
T5: Expand Car
and Bike Sharing X
T5.3 – Through implementation of the STP, identify
support for and/or ways to expand access to e-
bikeshare and neighborhood EVs to ultimately
enable their use in the public right-of-way
Water
Conservation
and Reuse (W)
W1: Increase Water
Conservation and
Reuse
X
W1.1 – Maximize the use of recycled water or
graywater for agricultural and for irrigation at all
large new developments
Land Use (L)
L1: Support
Transit-Oriented
and Mixed Use
Development
X
L1.1 – Through the forthcoming General Plan
update, identify areas within the city where
development should be focused to increase density
and diversity of land use to achieve reductions in
VMT
Planning Commission Input
On July 7, 2022, the Planning Commission held a study session on the CAAP (see Attachment 5). During the meeting staff provided clarity on specific minor edits to the CAAP in response to community input on the Draft CAAP document and previous Planning Commission comments which are broadly summarized as follows.
These edits will be incorporated into the Final CAAP.
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The Planning Commission supported revising the CAAP to address the following topic areas:
1. Update Executive Summary (ES) to describe actions the community can take to advance the City’s climate goals:
a. Final CAAP language will add “What the Community Can Do To Help” section and point to existing detail in Chapter 5.
2. Add aspirational language/sense of urgency within the ES and the opening text; reduce jargon throughout the plan. Final CAAP language will:
a. Revise language in ES to make it more accessible to the layperson, and review CAAP for terms that need explanation or can be reworded.
3. In Chapter 4, refine language on page 4-18 to acknowledge that Oxnard is susceptible to wildland fires along the riverbed. Final CAAP language will:
a. Remove statement “While Oxnard is not directly threatened by wildland fires…”
4. In Chapter 4, emphasize severity of State’s current drought & water shortage; include rainwater harvesting as strategy:
a. Rainwater catchment systems already included as action under Extreme Drought Strategy Extreme Drought (ED) 2 on page 4-19.
b. Final CAAP language will strengthen Strategy ED3 (drought tolerant landscaping) to specify rainwater harvesting as an alternative irrigation option.
c. Final CAAP language will expand Water Conservation and Reuse Strategy W1 to encourage rainwater catchment systems.
5. In Chapter 4, add climate emergency planning components for residents; include educational support to help form household plans and create support networks. The Final CAAP will:
a. Expand the Community Preparedness (CP) Strategy CP1 re: public education, emergency preparedness fairs, and networking on page 4-9.
6. In Chapter 4, consider allowing the use of greywater in the City. The Final CAAP will modify page 4-16 to capture the following:
a. Extreme Drought Strategy ED2 (expand community water recycling) on page 4-19 encourages the use of greywater and rainwater catchment systems.
b. Final CAAP will expand Water Conservation and Reuse Strategy (W) W1 on page 4-19 will be revised to encourage the installation of greywater reuse systems.
7. In Chapter 3, update the discussion pertaining to public EV charging The Final CAAP will be revised:
a. Transportation Action T1.1 on page 3-21 calls for developing a citywide Zero Emission Vehicle (ZEV) Master Plan.
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b. Final CAAP language will be enhanced on page 3-21 to encourage EV systems that are solar infrastructure reliant; and placement at all feasible placement locations (e.g., street light pole placement and right of way considerations).
During the July 7, 2022 Planning Commission meeting there were also comments and seven topic areas which required further discussion and analysis. However, during this meeting consensus was not achieved as compared to the items above.
The September 1, 2022 Planning Commission meeting was focused on reviewing these seven topic areas where, at the July 7 Planning Commission meeting, there was no consensus (see Attachment 2, September 1, 2022 staff report), and adopting a resolution recommending City Council approval of the CAAP.
Ultimately, the Commission’s seven recommendations were paired down on Sept. 1st and memorialized within Exhibit A to the Planning Commission Resolution(see Attachment 2 - September 1, 2022 staff report Attachment 3, Resolution No. 2022-32). Staff recommends three (3) minor revisions to the CAAP as a result of the Commission's seven recommendations; the Commission was agreeable to these edits. In four of the seven cases, staff does not support changes to the CAAP; the Commission was agreeable to omitting the items from the resolution recommending CAAP approval. Those seven items, the Planning Commissions recommendation and staff recommendations in response to the Planning Commission recommendations, are noted below.
Should the City Council agree with the Planning Commission or staff's recommendations, the changes will be included in the Final CAAP (see next steps section of this report).
The Planning Commission recommends that the City Council consider the following modifications to the City’s Draft Climate Action and Adaptation Plan (CAAP):
1. Exceed the State GHG emission reduction target of 40 percent below 1990 levels by 2030.
Planning Commission suggested that the City’s CAAP Revision: The City’s CAAP should be revised to increase the GHG emission reduction target of 60% below 1990 levels by 2030. Funding should be reallocated to evaluate and reconsider reduction targets and policy changes to achieve GHG emission reduction targets of 60% below 1990 levels by 2030.
Staff Recommended Draft CAAP Revision: Staff disagrees with this change as City Council identified the desired percentage in March 2021 and changing this percentage would result in an approximately two (2) year delay in presenting the Final CAAP to the City Council but supporting language is recommended. Therefore, the City’s CAAP should continue to set targets at 40% below 1990 levels.
However, staff does suggest additional language to address Commission input and the recent passage of Assembly Bill (AB) 1227 - Page 2-10 should be revised to state that the City's CAAP has an aspirational GOAL to achieve carbon neutrality by 2045, and will revisit the feasibility of that goal during the next CAAP update, and after the California Air Resources Board (CARB) has adopted its next Scoping Plan update. It is also recommended that the section acknowledge that additional updates may be necessary to adjust this target goal in the next CAAP update due to the recent passage of AB 1227.
2. Require Project Labor Agreements (PLA) as a way to reduce Vehicle Miles Traveled (VMT).
Planning Commission Suggested Draft CAAP Revision: The description of Strategy L1 on Page 3-30 should be revised to include PLA’s as a way to reduce VMT: The City should consider requiring PLAs on development projects as a way to reduce VMT.
Staff Recommended Draft CAAP Revisions: Staff disagrees with this change as VMT is largely driven by land 777
use policy (density, mix of land uses), transit and pedestrian opportunities, and commuter trips but is agreeable to augmented language. Additionally, PLA’s will not result in a reduction in customer VMT, or commercial/industrial VMT. Although a PLA could reduce VMT there are many other implications to PLAs that are not related to the CAAP and furthermore City Council has not established a PLA policy.
However, staff does suggest additional language to address Commission and community input - Page 3-30, Strategy L1 should be revised to acknowledge the relationship between VMT and land use policy (density, mix of uses), transit and pedestrian opportunities, and commuter trips.
3. The CAAP Implementation Plan Should Include Yearly Budget Recommendations on Renewable Expenditures.
Planning Commission Suggested Draft CAAP Revisions: The description of Implementation Steps on pages 5- 5 and 5-6 should be revised to include a recommendation that the City’s Fiscal Year budget allocate a $1Million annually to implement CAAP near term actions, especially with consideration to the City’s two-year Capital Improvement Program (CIP) process.
Staff Recommended Draft CAAP Revisions: It is not recommended that a specific percentage or dollar figure be included given that costs are not known at this time and State and Federal renewable energy resource funding is increasing. Appendix F to the CAAP identifies potential Federal, State, Regional and private funding sources for implementing elements of the CAAP.
However, staff does suggest additional language to address Commission input - Page 5-6, (funding bullet) should be augmented with language to state that the City will consider the CAAP in yearly departmental budgeting and CIP activities and seek out Federal & State funding opportunities where funding aligns with Council priorities and the CAAP programs.
4. The goal of 80% to 100% renewable energy should be required on City project sites for which lease agreements are being secured.
Planning Commission Suggested Draft CAAP Revisions: Action E1.5 on Page 3-9 should be revised to require that on City project sites for which lease agreements are being considered, energy must be procured through 80% to 100% renewable energy sources.
Staff Recommended Draft CAAP Revisions: Alternative language is not provided as staff does not recommend including this requirement, since the City’s new accounts with Clean Power Alliance (CPA) are automatically enrolled in the 100% renewable level by default.
5. Require Solar Panels and Battery Storage on New Development over a Certain Size (such as multifamily buildings).
Planning Commission Suggested Draft CAAP Revisions: Battery storage should be required for single family and multifamily housing construction beginning Jan. 2024. In the year following City Council approval of the CAAP, the City should develop a program to stipulate conditions for which battery storage is required on single family and multi-family residential projects with consideration to project size.
Staff Recommended Draft CAAP Revisions: Alternative language is not provided as staff does not recommend including this requirement, since starting January 2023, the State building code will require new single family and in certain scenarios multi family homes and non-residential buildings to have a solar PV system and a battery storage system.
6. Accelerate the requirement for electrification of buildings through the adoption of reach codes that ban natural gas in new construction now, instead of relying on the State building code that requires electric ready 778
(new) construction effective January 1, 2023.
Planning Commission Suggested Draft CAAP Revisions: Implementing actions underStrategy B2 on page 3-17 should be revised to require that effective January 2023, the City ban the allowance of natural gas in new construction.
Staff Recommended Draft CAAP Revisions: Alternative language is not provided as staff does not recommend including this additional language, since for the foreseeable future natural gas is needed to provide critical energy resilience, and starting in January 2023 the State building code will have increasingly progressive energy storage and building electrification requirements for new homes and non-residential buildings.
7. A program or policy should be included in the CAAP to transition existing buildings away from gas to all- electric infrastructure. The use of natural gas should be phased out of use in the City.
Planning Commission Suggested Draft CAAP Revisions: Implementing actions under Strategy B2 on page 3- 17 should be revised to ban the allowance of natural gas in existing Buildings.
Staff Recommended Draft CAAP Revisions: Alternative language is not provided as staff does not recommend including this additional language, since for the foreseeable future natural gas is needed to provide critical energy resilience, and the process of converting an existing building from gas to electric is complex and expensive. In addition, Strategy B2 includes Actions B2.1, B2.2 and B2.3 to support electrification of existing buildings.
Next Steps
In order to save fiscal resources (production of Final Draft CAAP prior to presentation of the document to Committee and City Council), once the CAAP is reviewed and approved by City Council, the CAAP will be revised to produce a Final CAAP which will be comprised of the following:
Introductory comments from Mayor John Zaragoza;
Planning Commission recommended edits (Exhibit A, to Resolution No. 2022-32 in Attachment 3 to the September 1, 2022 Planning Commission staff report (Attachment 2)) as approved by City Council; Suggested edits to CAAP as agreed upon by staff, and minor typos identified by the CAAP consultant as reflected within the July 2022 summary document in Attachment 2 to the September 2022 Planning Commission staff report (Attachment 2);
Update to Chapter 5 to implementation GHG reduction actions and the timeframes as identified within this staff report;Incorporation of May 14, 2022 powerpoint presentation to the community during review of CAAP;
Updated City of Oxnard photos; and
Include the City Council approved resolution of approval.
Community Input and Notice
In early 2021 staff assembled a Stakeholder Group to help guide in the development and visioning of the CAAP document. The roughly 125 member stakeholder group was focused on the following topic/issue areas:
Environmental, Businesses, Utilities & Franchisees/Agency Representatives, Community Organizations, Education and Health Care, and City Staff. Over the past two years, this group has been consulted and engaged to secure feedback and input. Due to the pandemic, outreach measures, approaches, and protocols had to be adjusted. Appendix A of the CAAP document summarizes community / stakeholder meeting efforts, dates and outcomes. The Final CAAP will include presentation information from the May 2022 community meetings. 779
These documents were not available at the time of publication of the Draft CAAP. These engagement efforts helped identify climate impacts of concern in the Community Vulnerability Assessment, and to identify effective CAAP strategies and actions for improving community resilience and reducing GHG emissions.
The City of Oxnard’s Draft CAAP was released in late April 2022 and notification was sent to the City’s CAAP interested parties list for a Stakeholder meeting held on May 5. Social media outreach efforts to the public also began on May 3 with media posts highlighting the release of the CAAP on the City’s website, scheduled virtual drop in hours for May 9, and a virtual public meeting on May 14. Subsequent posts were released on the City of Oxnard’s Official Instagram account on May 6, May 8, and May 13.
No notice of public hearing was required to be published in the newspaper ahead of the Planning Commission Study Session Meeting scheduled on July 7. A notice was sent to the City’s CAAP interested parties list and the City’s Public Information Office posted on social media to engage the public ahead of the meeting on July
5. A summary of community engagement efforts is contained in Attachment 6.
In preparation for the Committee Meeting on September 27 and the City Council meeting on October 18, social media posts will be released using the City’s Public Information Office channels and through the City’s CAAP website -https://www.oxnard.org/climate-action-plan/.
ENVIRONMENTAL REVIEW
The City Council certified the General Plan Program Environmental Impact Report (PEIRSCH # 2007041024) in October 2011, and addenda environmental evaluations were prepared for subsequent General Plan revisions.
Pursuant to the CEQA Section 15164, the City has prepared an Addendum (see Attachment 2, Planning Commission Resolution of Approval) affirming that the analysis contained in the 2030 General Plan PEIR adequately addresses the potential environmental impacts associated with implementation of the CAAP. The CAAP is an implementing action of the 2030 General Plan. The previously certified PEIR may be viewed on the City’s website at City of Oxnard 2030 General Plan PEIR Volume I, Recirculated Draft.
As demonstrated in the environmental analysis of the Addendum, none of the conditions that had been analyzed in the 2030 General Plan PEIR would change with adoption and implementation of the CAAP.
Furthermore, no new information of substantial importance meeting the criteria listed in State CEQA Guidelines Section 15162 have been identified. The City has determined that there is no legal or evidentiary basis for the preparation of a Subsequent or Supplemental EIR pursuant to State CEQA Guidelines Sections 15162 and 15163, and that an Addendum to the 2030 General Plan PEIR, as contemplated by State CEQA Guidelines Section 15164, is the appropriate environmental document for the proposed project. The General Plan Addendum has been prepared in compliance with Public Resources Code Section 21000 et seq., and Title 14, Chapter 3 of the California Administrative Code (State CEQA Guidelines).
STRATEGIC PRIORITIES
This agenda item supports the Infrastructure and Natural Resources strategy. The purpose of the Infrastructure and Natural Resources strategy is to preserve and improve our roads, utilities, parks, trees, water supply and natural resources through effective planning, prioritization, and an equitable and efficient use of available funding.
This agenda item supports the Quality of Life strategy. The purpose of the Quality of Life strategy is to restore and increase quality services and programs that enrich Oxnard's diverse community, promote safe neighborhoods, encourage community engagement, and support our Planning Commission CAAP Staff Report September 1, 2022 residents in their efforts to improve their quality of life.
FINANCIAL IMPACT
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There is no fiscal impact associated with adoption of the CAAP document; however, strategies and actions contained in the CAAP will have a financial impact. Funding swill be needed in the future to implement the GHG reduction strategies and Climate Change Resilience and Adaptation Strategies.
The GHG reduction strategies and actions in the CAAP were formulated with an understanding that the City has limited staff time and financial resources to implement them. The cost-benefit ratios presented in Chapter 3 of the CAAP are based on the anticipated impact to the city budget, including any upfront capital investment needed to implement a strategy, ongoing annual costs, and City staff time required. Fiscal impacts of implementing the CAAP will require funding from General Fund and may be requested through City’s CIP process.
For many of the actions, detailed cost estimates will be needed to inform and guide the implementation process, and be refined over time with more-precise implementation level data. One of the first recommended CAAP implementation measures will be to develop a fiscal analysis associated with implementation of key near term objectives. This fiscal analysis will assist the City in developing CAAP related budget documents to implement the CAAP over the next five (5) years.
The City’s costs for implementation may include the creation or promotion of voluntary programs, continuing administration of those programs, coordination and outreach with other government agencies and businesses, hiring staff to lead the actions and/or track and prepare grant applications, and— in some cases— exploration or study of potential regulatory mechanisms not yet codified. Some strategies require up-front capital expenditures by the City. The CAAP recognizes the value of leveraging partnerships, seeking grants, and evaluating funding sources. Further, the CAAP should be updated every five (5) years to evaluate the effectiveness of programs, changes in technologies, and to reflect new land use patterns - especially considering the City will embark upon an update to the City’s General Plan which will kick off in early 2023 and will take approximately three (3) to four (4) years to completed.
Prepared by: Kathleen Mallory, Planning & Sustainability Manager
ATTACHMENTS
1. CAAP CAAP-Public-draft-2022.pdf (oxnard.org)
2. September 1, 2022 Planning Commission Staff Report (Attachment 1 removed due to duplication)
3. March 30, 2021 City Council Staff Report
4. January 25, 2022 Committee Staff Report
5. July 7, 2022 Planning Commission staff report (Attachment A, B, and D removed due to duplication)
6. Summary of Community Input
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CITY COUNCIL AGENDA REPORT
REPORTS
AGENDA ITEM NO. M.2
DATE: October 18, 2022
TO: City Council
FROM: Stephen Fischer, City Attorney, (805) 385-7483, [email protected]
SUBJECT: Options to Fill Council Vacancy. (10/15/20)
RECOMMENDATION
That the City Council receive a report regarding the vacancy in the District 6 City Council seat and take one of the following actions to fill the vacancy:
1. Call a special election for March 7, 2023 to fill the remainder of the District 6 City Council term (which runs until November 2024) by adopting the following resolutions:
a. A resolution calling and giving notice of a special election on March 7, 2023 to fill the remainder of the District 6 City Council term;
b. A resolution requesting the Ventura County Board of Supervisors authorize the Ventura County Elections Division to render specified services to conduct the March 7, 2023 special election; and c. A resolution adopting regulations for candidates for elective office pertaining to candidate statements submitted to the voters at the special election to be held on March 7, 2023.
OR
2. Direct staff to: a) commence the process to appoint the District 6 Councilmember on or before November 29, 2022, with a term to run until November 7, 2023; and b) on or before November 29, 2022 return to the City Council for the appointment of the District 6 Councilmember and the adoption of a resolution calling and giving notice of holding a special election on November 7, 2023, to fill the remainder of the District 6 term, which runs until November 2024. (Any potential appointee or candidate must be a resident of District 6, at least 18 years of age, and a registered voter.)
Please click the following link to view the required Measure M pre-recorded presentation video: https://youtu.be/rkE9o- FSC_w
BACKGROUND
Following the tragic death of Supervisor Carmen Ramirez, Governor Newsom appointed Councilmember Vianey Lopez to the Ventura County Board of Supervisors on September 23, 2022. On October 3, 2022, Councilmember Lopez, who represented City Council District 6, resigned from the Oxnard City Council to assume her new position on the Ventura County Board of Supervisors.
Government Code Section 36512 governs the process for filling a City Council vacancy. Section 36512(b) provides that the Council must, within 60 days from the date of the vacancy, either fill the vacancy by appointment or call a special election to fill the vacancy. Oxnard City Code Section 2-3.1 (adopted by the Council in 2021 pursuant to Section 36512(c)(3)) requires that if the Council fills a Council vacancy by appointment, the appointee “shall hold office only until the date of a special election which shall immediately be called to fill the remainder of the term.” Any potential 782
appointee must be a resident of District 6, at least 18 years of age, and a registered voter.
The County Registrar has a deadline of November 2, 2022 for the City to submit a resolution calling a special election to be held on March 7, 2023. (See attached Election Calendar.) To meet this deadline, the City Council would need to call for the election on or before November 1, 2022. If the Council calls for a special election after the November 1, 2022 deadline, then the election will be held on November 7, 2023.
Option 1
The Council may choose to call a special election to fill the Council vacancy. Government Code Section 36512(b)(1) requires the special election to “be held on the next regularly established election date not less than 114 days from the call of the special election” and the person elected to fill the vacancy would hold office for the remainder of the current District 6 term, which ends in November 2024.
Elections Code Section 1000 sets the “regularly established election” dates for 2023 as:
“(b) The first Tuesday after the first Monday in March of each odd-numbered year. …
(e) The first Tuesday after the first Monday in November of each year.”
If the Council chooses Option 1, the special election to fill the District 6 vacancy would be held on March 7, 2023, pursuant to Elections Code Section 1000(b). The person elected on March 7, 2023, would serve on the Council until November 2024.
The County Registrar would have until April 6, 2023 to certify the results of the March 7, 2023 election.
Option 2
The Council may choose to fill the vacancy by appointment, and (at the same meeting that the appointment occurs) call for a special election to occur on November 7, 2023. At that special election, voters would elect a person to serve the remainder of the term of the District 6 councilmember – until November 2024.
Oxnard City Code Section 2-3.1 provides that the special election may be held on a date permitted by Government Code Section 36512(c)(3). That section provides that the special election be "held on the date of the next regularly established election or regularly scheduled municipal election to be held throughout the city not less than 114 days from the call of the special election.” Because of the time needed to conduct the application and appointment process under this option, the special election to fill the remainder of the District 6 term would occur on November 7, 2023 pursuant to Elections Code Section 1000(e).
If the Council selects this option, the Council would direct staff to commence an extensive application process after which the Council would appoint an applicant within 60 days after the vacancy arose (i.e., no later than December 1, 2022). At that same meeting, the Council would call a special election to be held on November 7, 2023, where voters will elect a candidate to fill the District 6 vacancy until November 2024.
Time Constraints for Appointment by November 1, 2022
As indicated in the prior section, the time needed for the process to fill a Council vacancy by appointment is significant.
The process used for the District 2 vacancy appointment in 2021 included: (i) a two week period for the filing of applications; (ii) a two week period for public and Council review of submitted applications; (iii) a special Council meeting to conduct public interviews of the applicants; and (iv) the Council appointment and the calling of a special election to be held in November 2021. Using those same time periods for applications to be submitted and reviewed, there is insufficient time to complete the appointment process before the County Registrar’s November 2, 2022 deadline to submit a Council resolution requesting a March 7, 2023 special election. As such, staff does not recommend that the City Council attempt to appoint an interim councilmember for District 6 on or before November 1, 2022.
STRATEGIC PRIORITIES
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This agenda item is a routine operational item or does not relate to the four strategic plans adopted by City Council on May 17, 2016.
FINANCIAL IMPACT
As of the date this agenda is posted, the City does not have an estimated cost to run a special election in 2023 to fill the vacancy from the County Registrar of Voters. However, the cost to run the District 2 special election in 2021 was $119,778.40. If necessary, staff would request a mid-year budget appropriation to pay the cost of a 2023 special election at a later date.
COMMITTEE OUTCOME
This item did not originate in Committee.
Prepared by: Stephen Fischer, City Attorney, Jason Zaragoza, Deputy City Attorney, Kenneth Rozell, Chief Assistant City Attorney
ATTACHMENTS
1. 2022 City Council Vacancy Timeline_FINAL
2. Resolution Calling Special Election to Fill District 6 Vacancy
3. Resolution Requesting BOS re Special Election Services
4. Request for Specified Election Services - Candidates
5. Resolution Adopting Candidate Regulations for Special Election_ March 2023
6. March 2023 Election Calendar
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City Council Vacancy
OPTIONS AND TIMELINES
October 18, 2022
785
Budget Forecast - General Fund
Adopt a resolution calling and giving notice of holding a special election on March 7, 2023
CITY COUNCIL VACANCY OPTIONS
Choices for filling the District 6 vacancy:
Direct staff to commence the process to appoint the District 6 Councilmember on or before November 29, and calling and giving notice of holding a special election on November 7, 2023 on or before November 29 2 O R
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Budget Forecast - General Fund
60 Days: Decision*
Oct. Nov. Dec. Jan. Feb.
Option 1: March Special Election
Option 2: Commence Appointment
Process; Call November 2023
Special Election Before Dec. 2, 2022
March April June July Aug. May
CITY COUNCIL VACANCY TIMELINE
Oct. 3, 2022
VACANCY DATE
*City Council must act by December 2, 2022
Option 1: D6 Seat Remains Vacant
Ventura County Elections Deadline is Nov. 1, 2022
Sept. Oct. Nov.
March 7, 2023
Special Election
Nov. 7, 2023
Special Election
Option 2: Appointed Person Serves in D6 Seat
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CITY COUNCIL OF THE CITY OF OXNARD
RESOLUTION NO.
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF OXNARD CALLING
AND GIVING NOTICE OF HOLDING A SPECIAL ELECTION ON TUESDAY, MARCH 7, 2023 FOR THE ELECTION OF ONE COUNCILMEMBER TO FILL A VACANCY IN COUNCIL DISTRICT 6 AS REQUIRED BY GOVERNMENT CODE SECTION 36512
WHEREAS, on October 3, 2022, Councilmember Vianey Lopez resigned from the Oxnard City Council, and was sworn in as the District 5 Supervisor for the Ventura County Board of Supervisors, resulting in a vacancy in the District 6 City Council office; and WHEREAS, the term of the District 6 vacant office ends November, 2024; and WHEREAS, Government Code Section 36512(b) requires the City Council to, within 60 days from the commencement of the vacancy, either fill the vacancy by appointment or call a special election to fill the vacancy; and
WHEREAS, on October 18, 2022, the City Council approved a recommended action to call and give notice of a special election to be held on March 7, 2023 to elect a candidate to fill the remainder of the District 6 term.
NOW, THEREFORE, the City Council of the City of Oxnard resolves:
SECTION 1. Pursuant to the laws relating to General Law cities and the requirements of the Oxnard City Code, Chapter 2, there is called and ordered to be held in the City of Oxnard, California on Tuesday, March 7, 2023, a Special Election for the purpose of election of a District 6 City Councilmember for the term of office which ends November, 2024, in which the vacancy was created by the appointment of Councilmember Vianey Lopez to the Ventura County Board of Supervisors.
SECTION 2. Ballots to be used at the election shall be in a form and content as required by law.
SECTION 3. The City Clerk is authorized, instructed, and directed to coordinate with the Ventura County Clerk to procure and furnish any and all official ballots, notices, printed matter and all supplies, equipment and paraphernalia that may be necessary in order to properly and lawfully conduct the election.
SECTION 4. Polls for the election shall be open at seven o' clock a. m. the day of the election and shall remain open continuously from that time until eight o' clock p. m. of the same day when polls shall be closed, pursuant to California Elections Code Section 10242, except as provided in California Elections Code Section 14401.
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SECTION 5. In all particulars not recited in this Resolution, the election shall be held and conducted as provided by law for holding Municipal Elections.
SECTION 6. Notice of time and place of holding the election is given and the City Clerk is authorized, instructed and directed to give further or additional notice of election, in time, form and manner as required by law.
SECTION 7. The sections, paragraphs, sentences, clauses and phrases of this Resolution are severable, and if any phrase, clause, sentence, paragraph or section of this Resolution shall be declared unconstitutional by the valid judgment or decree of a court of competent jurisdiction, such unconstitutionality shall not affect any of the remaining phrases, clauses, sentences, paragraphs and sections of this Resolution.
PASSED AND ADOPTED THIS 18th day of October, 2022 by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
John C. Zaragoza, Mayor
ATTEST:
Rose Chaparro, City Clerk
APPROVED AS TO FORM:
Stephen M. Fischer, City Attorney
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CITY COUNCIL OF THE CITY OF OXNARD
RESOLUTION NO.
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF OXNARD
REQUESTING THE VENTURA COUNTY BOARD OF SUPERVISORS
AUTHORIZE THE VENTURA COUNTY ELECTIONS DIVISION TO RENDER
SPECIFIED SERVICES TO CONDUCT A SPECIAL ELECTION TO BE HELD TUESDAY, MARCH 7, 2023
WHEREAS, the City Council of the City of Oxnard called a Special Election to be held March 7, 2023 to fill a vacancy in the office of City Council District 6 that was created with the appointment of Councilmember Vianey Lopez to the Ventura County Board of Supervisors on October 3, 2022, with an unexpired term of office ending November, 2024; and WHEREAS, in the course of conduct of the election it is necessary for the City to request services of the County; and
WHEREAS, all necessary expenses in performing these services shall be paid by the City of Oxnard.
NOW, THEREFORE, the City Council of the City of Oxnard resolves:
SECTION 1. That pursuant to the provision of California Elections Code Section 10002, this City Council requests the Ventura County Board of Supervisors to permit the Ventura County Elections Division to conduct a Special Election for the City of Oxnard on Tuesday, March 7, 2023, for the purpose of election of a District 6 City Councilmember to fill a vacancy for an unexpired term of office ending November 2024 and that the precincts, polling places and election officers be established.
SECTION 2. The Ventura County Elections Division is authorized to canvass the returns of the Special Election and only one form of ballot shall be used.
SECTION 3. The Ventura County Board of Supervisors is requested to issue instructions to the Ventura County Elections Division to take any and all steps necessary for the holding of this Special Election.
SECTION 4. The City of Oxnard recognizes costs will be incurred by the County by reason of this Special Election and agrees to reimburse the County for any associated election costs when the work is completed and upon presentation of a properly approved bill.
SECTION 5. City Clerk is hereby directed to file a certified copy of this Resolution with the Ventura County Board of Supervisors and the Ventura County Elections Division. ///
///
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PASSED AND ADOPTED THIS 18th day of October, 2022, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
John C. Zaragoza, Mayor
ATTEST:
Rose Chaparro, City Clerk
APPROVED AS TO FORM:
Stephen M. Fischer, City Attorney
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792
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CITY COUNCIL OF THE CITY OF OXNARD
RESOLUTION NO.
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF OXNARD
ADOPTING REGULATIONS FOR CANDIDATES FOR ELECTIVE OFFICE PERTAINING TO CANDIDATES’ STATEMENTS SUBMITTED TO THE VOTERS AT A SPECIAL ELECTION TO BE HELD ON TUESDAY, MARCH 7, 2023 WHEREAS, California Elections Code Section 13307 provides that the governing body of any local agency adopt regulations pertaining to materials prepared by any candidate for a municipal election, including costs of the candidate's statement.
NOW, THEREFORE, the City Council of the City of Oxnard resolves:
SECTION 1. General Provisions.
Pursuant to California Elections Code Section 13307, each candidate for elective office to be voted for at a Special Election to be held in the City of Oxnard on Tuesday, March 7, 2023 may prepare a candidate's statement on an appropriate form provided by the City Clerk.
The statement may include the name, age and occupation of the candidate and a brief description of no more than 200 words of candidate's education and qualifications expressed by the candidate himself or herself. The statement shall not include party affiliation of the candidate, nor membership or activity in partisan political organizations. The statement shall be filed in typewritten form in the City Clerk Department at the time the candidate's nomination papers are filed. As requested by the County of Ventura Elections Division, the candidate shall also provide an electronic copy of the statement on CD when the hard copy is filed with the City Clerk. The statement may be withdrawn, but not changed, during the period for filing nomination papers and until 5:00 p. m. of the next working day after the close of the nomination period.
SECTION 2. Foreign Language Policy.
Pursuant to the Federal Voting Rights Act, candidate's statements will be translated into all languages required. The County of Ventura is required to translate candidate's statements into the following language: Spanish.
The County will print and mail separate sample ballots and candidate's statements in Spanish to only those voters who are on the County voter file as having requested a sample ballot in Spanish. The County will provide the sample ballots and candidate's statements in Spanish at all polling places, on the County's website, and in the Election Official's Office.
SECTION 3. Payment.
A Candidate shall be required to pay for the cost of translating and printing the candidate's statement into any required foreign language as specified above pursuant to Federal and/ or State 794
law. The City Clerk shall estimate the total cost of printing, handling, translating, and mailing the candidate's statements filed pursuant to this section, including costs incurred as a result of complying with the Federal Voting Rights Act of 1965 (as amended), and require each candidate filing a statement to pay in advance to the City his or her estimated pro rata share as a condition of having his or her statement included in the voter's pamphlet (estimated cost $ 1,240. 00).
The estimate is just an approximation of actual cost that varies from one election to another and may be significantly more or less than the estimate, depending on the actual number of candidates filing statements. Accordingly, the City Clerk is not bound by the estimate and may, on a pro rata basis, bill candidates for additional actual expense or refund any excess paid depending on the final actual cost. In the event of underpayment, the City Clerk shall require the candidate to pay the balance of the cost incurred. In the event of overpayment, the City Clerk shall prorate the excess amount among the candidates and refund the excess amount paid within 30 days of the election or upon receipt of County billing.
SECTION 4. Additional Materials.
No candidate will be permitted to include additional materials in the sample ballot package.
SECTION 5. City Clerk shall provide each candidate or the candidate's representative a copy of this Resolution at the time nominating petitions are issued.
SECTION 6. All previous Resolutions establishing Council policy on payment for candidate's statements are repealed.
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SECTION 7. This Resolution shall apply only to the election to be held March 7, 2023 and shall then be repealed.
PASSED AND ADOPTED THIS 18th day of October, 2022 by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
John C. Zaragoza, Mayor
ATTEST:
Rose Chaparro, City Clerk
APPROVED AS TO FORM:
Stephen M. Fischer, City Attorney
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Election Calendar
Special Election – March 7, 2023
November 2, 2022
Deadline to submit resolution requesting election.
November 10, 2022
Publish Notice of Election
November 14, 2022 - December 9, 2022
Nomination period - documents may be obtained from the county Elections Division office and filed with the county elections official.
December 15, 2022
Random Alpha Drawing
December 29, 2022
Death of filed Candidate
Last day death of a filed candidate may cause name to be omitted from ballot.
January 9, 2023 - February 21, 2023
Write-In Nomination Period
January 26, 2023 - February 14, 2023
County Voter Information Guide Mailing
February 6, 2023
No later than this date, county elections officials shall begin mailing each registered voter a vote -by- mail ballot.
March 7, 2023
Election Day
March 9, 2023
Begin Canvass of Election Returns
April 6, 2023
Election Certification Deadline
797
CITY COUNCIL AGENDA REPORT
REPORTS
AGENDA ITEM NO. M.3
DATE: October 18, 2022
TO: City Council
FROM: Michael Wolfe, Public Works Director, (805) 385-8055, [email protected]
SUBJECT: Proposed Speed Hump Program. (0/15/15)
RECOMMENDATION
That the City Council:
1. Approve the proposed speed hump program as outlined in this staff report; and
2. Direct the City Manager or his designee to implement procedures to effectuate the Program as outlined in the staff report.
(Public Works and Transportation Committee approved 3-0 at a Special Meeting on September 17, 2022)
Please click the following link to view the required Measure M pre-recorded presentation video: https://youtu.be/n0- Fpo_MouA
BACKGROUND
The City receives numerous inquiries about speeding on public streets. These inquiries are usually accompanied by requests for stop signs and/or speed humps. Staff analyzes each request for stop signs and more often than not, the criteria set forth by the State of California Manual on Uniform Traffic Control Devices (CMUTCD) are not satisfied. Studies have shown that stop signs do not reduce speeds between intersections. In fact, CMUTCD strongly recommends against the use of stop signs to control speed and urges their use only as a tool to assign right-of-way at intersections. The interest in speed humps has increased in the past five years due to their increased use by agencies in the State and the exposure given to these speed humps by the media. The overwhelming majority of requests involve residential streets. The City of Oxnard does not currently have a program which addresses the use and installation of speed humps. A program will help define the issue, provide a systematic and engineering approach for review, establish priorities and funding needs, and provide a means for installation of speed humps.
The City received roughly 200 speeding complaints, mainly on residential streets, in a five-year period (from August 1, 2017 to July 31, 2022). When complaints of speeding are reported on a street, staff attempt to address the issue by conventional engineering means (i.e., additional signing and/or roadway striping). If these methods fail to mitigate the issue, or if these methods cannot be applied, selective speed enforcement is requested and conducted by the Oxnard Police Department.
It should be noted that a speed hump program was in place in Oxnard as early as 2005, based upon research performed by current staff. It is unclear of the overall program goals, procedures, or objectives because of the lack of information archived for the current staff to review. Old documents indicate that several speed humps were installed as a result of that program. Furthermore, archived documents indicate that staff understood that the program was halted in 2012 due to concerns with emergency response times expressed by the Fire Department. Additionally, documentation was found that a program was presented to the Transportation Policy Committee in 2017 and 2018 but it was never adopted by the City 798
Council.
This proposed program was reviewed at a special meeting on the Public Works and Transportation Committee (PWTC) on September 17, 2022. The public comments from and the written comments received for this meeting are attached. Additional information has been added to this staff report to address a common theme presented by the public at the PWTC meeting, namely other traffic calming options besides speed humps. Please see the attached flow chart for a general overview and the education, enforcement, or engineering comments below.
DISCUSSION
Currently, the City responds to neighborhood traffic concerns using the “three E’s”, education, enforcement, or engineering.
Education provides neighbors with information about how they as motorists can help to ease traffic impacts in their community through changes in behavior and attitudes, and informs them about neighborhood traffic management activities and opportunities. Following are some of the education tools:
Neighborhood council newsletters
Radar speed display signs
Neighborhood programs (e.g. Pace Setting programs)
Signage per Manual on Uniform Traffic Control Devices where appropriate Signage per Manual on Uniform Traffic Control Devices where appropriate
Enforcement enlists the assistance of the Police Department to focus enforcement efforts in key areas.
Engineering techniques may include physical changes such as:
Pavement markings
Roadway narrowing
Raised intersections
Traffic circles
Signage
Partial road closures
Median islands, and others
Other vertical or horizontal offsets
It should be noted that speed humps are typically one of the last options that are explored with regards traffic calming devices. While speed humps have merit in specific circumstances, there are disadvantages to them as noted in the staff report below. There are several other traffic calming opportunities, noted above in the Engineering techniques, which staff considers before exploring speed humps as an option.
Speed Humps vs. Speed Bumps:
Speed humps are suitable for streets and are typically shaped as parabolic, sinusoidal or circular and are 3 to 4 inches high. Humps create a gentle vehicle rocking motion that may cause some driver discomfort, which results in drivers slowing to approximately 15 MPH at the hump. If traversed at higher speeds, humps cause a jarring effect on the vehicle and its occupants. The primary purpose of speed humps is to lower speeds on residential streets.
Speed bumps, on the other hand, are commonly found in parking lots on private property and are typically abrupt and up to 6 inches high. Bumps cause significant discomfort at typical residential speeds. At speeds above 25 mph, bumps have less effect on vehicles with non-rigid vehicle suspensions which absorb the impact before the rest of the vehicle can react.
For vehicles with rigid suspensions, such as trucks, buses, emergency vehicles (fire engines, ambulances, police cars) and motorcycles, bicycles, etc. the risk of damage and/or injury increases with bumps.
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The Institute of Transportation Engineers (ITE) report and experience of other agencies determined that when properly designed and applied, speed humps have been found to be safe, effective devices when all other means have failed. It should be stressed that speed humps should only be considered when more conventional methods have failed to reduce speeds and increase safety (i.e., 3-Es: Education, Engineering, Enforcement).
Furthermore, advancements in technology have developed speed cushions and speed tables, which are specialized speed humps. The configuration of the speed cushions allow for emergency vehicles, such as fire apparatus with wide-axle set- ups, to straddle the vertical portions of a speed hump (see attached image). The speed cushion configuration results in less delay to emergency vehicles. Furthermore, in the correct situation, speed tables are a tool that can be deployed that allows for emergency vehicles to transition without a major reduction in speed (see attached image).
Effectiveness of Speed Humps:
Speed humps have been shown to reduce the travel speed of vehicles on residential streets. According to data provided by the ITE, studies indicate that the “85th Percentile Speed” decreased by six (6) to seven (7) miles per hour after speed humps were installed. However, travel speeds may also increase up to one (1) mile per hour between the speed humps.
Advantages of Speed Humps:
Reduced vehicular speeds
Reduced certain type of collisions
Possible reduction in cut-through traffic
Disadvantages of Speed Humps:
Increased emergency response time*
Increased noise
Impact to private vehicles (maintenance cost increase) Impact to public vehicles like trash trucks and fire trucks (maintenance cost increase) Increased speed between speed humps
Impact to parking, drainage, and street sweeping
Impacts to users of vehicles with disabilities (e.g. spine related disabilities) Reports of increased air emissions and increased gas consumption High capital cost
Requires long term funding for routine maintenance
Residents living on the block will be the ones driving over the speed humps most frequently Installation may require placement of the speed hump and/or warning signs in front of someone’s home
*Input from the Fire Marshall: there are response delay concerns. Namely, (1) modern fire growth curve doubles every 60 seconds; (2) the survival rate for cardiac arrest is estimated to be around 50% when CPR is administered within 3–5 min.
However, this survival decreases by 7–10% with each minute that defibrillation is delayed; and (3) speed cushions could be used to help minimize delays with large fire vehicles but not with ambulances or smaller response vehicles.
*Input from the Police Department (PD): there is potential delay in emergency response, however anticipate minimal impact with police vehicles. PD is supportive of speed humps as effective traffic calming devices, where data supports their installation. PD believes that a systematic process to request speed humps will reduce complaints coming to PD to assist with analysis. Also, PD believes that speed humps would reduce time spent doing directed enforcement at the problem location, allowing police resources to focus on other areas.
PROPOSED SPEED HUMP PROGRAM
Request Process:
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a. Applications for speed humps will be accepted from any resident, neighborhood council, school, or other entity whose property is abutting the requested street segment. b. If the street meets the minimum eligibility criteria, the Traffic Engineering Division will perform an in-depth traffic study of the area in question prior to making a determination. This process can take approximately two (2) months to complete. Once a determination is made by the traffic engineering division, the Applicant will be notified of the outcome by mail.
c. If approved to proceed, a map showing the proposed speed hump location will be mailed to the applicant along with Petition forms to be signed by designated area residents indicating support or opposition of the speed hump. It is the responsibility of the Applicant to collect the signatures by the date indicated on the response from the City.
d. Once the required signatures have been collected, a minimum of 67% (two thirds) of the designated residents (either owner or tenant), the Applicant shall then return the collected Petition Forms to the City for review and verification.
e. Completed applications will be reviewed and ranked according to the Criteria and Ranking System listed below.
Eligibility Criteria:
Traffic Engineering staff will conduct the necessary traffic engineering studies and determine the street's eligibility for speed hump installation based on the following criteria:
Minimum Criteria:
a. The street must be designated as a local road or a “residence district” as defined in the California Vehicle Code and may not be designated as a Major Arterial, an Arterial, a Minor Arterial, or a Collector. b. The street may not be designated an emergency service travel route or otherwise deemed ineligible by the Fire Department.
c. The street may not be designated as a bus or commercial vehicle truck route. d. The minimum length of the street or street segment under consideration for speed humps shall not be less than one thousand (1,000) feet, which is uninterrupted by stop signs or any other traffic control device. Speed humps will not be considered for installation on cul-de-sacs unless they have an uninterrupted street length of 1,000 feet or more.
e. The local street or residence district must have a paved width of forty-four (44) feet or less and have no more than two (2) traffic lanes.
f. The street must have an established speed zone of either twenty-five (25) or thirty (30) MPH; any street with an established speed zone of thirty-five (35) MPH or greater will not be considered. Established speed zones of thirty-five (35) MPH or greater serve as a Collector designation and will not be considered.
Analysis Criteria:
g. The sum of traffic volumes on the local street or residence district for both directions must be more than five hundred (500), but less than two thousand (2,000) vehicles per day. h. The measured 85th percentile from the twenty-four (24) hour speed profile must exceed the established posted speed limit by nine (9) miles per hour or more; OR there must be five (5) or more reported speed-related traffic collisions within the subject street segment during the last twelve (12) months of recorded data.
Ranking Criteria:
The City proposes to utilize a ranking system to determine priority based on need and resources available. The ranking will be separated into the six City Council Districts. Meaning, each Council District will have its own ranked list. The table below provides the breakdown of the scoring system. A street segment’s prioritization score is determined by summing the following factors:
Item Points
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1. Traffic Speed Percentage of vehicles traveling at or more than ten (10) mph over the posted speed limit on the proposed project street divided by two (2).
2. Traffic Volume Average daily traffic volume on the proposed project street divided by one hundred (100).
3. Traffic
Collisions
Two (2) points per collision that likely could have been resolved by the speed hump, based on collision records for the past three (3) consecutive years.
4. Schools
Five (5) points for each private or public elementary, middle, or high school within the area benefited by the proposed speed hump.
5. Other a) Five (5) points if a street has a sidewalk on only one side.
b) Twenty (20) points if a street does not have a sidewalk on either side.
c). Three (3) points for each pedestrian generator or attractor (such as a public park, public swimming pool, publicly accessible green way, etc.) within the area benefited by the proposed speed hump.
d) One (1) point for each bus stop within the area.
e) Five (5) points for each designated school crossing within the area.
f) Ten (10) points for each yearly funding cycle period that a project remains on the prioritized list without being ranked high enough for funding (max of three funding cycles).
The street segment with the higher-ranking score will be considered to have the higher priority, by Council District. The street with the earliest application date will have the higher priority among streets with the same ranking score.
Once a request is complete, fully processed, and placed on the list to be funded, locations that do not receive funding in the initial fiscal year, will automatically be considered in the subsequent funding cycles, for a maximum of three (3) additional fiscal years (three funding cycles). As noted above, additional points are added to completed requests should they not receive funding right away. If the funding is still not approved after the three (3) year reconsideration period, the request will expire. A new written application may be submitted subject to the steps in the speed hump program in effect at the time of the application. Each application requires a separate and independent evidence of support petition.
STRATEGIC PRIORITIES
This agenda item supports the Infrastructure and Natural Resources strategy. The purpose of the Infrastructure and Natural Resources strategy is to preserve and improve our roads, utilities, parks, trees, water supply and natural resources through effective planning, prioritization, and an equitable and efficient use of available funding.
FINANCIAL IMPACT
The estimated cost for a speed study per location is $500. Estimated cost of design and installation of speed hump is approximately $25,000 (assuming 3-humps per segment). Maintenance cost is estimated at $500 per year per location for signs and markings.
No funding has been established for a speed hump program for Fiscal Year 2022-23. However, staff does anticipate that if the City Council approves the proposed speed hump program, staff will be requesting $50,000 per City Council District (for a total of $300,000 each year) each new fiscal year. This will allow for the installation of speed humps at the top two ranked locations in each Council District each Fiscal Year.
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Please note that some agencies allow private funding for speed humps but City staff is not recommending that process for Oxnard.
COMMITTEE OUTCOME
The Public Works and Transportation Committee approved 3-0 on September 17, 2022 to approve the staff recommendation and to forward the item for Council approval. The Committee asked to include the following elements to the Council Staff report: 1) Other strategies that staff consider in place of speed humps and 2) Written comments received and summary of residents who spoke at the Committee meeting.
Prepared by: Tatiana Arnaout, City Engineer
ATTACHMENTS
1. Example of Speed Table
2. Example of Speed Cushion
3. Key Steps-Speed Hump Program (flow chart)
4. Summary of Public Comments at 9/17/22 PWTC Meeting
5. Written Comments Received from Public on Speed Hump Program
6. Presentation
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SPEED TABLE
804
SPEED CUSHION
805
Speed Hump Program
Key Steps
Initial Complaint for
Speeding or
Cut-through Traffic
Engineering
Speed Study
Conducted
Petition Forms and
Proposal Sent to
Resident/Neighborhood
Ranked/Priority
Score
Request Form Received
Expressing Interest in
Speed Humps
Speed Study Indicates
Speeding Problem
Petition Returned with
67 percent
Affirmative/Verified
Add to CIP:
Speed Hump Project*
Final Design and
Construction
YES
YES
YES
NO Other Traffic Calming
Measures Suggested
NO
NO
Other Traffic Calming
Measures Suggested
Other Traffic Calming
Measures Suggested
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Summary of Public Comments
from September 17, 2022 Public Works and Transportation Committee Meeting
1. Sandy Dias, Vanderbilt Drive & Villanova Avenue:With a neutral stance, Ms. Dias was doubtful this would be the right solution. Maybe othertechnology or roundabouts could be a better solution. (She mentioned off topic that peopleignore stop signs and that one of the problems are the drivers themselves)
2. Cindy Hoekstra, Glenwood Neighborhood:Ms. Hoekstra had a mostly positive response appreciating the detail of the presentation. Shewould like alternative options to be explored and simply wants safety.(She mentioned off topic that she wanted to hear other traffic calming options)
3. Miguel Fernandez, Strawberry Fields Neighborhood:Mr. Fernandez is positive about the implementation of speed humps. He believes hisneighborhood is a good candidate for speed humps due to constant speeding drivers and hadthe idea to implement Speed humps mid-block where fire hydrants are located.
4. Steve Nash, Downtown:Mr. Nash had a somewhat positive response regarding speed humps. He believes that beyondspeed humps, the downtown area should have signals at all intersections & RRFB crosswalks.
5. Raylene Ontiveros, Ironbark Drive:Positive reception with speed humps given the proximity to a school and near misses she haswitnessed in her neighborhood. She believes that this will help curb speeding drivers. She wouldlike to have the speed humps located on specific streets with high volume school traffic.
6. Tony Hernandez, Fournier Street:Mr. Hernandez welcomes speed humps in his neighborhood. He requested that 5 be placedevenly spaced in his street given the excessive speeders that have persisted over the years. 807
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Subject: Bump
From: Felipe Castillo <[email protected]>
To: "[email protected]" <[email protected]>
Date Sent: Saturday, September 17, 2022 9:13:53 PM GMT-07:00 Date Received: Saturday, September 17, 2022 9:13:58 PM GMT-07:00 Creo que un lugar donde tener en cuanta poner bumps, o 4 stop es la esquina de bryce canyon y A st, muchos coches cruzan muy recio, siempre hay accidentes en sus salidas, hay muchos carros abandonados por los apartamentos que impiden el parking para muchos
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Subject: Speed Bump Residential Streets
From: Rachel Brown <[email protected]>
To: [email protected]
Date Sent: Saturday, September 17, 2022 9:55:43 AM GMT-07:00 Date Received: Saturday, September 17, 2022 10:10:58 AM GMT-07:00 Hello, I am working today and cannot attend but I live on south 3000 block of A St. We have a lot of close calls with speeding cars. We have pick up trucks and speeding cars every day. This street acts like a short cut from C street and saviers up to Channel Islands Blvd. If we can have a traffic survey I am sure you will see the hazards on this street. Maybe a traffic pattern change. The cars coming thru here are not the residents who live here. I have almost gotten run over many times as well as the kids on our block. Safety is a big issue. Paying our property taxes I feel that I should come home to a safe area and instead I am taking extra precaution because of these speeding cars. Something simple as a traffic barrier as this will help keeping out non residents barreling down our streets. Please take a look at this area. I am sure you will be astonished on how many speeding cars run our street. Exact address is 3051 S A St. It is a matter of time before someone is hurt or even killed on this street.
Thank you
Rachel Brown
Sent from my iPhone
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Subject: Public comment - 9/17/2022 Sp. PW and Transportation Committee Meeting From: liana campos <[email protected]>
To: "[email protected]" <[email protected]>
Date Sent: Friday, September 16, 2022 3:08:39 PM GMT-07:00 Date Received: Friday, September 16, 2022 3:08:44 PM GMT-07:00 City Clerk-
Below are comments for the Public comment - 9/17/2022 Sp. PW and Transporta on Commi ee Mee ng
Mayor, and Members of the City Council –
I would like to speak in support of addi onal speed humps within the City. The addi on of speed humps is only a small piece of a solu on that addresses the pedestrian safety issue within the City. There are other issues within the City that need analyzing such as the pain ng of red curbs and street ligh ng to increase visibility for drivers. Addi onally the safe placement of bus stops for pedestrian access should be evaluated.
In the staff report or within the Police or Fire pros/cons I did not see the considera on of tsunami inunda on zones. A por on of the City is located within these zones and should be considered with addi onal determina ons.
Liana Campos
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Subject: Speed Hump Program
From: 'Laura Araujo' via City Clerk <[email protected]> To: [email protected]
Date Sent: Thursday, September 15, 2022 4:25:51 PM GMT-07:00 Date Received: Thursday, September 15, 2022 4:25:57 PM GMT-07:00 To whom it may concern:
I write this email as a resident of the city of Oxnard but most importantly I write this as a concerned parent of two small children.
I reside on the stretch of East Elm Street near two churches, Church of the Nazarene and Embrace Church, also near Elm Elementary School.
There is a stop sign in front of Embrace Church and another stop sign in front of 311 East Elm Street. These stop signs are mostly respected but truly are only treated as a suggestion by drivers traveling through this street. Also the whole stretch of road, E Elm St, up until you reach the traffic light connecting it to Saviers Road is treated like a drag-race track.
Nearly six years ago there was a very unfortunate accident in which a truck ran into and apartment complex on E Elm St and Gisler Ave. Ever since such event there is police presence at that T-intersection. Very rarely will police presence be posted at the T-intersection of Montrose St and E Elm St. When police is available at or near the stop signs, that is the only time drivers will fully respect these stop signs.
I fear one of these days any child including my own or just any person in general crossing this street will be hurt due to drivers speeding. Therefore I believe this street will greatly benefit from having a few speed humps installed. I understand police presence cannot always be available to deter irresponsible drivers but can only hope if these speed humps are installed, conditions will improve. We cannot take the chance at waiting for someone to get hurt by drivers speeding down this street. We must act now.
Thank you for your time.
Laura
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Subject: Speed hump program
From: "faviola.fraire via City Clerk" <[email protected]> To: [email protected]
Date Sent: Thursday, September 15, 2022 8:54:44 AM GMT-07:00 Date Received: Thursday, September 15, 2022 8:54:51 AM GMT-07:00 Hello,
Thank you for putting on this important meeting. I live on J street northbound between Bard rd and Yucca st.
This is a one way street with a stop sign at Bard rd and a stop sign at Yucca st.
The distance between both stop sings is far too much which gives cars apple time to speed all the way through.
Cars definitely take advantage of the distance to drive at excessive speed limits through this residential area. I have lived on this street for 8 years now and the issue has just gotten far worse. I do not feel safe being outside with my kids knowing drivers always go above the speed limit.
I truly feel that a speed bump is very much needed on this street to reduce the speed of cars driving by. People should not be driving by like it’s a freeway. We must keep our kids safe. I am looking forward to listing to the meeting and I hope change is implemented. Thank you for your time.
Best ,
Faviola Navarro
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Subject: Speed Humps
From: Marcus Weise <[email protected]>
To: [email protected]
Date Sent: Monday, September 12, 2022 1:02:42 PM GMT-07:00 Date Received: Monday, September 12, 2022 1:02:58 PM GMT-07:00 Marcus Weise
5246 Driftwood St. #11
Oxnard CA 93035
Ladies and Gentlemen:
Please add me to the list of those in favor of installi9ng speed humps on local streets.
Thank you
Marcus Weise
Marcus Weise
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Subject: Speed Humps
From: D S <[email protected]>
To: "[email protected]" <[email protected]>
Date Sent: Monday, September 12, 2022 12:08:42 PM GMT-07:00 Date Received: Monday, September 12, 2022 12:08:45 PM GMT-07:00 City Council Members:
We are writing in support of speed humps at the corner of Ironbark and Lantana near Sierra Linda Park and School.
It is becoming even more evident these are needed, as anyone can see the tire marks left from cars doing "donuts" in the intersections.
Thankyou for your consideration,
Residents,
Debbie S
Alice T
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Subject: Speed hump
From: MJ C <[email protected]>
To: [email protected]
Date Sent: Monday, September 12, 2022 9:28:55 AM GMT-07:00 Date Received: Monday, September 12, 2022 9:29:11 AM GMT-07:00 How can I request to add a proposal for speed bump on Ash St Oxnard CA 93033 cars pass by here so fast and have crashed several times here is highly dangerous. They use this street like a short cut to avoid 5 points and cross to Oxnard Blvd they speed through here
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Subject: Concerned neighbor
From: christian willis <[email protected]>
To: [email protected]
Date Sent: Sunday, September 11, 2022 9:03:06 AM GMT-07:00 Date Received: Sunday, September 11, 2022 9:03:22 AM GMT-07:00 Good morning I hope this email finds you well,I reside in the area of Indigo Place at Lantana St.close to the 4 way stop sign.I can sit on my porch and watch as the majorty of the cars do not stop on a daily basis,a.lot of neighbors know when crossing to be extra careful due to this reason.Police will sit in plain view and they have no choice but to stop,but once there not in site its back to normal,no stopping.The lighting is not its best and certain stop signs are harder to view.We have also started to have a recent problem where people come to do burnouts in the same intersection day and night.They also tend to open up there engines down Indigo.Im all for speedbumps in the neighborhood,aswell as better lighting at the intersection of Indigo at Lantana 4 way stop,or solar powered blinking stop signs,just as the city of Port Hueneme has them.Thank you for considering. 2 / 3
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Subject: Speed Bump Program
From: 'Diana Cortez' via City Clerk <[email protected]> To: "[email protected]" <[email protected]>
Date Sent: Friday, September 9, 2022 10:22:54 PM GMT-07:00 Date Received: Friday, September 9, 2022 10:23:04 PM GMT-07:00 Hello,
I have been waiting for residential speed bumps in neighborhoods of Oxnard for quite some time now and I'm excited to see/hear of it finally happening. I propose speed bumps to be placed on Yucca Street, either between C Street and Saviors Road or between Saviors Road and J Street. The reason why I feel some are needed here is because this neighborhood/street is in the vicinity of a school. Therefore, there are many children of all ages that walk these streets. When cars are going 40 mph and up it does not feel safe.
It is a constant occurrence having driver's speeding on this street. Since there is a light signal on Yucca and Saviors driver's speed up to try and make the green light. It doesn't matter what time of day it is, they always speed up to get to the light signal. In placing speed bumps on this street I feel it would deter driver's from driving fast and the possibility of causing harm to others.
Thank you.
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Subject: Sierra Linda Neighborhood / Humps
From: 'Sergio Garcia' via City Clerk <[email protected]> To: "[email protected]" <[email protected]>,Gabe Teran <[email protected]> Cc: Art Padilla <[email protected]>, "D. G." <[email protected]>, James Rosier <[email protected]>, GRUMPY SEGOVIA Manuel <[email protected]>, Herbert Smith <[email protected]>, Federico Rodriguez <[email protected]>, A T <[email protected]>, Debbie Skupien <[email protected]>, Shirley Brown <[email protected]>, Dan Lechleiter <[email protected]>, Robert Valenzuela <[email protected]>, Abel / Lupe Tallez <[email protected]>, Edward Ramon <[email protected]>, mike Oakley <[email protected]>, Gabe Teran <[email protected]> Date Sent: Thursday, September 8, 2022 4:46:25 PM GMT-07:00 Date Received: Thursday, September 8, 2022 4:47:24 PM GMT-07:00 Sierra Linda Neighborhood
2114 Ironbark Dr.
Oxnard, Ca, 93036
(805) 415-6648
[email protected]
8th September 2022
Oxnard City Clerk
Rose Chaparro
300 w. Third st.
Oxnard
Speed Hump Program,
Sierra Linda neighborhood welcomes the Idea of Speed humps in our community. This has been a topic for decades in our neighborhood meetings. The Sierra Linda elementary school is the biggest concern located in our neighborhood at the corner of Ironbark Dr. and Gladiola st.
Lantana st. and Ironbark dr. are the main longest streets where vehicles speed beyond the limit of 25mp because they stretch at least ¼ mile before any stop sign. Any neighborhood that has a City Park or an Elementary School in their neighborhood should have speed humps to protect the public and slow down speeders 24/7
Sincerely,
Sergio Garcia Sr.
Sierra Linda Chair
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Subject: Public comment
From: Chris Holden <[email protected]>
To: [email protected]
Date Sent: Tuesday, September 6, 2022 6:49:05 PM GMT-07:00 Date Received: Tuesday, September 6, 2022 6:49:17 PM GMT-07:00 I did not realize I needed to get permission to call in. I would like the opportunity to address the dangerous speeds I witness on Glenwood Drive between F street and C street along with the 4 way stop on C street and Glenwood intersection.
Looking forward to hearing from you
Christopher Holden
This is a staff email account managed by Oxnard Union High School District. This email and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this email in error please notify the sender. 2 / 12
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Subject: Speed hump program comment
From: Heather D'Anna <[email protected]>
To: [email protected]
Date Sent: Tuesday, September 6, 2022 5:51:49 PM GMT-07:00 Date Received: Tuesday, September 6, 2022 5:54:04 PM GMT-07:00 Hi
I highly support the speed hump program. I am really excited to see this program being proposed. I hope that the large speed humps 8-12” tall and narrow are installed. Cars must really go slow over these. Traditional speed humps such as those in Silver Strand still allow cars to drive over them at a decent speed and are only slightly effective.
Thank you
Heather
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Subject: speed hump program workshop
From: Chris Holden <[email protected]>
To: [email protected]
Date Sent: Tuesday, September 6, 2022 3:21:38 PM GMT-07:00 Date Received: Tuesday, September 6, 2022 3:21:50 PM GMT-07:00 Hello, I am a lifetime citizen of Oxnard and I currently reside at 417 Glenwood Drive in oxnard. I have been in contact with my city for the past several months because I feel there is a major traffic issue with cars speeding down Glenwood Drive between F street and C street.
I honestly feel the only way that this problem can be mitigated is by installing speed humps on Glenwood. This street is long, straight, and wide and people drive upwards of 40-45 miles an hour on this residential road all day and night.
I am unable to attend the in person meeting on these issues at city hall but I hope that my input will be heard. I am scared that one of the many young children that now live on Glenwood will be injured one day by one of these speeding cars.
Thank you for your time and consideration.
Christopher Holden
This is a staff email account managed by Oxnard Union High School District. This email and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this email in error please notify the sender. 4 / 12
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Subject: Speed bump
From: PS <[email protected]>
To: [email protected]
Date Sent: Sunday, September 4, 2022 12:10:16 AM GMT-07:00 Date Received: Sunday, September 4, 2022 12:10:31 AM GMT-07:00 I live at a corner house of F Street next to curren school. I see the traffic passing though there should be a speed bump or a stop sign.
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Subject: Public Comment: Speed Hump ProgramFrom: Eric <[email protected]>To: [email protected] Sent: Friday, September 2, 2022 8:36:44 AM GMT-07:00Date Received: Friday, September 2, 2022 8:37:16 AM GMT-07:00 Hi,
Just wanted to add my 2 cents to the speed hump program. We moved here from L.A. last year. Our last neighborhood was horrible withspeeders, so I first asked for more stop signs and the City refused. I then applied for and got speed humps. What a nightmare.
1. The speed humps did not stop people from speeding, once they were installed, the cars just flew over the top of them making loudimpact noises. Trucks loaded with equipment were even worse. We had a speed hump adjacent to our house and when trucks would goover it at high speeds, it made our whole house shake like an earthquake. I have video of the cars speeding right over the tops of thehumps if you need to see it.
2. I don’t know what height Oxnard has approved for speed humps, but the ones L.A. puts in are not high enough to deter speeders. Theyalso were not marked clearly enough with paint on the street and with enough signs on the road to warn people that they were there.
3. You need to consider American’s with Disabilities problems. People with many disabilities including spinal column issues, have areal problem with speed humps. Even normal back issues are problematic for people going over speed humps sometimes. Speed humpsalso can cause delays for ambulances, police and fire trucks. Response times are increased 10-15 seconds per hump.
4. Speed humps have been know to damage cars especially cars like Corvettes.
5. Speed humps often lower the speed limit to less than the posted neighborhood speed. If a neighborhood is rated for 25 mph, why is itnecessary to slow them down to 15 mph over a speed hump? After the speed humps were installed and we proved they didn’t stop speeders, the City of L.A. THEN decided to change the stop signs,which was a bigger deterrent to the speeding. Sure, people still run stop signs, but we found that more people at least approximated a stopthan slowed down for a speed hump. I’m enclosing an article below with more information.
Speed humps don’t really work. What scientifically WORKS are roundabouts, but when I wrote in and asked about that option, Oxnardshot me down.
Eric Andrist155 S G Street
Why Municipalities are Moving Away from Speed Humps
as a Traffic Calming Solution
TRAFFIC-CALMING TRENDS: Antiquated, Knee-Jerk Response to Speeding Drivers Now Being Rejected Around the World
Every day, municipalities, HOAs and school districtsacross the nation face problems with speeding drivers.For decades, speed humps were the only traffic-calming solution available. Today, the antiquatedspeed hump—a traditionally popular solution tospeeding drivers—has become a controversiallightning rod in conversations involving traffic-calmingsolutions coast-to-coast and around the world. 6 / 12
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Contemporary wisdom now recognizes the shortcomings of and frustrationsassociated with speed humps. Media report that speed humps:
Are expensive to install and expensive to maintain—Speed humps can cost$4,500 to $7,500. [Source: The Washington Post, Sept. 9, 2008]Interfere with response times of emergency vehicles—Each speed hump costsfire trucks ten seconds in response time. [Source: ABC Orlando/WFTV, Jan.28, 2010; and Fire Capt. Jeffrey Martin, St. Petersburg Times, Feb. 2, 2008;and the Tampa Tribune, Sept. 20, 2008]Reduce property values—Prospective homebuyers reject home sites nearspeed humps. [Source: Tampa Bay Online, Sept. 30, 2009]Increase noise levels—Speed humps usher in a constant barrage of scrapingcars and engines revving over the humps. [Source: Tampa Bay Online, Aug.12, 2009] Increase wear and tear on residential and commercial vehicles—Speedhumps are a source of excessive wear on tires, brakes, suspension systems,shock absorbers and rattle dashboards. [Source: The Natchez Democrat, Oct.28, 2009] Expensive to remove—Municipalities, under pressure by citizens and enforcedby the courts, have been forced to remove speed humps at great expense totax payers. [Source: Tampa Bay Online, Sept. 30, 2009]Increase air pollution—On roads with speed humps, carbon monoxideemissions increase by 82 percent, carbon dioxide emissions double andnitrogen oxide increases by 37 percent. [Source: BBC.com, April 22, 2009] Reduce fuel efficiency and increase gas consumption—By forcing drivers tobrake and accelerate repeatedly, speed humps will cause a car that normallythat gets 58.15 mpg travelling at a steady 30mph to deliver only 30.85 mpg.[Source: BBC.com, April 22, 2009] Additionally, some have observed that speed humps do not change driver behaviorand encourage other dangerous driving behaviors, such as going “off road” toavoid the humps.
Situation Analysis:
In 2008, in Hillsborough County, Florida some of the Carrollwood community facedsignificant traffic-calming dilemmas. Dangerous driver speeds had caused theroads to become unsafe for pedestrians, cyclists and other drivers. In response,the county invested $2 million in hundreds of speed humps, cushions and otherdevices. Within a short period of time, complaints about the speed humps began topour in from residents, tourists and emergency responders who demanded a bettersolution. 7 / 12
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As documented in the final “Neighborhood Traffic Calming Arbitration” report,Carrollwood Village residents expressed specific concerns and requests related tothe speed humps:
“Traffic calming could have been better controlled in a more cost-effectivemanner through the use of speed limit flashing signs that note the speed inwhich the car is approaching. The speed bumps are excessive; promoteunnecessary cost for continued maintenance and, over time, cause wear andtear on car alignment and shocks.” T.B.“… (the speed hump) creates an unacceptable delay in emergencyresponse…” K.K.“Speed humps cause damage to automobiles and increased noise from.” M.F.“Safety, fire hazards—Noise pollution. Horrendous disfigurement of theneighborhood. Get rid of all of them. Use electronic feedback signs.” N.K. “My brother’s death could have been the result of four speed bumps.” W.C.“Speed bumps are irritating and upsetting and painful. It’s the same as goingover chuck holes. Speed bumps make traffic speed unpredictable as somevehicles don’t slow down.” D.C.“Numerous speed humps and tables slow down response time to emergencyvehicles[and subject automobiles to]obstacles which contribute the excessivewear and tear to my vehicles.” L.B.
The controversy was settled legally in 2009 when arbitrators ruled that about one-third of the newly installed speed humps should be removed. The result:Hillsborough county has spent at least $200,000 to remove the speed humps inCarrollwood Village alone.
Resolution:
Time and technology have eclipsed the traditional fix. Residents and communityleaders—armed with online access to information and vendors—expect anddemand an improved solution that could accommodate a broad range of needs.
In addition to speed hump removal, the arbitration report also recommended theinstallation of additional driver feedback signs—a solution that had been part of theoriginal plan but delayed due to the controversy. With some 40 driver feedbacksigns to be installed within a beautiful residential setting, cost and aesthetic appealbecame primary considerations. Local community leaders Libbie Jae and JenniferFritch spearheaded the search for a cost-effective and attractive solution. “Driver feedback signs are subtle but very effective reminders to drivers without allthe noise and disruption of speed humps, which have been quite divisive,” saysLibbie Jae. “Radarsign offers a great solution that answered all of our needs: Notonly are the signs silent and attractive, they are also very affordable and the solar 8 / 12
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power option makes them a green solution. I just see Radarsign as a win-win allthe way around.” Related Stories:
April 2010, Columbia News Service: Millburn Township in New Jersey is forcedto remove five of eight speed humps. Taxpayers estimated to foot the loss of$8,000 in installation costs plus removal fees. https://www.radarsign.com/why-municipalities-are-moving-away-from-speed-humps/ Speed Humps Face a Roadblock
BY CHRISTIAN YARNELL April 13, 2010
After a 19-year-old died last October in a single-car crash in the wealthy suburbantownship of Millburn, N.J., many of the town’s 20,000 residents demanded action toreduce speeding on local roads. A few weeks after the accident, the township’spublic safety committee met and quickly decided on a solution. Traffic-slowingspeed humps were installed at eight different intersections around town, includingon Glen Avenue, home to Millburn’s busy train station, which is wheremany commuters to New York City begin their trip.
While town officials claim the decision was in the works for a while, it seemedmeant to satisfy residents alarmed by the accident. But it also triggered vocalopposition, leading to a tense public debate about traffic problems.
Around the country, cities and towns worried about pedestrian safety and fed upwith speeding cars on residential streets have increasingly turned to speedhumps. Speed humps are like speed bumps at malls and in parking lots, but theyare lower and therefore have a little less oomph. They are raised areas ofpavement typically 12 to 14 feet in length and 3 to 4 inches high.
The humps are just one type of traffic-calming measure, which include trafficcircles and electronic signs that display the speed of passing cars. Studies showthat the humps do help lower traffic speeds. “We don’t have anything elseas effective,” said Scott Batson, an engineer for the city of Portland, Ore., whichhas some 1,100 humps. 9 / 12
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But as much as the humps please safety advocates, many residents in townswhere they have been installed are equally frustrated by their unintendedconsequences, which range from inconvenience to increased noise to slowing theresponse time of fire trucks and ambulances.
Studies show that speed humps lower car speeds by 20 to 25 percent, accordingto the Institute of Transportation Engineers. The ITE also says that streets wherespeed humps have been added experience 13 percent fewer collisions and anaverage of 18 percent less traffic, depending on the alternative routes available.While research shows that lowering speeds generally reduces traffic fatalities, saidLisa Fontana Tierney, traffic engineering senior director at the ITE, there is no goodevidence that speed humps actually save lives, because they are used on localroads, not highways, where fatalities are more common.
But advocates argue that the humps are ideal for local roads near highways, wherethere is a need to get drivers to slow down. “Speed humps are a great way to takepeople out of the highway mode that they’re in,” said Wiley Norvell, a spokesmanfor Transportation Alternatives, an organization in New York City that advocates forpedestrians and cyclists.
Local officials from places as disparate as New York City and Cobb County, Ga.,have used speed humps to control traffic. Some cities, like Modesto, Calif., have aformal speed hump policy that allows residents to request humps by collecting acertain number of signatures. Paying for installation and upkeep can sometimes bea challenge. Memphis, Tenn., announced in December that it would allowneighborhoods that want speed humps to pay for them themselves because thecity does not have enough money to keep up with demand.
But in many places, there has been a strong backlash against the installation of thehumps. “It is an issue with emergency responders,” said H. Gene Hawkins, aprofessor of civil engineering at Texas A&M University and an expert ontraffic control devices. The ITE estimates that each hump costs fire trucks up to 5seconds, and ambulances up to 10 seconds. Hawkins said that manufacturerswere trying to create specialized speed humps with grooves that wouldallow wider-wheeled emergency vehicles, but not cars, to avoid the hump’simpact.
Some residents also complain that speed humps increase noise and are just plainugly. Craig Ott, 63, who has lived in Millburn for 28 years, said he was concernedabout speeding cars near his house but thought putting in speed humps was thewrong solution. He has campaigned against them and believes that electronicradar signs would make more sense. “You come down that road at night, and it 10 / 12
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looks like you’re pulling into a hazardous waste place with all the warningsand colors,” he said.
Lezette Proud, 82, who has lived in part of Millburn Township since 1955, said thenoise bothered her. “When you’re lying in your bed at night and the cars go overthem, they go ‘kathunk,’” Proud said.
And of course many drivers do not like speed humps because they do preciselywhat is intended: force cars to slow down. Driving over them too fast can damagevehicles. Avoiding them lengthens drives and is inconvenient. “Generally, we’re opposed to traffic calming measures,” said James Baxter,president of the National Motorists Association, which advocates for drivers andgot its start in the 1980s in the fight against the 55-mph national speed limit. Baxtercomplained that drivers most affected by speed humps are often the leastorganized, since they frequently do not live in the communities where the humpsare installed. “It’s a case where the squeaky wheel gets the grease,” he said. Andtoo often, community residents are effectively just “trying to divert traffic tosomeone else’s street,” he added.
Opponents have pushed back in many communities. Bowling Green, Ky., decidedin December to stop building speed humps in the wake of the public outcry againstthem. Officials in Hillsborough County, Fla., had to bring in anindependent arbitrator last year to referee the argument between pro-hump andanti-hump residents in a Tampa suburb. An editorial in the St. Petersburg Times inDecember argued against the growing use of traffic calming measures, saying,“Our public streets, built to provide access and easy movement of traffic, are beingturned into obstacle courses.” Experts agree that speed humps are not a panacea and need to be designed byexperts to be effective. “Where you get someone who’s not a traffic engineersaying, ‘Let’s put in something that will slow the traffic down,’ that’s when youget into trouble,” said Hawkins, the Texas A&M professor.
In fact, local residents are usually the driving force behind the installation of speedhumps. “These are always reactive kinds of projects,” said Batson, the Portlandengineer. While some residents push for the humps, a minority is usually opposed,Batson said. Portland addresses the potential conflict by requiring residents to votebefore they are installed.
Such a vote might have saved Millburn a lot of trouble and expense. On March 16,after much public opposition to the humps and an investigation that found they 11 / 12
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violated the state’s design recommendations, Millburn’s townshipcommittee decided to remove five of the eight new humps. The $8,000 installationcost was lost. “There needs to be community input beforehand,” said Timothy Gordon, Millburn’sbusiness administrator, when asked what advice he would give to other townsconsidering speed humps. “If we made one mistake, that was probably it.” https://www.radarsign.com/wp-content/uploads/2017/09/4-13-2010.Speed-Humps-Face-a-Roadblock.Columbia-News-Service.RS-1.pdf 12 / 12
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Proposed Speed Hump Program
City Council
October 18, 2022
Tatiana Arnaout, P .E.
City Engineer
830
That the City Council:
1. Approve the proposed speed hump program as
outlined in this staff report; and
2. Direct the City Manager or his designee to implement procedures to effectuate the Program as outlined in
the staff report.
RECOMMENDATION 2
831
Why consider a Speed Hump Program?
• Speeding and/or cut-through traffic on residential streets • One of many traffic calming tools
• Significant amount of requests (Roughly 200 over 5-year period) • Define an engineering approach for implementation
• Establish priorities
• Part of the traditional three E’s for traffic calming BACKGROUND 3
832
• Enforcement (examples):
• Traditional Enforcement: City Police officer
• Automated Enforcement (Radar and Photo)
• Education (examples):
• Speed Trailers and Speed Feedback Signs
• Public Awareness Programs
• Neighborhood programs
• Pace setting programs
• Engineering (examples):
• Signs and pavement markings
• Vertical/horizontal Deflections
• Street Width Reduction
THREE E’s (Enforcement, Education, and Engineering) 4
833
• Speed Humps
• Used on public streets in residential areas
• Typically 12 feet wide and between 3 to 4 inches high • A set of speed humps (usually 3) are installed to get better reduction in speeding
• Speed Bumps
• FHWA/ITE do not recommend them on public streets
• Typically abrupt and up to 6 inches high
• Usually found in shopping centers, apartment
complexes, and other private properties
SPEED HUMPS VS SPEED BUMPS 5
834
Considered only after other options (enforcement and other traffic calming tools) have been reviewed and implemented
What can they do?
• Act as devices in reducing speeding in residential neighborhoods • Modify cut-through traffic patterns
What can’t they do?
• Should not be placed on high volume roads (arterial, collectors) • Humps have to be used as set (usually 3) to be effective • Humps should not be installed on streets where there are known drainage/flooding issues
SPEED HUMPS 6
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Previous City Efforts:
• Speed hump program was in place as early as 2005
• Unclear of the program goals and objectives due lack of information archived
• Archived information indicates, program was halted due to the concerns in emergency vehicle response times expressed by the Fire Department
• Documentation was found that a program was presented to the Transportation Policy Committee in 2017 and 2018 but it was never adopted by the City Council
MORE BACKGROUND 7
836
EXAMPLES 8
BC
D
A
C
837
PROS:
• Reduced vehicular speeds
• Reduced certain type of collisions
• Reduction in cut-through traffic
PROS and CONS of SPEED HUMPS 9
838
CONS
• Increased emergency response time
• Increased noise
• Increased speed between humps
• Increase $ for maintenance public/private vehicles
• Impact to drainage, parking, and street sweeping
• Residents living on the block will be the ones driving over the speed humps most frequently • May require placement of the speed hump and/or warning signs in front of someone’s home • Social/economic - fuel consumption; ADA impacts
• May move the “problem” elsewhere
• High cost for installation
• Long term and routine maintenance $
PROS and CONS of SPEED HUMPS 10
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• Process - City staff and neighborhoods
• Eligibility Criteria -
Minimum:
• Traffic volume between 500 and 2,000 vehicles per day • Residential street with posted speed limit of 25 mph or 30 mph • Street shall be a minimum of 1,000 ft in length.
Analysis
• 85% Speed must be 9 mph over the posted speed limit or 5 or more collisions resulted from vehicular speeds in a 12-month period
• Review/Approval by Fire/PD
PROGRAM KEY ELEMENTS 11
840
Continued:
• Neighborhood Petition Signed by 2/3rds
• Designated residents (owners or tenant)
• Ranking/Prioritization
• Council Districts
• Valid for three years
– Will be consider in three funding cycles
– Ranking points added each cycle not funded
– Will expire after three funding cycles
– Require new written application/petition
PROGRAM KEY ELEMENTS 12
841
POLICY KEY ELEMENTS 13
Initial Complaint for
Speeding or
Cut-through Traffic
Engineering
Speed Study
Conducted
Petition Forms and
Proposal Sent to
Resident/Neighborhood
Ranked/Priority
Score
Request Form Received
Expressing Interest in
Speed Humps
Speed Study Indicates
Speeding Problem
Petition Returned with
67 percent
Affirmative/Verified
Add to CIP:
Speed Hump Project*
Final Design and
Construction
YES
YES
YES
NO Other Traffic Calming
Measures Suggested
NO
NO
Other Traffic Calming
Measures Suggested
Other Traffic Calming
Measures Suggested
*timing shall be based on available
funding and overall prioritization
842
RANKING 14
Item Points
1. Traffic
Speed
Percentage of vehicles traveling at or more than ten
(10) mph over the posted speed limit on the
proposed project street divided by two (2).
[40 points maximum]
2. Traffic
Volume
Average daily traffic volume on the proposed
project street divided by one hundred (100).
[twenty (20) points maximum]
3. Traffic
Collisions
Two (2) points per collision that likely could have
been resolved by the speed hump, based on collision
records for the past three (3) consecutive years. [20
points maximum]
843
RANKING (cont’d) 15
Item Points
4. Schools Five (5) points for each private or public elementary, middle, or high school within the area benefited by the proposed speed hump.
5. Other a) Five (5) points if a street has a sidewalk on only one side. b) Twenty (20) points if a street does not have a sidewalk on either side.
c). Three (3) points for each pedestrian generator or attractor (such as a public park, public swimming pool, publicly
accessible green way, etc.) within the area benefited by the proposed speed hump.
d) One (1) point for each bus stop within the area.
e) Five (5) points for each designated school crossing within the area.
f) Ten (10) points for each yearly funding cycle period that a project remains on the prioritized list without being selected for funding.
844
Estimated Cost:• Speed Studies: $500* per location• Design and Construction: $25,000* including signs/markings• 3 speed humps per segment on average• Maintenance: $500*/year/location General Fund:• Fund by Council District ($50,000* per District)• One or two locations per District per year• $300,000* Private Funding (not recommended by Staff):• Exists in other agencies• Can create equity issues*2022 Costs FUNDING 16
845
• City Departments
• Police
• Fire
• Streets Maintenance
• Environmental Resources
• City Attorney’s Office
• Public Works and Transportation Committee
• September 17, 2022
• Approved the staff recommendation (3-0) and forwarded the item for City Council approval
• City Council Meeting
• October 18, 2022
DRAFT PROGRAM REVIEW PROCESS 17
846
Fire Department:
• Response delay concerns
• Modern fire growth curve doubles every 60 seconds
• The survival rate for cardiac arrest is estimated to be around 50% when CPR is administered within 3–5 min. However, this survival decreases by 7–10% with each minute that defibrillation is delayed
• Speed cushions could be used to help minimize delays with large fire vehicles but not with ambulances or smaller response vehicles Police Department:
• Potential delay in emergency response, however anticipate minimal impact with police vehicles
• Support speed humps as effective traffic calming devices where data supports their installation
• The systematic process to request speed humps reduces complaints coming to PD to assist with analysis
• Speed humps would reduce time spent doing directed enforcement at the problem location, allowing police resources to focus on other areas
COMMENTS FROM FIRE AND POLICE DEPARTMENTS 18
847
QUESTIONS
19 848
CITY COUNCIL AGENDA REPORT
REPORTS
AGENDA ITEM NO. M.4
DATE: October 18, 2022
TO: City Council
FROM: Michael Wolfe, Public Works Director, (805) 385-8055, [email protected]
SUBJECT: Consideration of Naming a Sports Field at Durley Park the “Helen Lopez Field". (0/10/10)
RECOMMENDATION
That the City Council:
1. Review and consider the request from the Sunset Little League, along with the recommendation from the Parks, Recreation, and Community Services Commission, to name a sports field at Durley Park the “Helen Lopez Field”; and
2. Direct staff to install appropriate signage to effectuate the naming, should it be approved, taking into consideration upcoming park improvements.
(Public Works and Transportation Committee approved 3-0.)
Please click the following link to view the required Measure M pre-recorded presentation video: https://youtu.be/vbE4ZGRgcKo
BACKGROUND
In April of 1977, the City Council established the procedures for naming City parks and other facilities in Resolution No. 12,991 (Resolution) (Attachment 1).
Currently, there is one baseball field at Durley Park (Attachment 2) that was named posthumously, as well as one softball field at Beck Park (Attachment 3) and two softball fields at Community Center Park (Attachment 4) that were named after Police Officers who died in the line of duty. There are no parks, recreation facilities, or other public facilities that are named after a person who is living. However, the Bedford Pinkard SkatePark at College Park was named while he was still alive.
On May 25, 2022, the Parks, Recreation, and Community Services Commission (Commission) received a presentation from the Sunset Little League (League) requesting to name the minor field at Durley Park “Helen Lopez Field”. For nearly four decades, Helen has been an active and essential part of the League at Durley Park. Beginning as a volunteer 38 years ago, Helen rose to the rank of President of the League and held that position for decades. She consistently recruited and mentored managers, coaches, umpires, snack bar servers, and field maintenance personnel. Among her contributions to the non-profit organization was the inclusion of girls in the Sunset Little League.
On June 22, 2022, the Commission approved a recommendation to the City Council to name a field at Durley Park “Helen Lopez Field”.
DISCUSSION
The Resolution for naming City parks and other public facilities contains 9 steps. Steps 1-3 have been completed with the 849
Request by the League and the Recommendation to the City Council by the Commission. Steps 4, 5, and 9 are not applicable as these address other facilities, proposed alternate names, and a repeal of section F-6 from the Administrative Manual.
Step 6 states that “City Council, at its discretion, will select the name for the park, recreation facility, or other public facility.”
Step 7 states: “Although exceptional, in appropriate circumstances as determined by the City Council, a park, recreation facility, or other public facility may be named after a person, whether living or deceased.” Staff interprets this as the original intent of the Resolution to only name facilities posthumously with exceptions for appropriate circumstances as approved by City Council. Furthermore, Step 8 requires that if the person is deceased, then “a minimum of five years shall have elapsed since the person’s death before his or her name may be considered by City Council".
Recently, the City was awarded a $7 million grant to renovate Durley Park. The renovation project includes turning the ball fields to centralize all of the backstops to the concession and restroom building. Therefore, due to the pending construction, any new amenities, including permanent plaques or signs, are not recommended at this time. However, if the naming is approved, a temporary sign could be placed until such time as the park renovation would incorporate a permanent item (e.g. plaque or sign).
STRATEGIC PRIORITIES
This agenda item is a routine operational item or does not relate to the five strategic priorities adopted by City Council on March 16, 2021.
FINANCIAL IMPACT
There is no financial impact for the naming of the field. However, there may be future costs associated with signs or plaques acknowledging the field name. These costs may be paid through donations.
COMMITTEE OUTCOME
The Public Works and Transportation Committee approved 3-0 on September 27, 2022 to approve the staff recommendation and to forward the item for Council approval.
Prepared by: Steve Howlett, Assistant Public Works Director
ATTACHMENTS
1. Resolution 12991 Naming of City Facilities
2. Map of Durley Park
3. Map of Beck Park
4. Map of Community Center Park
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CITY COUNCIL OF THE CITY OF OXNARD
RESOLUTIONNO. 12,991
RESOLUTION OF THE CITY COUNCIL OF THE CITY OF OXNARD
ESTABLISHING PROCEDURES FOR NAMING CITY PARKS AND OTHER PUBLIC FACILITIES.
WHEREAS, the City Council adopted a policy in April, 1977 establishing procedures and guidelines for naming City facilities in honor oflocal residents; and
WHEREAS, the City Council desires to update and revise this policy.
NOW, THEREFORE, the City Council of the City of Oxnard resolves:
1. Any person, entity, or organization, including a City employee, may request that a park, recreation facility or other public facility be identified in a specific manner.
2. Any such request shall be filed with the City Clerk or designee.
3. If the request concerns a park or recreation facility, the name will be reviewed by the Parks and Recreation Commission ("Commission"). The Commission shall then recommend a name for the park or recreation facility to the City Council.
4. If the request concerns a public facility other than a park or recreation facility, the name will be reviewed by the City Council.
5. The City Council or Commission will consider such requests at a public meeting. At the meeting any person, entity or organization may propose another name for the park, recreation facility or other public facility.
6. After thoroughly evaluating all of the names submitted and any recommendation of the Commission, the City Council, at its discretion, will select the name for the park, recreation facility or other public facility.
7. Although exceptional, in appropriate circumstances as determined by the City Council, a park, recreation facility or other public facility may be named after a person, whether living or deceased.
8. If the name of a deceased person is submitted as the name of park, recreation facility or other public facility, a minimum of five years shall have elapsed since the person's death before his or her name may be considered by City Council.
9. Administrative Manual Section F-6 is hereby repealed. 851
Resolution No. 12 , 9 91