Sustainable Communities and Climate Protection Act of 2008

Last updated
Sustainable Communities and Climate Protection Act of 2008
Seal of California.svg
California State Legislature
Full nameSustainable Communities and Climate Protection Act of 2008 (SB 375)
Signed into lawSeptember 30, 2008
Sponsor(s) Darrell Steinberg
Governor Arnold Schwarzenegger
CodeHealth and Safety Code
Section65080, 65400, 65583, 65584, 65587, 65588, 14522, 21061, and 21159
Resolution SB 375
Website http://www.leginfo.ca.gov/pub/07-08/bill/sen/sb_0351-0400/sb_375_bill_20080930_chaptered.pdf
Status: Current legislation

The Sustainable Communities and Climate Protection Act of 2008, also known as Senate Bill 375 or SB 375, is a State of California law targeting greenhouse gas emissions from passenger vehicles. The Global Warming Solutions Act of 2006 (AB 32) sets goals for the reduction of statewide greenhouse gas emissions. Passenger vehicles are the single largest source of greenhouse gas emissions statewide, accounting for 30% of total emissions. SB 375 therefore provides key support to achieve the goals of AB 32. [1]

Contents

SB 375 instructs the California Air Resources Board (CARB) to set regional emissions' reduction targets from passenger vehicles. The Metropolitan Planning Organization for each region must then develop a "Sustainable Communities Strategy" (SCS) that integrates transportation, land-use and housing policies to plan for achievement of the emissions target for their region. [2]

In a press release the day he signed the bill into law, Governor Arnold Schwarzenegger stated, "What this will mean is more environmentally-friendly communities, more sustainable developments, less time people spend in their cars, more alternative transportation options and neighborhoods we can safely and proudly pass on to future generations." [3]

Background

Senate Bill 375 was introduced as a bill in order to meet the environmental standards set out by the Global Warming Solutions Act of 2006 (AB 32). Since its implementation in 2006, AB 32 has facilitated the passage of a cap-and-trade program in 2010 which placed an upper limit on greenhouse gas levels emitted by the state of California. AB 32 has contributed to its initial objectives of curbing climate change by establishing a program to reduce greenhouse gas emissions from various sources throughout California. [4] AB 32 mandates that California reaches 1990 levels of greenhouse gas emissions by 2020, which is a twenty five percent decrease from the current levels in the state. [5] Firstly, AB 32 purports to ratify a scoping plan to reach the most practicable reductions in greenhouse gas emissions from different sources. [6] This scoping plan outlines how actions will be taken to reduce these emissions and how particular regulations and strategies or plans can contribute to this goal. Also, AB 32 identifies the levels of emissions, sets feasible limits, and adopts a regulatory measure to necessitate the mandatory reporting of these emission measures. [7] The main components within the AB 32 policy have been to institute the cap-and-trade project, increase fuel efficiency in vehicles, decrease the carbon content in fuel, and motivate communities to become energy efficient. In order to fulfill these objectives, SB 375 aims to reduce the amount of carbon emitted by vehicles, reduce the amount of carbon in fuel, and reduce the distance in vehicle trips. [8] SB 375 serves as the nation's first ever law to associate global warming with land use planning and transportation. [9] SB 375 addresses these issues by tracking the levels of emissions from vehicles and by modifying the planning allocations of regional housing and transportation in order to create transportation and land use patterns such that the public will drive their vehicles less. Metropolitan Planning Organizations (MPOs) within California are now concerned with carrying out these roles in order to amend these patterns and incentivize the restructuring of plans that contribute in reducing greenhouse gas emissions. [10]

SB 375 attempts to reduce greenhouse gas emissions, particularly from vehicles, throughout the state of California. Los Angeles - Echangeur autoroute 110 105.JPG
SB 375 attempts to reduce greenhouse gas emissions, particularly from vehicles, throughout the state of California.

SB 375 went into effect on January 1, 2009 and endured twelve amendments from various groups which modified its initially more stringent mandates. SB 375 takes travel time into account by acknowledging that the development of transportation and land systems affects the amount of time that the public spends driving. The bill's objective is to lead each of California's regions to adopt more long-term sustainable investments across multiple sectors by lessening the extent to which Californians spend time driving and reducing air pollution through these efforts. [11] [12] These sustainable investments are meant to decrease driving distances in order to make driving less necessary. Multiple regional planning commissions, local governmental bodies, and state environmental groups are responsible for SB 375's implementation. [13]

Provisions for implementation

Under the bill, each of California's 18 regions are required to generate a land use and transportation plan, which serves as the SCS for each region. [14] The bill necessitates that every MPO must have a 'Sustainable Communities Strategy' included in the regional transportation plan to show how these targets will be met. As a means of integrating transportation, housing, and land-use plans, this SCS will assist Metropolitan Planning Organizations (MPO)'s in meeting the greenhouse gas emission targets for 2020 and 2035 which are assigned by the California Air Resources Board (CARB). [15] [16] Each SCS adopted in California includes land use strategies and transportation investment plans to carry out reductions in greenhouse gas emissions. All the SCS plans developed are generated in accordance with the Regional Transportation Plan (RTP) which regulates transportation financing in each region, as well as with a Regional Housing Needs Allocation (RHNA) which establishes housing goals and housing allocations consistent with the SCS such that the housing and zoning of municipalities must accommodate the plans set out by the RHNA. CARB assigns emissions targets for each region in California which is responsible for ensuring that these targets are met by 2020 and 2035 and then verifies that each SCS will sufficiently fulfill its aims and meet the emissions targets. [17] The SCS guides local governments, with regard to plans regarding zoning or transportation and also provides incentives to developers who develop projects that help to meet the emission targets. [18] Each SCS includes maps which show the land uses in the region, a plan that considers the housing needs of everyone of all income levels living in the region as well as an analysis of impacts on open spaces. [19]

SB 375 establishes a coordinative process between metropolitan planning organizations (MPOs) and the Air Resources Board (ARB) such that greenhouse gas emission targets are created for every region within California. [20] Also, the bill makes it necessary for governmental decisions that are associated with transportation funding to be in line with the SCS. SB 375 establishes 'California Environmental Quality Act' (CEQA), a statute that mandates state and local agencies to ascertain the environmental effects of their actions and to mitigate them if possible, which serves to streamline benefits for projects that are consistent with this strategy. SB 375 provides CEQA incentives and exceptions for particular development projects that parallel the SCS that the bill sets out. [21] The bill proposes changes to housing law in order to develop common land usage expectations for regional transportation planning and housing. Lastly, the bill fortifies requisites for public input to the creation and review of MPO plans. [22] As a strategy to reach the goals of AB 32, SB 375 requires that CARB establish the targets for reductions in greenhouse gas emission targets for the eighteen MPOs in the state for 2020 and 2035. CARB assigned the 'Regional Targets Advisory Committee' to identify mechanisms for these reductions. [23] After the targets are set, MPOs are required to update their Regional Transportation Plans (RTPs) such that the integrative patterns of planning across multiple sectors are in accordance with one another. If a MPO is practicably unable to meet the greenhouse gas emission reduction target set forth by the SCS, the MPO is required to prepare an 'Alternative Planning Strategy' to identify the impediments to reaching these targets and to demonstrate how emission reductions will take place through the adoption of alternative planning and development patterns.

Obstacles

One significant obstacle that SB 375 has faced relates to the lack of a permanent funding source. When the bill was enacted into law, there was no identified source of funding to finance the comprehensive set of tasks set out for regional agencies. The Southern California Association of Governments initially approximated that the bill's implementation would require $8 million. However, this estimate did not include the costs of local agencies in planning actions related to the bill. As of now, the only possible source of additional funding is $90 million derived from funds of Proposition 84 but these funds are assigned to be utilized for the development and design of sustainable communities in general. Because SB 375 requires constant and continual funding, this funding is unlikely to be enough in financing the long-term objectives of the bill. Although SB 406 was introduced by Senator Mark DeSaulinier to provide permanent financing for SB 375, this bill would require a subcharge on motor vehicle registration and this additional cost is one possible reason why the bill was not amended. In 2009, Governor Schwarzenegger vetoed SB 406 and cited the imposition of this fee as subject to the approval of California voters. As of now, SB 406 has not been passed. Additionally, increased financial incentives are likely to be needed in order to support infill developers since increased tax incentives, and reduced permit fees may increase infill development. [24] AB 782 was also introduced by California State Assembly member Kevin Jeffries as a bill to apply CEQA exemptions to more kinds of development projects. This would alter the current patterns of infill development. Although AB 782 was not passed, it represents another bill that was introduced to amend the effects caused by SB 375. In addition, there has been a significant degree of skepticism associated with SB 375's effectiveness. This skepticism derives from the fact that the bill only mandates that a plan for emissions reductions to be created with no requirement for the implementation of this plan. Also, regional governmental bodies are responsible for developing these plans and these bodies do not have the power to regulate the usage of land. However, the law sets a precursor for the creation of a regional carbon budget and puts into place the processes to reduce greenhouse gas emissions [25]

Regional Targets

On September 23, 2011, ARB adopted greenhouse gas emission targets from passenger vehicles for each of the state's eighteen MPOs for the years 2020 and 2035. [26] These targets were developed in coordination with each of the MPOs. Targets for the eight San Joaquin Valley MPOs are placeholder targets pending the development of improved data, modeling, and target setting scenarios. Targets for the remaining six Metropolitan Planning Organizations—the Monterey Bay, Butte, San Luis Obispo, Santa Barbara, Shasta and Tahoe Basin regions—generally match or improve upon their current plans for 2020 and 2035. MTC, SANDAG, SACOG, SCAG and the San Joaquin Valley MPOs comprise 95% of the State of California's current population, vehicle miles of travel, and passenger vehicle greenhouse gas emissions, with the remaining six MPOs comprising only 5%. The targets are expressed as a percent reduction in per capita greenhouse gas emissions, with 2005 as a base year. Regions that meet their targets may receive easier access to certain federal funding opportunities and streamlined environment review of development and infrastructure projects. [27] Final targets were adopted by ARB on February 15, 2011. [28]

Regional Targets - Percent Reduction in Per Capita Greenhouse Gas Emissions from Passenger Vehicles

MPO20202035
San Francisco Bay Area Metropolitan Transportation Commission (MTC)7%15%
San Diego Association of Governments (SANDAG)7%13%
Sacramento Area Council of Governments (SACOG)7%16%
San Joaquin Valley MPOs (8 in total)5%10%
Southern California Association of Governments (SCAG)8%13%
6 other MPOs
Tahoe7%5%
Shasta0%0%
Butte1%1%
San Luis Obispo8%8%
Santa Barbara0%0%
Monterey Bay0%5%

Sustainable Communities Strategies

Every four years in areas that are not in attainment under the Clean Air Act, and every five years in areas of attainment, MPOs prepare a Regional Transportation Plan that serves as a blueprint for future investments in transportation in their region. SB 375 adds each a new element to the RTP, called a Sustainable Communities Strategy, or SCS. The SCS will increase the integration of land use and transportation planning through more detailed allocation of land uses in the RTP. Local and regional governments and agencies are empowered to determine how the targets are met, through a combination of land use planning, transportation programs, projects and policies, and/or other strategies. ARB will review each SCS to determine whether it would, if implemented, achieve the greenhouse gas emission reduction target for its region. If the SCS will not meet the region's target, the MPO must prepare a separate "alternative planning strategy (APS)" that is expected to meet the target. The APS is not a part of the RTP.

SCS Evaluation Methodology

In July 2011, ARB published a description of the methodology that it will use to determine whether a region's SCS, if adopted, will be expected to meet the greenhouse gas reduction target for that region.

MPOs develop models to estimate current and predict future transportation-related conditions in the region. Inputs to the model include population distribution, land uses, and transportation infrastructure and services. The model then converts these inputs into output values such as vehicle miles traveled, daily trips per household and percentage trips by various modes of travel (auto, transit, bicycling and walking). These and other outputs of the model will be used to estimate total greenhouse gas emissions from motor vehicles for the region.

Primary responsibility for transportation modeling remains with the MPOs, as will the evaluation of the impact of their SCS on greenhouse gas emissions. ARB's role will be evaluate the technical analysis performed by the MPOs, including a review of model complexity, and consideration of available resources and unique characteristics of each region. ARB will confirm estimates of vehicle-related GHG emissions and make a determination of whether these emissions will meet regional targets. Over time, ARB will revise its methodology for reviewing an SCS and work with MPOs to help them improve their modeling capabilities and evaluation of the impact of future Sustainable Communities Strategies on vehicle-related greenhouse gas emissions. [29]

Sustainable Communities Strategies by region

Sacramento Area Council of Governments (SACOG)

SACOG is currently preparing their 2035 Metropolitan Transportation Plan (MTP), which will include a Sustainable Communities Strategy as required by SB 375. The draft MTP is scheduled for release in Fall 2011.

San Diego Association of Governments (SANDAG)

In June 2011, SANDAG released its Draft Regional Transportation Plan for 2050 which includes its Draft Sustainable Communities Strategy. [30] On Tuesday, September 13, 2011, ARB released an informational report on SANDAG's Draft SB 375 Sustainable Communities Strategy [31]

San Francisco Bay Area Metropolitan Transportation Commission (MTC)

As part of their long-term regional planning process, titled "One Bay Area," the MTC and the Association of Bay Area Governments (ABAG) are developing a 25-year transportation plan for the San Francisco Bay Area that is scheduled for adoption in 2013. The initial vision scenario for the plan, which will include a Sustainable Communities Strategy for the region, was released on March 11, 2011.

Implications for environmental justice

Since its passage, SB 375 has garnered some controversy in relation to its environmental justice-related implications. The development and drafting process of SCS plans allow for minority and low-income communities to take advantage of opportunities to participate in the application of the bill so that ideas of equity are incorporated into its implementation. SB 375 specifies that regional planning agencies must implement a public participation plan for the drafting of the SCS. [32] SB 375 requires that the SCS for each region in California include the RHNA requirement to provide housing to people of all income levels. [33] The Regional Targets Advisory Committee which recommends ways to reduce emissions to each of California's regions is made up of local governmental representatives as well as members of the public, affected air districts, and regional coalitions. [34] Also, the CEQA exemption and streamlining provision would possibly make particular projects more difficult to litigate and the CEQA streamlining benefits have led multiple environmental groups to withdraw their support for the bill.

Although SB 375 supports increased density development surrounding main transit stops, this does not guarantee an increase in affordable options for housing and may even increase land values in these places, which may lead to the displacement of the people who live there. [35] [36] Another way in which the bill contributes to environmental justice is that the bill requires each city to show where housing will be situated in order to meet housing allocations for residents of varying income levels and SB 375 provides direct action to curb urban sprawl as well. [37] [38] [39] According to a research study on accessory dwelling units by the UC Berkeley College of Environmental Design, California's implementation of SB 375 has indeed placed more pressure on particular neighborhoods to promote affordable housing development and infill. For example, the San Francisco Bay Area is dealing with the challenges of infilling which may lead to increases in the cost of housing and further escalate the economic crisis for the communities there. [40]

There have been claims that SB 375 increases pressure from gentrification and does not improve the livelihoods of low-income neighborhoods with higher levels of minority populations. The pressure from gentrification may lead to population migration such that poorer residents may be displaced by wealthy newcomers as a result of the SB 375 investments that fund particular infrastructure and projects in accordance with the bill. These claims further blame the bill for lacking positive funding as well as restrictions on sprawl. Moreover, opponents of the bill claim that while the bill may promote development near transit areas in urban neighborhoods, they claim that other factors such as crime rate and employment levels in these neighborhoods must not be ignored in the passage of these bills. [41]

In addition, environmental justice advocates claim that SB 375 could lead MPOs to allocate more resources to high income as well as to suburban rail expansion and will lead to inequitable transit systems and lower housing affordability. [42] They also claim that equitable reforms will not take place under the bill because they believe that the bill may generate urban development patterns that displace low-income communities and communities of color. [43] Another significant concern is that the CEQA exemptions can be used to weaken advocacy efforts in communities of color and low-income communities. Although SB 375 has an obligation to generate and reserve affordable housing for the public, these advocates are concerned with the implications that may arise from the implementation of each SCS that results from SB 375. [44] [45]

See also

Related Research Articles

The California Air Resources Board is an agency of the government of California that aims to reduce air pollution. Established in 1967 when then-governor Ronald Reagan signed the Mulford-Carrell Act, combining the Bureau of Air Sanitation and the Motor Vehicle Pollution Control Board, CARB is a department within the cabinet-level California Environmental Protection Agency.

<span class="mw-page-title-main">Sustainable transport</span> Sustainable transport in the senses of social, environmental and climate impacts

Sustainable transport refers to ways of transportation that are sustainable in terms of their social and environmental impacts. Components for evaluating sustainability include the particular vehicles used for road, water or air transport; the source of energy; and the infrastructure used to accommodate the transport. Transport operations and logistics as well as transit-oriented development are also involved in evaluation. Transportation sustainability is largely being measured by transportation system effectiveness and efficiency as well as the environmental and climate impacts of the system. Transport systems have significant impacts on the environment, accounting for between 20% and 25% of world energy consumption and carbon dioxide emissions. The majority of the emissions, almost 97%, came from direct burning of fossil fuels. In 2019, about 95% of the fuel came from fossil sources. The main source of greenhouse gas emissions in the European Union is transportation. In 2019 it contributes to about 31% of global emissions and 24% of emissions in the EU. In addition, up to the COVID-19 pandemic, emissions have only increased in this one sector. Greenhouse gas emissions from transport are increasing at a faster rate than any other energy using sector. Road transport is also a major contributor to local air pollution and smog.

<span class="mw-page-title-main">California Environmental Quality Act</span> California law requiring environmental concerns be considered during land development

The California Environmental Quality Act is a California statute passed in 1970 and signed in to law by then-governor Ronald Reagan, shortly after the United States federal government passed the National Environmental Policy Act (NEPA), to institute a statewide policy of environmental protection. CEQA does not directly regulate land uses, but instead requires state and local agencies within California to follow a protocol of analysis and public disclosure of environmental impacts of proposed projects and, in a departure from NEPA, adopt all feasible measures to mitigate those impacts. CEQA makes environmental protection a mandatory part of every California state and local (public) agency's decision making process.

Green development is a real estate development concept that considers social and environmental impacts of development. It is defined by three sub-categories: environmental responsiveness, resource efficiency, and community and cultural sensitivity. Environmental responsiveness respects the intrinsic value of nature, and minimizes damage to an ecosystem. Resource efficiency refers to the use of fewer resources to conserve energy and the environment. Community and cultural sensitivity recognizes the unique cultural values that each community hosts and considers them in real estate development, unlike more discernable signs of sustainability, like solar energy,. Green development manifests itself in various forms, however it is generally based on solution multipliers: features of a project that provide additional benefits, which ultimately reduce the projects' environmental impacts.

<span class="mw-page-title-main">Transportation demand management</span> Policies to reduce transportation demands

Transportation demand management or travel demand management (TDM) is the application of strategies and policies to increase the efficiency of transportation systems, that reduce travel demand, or to redistribute this demand in space or in time.

The term "sustainable communities" has various definitions, but in essence refers to communities planned, built, or modified to promote sustainable living. Sustainable communities tend to focus on environmental and economic sustainability, urban infrastructure, social equity, and municipal government. The term is sometimes used synonymously with "green cities," "eco-communities," "livable cities" and "sustainable cities."

The Global Warming Solutions Act of 2006, or Assembly Bill (AB) 32, is a California State Law that fights global warming by establishing a comprehensive program to reduce greenhouse gas emissions from all sources throughout the state. AB32 was co-authored by then-Assemblymember Fran Pavley and then-Speaker of the California Assembly Fabian Nunez and signed into law by Governor Arnold Schwarzenegger on September 27, 2006.

<span class="mw-page-title-main">Fran Pavley</span> Politician from California, United States

Frances J. "Fran" Pavley is an American politician who served two terms in the California State Senate and three terms in the California State Assembly. A Democrat, she last represented the 27th Senate District, which encompasses the Conejo Valley, and portions of the San Fernando and Santa Clarita Valleys. Due to term limits in California, Senator Pavley completed her legislative career in 2016. She is currently working as the Environmental Policy Director for the USC Schwarzenegger Institute.

<span class="mw-page-title-main">Greenhouse gas emissions by the United States</span> Climate changing gases from the North American country

The United States produced 5.2 billion metric tons of carbon dioxide equivalent greenhouse gas (GHG) emissions in 2020, the second largest in the world after greenhouse gas emissions by China and among the countries with the highest greenhouse gas emissions per person. In 2019 China is estimated to have emitted 27% of world GHG, followed by the United States with 11%, then India with 6.6%. In total the United States has emitted a quarter of world GHG, more than any other country. Annual emissions are over 15 tons per person and, amongst the top eight emitters, is the highest country by greenhouse gas emissions per person. However, the IEA estimates that the richest decile in the US emits over 55 tonnes of CO2 per capita each year. Because coal-fired power stations are gradually shutting down, in the 2010s emissions from electricity generation fell to second place behind transportation which is now the largest single source. In 2020, 27% of the GHG emissions of the United States were from transportation, 25% from electricity, 24% from industry, 13% from commercial and residential buildings and 11% from agriculture. In 2021, the electric power sector was the second largest source of U.S. greenhouse gas emissions, accounting for 25% of the U.S. total. These greenhouse gas emissions are contributing to climate change in the United States, as well as worldwide.

<span class="mw-page-title-main">Low-carbon fuel standard</span> Rule to reduce carbon intensity of transportation fuels

A low-carbon fuel standard (LCFS) is an emissions trading rule designed to reduce the average carbon intensity of transportation fuels in a given jurisdiction, as compared to conventional petroleum fuels, such as gasoline and diesel. The most common methods for reducing transportation carbon emissions are supplying electricity to electric vehicles, supplying hydrogen fuel to fuel cell vehicles and blending biofuels, such as ethanol, biodiesel, renewable diesel, and renewable natural gas into fossil fuels. The main purpose of a low-carbon fuel standard is to decrease carbon dioxide emissions associated with vehicles powered by various types of internal combustion engines while also considering the entire life cycle, in order to reduce the carbon footprint of transportation.

The climate change policy of the United States has major impacts on global climate change and global climate change mitigation. This is because the United States is the second largest emitter of greenhouse gasses in the world after China, and is among the countries with the highest greenhouse gas emissions per person in the world. In total, the United States has emitted over a trillion metric tons of greenhouse gasses, more than any country in the world.

The California Sustainability Alliance is an organization funded by the California IOUs, to facilitate discussions between various industries on the issues of resource sustainability. The Alliance was set up in 2008 to help California meet its goals in facing Climate change in the State, in relation to energy, resources, and the environment. Efforts are directed at increasing and accelerating sustainable measures and strategies. The Alliance specifically focuses on energy efficiency, climate action, “smart growth” principles, renewable energy development, water-use efficiency, waste management, and transportation management within California.

Litigation related to climate change and greenhouse gas (GHG) emissions has become increasingly common in federal and state courts. Following adoption of the Global Warming Solutions Act of 2006 and publication of the Intergovernmental Panel on Climate Change (IPCC) Fourth Assessment Report (AR4), additional pressure was placed on California public agencies to evaluate potential adverse effects to global climate change caused by GHG emissions. In particular, several lawsuits have been filed against agencies for failure to analyze GHG emissions generated by projects subject to the California Environmental Quality Act (CEQA). Court decisions prior to the 2010 revisions to the CEQA guidelines gave early insights as to how CEQA would be used as a vehicle to identify and mitigate GHG emissions within the state. Decisions issued after adoption of the revised guidelines are now being used to interpret CEQA's new requirement to evaluate GHG emissions and climate change.

California Senate Bill 535 is a California bill that was introduced by Senator Kevin De Leon of Los Angeles and signed into law on September 30, 2012 by Governor Jerry Brown. SB 535 is largely based on the actions introduced by Global Warming Solutions Act of 2006, commonly known as AB 32. AB 32 was passed in 2006 and its goal is to reduce greenhouse gas emissions in California. The process outlined by AB 32 resulted in the creation of a cap-and-trade system in California. Companies must purchase extra credits when they exceed their allotted amount for the cap and trade. Each year, the money generated from companies purchasing extra credits is expected to generate about $1 billion of state revenue. SB 535 requires that 25% of the fund is spent on projects that benefit disadvantaged communities, while at least 10% of the 25% is spent on projects located in disadvantaged communities. Cal Enviroscreen is a screening methodology that identifies disadvantaged communities that the funds will be directed into. The money will be spent on projects that have been approved by the Legislature.

Plan Bay Area is the long-range Regional Transportation Plan and Sustainable Communities Strategy for the nine-county San Francisco Bay Area. It is the Bay Area's implementation of the Sustainable Communities and Climate Protection Act of 2008, or SB 375, a California law that aims to integrate sustainable strategies to reduce transportation-related pollution and external greenhouse gas emissions. The plan identifies goals and develops strategies for transportation, land-use, and housing to accommodate the region's expected growth and needs over a long-term planning horizon. It is jointly prepared by the Metropolitan Transportation Commission (MTC) and the Association of Bay Area Governments (ABAG). The current plan, which includes projections and strategies through the year 2040, is called Plan Bay Area 2040. Plan Bay Area 2050 is currently under development.

<span class="mw-page-title-main">California Senate Bill 32</span>

The California Global Warming Solutions Act of 2016: emissions limit, or SB-32, is a California Senate bill expanding upon AB-32 to reduce greenhouse gas (GHG) emissions. The lead author is Senator Fran Pavley and the principal co-author is Assemblymember Eduardo Garcia. SB-32 was signed into law on September 8, 2016, by Governor Edmund Gerald “Jerry” Brown Jr. SB-32 sets into law the mandated reduction target in GHG emissions as written into Executive Order B-30-15.

California Assembly Bill 197 AB-197 is a California bill signed into law on September 8, 2016. It increases legislative oversight of the California Air Resources Board (CARB) and is intended to ensure CARB must report to the Legislature.

<span class="mw-page-title-main">San Diego Climate Action Plan</span> Climate impact reduction blueprint for San Diego, California

The San Diego Climate Action Plan was adopted by the city of San Diego in December 2015. It is a local climate action plan whose rules are defined by the California global warming Solutions Act of 2006, with the goal of reducing greenhouse gas emissions. Through this plan, the city initially set goals of eliminating half of all greenhouse emissions and sourcing all energy from renewable sources by the year 2035. With a coalition of business owners, environmental advocates, and community leaders, Mayor Kevin Faulconer approved the Climate Action Plan. The Climate Action Plan consists of several policies to ensure the economic and environmental growth of the city of San Diego. It was referred to in The San Diego Union-Tribune as "the most aggressive climate action plan in California."

<span class="mw-page-title-main">California housing shortage</span> Extended and increasing shortage since 1970

Since about 1970, California has been experiencing an extended and increasing housing shortage, such that by 2018, California ranked 49th among the states of the U.S. in terms of housing units per resident. This shortage has been estimated to be 3-4 million housing units as of 2017. Experts say that California needs to double its current rate of housing production to keep up with expected population growth and prevent prices from further increasing, and needs to quadruple the current rate of housing production over the next seven years in order for prices and rents to decline.

<span class="mw-page-title-main">Climate change policy of California</span> Overview of the climate change policy of the U.S. state of California

As the most populous state in the United States, California's climate policies influence both global climate change and federal climate policy. In line with the views of climate scientists, the state of California has progressively passed emission-reduction legislation.

References

  1. "Senate Bill 375: Redesigning Communities to Reduce Greenhouse Gases - Governor Arnold Schwarzenegger". Archived from the original on 2010-12-09. Retrieved 2010-12-12.
  2. Senate Bill 375 Regional Targets
  3. "Office of Governor Edmund G. Brown Jr. - Home". Archived from the original on 2011-09-29. Retrieved 2022-02-17.
  4. Barbour, Elisa; Deakin, Elizabeth A. (2012). "Smart Growth Planning for Climate Protection: Evaluating California's Senate Bill 375". Journal of the American Planning Association. 78 (1): 70–86. doi:10.1080/01944363.2011.645272. S2CID   154953200.
  5. Johnston, Robert A., Nathaniel Roth, and Jackie Bjorkman (2009). "Adapting travel models and urban models to forecast greenhouse gases in California". Transportation Research Record: Journal of the Transportation Research Board. 2133 (1): 23–32. doi:10.3141/2133-03. S2CID   111175282.{{cite journal}}: CS1 maint: multiple names: authors list (link)
  6. Darakjian, John. "SB 375: Promise, Compromise and the New Urban Landscape". UCLA Journal of Environmental Law and Policy. 27 (2).
  7. Hettinger, Kira (2010). "New frontier in urban greenhouse gas emissions regulation: overview of California's Senate Bill 375". Sustainable Dev. L. & Pol'y (11): 58.
  8. Darakjian, John. "SB 375: Promise, Compromise and the New Urban Landscape". UCLA Journal of Environmental Law and Policy. 27 (2).
  9. Greenway, Greg (2009). "Getting the Green Light for Senate Bill 375: Public Engagement for Climate-Friendly Land Use in California". Pepp. Disp. Resol. LJ. 10: 433.
  10. Yang, Christopher (2011). "California's energy future: Transportation energy Use in California".{{cite journal}}: Cite journal requires |journal= (help)
  11. Schoradt, Brent (2009). "Sustainable Communities Strategies Will Be Essential to the Success of SB 375". Ecology Law Quarterly. 36 (2): 611–614.
  12. Outka, Uma (2011). "Energy-Land Use Nexus". Land Use & Envtl. L. 27: 245.
  13. Higgins, Bill (2009). "Technical Overview of SB 375". v. 1.3.{{cite journal}}: Cite journal requires |journal= (help)
  14. Choi, Hyunsun & Simon Choi (2009). "CLIMATE CHANG AND REGIONAL LAND USE PLANNING: INCENTIVES AND PERFORMANCE". Special International Conference:" Environmental Policy: A Multinational Conference on Policy Analysis and Teaching Methods.
  15. Heminger, Steve; et al. (2010). "Memorandum to Lynn Terry, Deputy Executive Officer, California Air Resources Board, Re: Preliminary Report on Metropolitan Planning Organization (MPO)/Air Resources Board (ARB) Senate Bill 375 (SB 375) Target Setting Analysis".{{cite journal}}: Cite journal requires |journal= (help)
  16. Waddell, Paul (2011). "Integrated land use and transportation planning and modelling: addressing challenges in research and practice". Transport Reviews. 31 (2): 209–229. doi:10.1080/01441647.2010.525671. S2CID   153464097.
  17. Hanemann, Michael & Chris Busch (2011). "Climate Change Policy in California: Balancing Markets Versus Regulation". Transatlantic Regulatory Cooperation: The Shifting Roles of the EU, the US and California: 125.
  18. Yoon, Seo Youn, Thomas F. Golob, and Konstadinos G. Goulias (2008). "A California statewide exploratory analysis correlating land use density, infrastructure supply and travel behavior".{{cite journal}}: Cite journal requires |journal= (help)CS1 maint: multiple names: authors list (link)
  19. Rodier, Caroline J.; et al. (2009). "Equity Analysis of Land Use and Transport Plans Using an Integrated Spatial Model".{{cite journal}}: Cite journal requires |journal= (help)
  20. Fulton, W. (2008). "SB 375: It's An Incremental Change, Not A Revolution". California Planning & Development Report. 23 (11): 2009.
  21. "Sustainable Communities Strategy and Senate Bill 375". SACOG.
  22. "REGIONAL GREENHOUSE GAS EMISSION REDUCTION TARGETS FOR AUTOMOBILES AND LIGHT TRUCKS PURSUANT TO SENATE BILL 375" (PDF).
  23. Fulton, W. (2009). "CARB Decision Places Even More Focus on SB 375 Process". California Planning & Development Report. 24 (1).
  24. Haney, Heather (2010). "Implementing SB 375: Promises and Pitfalls". Ecology L. Currents (37): 46.
  25. Salon, Deborah; et al. (2010). "City carbon budgets: A proposal to align incentives for climate-friendly communities". Energy Policy. 38 (4): 2032–2041. Bibcode:2010EnPol..38.2032S. doi:10.1016/j.enpol.2009.12.005.
  26. News Release: 2010-09-23 California takes the first step toward more livable, sustainable communities
  27. "Archived copy" (PDF). Archived from the original (PDF) on 2011-10-01. Retrieved 2010-12-18.{{cite web}}: CS1 maint: archived copy as title (link)
  28. "Archived copy" (PDF). Archived from the original (PDF) on 2011-09-29. Retrieved 2011-09-15.{{cite web}}: CS1 maint: archived copy as title (link)
  29. http://www.arb.ca.gov/cc/sb375/scs_review_methodology.pdf [ bare URL PDF ]
  30. http://www.sandag.org/uploads/2050RTP/Draft_2050_RTP_Chapter_3.pdf [ bare URL PDF ]
  31. "Archived copy" (PDF). Archived from the original (PDF) on 2011-09-29. Retrieved 2011-09-14.{{cite web}}: CS1 maint: archived copy as title (link)
  32. "SB 375 FAQ Sheet" (PDF).
  33. Adams, T., A. Eaken, and A. Notthoff (June 2009). "Communities Tackle Global Warming, A Guide to California's SB 375". NRDC.{{cite journal}}: CS1 maint: multiple names: authors list (link)
  34. Haney, Heather (2010). "Implementing SB 375: Promises and Pitfalls". Ecology L. Currents (37): 46.
  35. "Description of Methodology for ARB Staff Review of Greenhouse Gas Reductions from Sustainable Communities Strategies (SCS) Pursuant to SB 375" (PDF).
  36. Prum, Darren & Sarah Catz (2011). "Greenhouse Gas Emission Targets and Mass Transit: Can the Government Successfully Accomplish Both Without a Conflict?". Santa Clara Law Review. 51 (3): 935–987.
  37. Waddell, Paul (2011). "Integrated land use and transportation planning and modelling: addressing challenges in research and practice". Transport Reviews. 31 (2): 209–229. doi:10.1080/01441647.2010.525671. S2CID   153464097.
  38. Nichols, Mary D (2010). "Sustainable Communities for a Sustainable State: California's Efforts to Curb Sprawl and Cut Global Warming Emissions" (Vt. J. Envtl. L. 12): 185.{{cite journal}}: Cite journal requires |journal= (help)
  39. Lovaas, Deron (2014). "Measuring Suburban Sprawl". The Energy Collective.
  40. Chapple, Karen. "Accessory Dwelling Units". UC Berkeley Environmental Design.
  41. Brooks, Kisasi (2009). "SB 375 and Racism". Journal of Social and Environmental Justice. 16 (2).
  42. Beardsley, Karen; et al. (2009). "Assessing the influence of rapid urban growth and regional policies on biological resources". Landscape and Urban Planning. 93 (3): 172–183. doi:10.1016/j.landurbplan.2009.07.003.
  43. "Public Advocates: Making Rights Real".
  44. "AFFORDABLE HOUSING INDUSTRY BRIEFS". Journal of Tax Credits. 2014.
  45. "Urban Habitat SB 375 Panel".