Introduction

Regional Transportation Planning Agency

The 2008 Regional Transportation Plan (RTP) for Humboldt County is a long-range planning document, prepared by the Humboldt County Association of Governments (HCAOG), in coordination with the California Department of Transportation (Caltrans) District 1, local transit authorities and transportation agencies, Native American tribes, residents, business interests and other stakeholders. HCAOG is a joint powers authority (JPA) comprising Humboldt County and the cities of Arcata, Blue Lake, Eureka, Ferndale, Fortuna, Rio Dell, and Trinidad. It also serves as the Regional Transportation Planning Agency (RTPA) for Humboldt County.

This RTP was prepared to provide regional transportation goals, policies, objectives, and strategies for Humboldt County. Regional transportation planning is a dynamic process, requiring continuous monitoring and periodic updating. As an RTPA, HCAOG is required to adopt and submit an updated RTP to the California Transportation Commission (CTC), and Caltrans, every four years. This 2008 Humboldt County RTP is an update, intended to comply with the CTC’s most current, adopted RTP Guidelines, which state that the outlook for an RTP should be 20 years. The horizon year for this RTP is 2028.

HCAOG developed the 2008 RTP for Humboldt County pursuant to Government Code § 65080 et seq. of Chapter 2.5, federal legislation; U.S. Code, Title 23, § 134 and §135 et seq., and the 2007 CTC RTP guidelines. An RTPA that does not oversee an urbanized area is allowed to adopt and submit an RTP once every four years. If the RTPA determines that an update is not warranted, it may readopt its current RTP. As policy, HCAOG updates its RTP biannually, to better address the most current activities that could impact the development of the regional transportation system.

The transportation planning and programming processes are accomplished by a multi-layered committee structure. The Technical Advisory Committee, the Citizens Advisory Committee, the Policy Advisory Committee, and the Social Service Transportation Advisory Council all participate in the transportation planning process.

The Technical Advisory Committee (TAC) consists of representatives of the seven incorporated cities, the county, fixed route transit providers, and five representatives of the Native American Tribes of the county. The Committee is responsible for developing transportation planning issues and providing direction to the Association.

The Citizens' Advisory Committee (CAC) plays a crucial role in providing citizen participation in the comprehensive regional transportation planning process. The Committee consists of eight members solicited county-wide to generate both a geographic and a modal interest perspective on transportation problems and issues.

The role of the Social Service Transportation Advisory Council (SSTAC) is to participate in the RTPA's annual unmet transit needs process and review the Association's findings each year, recommending action as appropriate. They advise the Association on other issues, to include coordination, and consolidation of specialized programs. The Council consists of social service transportation providers, users, and administrative agencies representing the elderly, disabled, and economically disadvantaged citizens of Humboldt County.

The Policy Advisory Committee (PAC) is comprised of the same members as the HCAOG Board with the addition of the Director of Caltrans District 01 and the Chairman of the Humboldt Transit Authority (HTA) Board of Directors or their designate. The Committee is responsible for developing transportation planning issues and providing direction to the Association.

The HCAOG Board is the final authority for all of the decisions generated in the region's transportation planning and programming arena. The Board is comprised of the Mayors of the seven incorporated cities and the Chairman of the Board of Supervisors or their designate.

Each fiscal year, HCAOG approves the Overall Work Program (OWP). The OWP document outlines the transportation planning work to be accomplished, responsible agencies, and funding. It also helps ensure that an adequate and up-to-date RTP is maintained. An OWP must be approved by Caltrans before State and Regional Planning Assistance Funds (SRPAF) can be used for transportation planning studies or administration. State funds are used to reimburse local funds, and no local matching funds are required. An OWP also outlines a regional agency’s use of Planning, Programming and Monitoring (PPM) resources. One significant purpose of an OWP is to serve as the implementation tool for issues emanating from the RTP and its processes.

The purpose of an RTP is to encourage and promote the safe and efficient management, operation and development of a regional, intermodal transportation system that will serve the mobility needs of goods and people. An RTP provides a vision for future demand and transportation investment within the region. To advance Humboldt County’s long-term goals, HCAOG’s transportation planning requires strategies for operating, managing, maintaining, and financing the area’s transportation system.

RTPs are developed to be consistent with Federal and State transportation planning requirements (e.g., Caltrans’ RTP Guidelines). To qualify for funding in the State Transportation Improvement Program (STIP), projects included in a RTIP or the ITIP must be consistent with adopted RTPs. Given the requirements of Government Code § 65080(c), the CTC will only consider STIP funding for projects consistent with an RTP adopted within three years (four years in non-urban regions) of a STIP application. Federal Transportation Conformity rules require a new conformity determination at not more than 3-year intervals. However, shorter deadlines may apply, based on various EPA actions including non-attainment designation or classification changes, SIP approvals, emission budget approvals, and changes in modeling assumptions. These requirements are separate from the RTP adoption schedule, but can affect it. When the RTP is updated or amended, a new conformity determination, where applicable, shall be made.

This RTP describes Humboldt County's regional transportation system, which serves a population of over 131,000 people dispersed over a 3,573 square mile geographic area. It also discusses planned system improvements, anticipating a county population growth of approximately 12 percent, to 147,000 people, over the RTP’s 20-year period.

Transportation is critically important to Humboldt County’s economic health and quality of life. Through accessibility to land, the area’s transportation system provides for the mobility of people and goods, and influences patterns of growth and economic activity. And, as transportation is essential to social and economic vitality in Humboldt County, it can only be examined in connection with other issues, including: population growth and demographics, changing travel behaviors, increasing travel demand, safety, employment, housing, land use, the environment, community values and social equity, individual opportunity, and resources.

Overall, HCAOG’s 2008 RTP demonstrates the importance of creating a balance between maintaining and preserving Humboldt County's existing transportation systems, and creating capacity in areas where population growth and travel increases are projected to occur. The RTP also highlights the importance of bicycle and pedestrian modes as integral to the multimodal goals of the regional transportation system. In short, although the county population is projected to grow moderately—especially when compared to other areas in California—regional travel is still predicted to increase at rates that will require expansion, modernization and diversification of the current transportation infrastructure.

Regional Setting

Humboldt County is a geographically diverse region located in northwestern California. The County encompasses 3,500 square miles of forested mountains, river valleys, coastal terraces, agricultural lands and coastline. The Pacific Ocean forms the western border of Humboldt County and Del Norte County borders the north. The eastern border meets mountainous Trinity and Siskiyou Counties, and Mendocino County’s coastal mountains and valleys of border the south. In addition to several unincorporated communities, Humboldt County is home to seven incorporated cities: Eureka, Arcata, Fortuna, Blue Lake, Rio Dell, Ferndale, and Trinidad. Their populations range in size from Trinidad’s 400 residents to Eureka’s 26,000 residents. It is noteworthy that no community within the County meets the urbanized metropolitan criteria as defined by the U.S. Census Bureau. The nearest designated metropolitan area is located more than 150 miles away. The figure on the following page illustrates the distribution of Humboldt County’s population.

In 2007, the county population was over 131,000. As the figure shows, the majority of these residents (52%) were concentrated in the area surrounding Humboldt Bay, which is also the center of government and commercial services. Most of the county remains sparsely populated, and many residents live in places that are remote or difficult to access. The most prominent geographic areas of the county include:

Greater Humboldt Bay Area: The alluvial coastal terraces surrounding Humboldt Bay and the Eel River estuary are the most populous areas in the county and include the cities of Eureka, Arcata, Blue Lake, Fortuna, Ferndale, and the unincorporated community of McKinleyville.

South County: Geographically the largest part of the county, the South County includes Rio Dell and Scotia; the Avenue of the Giants communities; Garberville and Redway; the Eel, Mattole

Population Distribution in Humboldt County (2000)

and Van Duzen River communities; Humboldt Redwoods, Richardson Grove and Grizzly Creek State Parks; and the King Range National Conservation Area.

North County: This part of the County includes the coastal bluffs and mountains extending from the city of Trinidad northward; Orick; Yurok Reservation at Lower Klamath River; Redwood National Park; Prairie Creek and Humboldt Lagoons State Parks; and several state beaches.

East County: The mountainous, upper Klamath River-lower Trinity River region includes Willow Creek, Hoopa Valley Indian Reservation, Orleans, and Six Rivers National Forest.

Demographic and Economic Projections

As an integral part of the social and economic fabric of Humboldt County, transportation cannot be examined without considering population growth and demographics, changing travel behavior, increasing demand, safety, employment, housing, land use, the environment, community values, individual opportunity, and resources. An efficient and effective freight transportation system is essential to economic growth and productivity. As always, adequate and flexible funding is one of the greatest challenges in providing a transportation system that offers a high degree of accessibility to all Humboldt County citizens and supports and enhances the efficient movement of goods.

Population growth creates social, economic, environmental and transportation challenges for policy makers. Vehicle fuel combustion and associated health and greenhouse gas emissions impact Humboldt County’s air quality. Transportation sources also impact water and visual quality, vegetation, wildlife, open space, other land uses and quality of life issues. The way communities are planned and designed has a profound impact on travel behavior. Uncoordinated decision-making, single-use zoning ordinances, and low-density growth planning often result in increased traffic congestion, air pollution, greater reliance on fossil fuels, loss of wildlife habitat and open spaces, inequitable distribution of economic resources, and loss of a sense of community.

While California is the most rapidly growing State in the nation, Humboldt County’s population is expected to grow only moderately over the next 20 years. Several resources were consulted in order to project a profile of Humboldt County’s future economic and demographic characteristics over two decades.

Population Growth

From 1990 to 2007, the population of Humboldt County grew from 119,000 to over 131,000 residents -- an average annual growth rate over the period of about .6%. As the figure below shows, the County population is projected to grow to approximately 147,000 (a similar .6% annual growth rate) by 2028.

Humboldt County Population Growth

As Table I1 and the figure below show, there was a considerable range in the level of population changes that were experienced by Humboldt County’s cities during the 2000-2007 period. The most rapid annual growth rate of .9 percent was experienced by the City of Fortuna, while there was a negative growth rate in Trinidad. Housing price differentials may have played a part in this demographic shift.

Table I1 2000 and 2007 Population Statistics, Humboldt County

CITY	2000 Population	2007 Population	Average Annual Growth Rate
Arcata	16,651	17,244	0.5%
Blue Lake	1,137	1,152	0.2%
Eureka	26,128	27,208	0.6%
Ferndale	1,382	1,411	0.3%
Fortuna	10,498	11,207	0.9%
Rio Dell	3,174	3,240	0.3%
Trinidad	312	311	0.0%
Balance Of County	67,236	70,186	0.6%
Incorporated	59,282	61,773	0.6%
County Total	126,518	131,959	0.6%

2000-2007 Population Growth Rates (%), Humboldt County

Humboldt County’s Changing Demographics

The figures below illustrate the age distribution of Humboldt County’s population which shows a general trend toward more people in the over-50 categories in the coming decades. The California Department of Finance predicts that, from 2020-2050, the number of people ages 50-79 in Humboldt County will increase by 12.7 percent, and the population of those over-80 will increase by 151.1 percent.

Percent Projected Population Change, 2020-2050, By Age Group and Total Projected Population Change (%) by Age Group, 2020-2050

Transportation Equity and Community Values

The Humboldt County Transportation-Disadvantaged Populations Report, developed by the Eureka-based Redwood Community Action Agency’s (RCAA) Planning for Active Transportation and Health (PATH) program, provides tools for decision makers to plan for more functional and equitable access to goods, services and employment, particularly for the approximately 30 percent of the population who does not drive. Current transportation and land use patterns tend to be automobile-oriented. The location of common destinations (worksites, public services and facilities), transportation funding, and traditional planning and design practices, favor automobile transportation—often to the disadvantage of non-automobile travel. Further, there tends to be very limited transit service in rural areas, where it is more costly and challenging to provide.

The PATH report includes GIS maps of disadvantaged populations, bicycle- and pedestrian-vehicle collisions and access to public transit services. The figures on the following four pages are from the Humboldt County Transportation-Disadvantaged Populations Report, and depict the geographic distribution in Humboldt County of those populations that are transportation-disadvantaged: (1) low-income households; (2) carless households; (3) minority populations; and (4) senior citizens.

As the PATH report notes, Humboldt County residents who experience challenges achieving basic access to services, goods, employment and/or education are most often:

· Do not have cars and/or have limited access to automobiles;

· Low-Income (less than $35,000 household income);

· Mobility-impaired (physical, mental or self-care disability);

· Youth aged 15 and under (non-drivers);

· Seniors aged 62 and over (those identified by the state to have ‘senior’ status);

· Ethnic minority and/or low-English proficient; and/or geographically isolated.

Potentially high concentrations of transportation-disadvantaged populations exist in: 1) Yurok and western Hoopa Reservations; 2) Orleans and surrounding Karuk lands; 3) the Willow Creek area; 4) Orick and surrounding area; 4) North and south Arcata; 5) Many parts of Eureka; 6) Lower Humboldt Hill and Elk River Valley; 7) Table Bluff; 8) Loleta; 9) North and south Fortuna; and, 10) Downtown and eastern Rio Dell.

The promotion of transportation equity is required by law and also serves the whole community. When local governments make the decision to invest in a transportation system that accommodates those without the use of private automobiles, transportation choices for the entire community are enhanced as well. These community-wide benefits include: public health and safety, economic development and greater resource efficiency.

As RCAA’s PATH report notes, safe, affordable, convenient transportation choices give transportation-disadvantaged populations the ability to meet their basic life needs, such as access to food, affordable housing, and medical care. In addition, they have greater access to educational, employment, social and cultural opportunities. Lack of transportation choices can seriously impair people’s abilities to 1) realize their highest potential as individuals and 2) fully participate in civic and community life. Consideration of transportation equity can align transportation investments with fundamental democratic values.

Employment

Total employment in Humboldt County employment in 2008 is 56,200, with 4,200 unemployed (a rate of 6.9%). Table I2 below shows Humboldt County’s employment statistics as of February 2008 broken out by major municipalities.

Table I2 Humboldt County Employment Statistics

Area	Labor Force	Employed	Unemployed	Unemployment Rate (%)
Humboldt County	60,400	56,200	4,200	7.0%
Arcata	9,200	8,500	700	7.6%
Eureka	11,800	10,900	900	7.6%
Fortuna	4,700	4,400	300	6.4%
McKinleyville	6,400	5,900	500	7.8%
Rio Dell	1,300	1,200	100	7.7%

Employment is predicted to increase by 20 percent, to around 70,000 jobs, during the 2008-2028 period. Much of this increase is projected to be in the government sector, followed by increases in wholesale and retail trade and health and education. Local employment opportunities in the traditional areas of farming and construction are projected to remain at close to current levels. Manufacturing is projected to decline over the period.

Changing Travel Behaviors

The figure below summarizes the work-travel statistics obtained from the 2000 census data for Humboldt County.

Transportation Choices for Work Travel in

Humboldt County (%; over-16 population)

In sum:

38,710 individuals 16 years and over travel alone to work by automobile.
7,056 individuals 16 years and over carpool to work.
565 individuals 16 years and over utilize public transportation to get to work.
895 individuals 16 years and over ride a bike to work.
3,492 individuals 16 years and over walk to work.
3,001 individuals 16 years and older work at home.

Projected growth in California vehicle-miles-traveled is affected by population, real total personal income per person (IPP), vehicles per person (VPP) and the fuel cost per mile (FCPM) of travel. As the figures below show, both vehicle miles traveled and fuel consumption are projected to increase over the next 20 years.

Projected Growth in Vehicle Miles Traveled

and in Fuel Consumption for Humboldt County

Largely as a result of fairly recent, but significant, increases in the cost of oil, the Federal Energy Information Administration has predicted a general decline in U.S. fuel consumption during 2008, followed by a rebound in 2009. While Caltrans has projected a 16 percent increase in the number of registered vehicles in Humboldt County, from approximately 148,000 in 2007 to approximately 172,000 in 2028, sustained increases in fuel prices would likely moderate this projection somewhat as drivers seek out lower-cost alternatives to get to work and for day-to-day activities. Similarly, sustained increases in fuel prices would likely create a downward shift in the projected increases in vehicle miles traveled and in fuel use.

Land Use and Transportation

The guiding principle in preparing this RTP update is the need for a more balanced transportation system that addresses all travel modes and land uses. This approach is expected to result in lower cost for improvements and increased operational efficiency of the existing transportation system – a goal that can be accomplished by ensuring that the identified functions, capacities and levels of service of transportation facilities are consistent with applicable regional land use and transportation policies, as well as the adjacent land use patterns. This means paying attention to the modal emphasis of certain segments of roadway, and making sure there is a functional connection with the surrounding land use.

Land Use refers to the location, type and design of community development. Some land-use patterns are more accessible and have lower development costs, some are more accessible for non-drivers and benefit disadvantaged people, and some preserve greenspace and help preserve the environment. Transportation planning decisions influence land use directly (by affecting the amount of land used for transport facilities) and indirectly (by affecting land use accessibility and development location and design). Table I3 provides some examples of how transportation planning can impact land use.

Table I3 Examples of Transportation Planning Land Use Impacts

Planning Decision	Direct Impacts	Indirect Impacts
Increased parking supply.	Increases pavement area.	Reduces density and encourages urban fringe development.
Expanded urban roads.	Increases pavement area. Degrades urban landscapes.	Encourages urban fringe development
Transit improvements.	May require new facilities (rail lines, busways, stations, etc.).	Makes urban areas more accessible and attractive.
Road pricing.	Reduces need to expand roads and parking facilities.	Mixed, depending on overall effects on accessibility and livability.

Given budgetary constraints, Humboldt County needs to invest, strategically, in areas and travel corridors that experience the most use and where future growth is planned. Activity centers and urban development areas should also accommodate the growing population by enhancing bike, pedestrian and transit travel (in addition to automobiles).

About 16,000 more people will be living in Humboldt County in 2028 than in 2008, requiring about 6,700 additional housing units countywide (assuming the existing average household size of 2.38 persons remains constant). The County’s unincorporated share of this total housing need is expected to be 54%, or about 3,630 units. Accommodating this growth with mixed-use developments, developments that are high density, and by concentrating development along existing transit corridors can increase transportation efficiency.

Future travel pattern needs should be linked with land use zoning to promote a balanced multi-modal transportation system. The following strategies/concepts can help promote a viable connection and functionality between the transportation system and future planned land uses:

· Provide travel mode choices so that people can opt to travel independently, via the mode that fits their needs. These choices go beyond automobiles, including alternative modes such as transit, walking, biking, and telecommuting.

· Support regional multi-modal travel on major routes that connect major activity destinations. The transportation system should provide access from local areas to regional activities in centers such as Eureka, Arcata, Fortuna and McKinleyville. A multi-modal system would also serve to balance alternative modes, such as transit and freight needs for designated land uses, both commercial and residential.

· Promote pedestrian and bicycle accessibility to transit sites and other destinations. A seamless network of pedestrian and bicycle routes should be the goal in denser areas.

· Promote citizen involvement at all levels of planning so that local communities and neighborhoods can help determine their particular transportation needs.

· Promote traffic calming features through land use planning to minimize noise, speeding and use of residential neighborhoods as thoroughfares.

Blueprint Planning

HCAOG has been selected as the eligible applicant for the State of California’s Regional Blueprint Planning program. The California Regional Blueprint Planning Program is a State initiative to promote the linking of transportation, land use, housing, environment, economic development, and equity issues when developing transportation plans and projects. Regional leaders, local governments, and stakeholders find consensus on a preferred growth scenario (or "Blueprint”) for a 20-year planning horizon, while at the same time providing a regional framework for collaboration.

Federal and State agencies provide funding and guidance, localities make land use decisions, and communities supply public input on needs and desires. The regional framework, which identifies corridor and landscape vantage points, and convenes stakeholders, facilitates this planning process. A challenge would be to coordinate legacy documents (general plans, transit development plans, bicycle and pedestrian plans) to develop unique and effective planning strategies appropriate for both the urban and the rural components of Humboldt County.

Regional Blueprint Planning typically consists of scenario planning; extensive public involvement (including those who are traditionally underserved); the innovative use of visioning tools; the incorporation of environmental and socio-economic data as part of the visioning process; and performance measures. Through Regional Blueprint Planning, regional transportation plans can be coordinated with other planning efforts, such as habitat conservation plans, integrated regional water management plans, housing plans, and local general plans. The integration and coordination of these plans is intended to result in planning processes that are parallel and consistent. A Humboldt County Regional Blueprint Plan would be expected to result in more efficient land use patterns and transportation systems that: support improved mobility and reduced dependency on single-occupant vehicle trips; accommodate an adequate supply of housing for all incomes; reduce impacts on valuable habitat, productive farmland, and air quality; increase resource use efficiency; promote a prosperous economy; and provide safe, vibrant neighborhoods. A transportation project arising from such planning would have a head start in meeting the requirements of SAFETEA-LU.

California Transportation Plan 2030

The California Department of Transportation adopted a California Transportation Plan (CTP) 2025 addendum in June of 2006. The addendum addressed the new requirements for statewide planning established by SAFETEA-LU. The goal of the CTP addendum was to enhance and preserve the State’s valuable natural resources, while avoiding costly project overruns and delays in planning and developing transportation infrastructure. SAFETEA-LU directs states to consult and compare transportation related plans, maps, and data with federal, state, tribal and local agencies responsible for land use management, natural resources, environmental protection, conservation, and historic resources.

California Wildlife Action Plan

In 2000, Congress enacted the State Wildlife Grants Program to support state programs that broadly benefit wildlife and habitats but particularly “species of greatest conservation need.” As a requirement for receiving funding under this program, state wildlife agencies were to have submitted a Wildlife Action Plan (comprehensive wildlife conservation strategy) to the U.S. Fish and Wildlife Service in 2005. The California Department of Fish and Game (Fish and Game), working in partnership with the Wildlife Health Center, University of California, Davis, directed the development of this report, California Wildlife: Conservation Challenges, the state’s Wildlife Action Plan, and associated Web publications. Species identified in the Plan, for the north coast, are limited to marbled murrelet and coho salmon. Potential impacts to these listed species are considered in environmental documents prepared for transportation projects.

Environmental Compliance

Humboldt County is included in the North Coast Air Basin along with Del Norte, Trinity and Mendocino Counties. These counties operate as a unified special district, also called the North Coast Unified Air Quality Management District (NCUAQMD), which manages air resources in this mountainous, predominantly rural region.

Most major air pollutants in Humboldt County -- especially from mobile sources -- are well below what levels that the state considers harmful. Sources of ozone precursor emissions are low enough that ozone smog does not rise to significant levels, even during periods of minimal air movement. The entirety of the North Coast Air Basin has been designated as "attainment" or "unclassified" for all criteria pollutants (carbon monoxide, ozone, sulfur oxides, and nitrogen dioxide) and is subject to "Prevention of Significant Deterioration" (PSD) permit procedures. Except for Redwood National Park, which is designated Class I (pristine), all of Humboldt County is designated as a Class II area (in attainment of the National Ambient Air Quality Standards).

Long-term impacts on regional air quality are projected to increase at a slower rate than in the past, due to conversion to more efficient and lower emission vehicles, as well as RTP plan policies and actions encouraging public transit use, conversion of transit vehicles to alternative fuels, and programs and improvements designed to increase bicycle and pedestrian system use.

PM₁₀ is defined by the EPA as airborne particulate matter composed of multiple substances suspended in air in the form of particles that are less than 10 micrometers in diameter. They include both fine and coarse dust particles and are a health concern because they can pass through the nose and throat and get into the lungs. Potential effects of PM₁₀ include increased asthma rates, increased rates of heart attacks and cardiovascular damage in adults, and decreased lung capacity, especially for children.

Humboldt County is currently listed as non-attainment for PM₁₀ by the California Air Resource Board (CARB). This status will continue to be impacted by the projected growth in region-wide vehicle miles of travel (VMT) and population. Daily regional VMT is expected to increase from 2008 to 2028, but the resulting emissions are predicted to decrease, due to cleaner vehicle emissions on the road by the year 2028. Transportation improvements from projects contained in the Action Element of the RTP should further reduce emissions, while also alleviating congestion.

Plan Purpose and Assumptions

Plan Purpose

The Regional Transportation Planning Agency (RTPA) for Humboldt County has prepared this 2008 RTP update to fulfill the following purposes:

Provide an assessment of the current modes of transportation and the potential of new travel options within the region;
Predict the future needs for travel and goods movement;
Identify and document specific actions necessary to address the region's mobility and accessibility needs;
Identify and document public policy decisions by local, regional, state and federal officials regarding transportation expenditures and financing;
Identify needed transportation improvements, in sufficient detail, to serve as a foundation for the following:

Development of the Federal Transportation Improvement Program (FTIP), the Regional Transportation Improvement Program (RTIP) and the Interregional Transportation Improvement Program (ITIP);
Facilitation of the National Environmental Protection Act (NEPA)/404 integration process decisions; and
Identification of project purpose and needs.

Development of an estimate of emissions impacts for demonstrating conformity with the air quality standards identified in the State Implementation Plan (SIP).
Promotion of consistency between the California Transportation Plan, the regional transportation plan and other transportation plans developed by cities, counties, districts, private organizations, tribal governments, and state and federal agencies in responding to statewide and interregional transportation issues and needs;
Provide a forum for: (1) participation and cooperation, and, (2) to facilitate partnerships that reconcile transportation issues which transcend regional boundaries and;
Involve the public, federal, State and local agencies, as well as local elected officials, early in the transportation planning process by including them in discussions and decisions on the social, economic, air quality and environmental issues related to transportation.

Plan Assumptions

The Regional Transportation Plan contains assumptions on which the plan is based. Following is an updated list of assumptions used in developing this 2008 RTP update:

General Assumptions:

· The RTP update is based on a 20-year planning horizon.

· The growth in population in Humboldt County will continue at a less than 1% rate of growth. The average age of the population will continue to increase. This assumption is consistent with the Humboldt County General Plan Update assumptions.

· Employment opportunities and housing availability will keep pace with population growth.

· This RTP will emphasize multimodal opportunities as a way to decrease or minimize any increase of vehicle miles traveled within the region.

· The needs of disadvantaged populations for alternative forms of transportation will increase over the planning period.

· Traditional and non-traditional funding will become more available for non-motorized transportation facilities and public transit improvements.

· The state’s economic woes will continue to impact transportation funding, delaying projects that may need to be reprogrammed, subject to availability of resources.

· Fossil fuels will continue to be available, but will experience price fluctuations and/or general increases and will be more expensive in Humboldt County relative to other areas of California.

· Rising fuel costs and an aging population will increase the number of public and paratransit riders.

Roadways

· As the population increases, the automobile will continue to be the primary mode of travel in the County for both work and non-work trips, though automobile usage may be moderated by sustained increases in gasoline prices;

· Community planning and general planning practices will encourage the use of alternative transportation modes to lessen the burden on the County’s roadway system and reduce harmful emissions.

Transit

· There is a direct relationship between ridership on the Arcata & Mad River Transit Service (A&MRTS) and Redwood Transit System (RTS) and student enrollment at Humboldt State University (HSU), and College of the Redwoods (CR). This relationship will continue throughout the plan period.

Bikeways and Pedestrian Facilities

· Non-motorized facilities will continue to improve and become better connected with other modal systems. These improvements will result in an increase in use of non-motorized (pedestrian and bicycle) transportation modes.

Aviation

· Only Arcata-Eureka, Murray Field, Rohnerville and Garberville Airports will experience growth in home-based aircraft.

· The Arcata-Eureka Airport will continue to offer scheduled passenger service to Los Angeles, Portland, Salt Lake City, San Francisco, Sacramento, and to destinations in Oregon or Washington. It is expected that the airport will be served by the new generation of regional jets. The increased number of seats is expected to increase enplanements (i.e. passenger numbers).

Goods Movement

· There will be increased opportunity for goods movement in and out of the region by marine transport, due to Humboldt Bay channel harbor improvements.

· Truck volumes will continue to be a major element of the transportation system representing approximately ten percent (10%) of travel on all state facilities in Humboldt County.

· The NCRA will continue to strive to restore rail service.

Land Use and Transportation

· The land use and transportation elements contained in local plans will emphasize stronger land use and transportation coordination.

Air Quality

· The air quality in Humboldt County will continue to improve, due to technological improvements, regulatory guidelines for vehicles and fuels, changes in goods movement, and travel mode choices.

RTP Goal and Guiding Policies

The overall goal of the 2008 RTP is:

To develop, operate, and maintain a well-coordinated, balanced, countywide multimodal transportation system that is safe, efficient, and provides good access to all cities, communities, and recreational facilities, and into adjoining regions. A balanced multimodal transportation includes, but is not limited to highways and local roads, public transit and paratransit, aviation facilities, marine transport, railroads, bicycle facilities and pedestrian facilities.

As a fundamental element for achieving its goal, the RTP supports an overall balance between transportation modes, and between the preservation of existing systems while developing new uses and/or new systems. These principles are reflected in the adopted transportation policies guiding the RTP. These policies are intended to guide the development of an efficient, coordinated regional transportation system, and to improve the mobility of Humboldt County residents, visitors, and goods. The overarching RTP policies are:

Policy I-1: Support efforts to preserve the existing state, county, city, and reservation road system from further deterioration.

Objective: Support efforts to promote and fund a local road maintenance program—similar to Caltrans' SHOPP program—which would receive adequate funding.

Policy I-2: Encourage interconnectivity of the transportation network.

Objective: Update transportation plans to include an interconnected, well-planned, and efficient regional transportation network that includes bicycle and pedestrian facilities.

Policy I-3: Link inter-county transportation systems to those in other areas of the state, and coordinate and integrate interregional travel patterns.

Objective: Coordinate public transit services so that rural services are effectively integrated with urban services; integrate automobile and bicycle transport with public transit.

Policy I-4: Promote a balanced multimodal transportation system that provides equitable levels of access for all travel modes.

Objectives: Encourage the use of alternative transportation modes through public education and incentives programs; support land use policies that encourage intermodal transportation connections.

Policy I-5: Promote Transportation System Management (TSM) measures.

Objective: Encourage the use of public transit, ride sharing, carpools, vanpools, bicycle commuting, walking, and telecommuting.