Port Hueneme General Plan Background Report Circulation and Mobility

3 Circulation and Mobility

3.1 Purpose This chapter describes the City of Port Hueneme’s existing transportation facilities and circulation system, including highway, transit, bikeway, rail and aviation facilities, and related programs. The purpose of the Circulation chapter is to guide the development of the City’s transportation system and outline a strategy for addressing the City’s infrastructure needs. The Circulation/Infrastructure Element of the 1998 General Plan identifies the following goals for circulation in the City (City of Port Hueneme 1998): 1. Provide a comprehensive transportation system for the movement of persons and goods with maximum safety, efficiency, and convenience, and with a minimum of delay and cost. 2. Provide a balanced roadway system which will provide adequate accessibility to existing and future land uses with minimum impact on residential neighborhoods. 3. Encourage the use of alternative transportation modes. 4. Improvement of accessibility to the City from the regional freeway and highway system. 3.2 Regulatory Setting The State and the Southern California Association of Governments (SCAG) have enacted the following policies that pertain to aspects of transportation, circulation and mobility that will be addressed in the General Plan update.

State

California Transportation Plan The California State Transportation Agency prepares the California Transportation Plan every five years to provide a long-range policy framework to meet the State’s future mobility needs and reduce greenhouse gas (GHG) emissions to goals set by the California Global Warming Solutions Act of 2006 (Assembly Bill [AB] 32) and implementing legislation Senate Bill (SB) 375 (discussed below). The most recent California Transportation Plan was adopted in 2016. The California Transportation Plan defines goals, performance-based policies, and strategies to achieve the State’s collective vision for California’s future statewide, integrated, multimodal transportation system by envisioning a sustainable system that improves mobility and enhances quality of life. The Plan is developed in collaboration with transportation stakeholders such as the Ventura County Transportation Commission (VCTC).

Assembly Bill 1358 The California Complete Streets Act (AB 1358) was signed into law in 2008. AB 1358 requires any substantive revision of the circulation element of a city or county’s general plan to identify how the jurisdiction will safely accommodate the circulation of all users of the roadway including pedestrians, bicyclists, children, seniors, individuals with disabilities, and transit riders, as well as motorists. The current Port Hueneme General Plan was adopted prior to the Complete Streets Act. Additional discussion of AB 1358 is provided in section 3.9, Complete Streets.

General Plan Background Report 1 Senate Bill 743 Signed into law in 2013, SB 743 is intended to ensure that traffic-related environmental impacts such as noise, air pollution, and safety continue to be properly addressed and mitigated through CEQA, while balancing the needs of congestion management with statewide goals to promote infill development and active transportation, and the reduction of GHG emissions. SB 743 eliminates level of service (LOS)/delay measurements from CEQA transportation analyses and establishes vehicle miles traveled (VMT) as the new metric for measuring transportation impacts. Draft changes to Appendix G of the CEQA Guidelines were published in November 2017. Full compliance went into effect on January 1, 2020, when the CEQA Guidelines became applicable statewide. VMT analyses are required during preparation of CEQA documents as of July 1, 2020. The incorporation of VMT analysis into the environmental review process will better demonstrate the holistic impact of a project on factors associated with vehicle miles, such as emissions of air quality and greenhouse gasses. Assessing a project’s impact on VMT will also indicate the need for potential mitigation to reduce the amount of vehicle miles it generates.

Regional

Southern California Association of Governments Regional Transportation Plan/Sustainable Communities Strategy SCAG is a Joint Powers Authority founded in 1965, established as an association of local governments and agencies to address regional issues. The SCAG region encompasses six counties, including all of Ventura County. SCAG is designated as a Metropolitan Planning Organization (MPO) under federal law, and as a Regional Transportation Planning Agency and a Council of Governments under state law. In accordance with SB 375 (2008), SCAG is required by state law as an MPO to include a Sustainable Communities Strategy (SCS) in its Regional Transportation Plan (RTP). The purpose of the SCS is to demonstrate how the jurisdictions in the SCAG region will meet state GHG targets for reducing GHG emissions from motor vehicle trips. This can be achieved by integrating land use and transportation planning to lower VMT from autos and light trucks, thereby lowering GHG emissions. SCAG adopted its most recent RTP/SCS in 2016, with a new RTP/SCS scheduled to be adopted in 2020. The RTP/SCS charts the long range vision of regional transportation throughout the SCAG region, including Ventura County and Port Hueneme, and identifies existing transportation-related needs, while also considering all modes of travel, analyzing alternative solutions, and identifying what can be completed with anticipated available funding for the region.

Ventura County Comprehensive Transportation Plan The Ventura County Comprehensive Transportation Plan (CTP) is a long-range policy document adopted in 2013 by the Ventura County Transportation Commission (VCTC). The goals of the CTP are provide a framework for community-based planning and collaboration that will be used to inform future Ventura County’s long-range transportation decisions and to identify funding strategies from federal, state, regional and local sources.

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3.3 Roadways and Functional Classifications

Regional Road Network The most important interregional roadways within the Ventura County are US Highway 101 and the state highways, such as State Route (SR) 23 and SR 33, which traverse the county from north to south, in addition to SR 118 and SR 126, which run east to west through the county. SR 1 diverges from Highway 101 in Oxnard and is located to the east of the City. These highways are not within the city limits of Port Hueneme. The highways closest to the City are Highway 101, approximately four miles to the north, and Pacific Coast Highway (State Route 1), approximately 3 miles east.

Port Hueneme Roadway Network Port Hueneme’s roadway network is urban in nature and is surrounded by a mix of rural and urban roads leading into the City. Port Hueneme’s roadway classifications are described below.

Functional Roadway Classifications The roadway system in Port Hueneme is defined using a hierarchy of roadway types that differentiate the function of each roadway link. These are referred to as facility-type categories, which include three classifications ranging from major arterial with the highest capacity through local streets with the lowest capacity. Each of the classifications is described below, followed by Figure 3-1which shows roadway classifications (Ventura County 2019a). ▪ Major Arterials: These are primary circulation facilities which distribute and collect freeway bound traffic, accommodate intra-city trips, and serve other medium distance movements. By connecting major activity centers and the highest traffic volume corridors, arterials provide a network of continuous routes, facilitating both local and regional travel. Port Hueneme Road, Ventura Road, Channel Islands Boulevard and Victoria Avenue are major arterials. ▪ Secondary Arterials: These distribute and collect traffic generated in the area bounded by major arterials. Pleasant Valley Road and Patterson Road are secondary arterials. ▪ Collector Roadway: The main purpose of collectors is to provide local access to the overall roadway network. Collectors channel traffic from local roadways into the arterial network. Hemlock Street, Pearson Road, Bard Road, Clara Street and Surfside Drive are collector roadways. ▪ Local Streets: Local roadways provide direct access to the abutting land and primarily facilitate local travel. Local roadways are not intended for long distance travel and are often designed to discourage through traffic. There are no restrictions on intersections or public access.

General Plan Background Report 3 Figure 3-1 Roadway Classifications

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3.4 Transportation System Performance An analysis of traffic volumes on the roadway network provides an understanding of the vehicular traffic conditions in Port Hueneme.

Traffic Capacity

Level of Service (LOS) Level Of Service is a qualitative assessment of an intersection’s performance based on traffic volumes and roadway capacity. An intersection is characterized by a letter grade ranging from A to F, where LOS A represents free flow conditions and LOS F represents forced flow or breakdown conditions. The LOS rating is also accompanied by the level of delay. Table 3-1 shows LOS criteria in terms of seconds of delay at all way stop and signalized intersections. As described in the existing Circulation Element, an LOS rating between A and C during the AM or PM Peak Hour indicates that roadway is operating efficiently. Minor delays are possible on an arterial roadway with Level of Service D. Level E represents traffic volumes at or near roadway capacity, resulting in possible delays and unstable flow. Level F is characterized by stop-and-go traffic with long delays. The City has established LOS C as the acceptable operating standard for intersections in the existing Circulation Element.

Table 3-1 Intersection Level of Service Criteria LOS All-Way Stop-Controlled Signalized Delay of 0 to 10 seconds. Upon stopping, drivers Delay of 0 to 10 seconds. Most vehicles arrive during A are immediately able to proceed. the green phase, so do not stop at all. Delay of 10 to 15 seconds. Drivers may wait for Delay of 10 to 20 seconds. More vehicles stop than B one or two vehicles to clear the intersection before with LOS A, but many drivers still do not have to proceeding from a stop. stop. Delay of 15 to 25 seconds. Drivers will enter a Delay of 20 to 35 seconds. The number of vehicles queue of one or two vehicles on the same stopping is significant, although many still pass C approach, and wait for vehicle to clear from one or through without stopping. more approaches prior to entering the intersection. Delay of 25 to 35 seconds. Queues of more than Delay of 35 to 55 seconds. The influence of D two vehicles are encountered on one or more congestion is noticeable, and most vehicles have to approaches. stop. Delay of 35 to 50 seconds. Longer queues are Delay of 55 to 80 seconds. Most, if not all, vehicles E encountered on more than one approach to the must stop and drivers consider the delay excessive. intersection. Delay of more than 50 seconds. Drivers enter long Delay of more than 80 seconds. Vehicles may wait F queues on all approaches. through more than one cycle to clear the intersection.

Table 3-2shows the existing peak hour levels of service for major intersections in Port Hueneme. LOS calculations were performed using the Intersection Capacity Utilization (ICU) methodology1 for

1 The ICU method is a tool for measuring a roadway intersection’s capacity. An ICU score is calculated for a given intersection based on the volume of approaching vehicles and approach capacity. Intersection LOS is then determined from the resulting ICU score.

General Plan Background Report 5 signalized intersections. As shown, all intersections are operating at an acceptable LOS of C or better.

Table 3-2 Existing Peak Hour Levels of Service AM Peak Hour PM Peak Hour

Intersection LOS LOS

Victoria Avenue and Channel Islands Boulevard A C

Ventura Road and Channel Islands Boulevard B A

Rice Avenue and Channel Islands Boulevard A C

Ventura Road and Port Hueneme Road A A

Saviers Road/Port Hueneme Road A A

Rice Avenue and Port Hueneme Road A A

Source: ATE 2020; LOS – Level of Service

Vehicle Miles Traveled (VMT) As noted above, SB 743 was signed into law in 2013 establishing Vehicle Miles Traveled as the new metric for measuring transportation impacts under CEQA, effective July 2020.

Shifting from LOS to VMT The use of LOS as a measure of the overall performance of the transportation network throughout a city or region was helpful because LOS is typically measured at specific locations, such as street segments or intersections. Use of LOS as a measure of system performance sometimes results in mitigation recommendations that are positive for localized performance, but that could have a negative effect on network-wide performance. LOS thresholds also tend to discourage in-fill development, as existing roadways in developed areas are heavily used with constrained rights-of- way. The effects of projects that generate additional vehicle trips in already congested urban areas often cannot be mitigated, or the mitigation is cost prohibitive. In addition, LOS does not fully capture effects on alternative modes of transportation, like transit, bicycle, and pedestrian modes, nor does it take into account the influence on GHG emissions and energy consumption. The new measure, VMT, can be defined as the amount and distance of automobile travel attributable to a project. Other relevant considerations may include the effects of the project on transit and non-motorized travel. This metric promotes the reduction of GHGs, the development of multimodal transportation networks, and a diversity of land uses. VMT was chosen as the metric to replace LOS for a number of reasons, including the following: ▪ The use of VMT metrics will assist the State of California in meeting GHG emissions reduction goals. ▪ It aligns transportation analyses under CEQA with a number of State goals for planning, environmental protection, and improvement of human health.

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▪ It simplifies and reduces the cost of transportation impact analyses. The cost of a VMT study is approximately 10 to 20 percent of the cost of a study using LOS, partially because the analysis of individual intersections is not required in a VMT study. ▪ It allows for local agency discretion in planning circulation systems and gives local governments the ability to consider policy trade-offs when considering congestion impacts. ▪ It promotes in-fill development.

Setting Thresholds Lead agencies are now responsible for determining VMT thresholds for project CEQA analysis in their jurisdiction. These thresholds will define what constitutes an acceptable level of VMT and what requires mitigation. This can be one of the more challenging steps in the process as these thresholds will affect the development landscape for the foreseeable future. Establishing significance thresholds is governed by CEQA Section 15064.7. At this time, Port Hueneme has not yet established VMT thresholds.

Commuting Commuters play an important role in traffic distribution and roadway capacity, as commuters generate most peak-hour traffic. According to data from the American Communities Survey, the primary means of commuting to work among Port Hueneme residents is driving along in single- occupant vehicles. As shown in Table 3-3, 79.8 percent of workers residing in the City commuted to work by driving alone and 11 percent carpooled in 2018, for a total of 90.8 percent that use a car, van or truck to travel to work. Only 1.8 percent of workers commute via public transportation. Small portions of the City’s population walk, bike or commute to work using another means. In addition, approximately 1.7 percent of workers residing in the City worked at home. It should be noted, with the occurrence of the Covid-19 Pandemic, it is likely this number of people working from home has and will be slightly increased for the foreseeable future as businesses and technology evolve and allow more flexibility to work from home and meet social distancing and density needs.

Table 3-3 Commute by Mode of Transportation: 2018

Transportation Mode Percent of Workers Car, Van or Truck 90.8 Drove Alone 79.8 Carpooled 11.0 Public Transportation (excluding taxicab) 1.8 Walked 3.5 Bicycle 1.5 Taxicab, motorcycle, or other means 0.7 Worked at home 1.7 Total 100 Source: US Census Bureau 2018

Table 3-4 shows a breakdown of one-way travel time to work among workers who live in Port Hueneme. It takes approximately 73 percent of commuters 29 minutes or less to travel to work,

General Plan Background Report 7 with the remaining 27 percent taking 30 minutes or more to travel to work. Only 13.8 percent of commuters travel to work for less than 10 minutes, demonstrating that the majority of Port Hueneme residents commute outside of the City for work. The mean travel time to work among Port Hueneme residents is approximately 24 minutes.

Table 3-4 Travel time to Work

Travel Time to Work Percent of Commuters Less than 10 minutes 13.8 10 to 14 minutes 9.3 15 to 19 minutes 10.6 20 to 24 minutes 14.6 25 to 29 minutes 24.6 30 to 34 minutes 13.9 35 to 44 minutes 2.0 45 to 59 minutes 6.3 60 minutes or more 5.0 Mean travel time to work (minutes) 24.1 Source: US Census Bureau 2018

Traffic Safety The existing Circulation Element establishes the goal of providing a safe and effective transportation system for all residents of the City. In 2019, there were a total of 42 automobile collisions, none of which were fatal, according to the Statewide Integrated Traffic Records Systems (SWITRS). Of this total, 34 automobile collisions involved minor injuries with a complaint of pain, three involved visible injuries and one involved a severe injury. Of all collisions, bicyclists were involved in eight of the collisions and motorcyclists were involved in one (UC Berkeley 2020).

Transportation Technologies A number of recent technological innovations, such as ride and bike sharing applications and micro transit2, are changing the ways in which people move from place to place and reducing the need to own a car. Furthermore, electric vehicles, both for personal use and mass transportation, and the charging infrastructure that supports them are proliferating. Electrified transportation has the potential to substantially reduce emissions of air quality pollutants and greenhouse gas emissions. There are currently five electric vehicle charging stations in Port Hueneme, all of which are located in the southern portion of the City (U.S. Department of Energy 2020). More profound change to the transportation sector is anticipated in the coming decades, driven by the advent of autonomous vehicles. Autonomous vehicles are anticipated to further to reduce the dependence on single-occupancy vehicles and subsequently decrease the need for parking in cities.

2Microtransit is a form of transport that adaptively responds to demand. Microtransit routes are created to match demand for trips and supply of available vehicles to maximize the efficiency and accessibility of service (Spears 2019).

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3.5 Alternative Transportation

Public Transit Port Hueneme is served by the Gold Coast Transit District (GCTD), formally known as South Coast Area Transit, which offers public fixed-route and paratransit bus service to Ojai, Oxnard, Port Hueneme, Ventura, and unincorporated Ventura County. GCTD is the largest public transportation operator in Ventura County with nearly 4 million passenger trips provided annually. The GCTD fleet is made up of 56 buses and 24 paratransit vehicles, all of which are powered by clean natural gas (GCTD 2019a). The following GCTD routes operate with stops in Port Hueneme (GCTD 2019b): ▪ Route 1: Port Hueneme – Oxnard Transit Center, with one stop at Hueneme Road and Ventura Road ▪ Route 3: J Street – Centerpoint Mall – Naval Base, with one stop at Channel Islands Road and Ventura Road ▪ Route 5: Hemlock – Seabridge – Wooley, with one stop at Hemlock Street and Patterson Road For information on regional train service, see Section 3.5, Rail Transportation, below.

Active Transportation Facilities Port Hueneme does not currently have a Bicycle and Pedestrian Plan, but the 1998 General Plan includes the following policies related to alternative modes of transportation, including bicycling and walking: ▪ Promote the use of alternative forms of transportation (other than single passenger vehicles) to reduce congestion, traffic, noise, and air quality impacts. ▪ When new circulation routes or street improvements are proposed, consider inclusion of bicycle lanes where feasible.

Bicycle and Pedestrian Facilities Port Hueneme currently has 12 miles of pedestrian and bicycle pathways. The Bubbling Springs Recreation Corridor serves as the City’s primary pedestrian and bicycle pathway and connects Bubbling Springs Park and Moranda Park to the beach. This corridor includes one marked bicycle path with a lane system. Major pedestrian activity in Port Hueneme is generally limited to usage of the Beach Park. There are three types of Bicycle lanes according to the California Highway Design Manual (Caltrans 2018): ▪ Class I: Class I paths are paved right-of-way for exclusive use by bicyclists, pedestrians and those using non-motorized modes of travel. Class I paths are physically separated from vehicular traffic and can be constructed in roadway right-of-way or exclusive right-of-way. ▪ Class II: These are defined by pavement striping and signage used to allocate a portion of a roadway for exclusive or preferential bicycle travel. Class II bike lanes are one-way facilities on either side of a roadway. Motor vehicles are only permitted to use the bike lane to make turns and to park when on-street parking is not prohibited.

General Plan Background Report 9 ▪ Class III: These provide shared use with motor vehicle traffic within the same travel lane. Class III routes are designated by signs, bike routes provide continuity to other bike facilities or designate preferred routes through corridors with high demand There are 3.8 miles of bike lanes along several different roads throughout the City. As shown in Figure 3-2, the Bubbling Springs Recreation Corridor is a Class I bike lane. Class I bike lanes are also present along North Ventura Road between West Channel Island Boulevard and East Pleasant Valley Road. Class II bike lanes are present along the major arterial and secondary arterial roadways in the City. No Class III bike lanes are present. In addition, bike repair stations are located at Ventura County Fire Station 53 (304 2nd Street, Port Hueneme) and Oxnard Fire Station 5 (2601 Peninsula Road, Oxnard).

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Figure 3-2 Bike Lanes

General Plan Background Report 11 3.6 Rail Transportation Metrolink is the regional rail system in Southern California, with commuter trains linking communities to employment and activity centers. The Ventura County Line operates between East Ventura and Los Angeles during weekdays. Metrolink also provides commuter service into Los Angeles in the morning from the East Ventura, Oxnard, and Camarillo stations, with trips returning in the afternoon and evening. The nearest Metrolink station to Port Hueneme is the Oxnard station. Additional morning, afternoon, and evening trips into Los Angeles are also offered from the Moorpark and Simi Valley stations (Metrolink 2019). Amtrak provides intercity rail service to Ventura County on two routes, with the closest stations to Port Hueneme located in the cities of Oxnard and Ventura. The Pacific Surfliner route currently offers six daily trips between San Diego and San Luis Obispo (Amtrak 2020a).The Coast Starlight offers once daily service between Los Angeles and Seattle, with stops at Oxnard and Simi Valley (Amtrak 2020b). The southern portion of the City is traversed by a single-track railroad line that serves Port of Hueneme and is maintained by the Ventura County Railway Company. The rail line is not in use at this time (ATE 2020). 3.7 Air Transportation There are no airports in Port Hueneme. The closest publicly-owned airports are in Oxnard and Camarillo, although these are municipal airports limited to general aviation operations. A federally- operated Naval Air Station and runway are located southeast of the City at Point Mugu. Santa Barbara Airport, Hollywood Burbank Airport and Los Angeles International Airport are the airports with commercial air service nearest to Port Hueneme. Santa Barbara Airport is located approximately 40 miles to the northwest with direct flights to destinations throughout the western and central US. Hollywood Burbank Airport is located approximately 48 miles to the east with direct flights to domestic destinations throughout the US. Amtrak’s Pacific Surfliner also stops at Burbank Airport, providing train connection to Ventura County. Los Angeles International Airport, the largest of the three airports, is located approximately 50 miles southeast of Port Hueneme and provides direct service to domestic and international destinations around the world. 3.8 Goods Movement Goods movement is the shipping of raw materials and finished goods. The ability to move goods throughout California’s transportation network is crucial to the economic vitality of the state. The main source of goods movement in Port Hueneme is from activities at the Port of Hueneme. A number of routes connect the Port of Hueneme to the major industrial and commercial centers of Ventura and Los Angeles Counties. The Port Intermodal Corridor (PIC) is an uncongested strategic access route that connects the Port’s main entrance with Highway 101, Interstate 5, and other connecting major highways. Highway 101 connects to the 126, 232, 118 and 405 transportation corridors, while secondary access to Highway 101 is possible via Ventura Road, a four-lane roadway located east of the Port’s main gate. The Port access roads have been designated “Highways of National Significance”, since they also serve the U.S. Naval Base (Port of Hueneme 2020). Figure 3-3 shows the primary access routes used for the movement of goods to and from the Port of Hueneme. As shown, access to Highway 101 is provided via a primary and contingency corridor (Port of Hueneme 2020).

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Figure 3-3 Primary Access Routes to the Port of Hueneme

3.9 Complete Streets Assembly Bill (AB) 1358 requires cities and counties to include “complete streets” policies in their General Plans. As defined by Caltrans, a complete street is a transportation facility that is planned, designed, operated, and maintained to provide safe mobility for all users, including bicyclists, pedestrians, transit vehicles, truckers, and motorists, appropriate to the function and context of the facility. Complete streets can take many different forms and are uniquely developed to fit in the context of an individual community. The overarching goal of a complete street is to provide a seamless, interconnected transportation system that considers all users. A schematic example of a complete street is shown below in Figure 3-4. The benefits of complete streets include the following: ▪ Support increased physical activity and improve public health and safety; ▪ Provide mobility options and access for non-drivers; ▪ Decrease vehicle trips and associated air pollutants and greenhouse gas emissions; and ▪ Improve livability, revitalize communities, and decrease transportation costs.

General Plan Background Report 13

Figure 3-4 Complete Street Schematic

3.10 Issues and Opportunities The following list identifies issues and opportunities related to circulation and mobility that can be addressed in the General Plan update: ▪ VMT has been established as the new metric for transportation impacts under CEQA. Port Hueneme has not yet developed a methodology to address project impacts to transportation as they relate to VMT. As a part of the General Plan update, significance thresholds for VMT should be developed for application in CEQA documents. As a component, the VMT implications of the City’s imbalance between number of jobs and available housing could be evaluated to develop policies and programs to promote alternative forms of transportation, mixed-use, etc. ▪ Transportation in Port Hueneme is primarily automobile-oriented. The General Plan update could include a review of deficiencies in access to mass transit and new policies to promote enhanced service. Programs and policies could include: engaging with GCTD to review existing ridership of bus routes in the City, implementing transit subsidies and carpool programs for City employees and incorporating complete street design standards into new developments or redeveloped properties. ▪ The City lacks a Master Plan for bicycle and pedestrian facilities and information about existing facilities is not readily available. The General Plan update could involve directing an assessment of the existing conditions of pedestrian and bicycle facilities and determination of priorities for future improvements. As a component of this, a complete streets policy could be adopted to promote mixed-uUse, healthy communities, physical activity and access to alternative transportation.

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▪ The Port of Hueneme and NBVC-PH generate a substantial amount of traffic in the City, including truck trips to and from the Port. Access to the Port of Hueneme and NBVC-PH are provided via roadways that are adjacent to residential areas. The General Plan could include policies and programs to address the impact of this traffic and minimize roadway congestion in the immediate vicinity of neighborhoods. Specific roadway or intersection improvements that would mitigate congestion and support future population growth could be identified. Coordination with the Ports future plans and planning documents could also be furthered in policies of the general plan. ▪ Transportation improvements have been ongoing since the existing Circulation Element. The General Plan update could involve a review of major improvements since adoption of the previous Circulation Element and prioritization of future circulation improvements. A number of technological innovations, such as electric vehicles and the advent of autonomous vehicles, and potential changes in work habits after Covid-19, will have profound impacts on the transportation sector in the coming decades. The General Plan update process could assess potential long-term changes in transportation patterns and networks and include new policies to adapt the City to anticipated changes, such as requirements for electric vehicle charging stations in new developments.

General Plan Background Report 15 3.11 References Amtrak. 2020a. Pacific Surfliner Service Timetable. https://www.pacificsurfliner.com/globalassets/pdfs/schedules/pacific-surfliner-train- schedule.pdf/ (accessed June 2020). _____. 2020b. Coast Starlight. https://www.amtrak.com/coast-starlight-train (accessed June 2020). Associated Transportation Engineers (ATE). 2020. Circulation Element Update Traffic Constraints and Opportunities Study. California Department of Transportation (Caltrans). 2018. Highway Design Manual: Sixth Edition. https://dot.ca.gov/-/media/dot-media/programs/design/documents/hdm-complete- 14dec2018.pdf (accessed June 2020). Gold Coast Transit District. 2019a. About GCTD. http://www.goldcoasttransit.org/about-gct. (accessed April 2020). _____. 2019b. System Map. http://www.goldcoasttransit.org/images/Schedules_Jan2019/System_Map_Interior_JAN19. pdf. Metrolink. 2019. Metrolink Commuter Rail System Map. https://metrolinktrains.com/globalassets/about/metrolink_systemmap_summer2019_final 2.pdf (accessed June 2020). Port Hueneme, City of. 1998. Circulation/Infrastructure Element. https://www.ci.port- hueneme.ca.us/DocumentCenter/View/1402/General-Plan-Circulation-Element. Accessed April 2020. _____. Walking and Biking Trails. https://www.ci.port-hueneme.ca.us/1015/Walking-Biking-Trails. (accessed April 2020). _____. 2020. Road Routes. https://www.portofhueneme.org/business/transportation/road-routes/. (accessed April 2020). Spears, Douglas. What is Microtransit? Ecolane.com. https://www.ecolane.com/blog/what-is- microtransit (accessed June 2020). United States Census Bureau. 2018. American Communities Survey 5-Year Estimates: Table S0801. https://data.census.gov/cedsci/table?q=commute%20&g=1600000US0658296&hidePrevie w=true&tid=ACSST5Y2018.S0801&vintage=2018&moe=false (accessed June 2020). United States Department of Energy. 2020. Alternative Fuels Data Center: Electric Vehicle Charging Station Locations. https://afdc.energy.gov/fuels/electricity_locations.html#/find/nearest?fuel=ELEC&ev_levels =all (accessed June 2020). University of California at Berkeley (UC Berkeley). 2020. Transportation Injury Mapping System. https://tims.berkeley.edu/tools/query/summary.php (accessed June 2020) . Ventura, County of. 2019a. Ventura County 2040 General Plan Background Report – Chapter 6: Transportation and Mobility. https://vc2040.org/images/uploads/2017/VCGPU_6-PRDBR- Transportation_2017-10-12.pdf (accessed June 2020).

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