In an unexpected move late in the day on Monday, June 10, the Legislature took action on a budget deal recommended by the Governor to put a hold on funding for the popular and effective Safe Routes to School program.

The Conference Committee decision came as a surprise to advocates, who had been assured by prior budget decisions that there would be continuation of existing Safe Routes to School funding through June of 2014. Advocates repeatedly met with and expressed interest in working with the Administration on creating an effective Active Transportation Program structure that would at a minimum maintain the best aspects of the existing programs.  Further discussions were to take place this summer in order to adopt a new program for the next year.  The move on Monday pushes discussion and adoption of the new Active Transportation Program to all happen this summer.

Please take action now to save Safe Routes to School in California. Sign up to join our legislative update webinar on June 17th and make a donation to support the Safe Routes to School National Partnership’s advocacy efforts in California.

Read more

The post Governor Brown freezes funding for Safe Routes to School appeared first on ClimatePlan.

The Metropolitan Transportation Commission (MTC) and Association of Bay Area Governments (ABAG) are making decisions now that will affect the Bay Area’s future for the next three decades and beyond.

Public Advocates and the 6 Wins for Social Equity Network are asking MTC and ABAG to include key elements of our Equity, Environment and Jobs (EEJ) Scenario in it’s final “Plan Bay Area.”  The agencies’ own study shows that the EEJ scenario will mean fewer emissions, better health and more protections for disadvantaged communities.

Click here to learn more and send a letter to MTC and ABAG today!

The post Speak Up Today for a Healthier, Greener and More Equitable Bay Area! appeared first on ClimatePlan.

If a city’s design can help to make its citizens healthier or unhealthier, then Stockton is killing us.

As our environment reporter wrote this week, three out of 10 San Joaquin County residents are obese. Two out of 10 have asthma. And roughly one out of 10 has diabetes.

Of course, city design is not the sole culprit. There are environmental issues, economic factors, cultural influences and personal decisions. If you eat Baconators all the time, don’t blame the built environment.

But design matters. Spanos Park West built housing so far from shops most residents must drive. The eastern stretches of Hammer Lane are a complete drag to walk. Big tracts of south Stockton are food deserts void of fresh produce.

And so on.

“There can in fact be an impact on human health through the built environment,” said Tom Eitler, a vice president of the Urban Land Institute. “The development community – at the progressive and the cutting edges – it’s all about walkability, making exercise easier, access to healthy foods.”

f city planning forces people into cars; or if people can’t conveniently access healthy foods; or if they are unable – or scared – to walk or to bike, or to hang out at parks and plazas, community heath plunges, Eitler said.

Public health officials are lobbying planners to absorb this and change their sprawlish ways.

“Planning and health considerations have often existed independently despite clear connections between the two,” the heads of two health organizations wrote the local Council of Governments.

They urged supes to consider healthy urban design a legal requirement. They cited SB 375. That law requires communities to link transportation and land-use planning to reduce greenhouse gas emissions from driving.

I don’t see why the discussion must take place in the context of any particular law. If building cities right contributes to public health then municipal government and builders have an obligation to build cities right.

The public should demand it.

Which means what? Well, widen sidewalks. Make them feel safe and pleasant with lighting and trees. That encourages walking and biking.

Calm traffic. Like the Miracle Mile stretch of Pacific Avenue did.

“People will not walk as part of their daily routine, unless there are at least two ingredients:” the ULI writes. “First, there must be attractive or important destinations to walk to (like a healthy downtown, a major park, a school, etc,) …

” … and second the walking route must be safe and interesting. People simply don’t like to walk along busy arterials, past empty parking lots or along ugly commercial strips.”

Locate housing near jobs. Densify by building up, not out. Put a heart in a district with a plaza. Zone for mixed use; build a lot of different stuff close together.

A recent Australian study found, “In neighborhoods with different types of destinations (a shop, … delicatessen, DVD store, post office, supermarket) people walked an additional 5.8 minutes per week for each one present.”

The study also found, “If they had access to local recreational destinations (e.g., a park, a sports field, a beach), people walked an additional 21 minutes per week for each type available.”

The ULI says the right ratio of parks to people is 10 acres/1,000 residents. Incorporated Stockton with 300,000 people, therefore, should have 3,000 acres of parks. It has 645.

But, “It is not enough to just build a new downtown park,” the ULI writes. “It needs a regular schedule of activities: Zumba classes, health fairs, farmers markets, community celebrations, etc. In other words, to make a ‘space’ become a ‘place,’ you need people and activities.”

“People will not walk as part of their daily routine, unless there are at least two ingredients:” the ULI writes. “First, there must be attractive or important destinations to walk to (like a healthy downtown, a major park, a school, etc,) …

” … and second the walking route must be safe and interesting. People simply don’t like to walk along busy arterials, past empty parking lots or along ugly commercial strips.”

Locate housing near jobs. Densify by building up, not out. Put a heart in a district with a plaza. Zone for mixed use; build a lot of different stuff close together.

A recent Australian study found, “In neighborhoods with different types of destinations (a shop, … delicatessen, DVD store, post office, supermarket) people walked an additional 5.8 minutes per week for each one present.”

The study also found, “If they had access to local recreational destinations (e.g., a park, a sports field, a beach), people walked an additional 21 minutes per week for each type available.”

The ULI says the right ratio of parks to people is 10 acres/1,000 residents. Incorporated Stockton with 300,000 people, therefore, should have 3,000 acres of parks. It has 645.

But, “It is not enough to just build a new downtown park,” the ULI writes. “It needs a regular schedule of activities: Zumba classes, health fairs, farmers markets, community celebrations, etc. In other words, to make a ‘space’ become a ‘place,’ you need people and activities.”

The law does not need to cram best practices down the development industry’s throat. When voting on proposed building projects, local planning commissions and councils should simply make healthy choices.

Contact columnist Michael Fitzgerald at (209) 546-8270 or michaelf@recordnet.com. Visit his blog at www.recordnet.com/fitzgeraldblog

The post Coughable vs. walkable Stockton appeared first on ClimatePlan.

Even as he acknowledged that we are nearing a climate tipping point and that it will take two more years to recover the jobs lost during the Great Recession, Governor Brown yesterday released a budget that punts fighting climate change and tackling a still-sluggish economy to an undisclosed date in the future.

The revised budget includes a proposal to loan $500 million indefinitely from California’s landmark cap-and-trade auction to the General Fund. This is funding we should invest this year to reduce climate pollution, grow our economy, and provide Californians with real transportation choices.  Now it is up to the legislature to reject this proposal as they consider the State’s overall budget.   TransForm and a host of allies are working to focus this funding on its intended use: to reduce greenhouse gas emissions, support disadvantaged communities and improve public health and the economy.

California and its regions have set ambitious goals to invest in transportation choices and more affordable homes as key strategies to reduce climate change pollution. But cities and regions are facing huge shortfalls to make these growth blueprints a reality. Cap-and-trade auction revenues can begin filling this shortfall, put Californians back to work building the 21^st century transportation system we need, and provide us with real, affordable, and efficient alternatives to our traffic-choked freeways.

Just hours after Governor Brown proposed the $500 million loan, the California Air Resources Board released its final three-year investment plan for cap-and-trade.  The plan is extremely strong, and includes a list of existing and proposed programs that mirrored our Sustainable Communities for All platform. Many of these programs, like State Transit Assistance or the Transit-Oriented Development program would greatly benefit from cap-and-trade investments this year.

The Governor’s actions also strengthened our resolve to ensure sustainable communities remain a core part of of cap-and-trade.  That’s why TransForm is working with Housing California and our allies to establish an innovative new program to invest cap-and-trade auction revenues beyond this year. AB 1051, a bill we are currently supporting, is making its way through the Assembly now.  AB 1051 would create the Sustainable Communities for All Program to invest in affordable, walkable and bikeable neighborhoods with robust public transportation.

Last week we received the sobering news that atmospheric carbon concentrations have hit 400 ppm, a threshold widely recognized as putting us dangerously close to irreversible and drastic climate impacts. This news should be a call to action.  It’s time to put that $500 million to work.

Take action! Urge your legislator to support a budget that fights climate change with real transportation choices NOW.

The post 400 ppm and the Governor is loaning away climate funds? appeared first on ClimatePlan.

It’s the one year anniversary of Southern California’s groundbreaking SCS/RTP, so I made the pilgrimage to Palm Desert for SCAG’s annual gathering to see how the Sustainable Communities Strategy is playing out in California’s largest and most diverse region.

The General Assembly brings together hundreds of elected officials every May.  The event is usually held in the Palm Desert area, where the constant hum of air conditioners, the roar of fast-moving cars, and the endless artificial green oases provide a surreal setting for conversations about sustainability.

But SCAG staff upped the surreal factor when their band “Staff Infection” performed at the event.  The band played a catchy jingle called “SCS/RTP” (lyric sheet attached), and there was a special guest appearance by SCAG’s Vice-President and Kris Kristofferson impersonator Carl Morehouse.

Aside from dancing with elected officials, advocates spent our time in Palm Desert discussing SCS implementation. In the year since the adoption of the SCS/RTP, it’s clear that SCAG’s leadership continues to recognize the plan as a success. Throughout the 2-day event, speakers from all persuasions talked about the success of the SCS/RTP and the collaborative partnerships it established.

This is all wonderful, but the key question for advocates is whether – and how – SCAG will ensure the SCS/RTP gets implemented.  How will SCAG ensure that limited funds are spent on projects that support the plan’s goals to reduce VMT, improve public health and facilitate transit-oriented development?

When the SCS/RTP was adopted, advocates successfully pushed for the creation of subcommittees to focus on implementing key aspects of the plan. These subcommittees have been meeting for the last 6 months to develop specific recommendations and next steps for implementation.  ClimatePlan partners Safe Routes to Schools National Partnership, Move LA, NRDC, Coalition for Clean Air and American Lung Association have served on these subcommittees to help ensure they are steering in the right direction.

Their recommendations were unveiled at the General Assembly this week. Key recommendations coming out of the committees include:

- Support active transportation planning and implementation
- Improve data and information, particularly in the realms of public health and sustainability
- Establish methodology for prioritizing regional projects and investments.

These recommendations are still quite broad and need further discussion and refinement.  However, we are glad to see they’re heading in this direction, and we’re encouraged by SCAG Executive Director Hasan Ihkrata’s pledge to keep this process moving forward.  By next May, he says that SCAG staff will  be prepared to report on what progress has been made toward achieving the SCS/RTP.

But the real highlight of the event was seeing NRDC’s Amanda Eaken receive a President’s Leadership award from SCAG for her incredible contributions to the SCS/RTP process.  Congratulations Amanda!

The post SCAG Rocks the SCS, Literally appeared first on ClimatePlan.

The saga of the Cordova Hills mega development project in the Sacramento region continues. In February, the Sacramento County Board of Supervisors approved an 8,000 unit subdivision in Cordova Hills, a sprawling development that, if built, will threaten Sacramento’s economic and environmental future. Last week, a group of commercial developers called Region Builders recommended that the Sacramento Area Council of Governments (SACOG) silence its staff from offering opinions on development projects. Executive Director of SACOG Mike McKeever offered critical testimony of Cordova Hills at a supervisors hearing in January, and after that, the Region Builders sent a letter to SACOG expressing concern about SACOG’s opposition to projects. Now, they are recommending that SACOG staff only provide technical data to local governments on projects, not opinions.

If you’re in the Sacramento area, please attend the SACOG hearing on Thursday, May 2 at 1:00 PM and express your concerns about the recommendation from the Region Builders. Location and agenda here. Suggested talking points:

- SACOG and the Sacramento region are seen as national leaders in sustainable regional planning.
- For a regional plan to be effective, cities and counties and SACOG need to work together.
- SACOG needs to speak freely when asked to show where and how local decisions do not support the agreed-upon regional plan.
- Technical assistance and perspectives offered by SACOG show the true cost of local land use project decision in terms of federal funding and other consequences. This information is needed to support good regional planning, and SACOG should continue to offer that.
- Land use and project decisions will continue to be made by local governments, as the Cordova Hills decision itself shows.

If you’re not in Sacramento or can’t make the hearing, please consider:

- Writing a letter to SACOG (refer to above talking points)
- Sharing the SACOG editorial on Facebook, Twitter, your organization’s blog, or newsletter

If you  have any questions, please contact Terry Preston, Walk Sacramento or Matt  Baker, Environmental Council of Sacramento.

The post Builder group seeks to limit input from SACOG appeared first on ClimatePlan.

As regions throughout the state have been developing their first round of Sustainable Communities Strategies, one question that has consistently been asked is: “How do we fund all of these great projects?” And now, with the release of the California Air Resources Board’s Draft Investment Plan for the cap-and-trade program, we are hopeful that regional and local governments may soon have another revenue option.

The Investment Plan, which was  released April 16^th,  lists Sustainable Communities and Clean Transportation as a top priority for receiving the cap-and-trade proceeds.  In fact, the plan acknowledges that if California seriously wants to reduce greenhouse gas emissions, the state must invest new funding in expanding transit, passenger rail, and high-speed rail service, as well as programs that contribute to transit-oriented development, sustainable communities, and active transportation. We couldn’t agree more!

Considering that transportation causes more than 40% of the state’s total greenhouse gases, this is a wise investment.  A number of our partners and allies, including the Sustainable Communities for All Coalition,  SB 535 coalition, and  Transportation Coalition for Livable Communities (TCLC) have been working hard to educate decision makers about the opportunities and benefits of sustainable, healthy, equitable communities.

In addition, the Air Resources Board held a public hearing on April 25^th on the Draft Investment Plan and the public response was tremendous. While most advocates enthusiastically supported the investment plan’s commitment to sustainable communities, advocates also asked CARB to consider improvements to the plan to ensure that it provided better commitments to sustainable communities and especially disadvantaged communities.

Click here for more information on the CARB hearing and to view specific public comments on the plan.  You can also read more about the plan on TransForm’s blog, Prevention Institute’s blog and the Safe Routes to School blog.  Plus, check our action alerts page for opportunities to engage!

The post Cap-and-Trade Investment Plan Prioritizes Transportation and Sustainable Communities! appeared first on ClimatePlan.

The post Jerry’s Done With CEQA Reform, But Darrell Isn’t appeared first on ClimatePlan.

As planning for the first leg of high speed rail in the Valley continues amidst its share of controversy, another exciting development in the Valley’s passenger rail  system is moving forward with broad support.

Last month marked the official creation of the San Joaquin Joint Powers Authority (SJJPA), which would bring the Valley Amtrak line under local control. The JPA is made up of local and regional officials throughout the Valley, and it will be taking over the day-to-day management of the existing San Joaquin passenger rail service that runs from Bakersfield, to Sacramento, and Oakland.

That line, which until recently has been managed by the state transportation department, is already quite popular with Valley residents.  Ridership has been growing steadily for years, and in 2012, it reached record highs.

The creation of the JPA is expected to make a good thing even better.  Since another Northern California Amtrak line, the Capitol Corridor, switched operations to its own JPA, its daily trips have quadrupled, and its on-time performance is the best in the country.  This has made the route increasingly popular, with ridership more than tripling to become third-highest of any line in the nation.

Increasing Valley leadership will hopefully have similar results.  It may allow more engagement with communities, closer partnership or even joint outreach and marketing with local transit, and increased service to respond to the needs of Valley residents.  It could also strengthen the regional Valley voice for service improvements in Sacramento and Washington D.C.

The first board meeting of the SJJPA was on March 22nd, and while switching over full operations of the train service won’t be complete until June 2014, rail fans in the Valley can learn more (and read dozens of letters of support!) here and get involved by attending the next Board meeting on May 24.

The post Making a Good Thing Better: Central Valley Rail Service Gaining Momentum appeared first on ClimatePlan.

The draft of the Bay Area’s first Sustainable Communities Strategy, Plan Bay Area, was released two weeks ago and regional advocates are already weighing in.  Plan Bay Area, scheduled for adoption this summer, will guide development decisions and transportation investments in the 9-county Bay Area region until 2040.

The Bay Area is often considered the most progressive region in the state, but did the draft SCS live up to those expectations?  According to some of our Bay Area partners, it looks like a relatively strong draft but there is still room for improvement.  Read on for more info from some of our partners in the region, and links to their analyses.

Equity advocates are celebrating a victory in the release of the plan’s Draft EIR.  A scenario that was developed by the 6 Wins Network and other equity advocates, the Equity, Environment, and Jobs Scenario, was determined to be the “environmentally superior alternative!” That’s an important validation that addressing the needs of all the Bay Area’s residents will result in stronger communities as well as a healthier environment. Check out Public Advocates’ blog post for more details.

Conservation advocates, including Greenbelt Alliance, are particularly excited that the plan calls for all future growth to occur within the existing urban footprint and urban growth boundaries.  That’s a big win for smarter land use!  Read more from Greenbelt on their blog here.

TransForm was happy to see that the plan takes a “Fix-It-First” approach to the region’s transportation network, and will include a better system for prioritizing transportation projects that help meet the region’s environmental, health, conservation and equity goals. Check out their blog for much more detail.

Public meetings are happening now in counties all across the region. Click here for details or contact the great folks at Public Advocates, Greenbelt Alliance, or TransForm to learn more and get involved.

The post Bay Area SCS Released — Get the Inside Scoop from Local Advocates appeared first on ClimatePlan.

The post Plan Bay Area released, public workshops scheduled for April & May appeared first on ClimatePlan.

Last week, ClimatePlan celebrated a milestone in Sacramento, hosting our first legislative briefing, Building Sustainable Communities.  The event, which was co-sponsored by the Honorable Speaker John A. Pérez, drew over fifty legislators, staffers, and members of the public who were eager to learn more about creating healthy, equitable, and sustainable communities.  With one of the highest influx of freshman legislators in years, it was vital to inform incoming legislators on the importance of SB 375 and their role to ensure its success in California.  We highlighted the connection between transportation, affordable housing, public health, and conservation and how we can achieve benefits for all Californians with smart planning.

Our opening speaker, Acting Business, Transportation, and Housing Secretary Brian Kelly, kicked off the briefing with an inspiring introduction that showcased the transformation that’s taken place in California’s transportation planning over the past several years.  Secretary Kelly explained how AB 32 and SB 375 served as a catalyst to bring regional transportation agencies together to work with advocates and the state to create healthy and livable communities with a variety of multi-modal options.

Then, ClimatePlan’s Steering Committee utilized their expertise to paint the picture of the newly emerging transportation and land-use framework where communities and regions across California are changing how they plan for future growth to ensure it is healthier, more equitable, and better for the environment.  Each speaker highlighted the amazing opportunities in infill, affordable housing, public health, and equity to create the type of communities we need.  However, speakers also alerted attendees to potential challenges ahead, and  legislators and staffers were given information on a variety of legislative tools to overcome some of the challenges.

For those who could not attend, we’ve included a link below to the materials from the briefing as well as contact information for each of our speakers.

Download the presentation: Building Sustainable Communities (10MB pdf)
Download the speaker bios  (476 KB pdf)

The post California legislators get a lesson in Sustainable Communities! appeared first on ClimatePlan.

The post Sacramento County sued over Cordova Hills development OK appeared first on ClimatePlan.

From cap-and-trade to CEQA reform to regional plan development, 2013 is shaping up to be a big year! With so much happening around the state in the effort to build more sustainable communities, we thought we’d put together a quick list of things to keep an eye on in the coming months.

Debating the Future of CEQA
One of the most talked-about issues throughout the state is the movement to make changes to California’s landmark environmental law, CEQA. Until last week, the effort was being led by Senator Michael Rubio, head of the Senate Environmental Quality Committee, but his truth-is-scarier-than-fiction resignation to go work for Chevron certainly slowed the momentum of that effort. Many environmental groups, health advocates, and unions are standing firm, defending CEQA and pointing to the law’s many successes over the years. Nonetheless, last week Senator Steinberg introduced a placeholder bill on CEQA reform, so we know that the issue isn’t going away this session.  How could potential changes impact the development of sustainable communities?  We’ll find out as the debate heats up this spring and summer.  Keep an eye out for updates on our CEQA Reform webpage.

Lowering the Voter Threshold for Local Sales Taxes
In the elections last November, two local transportation sales tax measures, in Los Angeles and Alameda Counties, failed to pass despite the fact that they both received more than 65% of the votes. The current threshold for such measures to pass is 66.6%,  but a number of advocates and legislators think it’s time to change that to a simple majority or 55%. Eight bills have already been introduced in the state legislature, and we’re hearing talk of interest from other lawmakers. Legislation focused specifically on lowering the threshold for transportation and TOD projects include  SCA-4, SCA-8, and SCA-9, but some observers are betting on a broader approach that includes other local government services such as education and public safety, such as Hancock’s SCA-11.

Show me the Money: Cap-and-trade Revenue  
As revenue from the state’s cap-and-trade program begins to flow into state coffers, debate continues about exactly how the money should be spent. There are, of course, a number of worthy projects, but we were heartened to read the Governor’s budget proposal in January, where he acknowledged that transportation is the single largest contributor of GHGs in California and said that reducing transportation emissions will be a top priority.  In addition, last year’s SB 535 requires that 10 % of the revenue directly benefit disadvantaged communities.

The state Department of Finance will be developing a framework for spending the money, and the first round of public workshops just wrapped up last week! The Governor’s office expects the auctions in this fiscal year to generate $200 million,  and in subsequent years it’s expected to rise significantly, so stakes are high and many advocates are weighing in. Check out this platform being circulated by Housing CA, TransForm and others as well as this set of principles from Public Advocates. In addition, the Transportation Coalition for Livable Communities, a coalition that includes local and regional governments and transportation agencies from across the state, has developed a proposal for the state to invest  “a major portion of revenues related to fuels in integrated transportation and land use strategies consistent with the SB 375, the California Regional Blueprint plans and other regional planning processes.” Download their proposal here.

Air Resources Board: Scoping Plan 2.0 & SCS Reviews
Also at the state level, the California Air Resources Board will be busy in the months ahead with a number of issues related to SB 375.  First up, the agency will be revisiting the AB 32 Scoping Plan, which includes a whole suite of strategies to reduce greenhouse gases throughout the state. In the Scoping Plan adopted in 2008, the land use and regional transportation goals were to be achieved through SB 375 implementation, and we’ll be paying close attention to see how the ARB handles it this time around.

The ARB will also be rebooting the AB 32 Environmental Justice Advisory Committee (EJAC). This committee was established to inform development of the last Scoping Plan, but in the end many committee members felt their input was not included in the state’s plan. ClimatePlan’s equity workgroup, led by Public Advocates, is coordinating efforts to ensure the new EJAC is able to leverage better outcomes for the state’s most vulnerable communities and individuals.

And finally, the ARB will be reviewing the Sustainable Communities Strategies from the eight Valley counties as well as the Bay Area to determine whether the plans will achieve their targets.

State Guidelines for City and County General Plans
General Plan Guidelines serve as a ‘how-to’ resource for cities and counties to develop general plans consistent with state law. This year, a key priority for California’s Office of Planning and Research is a comprehensive update of the General Plan guidelines, which were last updated in 2003.  With this year’s update, OPR intends to broaden the scope of the guidelines beyond the concept of a ‘how-to’ resource to address how plans can take a more holistic approach to GHG emissions, infill development, public health, and regional planning under SB 375. One of our partner organizations, the California Pan-Ethnic Health Network (CPEHN), will be hosting a series of convenings in April to gather input on the new guidelines, and OPR representatives will be in attendance.  We’ll post details about the convenings on our website when available.

A Brighter Future for the San Joaquin Valley?
Sustainable Communities Strategies are on the horizon in the eight counties in the San Joaquin Valley, and two dozen diverse groups have come together to envision how the SCSes can best support strong, healthy communities.  In late spring, Valley COGs will vote on preferred scenarios, and by the fall the SCSes will be adopted.

How will Valley COGs plan to spend approximately $40B in transportation  funds? Will  they respond to the shifting housing market demand and prepare for a 2050 when 42%  of available homes will need to be townhomes, condos, and rental flats, while preserving and building more affordable  homes?  Will it accommodate its rapidly growing population while preserving its natural resources and $136B agricultural economy?  Will these plans re-invest in existing communities, both urban and rural, particularly low-income communities and communities of color?  Will every county do its share to ambitiously reduce air pollution and provide its residents with healthier options?  Keep an eye on our webpage dedicated to the Valley for updates as the process speeds along!

Bay Area to Adopt its First SCS
In addition to the SCSes being drafted in the Valley, the Bay Area will adopt its first SCS in June 2013.  The Draft Plan is scheduled to be released for public comment in late March. The One Bay Area Grant program  continues to take shape as an important tool for SCS implementation in the region — while there were a number of exciting elements incorporated into the grant program, advocates have their work cut out to be sure that every Bay Area county awards these funds to worthy projects.

How are Adopted SCSes Being Implemented?
Now that many regions in the state have adopted their first SCS, it’s time to see how the rubber meets the road.  Here at ClimatePlan, we’ll be taking a closer look at how SCSes are moving forward in regions where they’ve been adopted. Are they moving ahead with policy commitments promised in the SCS?  Do short-term funding allocations align with the priorities they’ve identified? Keep an eye out for more info on our efforts to track SCS implementation in the coming months.

We know there’s even more exciting work happening besides what’s included here — let us know in the comments section below what your upcoming sustainable communities priorities are.

The post What’s on the horizon for sustainable communities? appeared first on ClimatePlan.

Earlier this week, Sacramento County approved the controversial Cordova Hills project, a sprawling and far-flung subdivision outside the region’s urban footprint.  Cordova Hills flies in the face of the Sacramento Region’s 2012 Sustainable Communities Strategy (SCS), hailed by ClimatePlan and others as a model for SB 375 implementation. The debate over this project offers an interesting case study for SB 375’s impact on local land use decisions.

Cordova Hills is located in southeastern Sacramento County.  The 2,700 acre project would build up to 8,700 housing units and 1 million square feet of office and commercial space on what is currently grassland and vernal pools.  It is not a new proposal; project studies have been underway for several years.  However, SACOG’s  regional transportation plan and SCS, adopted in April 2012, did not include the proposed development.

Because the project is so large and remote from job centers, it will generate a substantial amount of new VMT that was not accounted for in the SCS/RTP.  At a packed hearing in December 2012, members of the public and several of the County supervisors raised this issue.  What impact would Cordova Hills have on the region’s ability to meet its GHG targets?  And what impact would that, in turn, have on the region’s transportation funding?

Due in part to these questions, the County postponed approval of the plan and asked SACOG to conduct an analysis and report back about the potential impacts of Cordova Hills.  That report showed that the project could potentially undermine SACOG’s ability to meet the 2035 GHG target, which in turn, could jeopardize the region’s transportation funding.  Advocates rallied behind these findings, as did the Sacramento Bee who published both an editorial and an op-ed by County Supervisor Phil Serna saying that the impacts to regional VMT and the GHG targets were reason enough for the County to reject Cordova Hills.

On January 29^th, SACOG Executive Director Mike McKeever presented these findings at a hearing before the Board of Supervisors, including two members that serve on SACOG’s Board and approved the SCS.  During a pointed and lengthy exchange, several members of the Board challenged SACOG’s findings, particularly around the transportation funding.  McKeever politely but firmly stood his ground, and spoke at length about SB 375’s indirect but far-reaching impact on how the region competes for increasingly scarce federal and state transportation dollars.

Despite the SACOG report and hours of testimony from community members and advocates, the Board voted 4-1 to approve the project.  This was not an unexpected outcome, given the history and politics of Sacramento County and the momentum of this project.  Despite the 2008 meltdown, despite the foreclosure crisis, despite everything we know about changing demographics and housing preferences, and yes, despite SB 375, there is an inertia about sprawl that continues to persist.

It nonetheless came as a disappointment to anti-sprawl warriors who hope that SB 375 will provide new leverage to stop these projects.  It speaks to the limitations of SB 375 to directly impact local land use decisions.  While SB 375 provides some direct incentives to encourage growth in the right places, it relies on softer tools – such as building regional consensus around Transit Priority Areas and shifting transportation dollars toward those places –  to discourage growth in the wrong places.

Despite its size and visibility, Cordova Hills is still just one project.  So it would be premature to draw too many conclusions about SB 375 and its impact on local land use decisions.  However, it does point to the need for careful monitoring of SCSes to see whether their lofty promises are being implemented on the ground.  It also reminds us that the deck is still stacked in favor of sprawl, thanks to everything from global capital markets to Prop 13’s fiscalization of land use.  SB 375 has given us an important tool to shift our communities toward sustainability, but there is more work to be done.

The post Cordova Hills, SB 375, and the Inertia of Sprawl appeared first on ClimatePlan.

In public testimony, people from diverse interests asked ARB to ensure that every county undertake ambitious action to meet the greenhouse gas targets and to support COGs in implementing SB 375 in a way that benefits residents across the region, including those from historically underrepresented communities (for more on these issues, read here).

Many speakers expressed their support for “Seizing the Opportunity”, a platform that outlines the issues that should be addressed by the COGs with their SCSes and highlights the many beneficial outcomes that come along with good planning. Speakers also called the Board’s attention to recent reports about shifts in the region’s housing demand and the importance of protecting farms, ranches, and the agricultural economy.

Chair Nichols expressed appreciation for the number of groups that have gotten involved in SB 375 in the Valley and the talent that they bring to the conversation. She said that she heard advocates’ consistent request that every county take ambitious steps to achieve the GHG reduction targets, even if the target is a Valley-wide goal.

Many speakers and Board members commended the Valley COGs for how far they’ve have come in the past two years, and in the end, the ARB gave their blessing for the Valley COGs to continue their work on SB 375.  It’s now time to turn attention to the county level as they continue to develop their SCSes. We’re looking forward to even more progress being made towards a healthier, more sustainable future for the Valley.

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This new report analyzes current efforts by Valley communities to preserve farmland and makes concrete recommendations to help stop farm and ranch land in the Valley from being inefficiently subdivided into housing developments and mini-malls.  The report finds that despite good intentions – and a number of recent positive policy outcomes – of many local governments in the San Joaquin Valley, the region is on pace to lose another 570,000 acres of farmland.  Learn more

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Just two years ago, when the SB 375 GHG targets were first being issued for major regions in the state, representatives from the San Joaquin Valley transportation agencies were skeptical that they could achieve a 5% reduction in 2020 and a 10% reduction in 2035.

Now, the same Regional Policy Council that asked for the targets to be cut in half during Target Setting 2010, is recommending that the Air Resources Board (ARB) maintain the 5% and 10% targets.

That’s great news, and the Valley Councils of Government (COGs) should be proud of the strides they’ve made.  They have upgraded their travel models’ ability to measure reductions, and many COGs have begun hosting public committees and developed new scenarios. However, there is still a lot of work to be done, and when the ARB takes up the issue of the Valley’s targets at its meeting on January 24^th, there are a few important areas where they can weigh in.

One critical question remains: what does it mean for the Valley to meet its targets? SB 375 allows all eight counties to work together as a single region to reach the targets. But under this system, would certain counties do much less than others? What would that mean for that county’s residents, who would continue to face long commutes, traffic jams, and poor air quality? And do all eight counties want to sink or swim together?

In fact, right now, a San Joaquin Valley Regional Policy Council memo reveals (on p. 14 here) that while the Valley as a whole is planning to achieve nearly 11% (2020) and 14% (2035) reductions, some counties are intending to do less than others. Two counties intend to far overshoot the targets, a good handful of counties will approximately meet the targets, and at least one county projects that they will fall short.

ARB should help ensure that SB 375 provides benefits for residents across the San Joaquin Valley – and that no counties or communities get left behind. Residents everywhere need and deserve benefits like more transportation options, better access to economic opportunity, cleaner air and water, and the ability to live in a place that supports a healthy lifestyle.

ARB can play a key role here. First, the air board should encourage Valley COGs to determine how regionwide collaboration and targets achievement would be measured. This decision should be made quickly, and with public input. The approach selected should reward counties that achieve the targets on their own and encourage every county to take ambitious action.

ARB should also maintain public transparency by requiring each COG to independently report its reductions in vehicle miles traveled (VMT) and greenhouse gases (GHG). It should apply greater scrutiny when reviewing submissions that do not reach 5% and 10% and submissions that achieve early reductions but then “backslide” significantly.

Finally, ARB should work with the Valley Councils of Government (COGs) to increase understanding of how SB 375 can be implemented equitably and not disproportionately impact low-income communities of color. ARB should support Valley COGs in using state-of-the-art methods to identify environmental justice communities, examine the health and equity benefits of scenarios, and communicate this information back to their local elected officials.

The communities in the Valley have come a long way in identifying ways in which we can build more sustainable, equitable cities and towns, and in the past couple of years, the number of groups and individuals who are engaged in sustainable communities planning has grown dramatically. In fact, a collaborative of public interest organizations have recently put forth a shared platform for how the Valley can seize this opportunity. They are inviting other organizations to join them in working toward this vision – and in just a week, 21 groups have signed on! The fact that so many diverse groups have come together to advocate for a shared vision is a testament to the wide range of potential benefits. We hope the ARB will continue to play a leading role in steering all of the Valley counties in the direction of a more sustainable future.

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As we reflect on the past year, we want to start by expressing our gratitude for all of the groups and individuals we work with. ClimatePlan came together as a cohort of eleven organizations working together with no paid staff, and faced a seemingly insurmountable task. Now we are a coalition of almost 50 partners with connections to dozens more. We’ve already accomplished so much together and with our collective movement strong and growing, we look forward to what we will do in the coming year.

Now, without further ado, and in no particular order, here are our Highlights of 2012.  It’s been an action-packed year!

Unanimous Adoption of Southern California’s SCS
In a region long known for its suburban sprawl, Southern California’s new Regional Transportation Plan was hailed as a major turnaround. Following admirably wide-ranging outreach to over 200 local governments and agencies, SCAG’s politically-diverse Regional Council adopted a transformative plan by unanimous vote. Its ambitious land use vision directs a much greater share of new development near transit and plans for only 10% as much open space loss as the previous plan. It triples funding for active transportation and devotes almost half its funds to transit. The result? It reduces VMT and congestion over much of the region. The plan was not perfect, but it was a good step forward, and SCAG has already begun efforts to make its next RTP even better!

Momentum Shifts with November Elections
While a couple of local tax measures that would have expanded transit systems failed by the slimmest of margins in Los Angeles and Alameda Counties, bells were certainly jingling as we saw a number of exciting victories at the federal and state levels. The biggest news was that California Democrats won a supermajority in the legislature, and while new bills have yet to be introduced, it is undoubtedly a great opportunity to advance policies to help build sustainable communities.  We might ring in an especially exciting year in 2013…

Sacramento Region Sets the Bar High With its SCS
In their report examining Sustainable Communities Strategies in the state, authors at NRDC and Move LA noted that the Sacramento SCS is “exemplary, setting the bar high for other regions.”  Indeed, the Sacramento region has long been a leader in blueprint planning, and it remains in the lead as its latest RTP contains the greatest greenhouse gas reductions yet, 9% and 16% (by 2020 and 2035). It includes model efforts to help the plan become reality by supporting local planning around Transit Priority Areas, selected in part for their potential to advance regional equity. The new plan would improve the ratio of homes to jobs in 14 out of 15 job centers, and SACOG is now working to measure the fit between jobs and nearby workforce housing. They will also improve their ability to measure health indicators and build upon the Rural-Urban Connections Strategy with better analysis of the region’s natural resources. Go SACOG!

All We Want for Christmas is Healthier Transportation Plans. And We Got ‘Em!
The connection between our transportation systems and the health of the communities that they serve is clear — with more sidewalks, bike lanes, and transit opportunities, community residents have more opportunities to be active and healthy. So, CPEHN and TransForm must be on Santa’s nice list for co-sponsoring AB 441 which makes it easier to promote healthy planning by explicitly requiring long-term, comprehensive transportation plans to incorporate health indicators.  Three cheers for healthy communities!

San Joaquin Valley Keeps Steady Aim at its Target
Earlier this month, the San Joaquin Valley Regional Policy Council recommended that the California Air Resources Board maintain its targets for the San Joaquin Valley, a 5% reduction in 2020 and 10% in 2035. Yes, this is the same Regional Policy Council that asked for the targets to be cut in half during Target Setting 2010! But since 2010, Valley COGs have been developing new scenarios and upgrading their models’ ability to measure reductions. In fact, the latest memo (starting on p. 14 here) estimates that working together, the 8 San Joaquin Valley counties may be able to achieve reductions of nearly 11% and 14% — something to watch for in 2013!

Demand for Transit Continues to Increase Faster than a Spinning Dreidel
According to a recent report from the American Public Transit Association, transit ridership is up all across the country, and California is no exception. Just one example is the LA Metro system, which reports that in October 2012, their system’s rail ridership was up 23% compared with the same month last year. And other areas of the state are experiencing all-time highs in ridership levels. Some routes in San Joaquin County were getting so crowded that the Regional Transit District added trips in early 2012. Too bad that funding for transit operations hasn’t kept pace with the increase in use, and has in fact been cut drastically in the last few years. Our New Year’s wish is that 2013 is the year of identifying a dedicated funding source for transit systems all over the state!

Gifts Aplenty for Lake Tahoe Lovers  
In December, the Lake Tahoe region adopted a new Regional Plan that included an RTP and SCS (for the California side of the lake). While its population and size might be comparatively small, its Regional Plan took a serious look at revamping the region’s commercial areas and providing more opportunities for walking and biking. In fact, if our number-crunching is right, in 2013 dollars, Tahoe’s RTP devotes 10% of funding to bike-ped projects, the highest percentage in the state! Plus, the regional planning agency is implementing a new Transferable Development Rights program in an effort to encourage development in the more urban areas. Way to go Tahoe, for showing how smaller regions can make big strides!

San Diego Parking Policy Speeds Along Affordable Housing Construction
And in the southern half of the state, the City of San Diego took a major step in the right direction in late 2012 by adopting a policy that lowered the parking requirements for affordable housing developments that met certain criteria (like being close to a bus or trolley line!). The policy is a win-win, as it both provides an economic incentive to build affordable homes by reducing the overall cost to the developer, and it promotes other modes of transportation like walking, biking, and transit.  San Diego should be proud of adopting this model policy — here’s hoping the idea spreads to other local governments.

One Bay Area Grant Program Makes Commitment to Conservation
The Bay Area’s transportation authority, the Metropolitan Transportation Commission, has had a grant program for a number of years, but 2012 saw an exciting development — the program now includes an innovative $10 million pilot grant program specifically geared towards conservation.  As noted by the Greenbelt Alliance, “this is a historic step by a transportation agency.” The conservation grant program was developed because of the recognition that for some of the counties in the Bay Area, protecting natural areas and farmland is essential for a successful SCS. The program isn’t perfect, and advocates are working to ensure the grants go to projects that meet the intent, but it’s a huge step in the right direction and a program that other regions will be watching closely.

High Speed Rail Gets Back on Track
With Governor Brown-appointee Dan Richards at the helm, the California High Speed Rail Authority unveiled a new business plan in April 2012 that was a huge improvement over previous plans. The HSRA’s new vision addressed public concerns about the project’s overall cost, risk, and impacts to communities. While there are still many unanswered questions, particularly its impact on farmland in the San Joaquin Valley, we are excited about the investment that will go towards upgrading existing rail systems such as the Altamont Commuter Express and Metrolink, and we are hopeful that the Rail Authority will take a closer look at how to minimize impacts on communities and farmland in the train’s corridor. In addition, a TransForm report that analyzed the new business plan, notes that investing in high speed rail, if done right, will avoid costly airport and highway expansions, saving Californians money. So while Santa may be delivering presents by sleigh this year, in the future maybe he’ll choose to take the train – it’ll be fast!

Rail~Volution and New Partners for Smart Growth Descend on Southern California
We’ve loved both of these conferences for years — what could be better than coming together with so many other advocates, community leaders, builders, and transportation gurus and nerding out on planning and transportation issues? But we enjoyed it even more this year since both conferences took place in Southern California, and gave some of our partners a chance to highlight the work that’s been happening there. At Rail~Volution, attendees got a chance to see firsthand how far Los Angeles has come with its transportation system, and at New Partners, we all enjoyed the chance to explore some of San Diego’s great neighborhoods and see the progress there. Now we’re looking forward to learning from other cities in 2013!

There are so many ways in which our partners and local and regional governments advanced sustainable and equitable growth in California in 2012, and we probably missed some that could have been part of this list. What were some of your highlights from the past year? Let us know in the comments below.

We have much to look forward to in 2013, so stay tuned for our upcoming list of things to watch for in the year to come.

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Judge Rules SANDAG’s Transportation Plan Violated California Law

SAN DIEGO – Superior Court Judge Timothy Taylor ruled yesterday that the San Diego Association of Governments violated state law by failing to fully account for, and take steps to reduce, climate pollution in its environmental review of the region’s long-term transportation plan.

SANDAG’s 2050 Regional Transportation Plan/Sustainable Communities Strategy will increase climate-disrupting greenhouse gas emissions from development and transportation through mid-century, at precisely the time the best science – reflected in a landmark executive order signed by former Governor Arnold Schwarzenegger – shows dramatic reductions are necessary to avoid dangerous climate disruption. The Associated Press reported yesterday that greenhouse gas emissions continue to rise rapidly around the world and that such increases will likely lead to an even greater increase of global temperatures than previously predicted.

Read the complete press release

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Next week, voters in Alameda and Los Angeles counties will decide the fate of two progressive transportation sales tax measures that represent a massive investment in California’s transit network. However, as California’s aging and defunded transportation system comes to rely more heavily on these locally-generated revenues — even as SB 375 demands a more integrated regional approach – it’s time to begin a conversation about how we can do even better next time around.

As state and federal transportation funds have evaporated in recent years, so-called ‘self-help counties’ have taken measures into their own hands, literally.  According to a 2011 UC Berkeley report, county sales tax measures now represent 24% of all transportation dollars in California. Historically, these measures have been heavily weighted towards cars: widening freeways, improving interchanges, and filling potholes. Even today, measures such as Napa County’s Measure T  would dedicate 100% of revenues to road projects.

But that’s changing, thanks to the hard work of advocates.  Two measures on next week’s ballot exemplify a recent shift toward a more sustainable sales tax model.

In LA County, Measure J would extend a sales tax approved in 2008 for another 30 years — from its current expiration date of 2039 to 2069. The tax program, originally known as Measure R, represented a huge leap forward for LA’s visionary new transit system, dedicating 64% of revenue to transit projects such as the Westside subway and a rail connection to LAX.  The new measure doesn’t change which projects would be built.  Instead, by extending the tax the agency can issue bonds against the longer revenue stream and accelerate construction of these projects.  What was planned to take 30 years would take 10 instead. Measure J is supported by ClimatePlan partners Move LA, American Lung Association in California, the Southern California Association of Non-Profit Housing, Endangered Habitats League, NRDC and Clean Air Now.

In Alameda County, Measure B1 will triple funding for bike-ped projects and increase funding for an innovative transit-oriented development program by almost 700%.  47% of the measure’s total funding would go towards transit, while 39% would fund roads and highways (with the lion’s share going to local road maintenance – ie potholes – and very little for highway expansion).  Measure B1 is supported by ClimatePlan partners TransForm, Greenbelt Alliance and NRDC, along with many other groups.

The passage of Measure J and Measure B1 would represent a milestone in the creation of a world-class transit system in California.  But the success of SB 375’s integrated, regional approach to transportation planning has highlighted the important shortcomings of the county sales tax approach.  We know now that one county’s transportation investments will have ripple effects for public health, economic prosperity, affordable housing and environmental justice – and those effects don’t stop at the county line.

Take the Southern California region, for example.  LA County’s success in passing progressive sales taxes hasn’t spilled over to Ventura County, which has never passed any transportation sales tax, or to San Bernardino County, whose sales tax invests heavily in road expansion.  In fact, Southern California (SCAG’s) recently adopted RTP and SCS found that communities in LA County would see substantial improvements while air quality in some Inland Empire communities would continue to get worse.

One solution to this problem is to empower the regional agencies charged with implementing SB 375: the Metropolitan Planning Organizations (MPOs).  The MPOs take a broader view of transportation, not only because they are regional in scope, but also because they are charged with planning for affordable housing and implementing SB 375.  Yet among all of California’s multi-county MPOs, only the Bay Area’s Metropolitan Transportation Commission controls a local revenue source: bridge tolls.  It’s therefore no surprise that the Bay Area has gone farther in ensuring transportation investments are matched with integrated land use plans and affordable housing production. The other MPOs can create visionary regional plans, but as long as the individual counties hold all the local purse strings, they lack an important tool for implementing those plans.

Countywide sales tax measures also raise questions about fairness.  Who pays the taxes, and who benefits?  Sales taxes are inherently regressive, and because they need a supermajority (66%) vote to pass, most sales tax measures are chock-a-block full of projects that appeal to likely voters.  These likely voters tend to be older, whiter, and more affluent than the population as a whole.  As such, they often prefer freeways to transit, and trains to buses.

Much has been made of this latter concern, and the bus vs. rail debate has divided progressive allies, particularly in LA. Groups such as the LA Bus Riders Union oppose Measure J due to concerns that it favors trains over buses, and thus benefits affluent whites over the working poor and people of color. A recent survey by LA Metro finds that 91% of bus riders in LA are people of color, compared to 83% of train riders. The average income of train riders ($26,000) is higher than that of bus riders ($14,400), but still far below the median income for LA County ($55,500).  These data indicate that while some disparities do exist, the train system in LA is attracting a broad swath of users.

As we seek to make transportation funding more equitable, a key strategy is to make drivers pay their fair share.  Historically, the state and federal gasoline taxes did just that.  But as cars get more efficient and gas tax revenue declines, we need to either increase the gas tax (a political non-starter) or come up with different solutions.  Road pricing strategies are one possibility, as are fees on vehicle miles traveled (VMT).  These mechanisms propose an elegant solution: if you drive more, you pay more.

We must also break down the silos between funding for transportation, natural resource protection, affordable housing, parks and other integral aspects of building a sustainable community.  In San Diego, transportation planners and community groups have been working to plan a quality of life funding strategy that would fund public transit operations as well as open space preservation and water quality. Such innovative and integrated funding solutions are, hopefully, the way of the future.

The post LA, Alameda County to Vote on Transit-Supporting Sales Taxes – But Can We Do Better? appeared first on ClimatePlan.

Planning for sustainable communities continues to pick up momentum in the San Joaquin Valley, with the Valley’s Fall Policy Conference this week October 10^th-12^th, followed by a meeting of the Regional Policy Council.

The Fall Policy Conference is an annual event where representatives from the region’s 8 counties come together to share information on current important topics.  This year the agenda is full of items related to SB 375 and the creation of Sustainable Communities Strategies (SCSes). ClimatePlan and our partners in the Valley are excited to see the great energy and attention being given to this opportunity.

To contribute to this week’s dialogue, a diverse alliance of over 30 groups submitted a letter to the Regional Policy Council. ClimatePlan has been working with a network of organizations in the Valley that are deeply invested in improving their communities. The letter outlines practical steps for meeting the goals of SB 375 that will also promote public health, save families money, and bolster the economy.

The San Joaquin Valley faces a unique set of opportunities and challenges that will require careful attention. We see the development of Sustainable Communities Strategies as a chance for Valley decision-makers to build upon the work of the Blueprint and work together to advance common interests such as improving air quality, building safer and healthier neighborhoods, improving the affordability of both housing and transportation, bolstering economically disadvantaged areas, and revitalizing the economy.

One panel at the Conference includes individuals who have worked on Sustainable Communities Strategies in other parts of the state. Another panel of experts will talk about the important differences between planning for urban, suburban, and rural areas. The day will wrap up with a panel and discussion about ways in which our local and regional agencies can work together to maximize effectiveness.

Then on Friday afternoon at the Regional Policy Council meeting, elected officials from every county’s Council of Government will continue the discussion about whether they will work together to achieve the greenhouse gas reduction targets set for the region under SB 375, or whether they will pursue a strategy where each county works individually.

You can find the full conference agenda here and the Regional Policy Council agenda here  Plus, we’ll be live tweeting from the event, so be sure to follow us on Twitter to hear how things are going.

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Yesterday was the last day for Governor Brown to sign or veto bills this year. Today, it’s clear that the Governor is holding the line on cap and trade – and not letting cities off the hook for redevelopment.

Cap and trade revenue bills signed
California’s cap and trade program received a boost with the passage of AB 1532 and SB 535. These bills broadly define how the revenues generated by cap and trade – starting at $1 billion annually and growing to as much as $11 billion over time – will be allocated. AB 1532 establishes general criteria for how funds should be spent and outlines a participatory process for developing an expenditure plan.  SB 535 sets aside a portion of revenues for projects in disadvantaged communities.

Prior versions of AB 1532 contained much more specific language directing how the funds should be spent. However this language was stripped at the 11^th hour, leaving only general  references to categories of spending such as “sustainable infrastructure.”

The signing of these cap and trade bills represents a huge opportunity for advancing sustainable communities. However, there’s a lot of work ahead to ensure that the final revenue plan invests in projects that reduce GHGs while improving public health, advancing social equity and conserving natural resources.

There’s nothing Sacramento loves more than a good old-fashioned money wrassle, and because the final version of AB 1532 is so broad, we expect a showdown over the final cap and trade expenditure plan.  A first draft of the plan will be submitted to the Legislature in May 2013.

The Governor also signed the following bills:

– Bike lane enthusiasts are celebrating the Governor’s signature on AB 2245, a bill that would exempt new bike lanes from CEQA review, as long as those lanes are within urban areas and are consistent with an adopted bicycle master plan.
– Healthy communities achieved a win with Governor Brown’s signature on AB 441, which promotes health and equity at the regional level by requiring the California Transportation Commission to attach to its RTP guidelines a summary of successful policies, programs, projects that MPOs have used to support health and equity.

Governor vetoes bills to reinvent redevelopment
The Governor vetoed a host of bills aimed at giving cities new tools to replace the functions of redevelopment agencies, which were dissolved earlier this year.  Among the casualties was SB 1156, which would have authorized local governments to create “Sustainable Community Investment Areas” around transit. AB 2144 would have authorized the creation of infrastructure finance districts with 55% voter approval. SB 214 would have eliminated the voter requirement for infrastructure finance districts altogether.

In nearly-identical veto messages for all of these bills, Governor Brown stated these efforts were “premature” and would cause cities to focus on these new tools instead of winding down redevelopment to help fill the hole in the General Fund. With the new information released on Friday showing that the state is saving far less money than expected from the dissolution of redevelopment, Governor Brown is sending a strong message that he’s not done squeezing blood from this turnip.

Hope glimmers in his veto message for SB 1156, which states that he wants to take a “constructive look at implementing this type of program” once the winding down of redevelopment is complete.  That’s small consolation for cities, affordable housing developers, and TOD advocates that are still reeling from the loss of redevelopment.  We suspect many of these bill concepts will reappear next session, where a huge batch of freshman legislators will have a steep learning curve on this complex issue. Will the Governor be ready for his ‘constructive look’ by then?  Time will tell.

The Governor’s actions shed light on what to expect in the 2013 legislative session. Redevelopment will continue to demand attention, and the cap and trade revenue expenditure plan will be a priority as well. And as if that wasn’t enough, you’ve also got Senator Steinberg’s pledge to tackle a comprehensive CEQA update.  Taken together, these complex issues go to the very heart of how we plan, fund, and build California’s future.

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It’s been a busy summer for those working on SB 375 in the San Joaquin Valley as they prepare for a review of their greenhouse gas reduction targets. But recent changes to the timeline give the Valley Councils of Government (COGs) a little bit of breathing room and may even shift the Valley’s focus towards its Sustainable Communities Strategies.

The targets set goals for how much to reduce per capita GHGs from passenger vehicles. They were set by the California Air Resources Board (ARB) in 2010 as a 5% per capita reduction by 2020 and a 10% reduction by 2035. At the time, the plan was to revisit the numbers in the fall of 2012 after Valley COGs had upgraded their forecasting tools to gain a more accurate view of what reductions would be possible.

Now, though, two things have changed: the ARB review has been delayed to align with the timing of another Valley ARB decision in January 2013, and the targets may not be able to change at all.

Why might the targets not be able to change? SB 375 allows ARB to change targets only once every four years. ARB had been intending to commit now to changing them later, in 2014. But back then, everyone thought that the Valley would finalize its plans in 2014, after those new targets could take effect. Now, the COGs have accelerated their timelines and will finalize their plans in late 2013 – before ARB could legally change the targets.

The targets may therefore be locked in at 5% and 10%. And this may be fine, as more and more COGs are informally beginning to say that they think they might maybe be able to meet them. But none are ready to make it official or hold a vote. At least two more valley-wide policy council meetings are anticipated to be scheduled over the next couple of months to continue the discussion, so things are looking hopeful.

The big decision that remains is whether the COGs will work together to meet the targets as a Valley, or whether each county will attempt to meet the targets on its own. The Regional Policy Council would make this vote, which could come as soon as their Fall Policy Conference, October 10-12^th. If the COGs work together, for better or worse, some counties might make greater reductions and pick up the slack for counties making lower reductions. While it would be great to see every county excel, a similar dynamic happens in many regions, since every county has unique circumstances. Regional collaboration might even encourage more focus on regional strategies, such as transit between the Valley’s big cities.

In the meantime, many of the COGs are beginning to focus more on their Regional Transportation Planning and Sustainable Communities Strategies work, a shift we are happy to see. While the targets are important, no target, however carefully calculated, will in itself improve the Valley’s economy, public health, and quality of life. We look forward to seeing the conversation increasingly focus on what planning, policies, and investments will meet the needs of the San Joaquin Valley, and how this might help jumpstart the Valley’s economy, save households money, and improve public health.

For more info, contact Carey.

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