Search Results

OAKLAND, Oct. 4 -- The California Chapter of the American Planning association announced its awards at the 2015 installment of its annual conference.  Opportunity and Empowerment Award of Excellence Courtyard at La Brea, West Hollywood Community Housing Corporation Comprehensive Plan Award: Large Jurisdiction Award of Merit Harbor Mixed Use Transit Corridor Specific Plan, City of Santa Ana Planning Division Award of Excellence Jordan Downs Urban Village Specific Plan, City of Los Angeles Department of City Planning Comprehensive Plan Award: Small Jurisdiction Award of Merit:  National City SMART Foundation, City of National City Award of Excellence: Comprehensive Plan Award: Small Jurisdiction North Bayshore Precise Plan, City of Mountain View Implementation Award: Large Jurisdiction Award of Merit Devil's Slide Coastal Trail, San Mateo County Award of Excellence Glendale Downtown Specific Plan and Mobility Study, City of Glendale Community Development Department Implementation Award: Small Jurisdiction Award of Merit City of Piedmont Rent-Restricted Second Unit Program, City of Piedmont Innovation in Green Community Planning Award Award of Merit City Heights Urban Greening Plan, City of San Diego Planning Department Award of Excellence CAPtivate Western Riverside County, WRCOG's Subregional Climate Action Plan, Western Riverside Council of Governments  Economic Planning and Development Award Award of Merit Salinas Economic Development Element. City of Salinas Transportation Planning Award Award of Merit North Coast Corridor Public Works Plan and Transportation and Resource Enhancement Program, Caltrans District 11 Award of Excellence Measuring Mobility in Pasadena -- Beyond Level of Service, City of Pasadena Best Practices Award Award of Merit Climate Change and Extreme Weather Adaptation Options Pilot Project for Transportation Assets in the Bay Area, Metropolitan Transportation Commission Award of Excellence People Streets, City of Los Angeles Department of Transportation Public Outreach Award of Merit At Home in Encinitas: Developing Housing Solutions, City of Encinitas Award of Excellence Land Use Planning Awareness Project, County of Riverside Department of Public Health Urban Design Award Award of Excellence  Warm Springs/South Fremont Community Plan, Perkins + Will Planning Advocate Award of Exellence James Rojas Planning Agency Award  of Excellence City of West Hollywood Community Development Department Advancing Diversity and Social Change Award (in Honor of Paul Davidoff)  of Merit:  Jurupa Valley Environmental Justice Element, City of Jurupa Valley Academic Award Award of Merit Cultivating Economic Prosperity and Creating Identity along Historic South Main Street in Santa Ana; Kristin Kaczmarek, University of California, Irvine, Planning Policy and Design Award of Excellence Walking and Cycling in San Francisco: Identifying Underserved Locations that are Particularly Receptive to Non-Motorized Transport via the Pedestrian and Bicycling Survey; Rebecca Walters, San Jose State University, Urban and Regional Planning Communications Initiative Award  of Excellence "Visualizing the Code" Video Series, City of Anaheim Planning Department Hard-Won Victory Award  of Excellence Barrio Logan Gateway Sign, City of San Diego Planning Department 2015 Scholarships Outstanding Student Award?? Jessica Medina, USC Outstanding Student Award, Runners Up?? Ryan Sclar, UCLA; Alison Ecker, UCB; Kate Bridges, UCLA Diversity in Planning Award ??Mimi Morisake, SDSU Merit Scholarship? Brenna Callero, UCI; Nicole Bourgeois, UCI; Erick Tucker, SJSU CPR Memorial Scholarship ? ? Cassandra Gutierrez, USC?; Ellen Keating, SLO; ?Paul Donegan, SLO David Wilcox Scholarship ?? Sam Blanchard, UCB Ken Milam Scholarship ?? Logan Philippo, USC; Paul Wack Sustainability Scholarship  ?Andrew Stricklin, UCLA ?Richard H. Weaver Scholarship  ?Michael Shilstone, USC Section Student Awards Central Coast Section Jana Schwartz, SLO; Vivon Crawford, UCSB; Marie Laule, UCSB ?Inland Empire Section ?Nicole Bourgeois, UCI?; David Mach, Cal Poly Pomona ?Los Angeles Section? Nour Chaaban, CSUN; ?Camille Stewart, UCLA?; Cassandra Gogreve, USC?; Joanne Wong, UCLA ?Northern Section? Evelyn Saint-Louis, UCB?; Alexandra Ball, CSUMB?; Jaime Scott, SJSU; Mariaclara Zazzaro, SJSU?; Colleen Courtney, CSUMB  ?Orange Section  ?Joseph Cryer, UCI; Maria Christina Martinez, UCI ?Sacramento Section? Jeffrey Graham, UCD ?San Diego Section Ginger Stout, UCSD; Georgiana Hale, SDSU

The SANDAG Board of Directors voted unanimously last week to adopt the final version of its Regional Transportation Plan, called San Diego Forward : The Regional Plan. The plan will invest $204 billion into transportation infrastructure projects over the next 35 years, including provisions for 1 million more county residents and 300,000 more jobs. The RTP calls for investment in in transit projects, bikeways, pedestrian improvements, and a Managed Lanes network between now and 2050. It designates half the region as open space, and exceeds greenhouse gas reduction targets set for the region by the California Air Resources Board. New infrastructure includes five new trolley lines, 32 new Rapid lines, and significant increases in transit frequencies; 160 miles of Managed Lanes to existing freeways for the specific purpose of allowing transit, carpools, and vanpools to be more efficient and bypass traffic; and 275 miles of bikeways. "What that means is that in the two or three decades before, where the region was stretching out, it kind of stretched to the limit now," SANDAG Executive Director Gary Gallegos told the Los Angeles Times . "Now what it is doing is growing up. The reason I think that's important is that as our transportation plans evolve, we need to take that into account." Some critics have said that the plan focuses too much on freeways, while others say that some areas of the county will not benefit from the plan soon enough. The plan is linked to the 2011 regional Sustainable Communities Strategy (see prior CP&DR coverage ); it has been mired in lawsuits over its measurement of greenhouse gas emissions (see prior CP&DR coverage ). Coastal Commission Willing to Entertain Banning Ranch Proposal  The Coastal Commission has decided to give a developer 90 days to alter its plan for a mixed-use development at Banning Ranch, a 401-acre site that is one of the largest privately owned pieces of undeveloped land in Orange County. The plan would build 1,375 homes, a 75-room boutique hotel, 75,000 square feet of retail and several parks on about 95 acres of the property (see prior CP&DR coverage ). It is currently used for oil operations. Coastal Commission staff had previously recommended denial of the project because it would affect the sensitive habitat, including wetlands, of coastal species including the threatened California gnatchacher. "There has to be a project that is less invasive," commission vice chairwoman Dayna Bochco said to the developer. "You chose a place that is very, very sensitive." Coastal Commissioners were hesitant to outright deny the project, as it would condense the oil operations to about 16.5 acres near the center of the project, include extensive mitigation of the oilfields, and would retain about 261 acres of open space. Report: Scorecard of California's Transit Stations A new report from the nonprofit Next 10 and prepared by the Center for Law, Energy and the Environment (CLEE) at the UC Berkeley School of Law grades the state's various transit stations, judging which stations perform the best overall when it comes to connecting riders to key amenities, cutting the environmental impact of transportation and contributing to a vibrant, pedestrian-friendly community. Among other highlights, San Francisco MUNI's Market and Church Street station scored a chart-topping A+ for near-perfect walkability score while San Diego's Gillespie Field Station, located in a car-dependent area, received an F. The Santa Clara VTA's Japantown/Ayer Station performed the best system wide, receiving a B+ from the researchers, while the Middlefield Station, located in a low-density area toward the edge of the system's service area scored low across all indicators.  Of the six transit systems evaluated, MUNI scored a B, followed by BART, which earned a B-, Los Angeles Metro Rail and Sacramento Regional Transit, both of which scored Cs, and San Diego Metropolitan Transit and Santa Clara VTA, both of which scored C-. "Stations serving walkable neighborhoods with plenty of conveniently located homes and businesses scored highest," Ethan Elkind, lead author and associate director of the Climate Change and Business Program at CLEE, said in a press release. "Neighborhoods that provide these local amenities encourage ridership. And the more demand, the better the economic performance of the transit system." U.S. Supreme Court Threatens San Jose Stadium Plans The U.S. Supreme Court shut down San Jose's request to review baseball's exemption from antitrust laws in an attempt to lure the Oakland A's to San Jose (see prior CP&DR commentary ). In refusing to hear San Jose's appeals, the court allowed to stand an appeals court ruling that upheld baseball's unique exemption from federal antitrust laws. The court's refusal effectively kills plans to build the stadium. Now, the City of San Jose is moving on from the legal battle, seeking other ways to develop the site right in the heart of Silicon Valley near the region's largest transit hub, the Diridon transit station. The A's, however, will still retain control of the proposed stadium site until November 2018. The court decision is viewed as a boost to backers in Oakland who are seeking to build a new stadium at the Coliseum site, which will now likely only include a baseball team, instead of the previous plan that would house both the Raiders and the A's. Concord to Reconsider Proposals for $6 Billion Naval Base Redevelopment In the wake of accusations that a developer improperly lobbied city officials for a favorable vote on a development in Concord, the Concord City Council will choose between two companies for the rights to redevelop the former 5,000-acre Concord Naval Base. The council previously cancelled the final vote on the $6 billion project after Catellus Development Company --one of the two companies fighting for the rights to develop the project -- accused the other company, Lennar Urban, of improperly lobbying Mayor Tim Grayson, who will vote on the developer selection. Catellus cited Lennar's relationship with former San Francisco mayor Willie Brown, who is working with Lennar at Hunters Point Shipyard in San Francisco and met in August with Grayson. The final vote on the project, which could support up to 12,000 units of housing and over six million square feet of commercial space, will be held Oct. 15. National APA Honors Two ‘Great Places' in California San Diego's Balboa Park and Los Angeles' Olvera Street were honored this year American Planning Association's annual Great Places in America program, which highlights places that offer better choices for where and how people work and live and that have a true sense of cultural interest. Olvera Street was highlighted as a "Great Street" for its position as a hub of historic significance in the oldest section of Los Angeles, with crafts, artisan shops, and eateries all highlighting the city's Mexican culture. "There is a striking contrast between Olvera's tight quarters in the sprawling context of what has now become of the second largest city in the U.S. Olvera Street continues to be a living monument to the city's history, with a festive atmosphere of celebration that adds to an unmatched and authentic liveliness reflecting the city's birthplace," the APA states on its website. Balboa Park was highlighted as a "Great Public Space," with its 1,200 acres of land containing the San Diego Zoo, 15 major museums, indoor and outdoor performance spaces, lush gardens, and restaurants. "Balboa Park exemplifies the considerable traffic and allure that a large, urban park can achieve when a variety of uses are planned and maintained within the space as a whole," the APA website states. Survey Registers Support for Bay-Delta Tunnel A private survey of 1,500 registered voters finds strong support for the Bay-Delta tunnel project to transport water to Southern California cities, in spite of vocal opposition from groups in the Sacramento-San Joaquin Delta. Specifically, the survey from advocacy group Californians for Water Security found that 55 percent of voters across a broad political and ideological spectrum supported the project, and that after voters were read "an explanatory statement" that frames the issue, support jumped to 79 percent. The survey also found that 36 percent of voters said the drought is the state's most important issue, double the percentage in early 2015. High Speed Rail Seeks Private Investors Following criticism over a lack of private investors lining up to finance the $68 billion high speed rail project, the California High-Speed Rail Authority announced it has received 35 responses from companies interested in financing, building, and operating the first 300-mile segment of the project. The firms include, among others, London-based Barclays Bank, the Chinese High Speed Rail Delivery Team, Siemens industry Inc., Bechtel Infrastructure Corporation, and AECOM. "Until now we have been saying, 'There will be private sector interest.' Now the private sector is saying 'There will be private sector interest,'" California High-Speed Rail Authority Chief Executive Jeff Morales .  Voters have already approved nearly $10 billion in bonds for the project. The federal government has also committed $3.5 billion in matching funds, and the state legislature agreed to provide the first ongoing source of financial support to the project, including a quarter of all revenues from the state's greenhouse gas emissions program. Report: Bay Area En Route to Full Employment UCLA economists predict that the Bay Area's unemployment rate could fall below 5 percent in 2016, reaching "full employment" and further exacerbating the area's housing crisis. The study from the Center for Continuing Study of the California Economy finds that home and rental prices will likely rise as the area reaches full employment, with more jobs meaning more people moving to the Bay Area, which leads to more traffic and higher rents. "It's good news on the job and wage front for everybody," Stephen Levy of the UCLA center told CBS. "The problem is that unless you make ... a lot of money your rent or home prices are far outpacing the gains that you're getting in income."

The San Diego Association of Governments is expected to adopt a plan to guide the city's transportation infrastructure for the next 35 years, emphasizing densely populated neighborhoods and putting skyways and light-rail stations in the county's beach communities. Some transportation activist groups are saying that the plan doesn't adequately match up with the city's Climate Action Plan. The SANDAG plan, called New Climate for Transportation, has the goal of 15 percent of San Diegans commuting without a car by 2035, while the Climate Action Plan's goal is to have 50 percent of the population commuting without a car by the same year. With two major supporters of the Climate Action Plan -- Mayor Kevin Faulconer and Councilman Todd Gloria -- also sitting on the SANDAG board, activist groups Climate Action Campaign and Circulate San Diego say that the city has already given up on its Climate Action Plan before it even gave it a shot. "SANDAG's own projections show that it is mathematically impossible for the city of San Diego to achieve its transit and active transportation goals with the transportation network SANDAG is currently planning," the joint report from the two transit advocacy groups concludes . The plan envisions $204 billion in transportation spending, half of which would go to public transit like new light-rail lines, skyways and buses. Some $42 billion would go toward highway construction, and in particular, managed lanes, along with $5 billion to encourage biking and walking. Sacramento Railyard Redevelopment Clears Hurdle  A Sacramento development firm has finalized the purchase of the city's 240-acre downtown railyard, the development of which would effectively double the size of Sacramento's downtown. The land will likely be developed into a Major League Soccer stadium, a hospital, a new institute for the University of California Davis, and thousands of homes. The purchaser, Downtown Railyard Venture LLC, is owned by veteran developer Larry Kelley, and the purchase was held up for over a year over negotiations of financial responsibility for cleanup of toxic materials. The city's official plan for the site, adopted eight years ago, calls for construction of as many as 12,000 homes. Additionally, Kaiser Permanente announced plans to build a hospital at the northwest corner of the railyard in the next seven to 10 years; the city's minor-league soccer club could build a 22,000 seat, $100 million soccer stadium in the northwest corner; and UC Davis is considering building an extension campus there focused on research into global food supply issues. Group Advocates Endangered Status for Joshua Trees In the wake of scientific modeling that suggests Joshua Trees could lose 90 percent of their range by the end of the century, a conservation group known as WildEarth Guardians is petitioning the U.S. Fish and Wildlife Service to list the desert succulents as threatened species under the Endangered Species Act. The trees, which grow up to 40 feet high, live more than 200 years and are the namesake of the 800,000-acre Joshua Tree National Park, were subject to large-scale brush fires in the 1990s along with replacement by development in desert boom towns in the 1980s. Some conservationists have proposed translocation efforts and habitat restoration programs to save the trees from widespread extirpation. Google Collaborates on Air Pollution Monitoring Aclima, a company that builds air pollution sensors announced a deal to put its equipment on Google's Street View cars to measure smog levels in California and post the detailed information on Google Maps. The sensors will record and report everything from levels of soot to nitrogen oxides to greenhouse gases in greater detail than the stationary air pollution monitoring equipment that government agencies already operate on top of buildings. "We have a pretty large network of air monitoring stations throughout the Bay Area. But we don't have a lot of measurements in between them," Eric Stevenson, director of meteorology, measurement and rules for the Bay Area Air Quality Management District in San Francisco, told San Jose Mercury News. "So this technology gives us the ability to get a better understanding neighborhood by neighborhood what the differences are." Data from the Bay Area will be posted starting in 2016. Beginning next year, cars with the sensors will be on the roads in Los Angeles and the Central Valley. Eventually, if the system is successful, the readings could affect real estate values, highlight health risks around schools, hospitals and parks and even advise cities where to plant trees or synchronize traffic lights to reduce smog. State to Chip in for Key L.A. River Parcel The state of California has agreed to pay the $25 million majority purchase price for a parcel that Los Angeles Mayor Eric Garcetti called the "crown jewel" of the Los Angeles River restoration project in Cypress Park. The parcel, spanning 40 acres in Taylor Yard, is the largest remaining piece of undeveloped riverfront land and is currently owned by Union Pacific Co. City and federal officials are in the final stages of working out a cost-sharing agreement for what is expected to be a $1.4-billion restoration of 11 miles of the river in northeast and downtown L.A. -- an area including the Taylor Yard parcel. "For decades we've been talking about revitalizing and restoring the L.A. River, to no avail," state Senate leader Kevin de León announced a recent event. "But now we have real money, and real vision." SF Mayor Proposes Density Bonus San Francisco Mayor Ed Lee has proposed a density bonus that would ease the city's building height limit in exchange for including more affordable units. Under the proposal, developers would be allowed two extra stories of height on projects with 30 percent of affordable housing, and an extra three stories on 100 percent affordable developments. Within the 30 percent sector, it calls for 18 percent of the units to be affordable to families making between 120 and 140 percent of area median income, which is $122,000 to $142,000 for a family of four. The remaining 12 percent would cater to low- to moderate-income residents. High Speed Rail Authority to Test in Angeles National Forest The California High Speed Rail Authority has asked for permission to test-drill deep into the federally-protected Angeles National Forest to determine the feasibility of an alternate-route rail tunnel through the San Gabriel Mountains. The request comes as residents in the cities of Acton, Santa Clarita, and San Fernando protested the original route along the 14 Freeway Corridor, prompting the rail authority to add three other possible tunneled routes for the bullet train to be constructed under the Angeles forest, connecting Burbank and Palmdale. If allowed to perform its tests, the rail authority will drill down 900 feet to 2,500 feet below the surface in up to eight locations of the northwestern portion of the Angeles, only along existing forest roads. By examining the test borings, the rail authority can determine the soil, water content and locate earthquake faults, all necessary to complete an Environmental Impact Report on the high-speed train's alignment from Palmdale to Burbank. Now, the U.S. Forest Service is asking the public for their thoughts on whether to allow the rail authority to proceed with its tunnel study. HUD Awards $30 Million Grant to Sacramento Sacramento's Housing and Redevelopment Agency will receive a $30 million federal grant from the Department of Housing and Urban Development to implement the Neighborhood Transformation Plan (NTP) for the River District, which will allow a complete replacement and redevelopment of the 218 distressed public housing units within the Twin Rivers Neighborhood. Twin Rivers, one of Sacramento's oldest public housing development, has long been isolated and disconnected from its surrounding community, providing limited access to vital services. The grant comes from the U.S. Department of Housing and Urban Development's Choice Neighborhoods program, which supports locally driven strategies to address distressed public housing through a comprehensive approach to neighborhood transformation. "The housing and infrastructure at Twin Rivers is old and must be replaced," Congresswoman Doris Matsui announced. "This grant will help us replace the housing, improve the transportation connections to the neighborhood, and implement a number of social services that will benefit the area's residents. I am confident that this grant will truly transform our community." FTA Awards $19 Million in Grants to Four Calif. Agencies Four California transportation organizations became recipients of a share of $19.5 million in grants to support planning projects that improve access to public transit through the Federal Transit Administration's Transit-Oriented Development Planning Pilot Program. Among the recipients , the Sacramento Area Council of Governments received $1,118,720 to develop a toolkit of policy and regulatory changes to implement its Downtown Riverfront Streetcar; the Peninsula Corridor Joint Powers Board received $600,000 for its Caltrain Electrification Project; the San Diego Association of Governments received $429,635 to implement its Mid-Coast Corridor Light Rail Project connecting to colleges and medical facilities north of downtown; and Oakland's Bay Area Rapid Transit district received $1,100,000 to reinforce the BART system through the Transbay Core Capacity Project. $9 Billion School Bond Gains Support Supporters of a $9 billion statewide school-construction bond have gathered enough signatures to put it on the November 2016 ballot, the first potential bond measure since $10.4 billion was approved in 2006. The current pot of bond money is almost tapped out, and the state faces an estimated $20 billion backlog of applications. The building industry association and the Coalition for Adequate School Housing bankrolled efforts to collect the necessary 365,880 signatures. Lawmakers tried to put a school bond on last year's ballot during the final days of the 2014 legislative session. The effort fizzled as the Brown administration made clear that it opposed the legislation, saying that local agencies could do the job more efficiently. Organizers can withdraw the initiative up until June 30, 2016 – allowing time for possible negotiations with the Legislature and Brown on a substitute. UCLA Report: Housing Costs Trending Upwards A UCLA economic forecast predicts that housing in California will become even less affordable over the next two years, and that existing affordable housing policy will be unable to keep up with demand as the economy grows. "The economics are clear," UCLA Anderson Forecast Senior Economist Jerry Nickelsburg wrote in the forecast. "When affordable housing is provided, say by requiring developers to have a fixed percentage of their new units ‘affordable,' then the demand for that housing will be in excess of the supply." He added that just building more housing is unrealistic because such a move would require major changes in zoning codes, environmental requirements and building regulations. "This being the case, affordable housing policy needs to be explicit about who the housing is for," he wrote. "For example, one might advocate affordable housing so that teachers in public schools can purchase housing that would otherwise be difficult for them to acquire." He predicted a total employment of 2.7 percent this year and 2.2 percent next year. Chinese Company Backs L.A.-Las Vegas Rail Project A potential high-speed rail line connecting Los Angeles and Las Vegas gained a boost as a Chinese rail company committed $100 million in initial funding to the project. The rail link, which would make the 230-mile trip last about 80 minutes on electric trains that travel around 150 mph, could have important environmental and traffic impacts on a crowded highway corridor that generates an estimated 3 million car trips per year. The partnership between XpressWest and China Railway International USA is vital as China has considerable expertise with about 10,000 miles of high-speed rail track. Construction of the line could begin as early as September 2016.

The University of California-Davis has laid out its "University of the 21st Century" plan to build $2 billion in graduate programs and a veterinary hospital in downtown Sacramento. The satellite campus would include two new schools, one focusing on population and global health and another a public policy institute, offering master's degree programs that could be expanded to undergraduate programs depending on demand, Chancellor Linda P.B. Katehi said during the school's fall convocation. "We want to be visible," Katehi said in an interview with the Sacramento Bee. "We are the only UC so close to the state Capitol. … We need to create a name and a brand in the policy area. Whether it is food, water, energy sustainability or health, I think we can play an amazing role." UC Davis, which currently holds a UC-system-high $1.3 billion in deferred maintenance, is just one of three schools proposing satellite campuses in downtown Sacramento, also including The University of the Pacific and Sacramento State. Katehi said that the university will break ground immediately after the UC Board of Regents approves the plans, expecting to complete the first building within three years. ABAG, MTC Spar Over Regional Planning Proposal  In the wake of the Bay Area's Metropolitan Transportation Commission's proposal to transfer all regional land use planning and research staff from the Association of Bay Area Governments to MTC, ABAG has issued a statement  (pdf) opposing the transfer, saying that it could result in insolvency for ABAG. Requesting that the proposal not be fast-tracked, ABAG said that if the proposal comes for efficiency's sake, then the two organizations should collaborate and seek new ways to utilize fewer taxpayer dollars. However, if MTC is proposing the transfer because it is planning on taking on a new land use role, ABAG said that the two agencies should begin discussions about a merger. Coastline in Danger of El Nino-Fueled Erosion An international group of 17 experts says in a new that California's coast is vulnerable to rapid erosion in coming years due to a battering from strong weather patterns like El Niño, which brings warmer eastern Pacific water to California and produces intense storms. The study, published in the journal Nature Geoscience, found that severe weather events in the entire Pacific basin have been increasing for more than 30 years and are expected to double. The scientists surveyed 48 beaches bordering the Pacific and analyzed detailed climate events around the Pacific stretching from 1979 to 2012, and they compared it with a study by coastal scientist Wenju Cai which found that increased global warming and rising sea levels due to climate change would double the frequency of those severe weather events across the Pacific basin. Oakland to Abandon Coliseum Development Oakland officials will likely abandon the ambitious public-private Coliseum City development that would have turned the Coliseum site into a retail, tech, and housing center with 32,000 jobs while building new stadiums for the Raiders and A's. Officials had brought in Floyd Kephart, a San Diego businessman, to try to find a financing source for the stadium, but nothing materialized as the city spent $3.5 million on studies and as the Raiders sought relocation to Carson. Now, Mayor Libby Schaaf told the SF Gate that she has to convince Raiders owner Mark Davis that the city can't pay for a $1 billion, football-only stadium, and that he might have to take on new partners to finance a deal. ‘Heat Island' Effect Especially Pronounced in Los Angeles Greater Los Angeles has more of a "heat island effect," wherein the normal temperature of a city is raised as heat is trapped in concrete and pavement, than any other area in California, according to a from the California Environmental Protection Agency. According to the data, which used temperature records and atmospheric models to assess the temperature of various cities across California and then compared those temperatures with nearby rural areas that see similar heat, temperatures in some parts of LA could jump by 19 degrees due to the heat island effect. "We call it not an urban heat island but an urban heat archipelago because it's like a whole chain of urban heat islands that run into each other," Gina Solomon, Deputy Secretary for Science and Health with CalEPA, told KPCC. Solutions to the heat island effect in cities include planting more trees and bushes, painting roofs white so they don't absorb as much heat and using lighter colored concrete on streets and sidewalks. O.C. Cities Take Aim at Short-Term Rentals The cities of Anaheim and Santa Ana both passed 45-day emergency on short-term rentals through websites like Airbnb following hundreds of complaints of loud parties, parking issues, and crime in the cities. In Anaheim, where the number of short-term rentals has doubled from 200 to 400 since the city established regulations last year, the moratorium will only prevent officials from accepting new applications to start rentals, while currently-permitted businesses won't be affected. Anaheim has recently seen a flood of homes converted into short-term rentals, especially in the area around Disneyland, and officials report that half of the permitted rental operators have pulled construction permits, likely to add multiple bedrooms to increase the number of lodgers. In Santa Ana, the moratorium will ban operations of any short-term rental. It comes in response to a vacation home rental in the affluent Floral Park that triggered outcry from residents. San Diego Pursues Tech Solution to Project Review The City of San Diego is seeking to bypass a traditional bidding process and immediately implement an $11 million contract with the nation's top "project tracking" software firm to development projects more quickly and efficiently. The firm, Accela, today handle project tracking for 26 of the nation's 50 largest cities, and would replace the city's current in-house, makeshift tracking program that yearly handles 46,000 permits, processes 4,000 code enforcement cases, conducts 97,000 project reviews and handles 137,000 construction inspections. The five-year contract would cost the city $7 million during the first year. After that, the city would only pay $967,000 for a hosting fee and maintenance costs, is $217,000 more than what it spends currently. L.A. County to Promote Urban Farming The Los Angeles County Board of Supervisors has begun work on plans to offer five-year tax breaks to property owners who allow community members to convert of vacant lots to . An assessor's report in June found that around 57,000 lots across the county could be eligible for the program, though individual cities would be able to choose whether or not to take part. The program follows last year's state-wide Urban Agriculture Incentive Zones Act, which allowed for the tax breaks should counties decide to implement it.  Water District May Purchase Islands in Delta The Metropolitan Water District - Southern California's biggest water supplier - is discussing the of four islands in the Sacramento-San Joaquin Delta that could serve as a catalyst for the project to build two tunnels to transport water to Southern California cities. Plans for the tunnels are aligned geographically with two of the islands under discussion, and the islands are currently owned by Illinois-based Delta Wetlands Project, a public-private partnership that intended to turn Webb Tract and Bacon Island into reservoir islands during wet seasons to store 215,000 acre-feet of water. Critics of the potential sale are comparing it to the Owens Valley water wars, when Los Angeles built an acqueduct and acquired water rights through shady means in the early 1900s. "I find this really alarming," Barbara Barrigan-Parrilla, Restore the Delta executive director, told Inside Bay Area. "Farmers, communities, and fishing groups that live in the Bay-Delta Estuary region feel like the potential takeover of land and water rights by the Metropolitan Water District of California is akin to what happened to landowners in the Owens Valley who found their communities and water taken secretly by Los Angeles interests." Carlsbad Revamps General Plan The City of Carlsbad has adopted its first General Plan since 1994, including the city's first-ever Climate Action Plan and an accompanying Environmental Impact Report. The plan came as a result of eight years of work in public outreach that ultimately involved 8,000 residents and 100 community groups and organizations. Among other things, the plan will reduce the maximum number of homes that can be built in two proposed residential areas, and it summarized nine core values of Carlsbad, partially including: a small town feel, access to recreation, sustainability, and neighborhood revitalization. Oakland Sues Wells Fargo over Predatory Lending The Oakland city attorney's office has Wells Fargo in federal court alleging predatory lending practices against the city's black and hispanic residents, exacerbated during the housing crisis. The lawsuit, which alleges that Wells Fargo gave higher-risk loans to minority borrowers even if they qualified for favorable loans routinely given to white borrowers, asked the court to order Wells Fargo to end discriminatory practices and compensate the city for financial harm. From 2006 to 2011, banks issued more than 22,000 notices of default to Oakland homeowners, according to the Urban Strategies Council. Port of Long Beach Considers Options for Major Waterfront Parcel The Port of Long Beach has begun asking industry leaders, environmental groups, and the community for suggestions on how to best redevelop a largely vacant 150-acre pier on . Currently, about 30 acres is being used as a storage facility for loaded cargo containers and chassis called Pier S, which port officials have praised as an effective small-scale project to move cargo efficiently. "The success of the Pier S demonstration project has encouraged us to consider a more expansive use of the property to build on what learned about the efficiency of near-dock operations," said Port CEO Jon Slangerup in a statement. "The closing of the temporary depot on Pier S gives the Port an opportunity to study a more permanent use for the site, one that will mesh with our ongoing supply chain optimization effort."

In draft program guidelines  issued last week, the Strategic Growth Council staff will recommend eliminating the jurisdictional cap on funding, increasing the cap for individual developers from $15 million to $40 million, and setting aside 10% of the funding for rural projects. However, the SGC staff recommendations stop short – so far – of a setaside for each region, as some metropolitan planning organizations requested.  Instead, the SGC staff has recommended that MPO staff should review full AHSC applications based on consistency with each MPO's sustainable communities strategy and provide formal recommendations to the SGC as to which applications should be funded. However, more options may be presented to the SGC at its October meeting.  The staff recommendations include a wide variety of other changes, including increasing the points awarded for deep housing subsidies on affordable housing projects. Overall, the SGC staff is recommending a 50-50 split in the scoring criteria between GHG emissions reductions and other policy criteria, such as affordable housing and collaboration between transportation and housing projects. Last year, the GHG reduction accounted for 55% of possible points, while policy objectives accounted for 30% and 15% went to "project readiness and feasibility".  The SGC staff will provide more specifics at the council's October 15 meeting and the SGC is expected to approve final program guidelines at its December 17 meeting. Written comments will be accepted until October 30 via the official AHSC email address, AHSC@sgc.ca.gov At the October meeting, the SGC staff is expected to bring forth additional options on four topics: * Statewide Geographic Distribution of Funds  *  Technical Assistance for AHSC Applicants  * Coordination with Metropolitan Planning Organizations  * Alignment of AHSC with the Sustainable Agricultural Lands Conservation program The AHSC program is funded with cap-and-trade proceeds paid by polluters. At the end of the first program year in June, the SGC awarded $122 million in grants for infrastructure and development projects.  In 2015-16, the AHSC pot is expected to increase to $400 million. However, SGC was criticized for placing strict caps on the amount of funding developers and jurisdictions could receive, shorting rural areas, and not taking regional equity into consideration.  Among the highlights of the proposed guidelines: * Instead of requiring investment in transit infrastructure, the guidelines would recognize transit infrastructure investments already made – recognizing that in some cases this investment is not required for the proposed development project to work. * Ten percent of the funds would be set aside for investments in newly defined "Rural Innovation Project Areas," though these funds would roll over into the main program if not enough rural applications are received. * Projects will receive credit for active transportation, urban greening, green building, energy efficiency, and renewable energy. * Minimum and maximum awards will increase from $500,000 to $1 million and from $15 million to $20 million. * Individual developers will be subject to a $40 million cap across all their proposals, up from $15 million.

The California Transportation Commission has released staff recommendations  (pdf) for the awarding of up to $215 million in grants in Cycle 2 of its Active Transportation Program . The grants are designed to help localities fund improvements to promote cycling, walking, and other alternative modes of transportation. Funding will be broken down into three categories: statewide (50 percent), small urban and rural (10 percent), and large metropolitan planning organizations (40 percent). The commission received 617 applications totaling over $1 billion in grant requests. Commission staff narrowed the list down to 86 projects in the statewide category and 27 in the rural/small urban category. The vast majority of recommended projects are in disadvantaged communities. The program will be finalized at the October 21-22 commission meeting.  Petition Filed to Take San Jose Housing Case to Supreme Court San Jose's law forcing developers to build affordable housing is headed for the U.S. Supreme Court, after lawyers representing developer interests and property rights advocates filed a petition saying that the law and others like it across California violate federal constitutional protections. The California Supreme Court unanimously upheld the law, which requires developers to offer 15 percent of units in new projects at below-market rates. The industry argues the law is an unconstitutional "taking" of property and that San Jose has not established a connection between the building of new housing and the affordable housing problem. "The California Supreme Court's ruling carves arbitrary limits and loopholes in core constitutional property-rights safeguards as laid down by the U.S. Supreme Court," Brian Hodges, the Pacific Legal Foundation's attorney, told the  Contra Costa Times .  S.F. Bay Water Quality Improves A new report finds that the waters of the San Francisco Bay are clean enough to swim in and that the fish are edible, despite lingering mercury and PCBs from over a hundred years of mining and industry. Most chemicals measured in the Pulse of the Bay report, released by the San Francisco Estuary Institute, were below the threshold of concern, though the water around the Oakland and Richmond harbors and Hunters Point, along with the shoreline on the western side of the South Bay, have high concentrations of PCBs. Mercury is still seeping down from rivers into the bay, but chinook salmon and jacksmelt in the bay are safe to eat. The report also found that Marina Lagoon was the worst place to swim in the bay, and it predicted that water quality of the bay in 50 years will improve as runoff and wastewater are recycled, but climate change will counteract some of the improvements by reducing flows of freshwater from the mountains into the bay by 2065. Los Angeles Proposes Plan for Funding Seismic Upgrades Los Angeles officials presented a plan for property owners and tenants to equally split the costs of retrofitting more than 1,000 concrete buildings and at least 12,000 wooden buildings that face the greatest risk of collapse in a major earthquake. In the plan, tenants would face rent increases of a maximum $38 per month over a five to ten year period. The proposal follows several months of back-and-forth between tenants and owners, as lawmakers hesitated to pass a similar measure to San Francisco's retrofitting law, which passed all the costs to tenants. Owners in Los Angeles are concerned that they wouldn't be able to obtain loans if they couldn't demonstrate that their properties could provide enough income to pay back the borrowed funds, placing hope on a state bill that would give owners a tax credit worth 30 percent of the retrofitting costs. Costs of strengthening wooden apartments could reach $130,000, while upgrading concrete buildings could run in the millions. S.D. Voters to Consider Tax for Convention Center San Diego Mayor Kevin Faulconer plans to put a new hotel room tax to voters to fund a contiguous expansion of the city's convention center. Faulconer's move comes in the wake of a highly-anticipated report that found that the contiguous expansion would bring more dividends than an alternative proposal that would build a "campus" expansion several blocks away from the existing center. The contiguous expansion would build more than 300,000 square feet would cost $539 million as opposed to $428 million for the campus extension. But, according to a study commissioned by the city, a waterfront convention center would reap more than 2.5 times in spending by convention goers. However, with Faulconer's support of the contiguous expansion, JMI Realty, the owners of a parcel of property across the street that was planned to become a 1,600-room hotel to go along with the expansion, might not build the project, as it favored the campus extension. Faulconer's plan would require a two-thirds vote and could be subject to a legal challenge through the California Coastal Act. Proposed S.F. Moratorium Would be Ineffectual, Says Study San Francisco's chief economist has found no evidence that a highly-contentious proposed moratorium on development in the Mission district would stop evictions or slow gentrification. The report from Ted Egan finds that the 18-to-30 month market rate housing moratorium would have no potential benefits like opening up land for affordable housing developers to buy, and that market rate housing actually drives down home prices in surrounding blocks. The report also finds that 97 percent of new upper-income people who move to San Francisco go into existing housing, not new housing. "A temporary moratorium would lead to slightly higher housing prices across the city, have no appreciable effect on no-fault eviction pressures and have a limited impact on the city's ability to produce affordable housing during the moratorium period," the report reads. The moratorium, if approved on the Nov. 3 ballot, would delay the construction of 752 to 807 units for an average of 10 to 17 months. Housing Advocates Target City of Lafayette San Francisco housing advocates are attempting to "Sue the Suburbs" to bring denser housing to the Bay Area -- once they can find a plaintiff. The effort specifically zooms in on a development in the city of Lafayette which originally would have brought in 315 moderate income units, but is now bringing 44 single-family homes that will sell for $1.2 million on average. Housing advocates, saying that one suburb's resistance to bring in dense housing exacerbates the housing crisis across the region, is trying to find people who could have rented one of the 315 apartments in the original plan had it been approved. The basis of the effort, begun by the San Francisco Bay Area Renters' Federation, comes from the 1982 Housing Accountability Act, which forbids a jurisdiction from denying approval, or reducing a project's density, unless it threatens health and safety in demonstrable ways. If they succeed, the effort could serve as an opening for officials to use the courts to force NIMBYs to accept density. Light Rail Alternatives from L.A. to Artesia Released The Los Angeles County Metropolitan Transportation Authority has released its alternatives for a light rail line between Downtown Los Angeles and Artesia. Urbanize LA highlights four alternative alignments to the light rail, which include a bus rapid transit and a low-speed maglev. The Southern Califorina Association of Governments has recommended the light rail as the preferred option for the West Santa Ana Branch, funded by the Measure R half-cent sales tax, while exploring two separate alignments on the East Bank and the West Bank of the Los Angeles River, costing $3.79 billion and $4.31 billion respectively. Study Predicts Three-Foot Rise in S.F. Bay by 2100 Climate change could cause the sea level of the San Francisco bay to rise by three feet by 2100, resulting in catastrophic damage to shoreline marshes critical to the health of the estuary, scientists with the San Francisco Estuary Partnership warn in a new report . The scientists issued a call for a major campaign to truck in sediment to replenish marshlands depleted by 160 years of construction of dams, levees, and shoreline developments that cut off normal freshwater flows. With rising sea levels due to climate change, the marshlands will serve as an important buffer between the sea and land. "Some of these marshes will serve as sponges," said Zach Wasserman, the chairman of the Bay Conservation and Development Commission, "and there are other urbanized areas we will need to build up barriers to protect from rising waters." Nine Species to Undergo Review for Endangered Status The U.S. Fish and Wildlife Service has decided that there is enough evidence to warrant in-depth review of the conservation status of several California species under the Endangered Species Act. The 90-day findings found enough information to review the  California spotted owl, Inyo Mountains salamander, Kern Plateau salamander, lesser slender salamander, limestone salamander, Panamint alligator lizard, Shasta salamander, southern rubber boa, and tricolored blackbird, and to not delist the Stephens' kangaroo rat. Ventura County Considers Transportation Tax Polls show that support is growing for Ventura County to put a ballot measure for a half-cent sales tax to fund transportation improvements, almost garnering the needed two-thirds majority as 60 percent of responders said they would support the measure. Approval of the tax - a version of which every other county in Southern California currently has - would help officials widen HIghway 101 at a cost of $800 to $900 million, adding a lane in each direction along 28 miles, and would add one to two lanes to State Route 118 at a cost of $150 million. The county is about $300 million to $400 million short for both projects, according to Darren Kettle, executive director of the Ventura County Transportation Commission. The average motorist in the county now wastes about 23 hours a year stuck in rush-hour traffic, and amount of delays experienced on the 101 is expected to jump by 50 percent by 2035 if no improvements are made.

The California Coastal Commission and the Navy reached a settlement in the commission's lawsuit against a proposed redevelopment of the Navy's downtown waterfront property in San Diego, leaving just one more legal hurdle for the Navy to clear to build the $1.2 billion, 3.25 million square foot plan. The settlement came as project developer Doug Manchester made concessions including opting to build a 40,000 square foot museum across from the USS Midway Museum, pledging to make more than 3,100 parking spaces available to the public on holidays and weekends, and posting signs directing people to the waterfront. All in all, the project will be built entirely on land granted to the Navy by voters in 1920 and would include 2.9 million square feet of office space, including a 351,000-square-foot regional headquarters for the Navy, 1,375 hotel rooms, 213,000 square feet of retail and restaurant space, and a 1.9-acre public park, along with the museum and parking spaces. However, Cory Briggs, the attorney representing the coalition provigin the last legal challenge under the National Environmental Policy Act, called the settlement "lipstick on the pig," saying that the project should instead consist of a bigger waterfront park. Applications Submitted for Delta Water Tunnels Officials have submitted the first permit applications to construct two 30-mile tunnels to transport water from the San Joaquin Delta to Central and Southern California. In an effort to upgrade current systems that Governor Jerry Brown has called inefficient, outdated, and vulnerable to earthquakes, the Department of Water Resources and the U.S. Bureau of Reclamation are seeking approval to build three giant water intakes to draw water from the Sacramento River to feed into the $17 billion tunnels. The State Water Resources Control Board, which must approve or reject the request, expects to complete its review within two years, agency spokesman Timothy Moran told the Associated Press. Brown Proposes $3.6 Billion Infrastructure Fix Gov. Jerry Brown is proposing to spend $3.6 billion a year to repair California's transportation infrastructure by increasing annual vehicle registration charges and by increasing stagnant gas taxes. Specifically, Brown's proposal says that an increased $65 annual registration charge would generate $2 billion per year, with $500 million from fees charged to polluters and $100 million from "efficiencies" at Caltrans. Additionally, Brown's proposal would change the gas tax, which hasn't been altered in 20 years, by setting it at a fixed rate based on a 5-year average then adding index increases to the consumer price index. However, the proposal did not appear to have a necessary two-thirds majority in both houses to pass. "Unfortunately, the administration's ideas call for more than doubling the vehicle registration fees and raising the price of fuel on all Californians – we disagree and think Californians have paid enough," Assembly Minority Leader Kristen Olsen said in a statement. Sacramento Approves Plan to Encourage 10,000 Housing Units The Sacramento City Council approved a plan to help developers create 10,000 new, dense housing units by eliminating inefficiencies and making a "builder's toolkit" by the end of the year to. "We've got a lot of great tools that people can use. But the toolkit really assembles all of that information in one place that they can access," Tyrone Roderick Williams of the Sacramento Housing and Redevelopment Agency told Capital Public Radio. The city will also create an environmental impact report that allows for construction in different areas of downtown. Gehry May Lead L.A. River Redesign The firm of of architect Frank Gehry unveiled first steps in redesigning the Los Angeles River , attempting to create "a continuous experience along the river," as architect Anand Devarajan said at a press conference. Commissioned by the city-affiliated nonprofit group L.A. River Revitalization Corp., the firm surveyed the 52 miles of waterways and developed most of a detailed, three-dimensional landscape model of its preliminary plans. The project could include reengineering of the river to improve water reclamation and an overarching scheme for parkland, real estate development, and pedestrian paths. Omar Brownson of the L.A. River Revitalization Corp. said that the group is trying to arrange funding to pay for the next phase of the study, which would take three to six months. Water Use Down Over 30 Percent Californians slashed water use by 31.3 percent in July, exceeding Governor Jerry Brown's calls for water conservation during the state's historic drought. Water experts say deepening knowledge of the four-year drought on top of increasing water restrictions in many parts of the state are driving California's conservation success. Governor Brown demanded a 25 percent statewide cut in urban water use in June, applying to California's roughly 400 cities and water agencies, which were required to save between 4 and 36 percent over the baseline year 2013. The new data shows that 290 of 402 communities hit their targets, or were within 1 percent, in July, up from June when 265 of about 400 met their benchmarks. Statewide, urban water users cut 27.3 percent that month. Mall Developer Seeks to Circumvent Carlsbad Voters The Carlsbad City Council has approved a  voter initiative  to create a  shopping mall  on the shore of the Carlsbad lagoon, allowing the developer to bypass potentially costly and litigious CEQA review by invoking the state Supreme Court ruling in last year's Tuolumne case. The ruling allowed for city councils to directly approve developments that received the signatures of at least 15 percent of registered voters through a voter initiative, bypassing a special election or a CEQA review. The project, formally called the Aqua Hedionda South Shore Specific Plan, calls for a 27-acre Nordstrom-anchored shopping center, with 173 acres of open space for public trails and recreational activities. The company voluntarily submitted a 4,000-page environmental report to the city in May, though nonprofit opposition group North County Advocates did an air report that found that quantities of one airborne toxin would be eight times what Caruso's report found.  L.A.'s Pershing Square May Be Revamped Downtown Los Angeles' much maligned Pershing Square may finally get a redesign . The City Council voted to allow a nonprofit to launch an international design contest, with the City Council overseeing project management and fundraising. Funding for the project, sponsored by nonprofit Pershing Square Renew, will not come from the city's operations budget, while Department of Recreation and Parks and Macfarlane Partners both kicked in $1 million for redevelopment last year. The square is in a central location but has lacked visitors due to what many consider an uninviting design.  San Diego Warns NFL of Carson Stadium Location San Diego officials are trying to convince NFL owners to keep the Chargers in San Diego by saying that the team's plans to build a new stadium Carson are vulnerable to lawsuits and that a rival proposal in Inglewood is far superior. City Attorney Jan Goldsmith has spearheaded the radio and TV campaign, contrasting the Carson plan's 19-page stadium environmental analysis to what he called a far superior 6,000 page expedited draft Environmental Impact Report for a new stadium in San Diego. He also contrasted the plan with St. Louis Rams owner Stan Kroenke's plan to build a new stadium in Inglewood. "Kroenke isn't building on a waste dump," Goldsmith told the Union-Tribune . "Do you know what their solution is : Put a cap on it, cover it with soil, call it a day and invite 70,000 people over to watch a game and have some hot dogs." Goldsmith also said that Carson's strategy of using a citizens initiative to avoid an Environmental Impact Report -- based on a state Supreme Court ruling last year -- could nevertheless invite lawsuits because of the novelty of the law. "There is risk there because it's new, it's untried," Goldsmith said. "We're not planning to sue anybody – we're not saying it's illegal. We're just saying there's all these risks in these big projects when you follow these laws." Sacramento Institutes Affordable Housing Fee Developers in Sacramento will pay a new fee of $2.58 per square foot of construction to go to affordable housing projects following a Sacramento City Council vote revamping the city's mixed-income housing regulations . The fees will be applied citywide, whereas a similar previous ordinance only applied them to "new growth areas" like North Natomas, and city officials said that the fees would accumulate $110 million in a trust fund for affordable housing projects over the next 20 years. While the measure was supported by building organizations and business groups who say it will bring consistency to low-income housing rules, some affordable housing advocates said that that fee would not generate the revenue needed to construct an adequate stock of affordable housing. "This is a sad day for the city of Sacramento," Darryl Rutherford, director of the Sacramento Housing Alliance, told the Sacramento Bee, adding that the fee would  "fall short of meeting the need of those who make this city strong." San Jose Investigates New Rent Control Rules The San Jose City Council agreed to take preliminary steps to alter the city's rent control laws to protect struggling renters being pushed out in the booming housing market there. The Council voted 9-2 to explore reducing the eight percent allowable rent increases under current rent control law and modify an option allowing property owners to pass mortgage costs to renters. Additionally, the Council will look into expanding the scope of rent control, as current law only covers apartments built from 1979 and 1995 and about 43,000 units build before 1979. City staff will also look into creating a "just cause" ordinance that would prevent landlords from using the Ellis Act to evict renters without cause and bring in new tenants with higher rents. Anaheim Approves More Funds for Streetcar Study Anaheim will spend another $1.3 million to study alternate routes for its proposed streetcar project to connect its new transit center to the Disneyland Resort and the Convention Center, aiming to avoid demolishing a local hotel. In a 3-2 vote, the City Council will increase to $10.9 million the total spent for an environmental review of the 3.2-mile project. Some, however, have criticized the city for spending money for studies that may not come to fruition, especially after more than $4 million was used to study an elevated track that was scrubbed in favor of a street-level system. "I think it's a waste of money at this point because I don't think this project will ever get built," said Mayor Tom Tait, who voted against the new study. If it's built, the streetcar's $318 million construction costs could be largely funded by a New Starts federal transit grant that the city still needs to apply for. It would cost about $4.3 million annually to operate the streetcar. Modesto Names New Community Development Director The City of Modesto has chosen Cindy Birdsill to run its Community and Economic Development Department. Formerly the economic and cultural director in the upscale Florida city of Coral Gables for six years, Birdsill initiated a $20 million streetscape project in that city, including more than $1 million in public art. Birdsill said that in Modesto she will focus on issues like economic development, downtown and building on Modesto's reputation as a cultural center through institutions like the Gallo Center for the Arts. L.A. Organization Wins ArtPlace America Grant The Little Tokyo Service Center, a community development organization in Los Angeles that focuses on affordable housing development and community organizing, will receive $3 million over the next three years for community placemaking projects, becoming one of six communities nationwide to win a total of $18 million from the nonprofit collaboration ArtPlace America . The awards come through ArtPlace's new Community Development Investments initiative designed to connect placemaking to economic development and neighborhood revitalization. Counties Respond to ‘Waters of the U.S.' Rule Suspension The National Association of Counties issued a statement praising a new federal ruling temporarily blocking the "Waters of the U.S." rule that included environmental restrictions for waterways along public infrastructure. "Counties and other local governments are charged with upholding federal, state and local regulations that protect water resources," said Matthew Chase, the executive director of the NAC. "We support common-sense environmental protections, but the federal agencies' one-size-fits-all approach draws little distinction between roadside public safety ditches and rivers or streams." Chase went on to encourage the Environmental Protection Agency and Army Corps of Engineers to more adequately collaborate with counties in drafting new rules.

About 80 years too late, the federal government has put real regulatory authority behind the duty of publicly funded agencies to "affirmatively further fair housing". It's being discussed as a genuine chance to desegregate the suburbs.  On July 8 the Department of Housing and Urban Development (HUD) issued its final rule on "Affirmatively Furthering Fair Housing" (AFFH). Under the rule, state and local agencies receiving HUD funds must now do more than passively study barriers to fair housing: they must also make and follow genuine plans to reduce the barriers they describe. The new HUD rule was backed -- arguably, was made possible -- by the U.S. Supreme Court's unexpectedly liberal ruling of June 25 in Texas Dept. of Housing and Community Affairs v. Inclusive Communities Project, Inc . The high court upheld a claim of disparate-impact discrimination against the Texas agency that allocates low-income housing tax credits (LIHTC). In the court's words, the group bringing the claim "alleged the Department has caused continued segregated housing patterns by its disproportionate allocation of the tax credits, granting too many credits for housing in predominantly black inner-city areas and too few in predominantly white suburban neighborhoods."  A lot of public commentary on these good changes, though well meant, is working from a dated model of what suburbs and cities are like. Some serious urban policy writers are talking about suburban desegregation as if it were the only fair housing goal. Meanwhile, there are separate conversations going about urban gentrification and displacement. Really the two issues belong together.  Disadvantaged people are caught in a pincer between old-fashioned suburban snobbery and new urban pricing-out. They are running out of places to go between the two. That's what unites this summer's terrible headlines about homelessness in rich downtowns and about police violence in segregated inner suburbs. That's why fair housing has to mean both urban affordability and suburban diversity. Recently Kriston Capps wrote for CityLab that the kinds of conflict in the HBO series Show Me A Hero are now appearing "in every city in America". The show depicts a conflict in 1987 suburban Yonkers in which the rhetoric of invasion and "social engineering" was used against low-income housing in Westchester County's largest city.  Certainly that kind of conflict is happening in a lot of cities and suburbs, as the long U.S. history of residential segregation is contested. Suburbs were intended from the start as enclaves of racial, economic and social exclusivity. The archetypal suburb of Levittown was whites-onl y. Many suburbs remained so until the 1948 case of Shelley v. Kraemer banned racially restrictive covenants on property deeds. Unofficial exclusion continued. Richard Rothstein of the Economic Policy Institute recently wrote that segregation is now worse than in 1968 and that recent conflicts in Baltimore and Ferguson are among its consequences.  But suburban desegregation battles are not the only type of conflict over housing justice. The current U.S. housing picture has a new aspect that didn't exist in the 1980s. Investment is returning to inner cities in a tidal reversal of 1960s "white flight". Alan Ehrenhalt calls it the "Great Inversion" . Westchester County has remained exclusive and excluding since the time depicted in Show Me a Hero, but New York City was not then as exclusive as it is now. That difference changes the relationship between suburb and city. Likewise in California, think of pairings like Marin County and San Francisco, or the tonier Westside versus central L.A., or the house-divided demographics of rich, poor and transitioning neighborhoods in Oakland and Berkeley. This is why conversations about the hopeful new developments in federal desegregation policy are incomplete if they focus only on integrating the suburbs. The Good News on Federal Desegregation Efforts An early analysis of the new HUD rul e by the deeply experienced National Low-Income Housing Coalition (NLIHC) found a lot to welcome. It said the newly required Assessment of Fair Housing (AFH) would push local agencies to analyze barriers to fair housing using HUD-provided data, to include public participation, and to apply well-articulated definitions of "fair housing issues". The agencies must then use their AFH reports to make plans for improvement that must form part of ongoing Consolidated Plans and housing authorities' five-year plans.  By contrast, it said the previous "Analysis of Impediments" requirement was so flimsy that "a classic abuse on the part of some jurisdictions was to assert that they were taking actions to overcome impediments to fair housing by placing fair housing posters around public places during Fair Housing Month."  Some housing experts felt the Supreme Court's ruling reflected the more conservative influence of the court's swing voter, Justice Anthony Kennedy, in setting a relatively difficult standard for proof of disparate impact. But it is still cause for celebration in the long battle to desegregate rich Dallas-area neighborhoods by race and income.  A further step toward accountable public spending on housing appeared this summer: the U. S. Government Accountability Office (GAO) recommended that Congress allow HUD to share administration of the LIHTC program with the Internal Revenue Service (IRS). Since housing tax credits were at the core of the Texas fair housing case, this is an area where a more direct HUD role would help fair housing enforcement and might allow more public scrutiny of tax credit compliance processes. The fair housing task won't be easy, especially when it comes to persuading private landlords to accept Section 8 housing vouchers . But HUD is already trying. A recently issued new rule clarifying portability of Section 8 housing vouchers requires "that all families be provided an explanation of potential housing opportunities in areas with low concentration of low-income families, not just housing in high-poverty census tracts." The new HUD rule drives strongly enough toward justice that it has been taking mean overheated flak from the right since it was first proposed. Columnist Joy Overbeck's contribution on the "Town Hall" site, "Invasion of the City Dwellers: Coming to Your Neighborhood," is an example. The new rules, she argued, would eviscerate local land use controls, "importing low-income city-dwellers into your community," expressing "naked class envy" and seeking "to turn the suburbs left" with "a new invasion of Democrat voters – among them the low income, no income, welfare-dependent, gang members, homeless, and illegal immigrants".  In other words, the rules are ambitious enough to make bigots nervous, and they might genuinely help poor families. Certainly many poor families have good reasons to move to richer neighborhoods and not enough chances to do so. Many writers this summer cited Harvard economists Raj Chetty (who has now moved to Stanford), Nathaniel Hendren and Lawrence Katz for their findings of greater economic success among the children of families brought by the Moving to Opportunity program to what the authors bluntly called "better neighborhoods" . Barbara Sard of the Center for Budget and Policy Priorities wrote in a 2013 comment on the HUD rule at its proposal stage that the great majority of people receiving federal housing assistance do live in areas of concentrated poverty and "only 12 percent of black and 10 percent of Hispanic households used their vouchers to live in predominantly white neighborhoods" -- an "extreme result... unlikely to be the product of families' informed choices." The Great Inversion Because of the Great Inversion, though, informed choices need to include the right to keep one's housing even when local land sale prices rise, as well as the right to move to other places that present better opportunities. A few popular coastal cities, once dreaded by suburbanites as places of crime and deviance, have lately become the most attractive places to find high-paying jobs, rich resources and convenient public services. Inevitably those attractions have created overwhelming demand for middle-class housing. The resulting affordability crisis is forcing out existing neighbors who are often low-income people of color. Those vulnerable people who manage to remain end up living as hunkered-down barnacles to keep their irreplaceable current housing. In places like San Francisco's Bayview and Mission Districts, in my own South of Market neighborhood, in Palo Alto's last mobile home park , or in West Oakland , preserving a tenancy or house title can be a fair housing victory -- because if a low-income resident has to move, it will likely be to a poorer, more segregated suburb.  Last year's Causa Justa/Just Cause gentrification report gave a vivid account of displacement from Oakland and San Francisco, including "historically disinvested areas." It described neighborhoods becoming "wealthier and whiter," rents screaming upward, African American and Latino populations declining and losing homeownership.  And it's not over. The new Urban Displacement Project by UC Berkeley's Miriam Zuk and Karen Chapple reports data showing dire existing displacements and also provides "early warning" of more neighborhoods where signs have appeared that vulnerable residents will soon be driven out. Sadly it's the people now facing displacement who held cities together during the long years of disinvestment. In what Jane Jacobs called "un-slumming," neighbors struggled to preserve community in downtown slums and in redlined, segregated single-family residential districts. Against odds, they founded nonprofits and businesses, tended gardens, created public art, saved old buildings from condemnation, tamed redevelopment agencies, cared for each other. Friends and neighbors literally nursed each other through the opening urban AIDS crisis. Neighbors supporting neighbors created the walkable, livable neighborhoods that investors now value. A Double Problem, and More Than One Answer Disadvantaged people are now trapped in the pincer: between gentrifying cities and excluding suburbs. No wonder the demographic reports say "concentrated poverty" has worsened in certain inner suburbs: the displacement destinations are shrinking. Brookings Institution researcher Elizabeth Kneebone reported last yea r that as of 2012, more U.S. people lived below the federal poverty line in suburbs than in "big cities or rural communities," while from 2008 to 2012, "suburban communities experienced the fastest pace of growth in the number of poor residents living in concentrated poverty over this time period." Ferguson, Missouri is a suburb . So a real fair housing policy has to push back at both sides of the pincer. Dispersal to the suburbs isn't the only way to fight segregation, and for several reasons it shouldn't be. Moving doesn't help everyone. A one-way move from a center-city housing project to an "area of opportunity" in a still-prosperous suburb might be a grand, life-expanding possibility for a family of modestly employed, car-owning parents and their school-age children. The same choice might mean anomic hell for an urban retiree who hasn't driven a car in years and who depends for health, safety and home care on a support network of existing neighbors.  Another concern is how HUD's attempt to help disadvantaged people share the good life might interact with the urban-suburban population exchange. What if the resources and private investment that secure the good life are slipping out from under an apparently prosperous suburb just as hopeful new residents arrive from the city to claim their fair share? There's also the risk of uncritically reviving the "melting pot" idea. In a sense the doctrine of "moving to opportunity" recalls the victim-blaming 1960s "culture of poverty" doctrine. Look farther back and you find mid-century notions of coerced assimilation as benevolence, as in the case of the notorious Dillon Myer , who pressed formerly incarcerated Japanese Americans and Native Americans from reservations to disperse in the cities. On the urban affordability side, standard prescriptions include calls for generically increasing housing supply; creating incentives to build and maintain affordable units; cushioning existing neighbors against immiseration and expulsion; rehousing people in or near homelessness; palliating homelessness. That talk overlaps the fair housing conversations on subjects like increasing the density of practically usable and affordable housing ("supply" is an odd word considering the millions of rotting foreclosures). Likewise it overlaps in discussing the segregating effects of exclusive suburban zoning -- and disputing, endlessly, whether urban market-rate construction raises or lowers affordability. The overlap isn't very strong, though. If more people were talking about urban displacement and suburban exclusion at the same time, they might find more ways of addressing both at once.  For example, there hasn't been much talk yet about applying the "affirmatively furthering fair housing" toolbox in the urban affordability crisis. The new AFH requirement is carefully characterized as a planning tool but it is intended in part for fair housing agencies that already have enforcement authority. Could those address private evictions and foreclosures that have disparate impacts on disadvantaged people? When publicly funded programs reconfigure urban subsidized or public housing, is it a fair housing issue if they reduce the number of subsidized units or the depth of the subsidies? At least should administrators of housing programs be scrutinizing evictions from their subsidized units for signs of illegal discrimination, including with respect to disability ? HUD Officials Understand, But What Will They Do? The record of public comments and HUD responses on the AFFH final rule shows many affordable housing advocates and HUD staff were seeing the housing picture whole: old-fashioned suburban snobbery, new urban pricing-out, and excluded populations caught between the two.  The exchange was uneasy although knowledgable. For example, Executive Director Alan Greenlee of the Southern California Association of Nonprofit Housing asked in his 2013 commen t for the AFFH rule to "accommodate ... programmatic activity that seeks to change the nature of low-income communities through investment instead of encouraging the movement of residents to other communities. In addition, the rule does not seem to adequately safeguard historically low-income communities from the adverse impacts of gentrification. As communities begin to change, it is important to safeguard the financial interests of current residents who would prefer to stay in their communities." HUD's discussion of comments in its final rule acknowledged and responded to concerns about policy language that emphasized mobility as the key to fairness. Revisions that appeared in the final rule provided warm but less than specific reassurances endorsing "balance" between "place-based" and "mobility" approaches to fairness.  Since the final rule emerged, skepticism from groups such as NLIHC has persisted on how the balance will work out in practice. The National Housing Law Project, which included "balance" concerns in its 2013 regulatory comment , has even pointed out a concern published in the Crain's business journal : that it would be possible to accuse New York City Mayor Bill de Blasio of thwarting fair housing goals through his plan to build 80,000 units of affordable housing, on the grounds that much of the housing would be in areas that are historically low-income though now gentrifying. Of course in San Francisco, 80,000 units of affordable housing sounds like an impossible miracle. The rarity of that New York City example is a reminder that a fully effective fair housing policy would take more fair housing subsidy money than there's political will to provide – or a less unequal economy than the one we've backed into.  For now at least we can talk about using the resources we have to retain or expand housing choice wherever it's possible, on both the urban and the suburban sides of the exclusion bind.

The California Supreme Court has agreed to hear two important planning and development cases - one involving Banning Ranch in Newport Beach and one involving the seemingly endless Newhall Ranch project.  In Banning Ranch Conservancy v. City of Newport Beach , the Fourth District Court of Appeal overturned trial judge's ruling and ruled that Newport Beach's "approval" of the Banning Ranch project had not violated the California Environmental Quality Act, even though the city had not dealt with specific mitigations.  The ruling was based in large part on the fact that Newport Beach's Coastal Land Use Plan specifically excludes Banning Ranch, meaning final authority for approval of the Banning Ranch project lies with the Coastal Commission, not the city. Meanwhile, Friends of the Santa Clara River v. County of Los Angeles (Newhall Land & Farming), is one of several cases  in which environmentalists in the Santa Clarita Valley are challenging Newhall Land & Farming's plans to develop Newhall Ranch. In an unpublished ruling in April, the Second District Court of Appeal affirmed a trial court ruling upholding L.A. County's certification of the final environmental impact report for phase one of the project, known as Landmark Village. Many of the issues in the EIR revolve around water supply - a longstanding point of contention between Newhall and environmentalists.

The intersection of Wilshire Boulevard and Fairfax Boulevard is under an evil spell.  Otherwise, I can't account for the two most questionable museum proposals to descend on the area formerly known as the Miracle Mile. Making those proposals even more surprising is that two architects responsible for two separate proposals � Renzo Piano and Peter Zumthor � are among the most gifted museum designers in the world. Renzo Piano has a gift for conceiving museums and museum renovations that seem perfect for their sites. In San Francisco, the rolling roofline of his Academy of Science Museum in San Francisco, covered in a layer of green planting, has attracted new crowds to Golden Gate Park. His new Whitney Museum in New York, in contrast, manages to address the differing scales of surrounding buildings, while responding confidently to the tough urban texture of the surrounding industrial district. Piano was also responsible for a modest redesign of the existing LACMA campus, a new entrance sequence that began at the parking structure , rather than Wilshire Boulevard, which made long-familiar buildings and spaces seem new.  Yet the very same Piano is proposing a giant sphere for the Academy of Motion Picture Arts and Sciences. Sited to the immediate north of, and attached to, the landmark May Company building, the big ball looks like a golf ball with the bottom third sliced off. The top half of the sphere is glass, which will cover a dome-like ceiling. In fairness, it could be very impressive from the interior. Globes, or at least domes, have captivated architects since Roman times. At the time of revolutionary France, the architect Boullee, who specialized in imaginary, impossible-to-build ideas, famously proposed an immense hollow globe as a monument to Isaac Newton. More recently, architect James Polshek designed a largely glass ball for the Apple store in Manhattan, which won wide attention for the local temple to i-Gadgetery. If the spherical shape of the building has some art historical roots, why is this particular museum adopting it? Specifically, how does a sphere connote Hollywood movies? Does this shape allude to the bouncing ball we followed in movie sing-alongs of the 1940s? Or the spinning globe of the world that appeared at the beginning of movies from Universal Studios? No, it's the majestic ball of light that accompanies the arrival of the alien spacecraft in "Encounters of the Third Kind." As if the sphere were not daring enough, the architect has proposed that the bulk of the ball is to be cantilevered outward from a skinny base, which makes the structure appear slightly absurd, like a hedgehog rearing back on its hind legs. (The massive overhang is not a pure cantilever, actually, because there is a single structural column beneath the ball, like the invincible arm of Mighty House holding the world. Actually, I suspect the sphere-plus-cantilever is a gimmick meant to suggest special effects and the suspension of disbelief. Still, the design seems forced and unintentionally funny, like an animated cartoon about an Airstream trailer that is filling full of water � the work no doubt of that rascally Roadrunner! � and seems ready to burst. No doubt, Piano wants to open up some more sidewalk space for pedestrians, so visitors will be able to examine the architecture and make cooing noises at close range. Yet is the spectacular effect of the cantilever worth the brain damage in structural engineering? Is there an easier way to achieve the same goal?  The normally reliable architecture critic of the Los Angeles Times, Christopher Hawthorne, has suggested that further design is needed. That's a safe way to sidestep the issue. City lovers seeking further frustration, meanwhile, can go next door to the Los Angeles County Museum of Art to check up on the latest iteration of the proposed redesign of that sprawling, multi-building institution.   As discussed in a previous post , LACMA would like to scrape nearly all the existing buildings that Piano was so careful to preserve in his redesign. Zumthor was chosen by LACMA chief executive Michael Govan to reconceive the entire museum as a single, sprawling structure. In the two earlier design phases, the architect created a squiggly, soft-edged footprint for LACMA inspired, perhaps by the ink-blotch outlines of the local tar pits. The second iteration in particular worried me, because Zumthor proposed a second-story bridge crossing Wilshire Boulevard, apparently in the interest of creating an uninterrupted museum-going experience. From an architectural viewpoint, the bridge could be seen as a cool idea; from an urban design vantage, however, it's destructive. Much of the view of Wilshire Boulevard from this important intersection would be blotted out by a thick bar of black glass, resembling a black censor mark. Version Three of the LACMA design introduces something like a row of seven self-contained pavilions, laid end to end like a row of dominoes. If I'm reading the plan correctly, the concept of self-contained galleries, while possibly more manageable from a curatorial standpoint than an endless ribbon of exhibition space, goes against the notion of a continuous path around the museum. But abandoning the "endless" circulation scheme, means, in part, that the rationale for the bridge across Wilshire Boulevard has also gone away. Yet the bridge survives in the third version of the LACMA design, even though the bridge has no programmatic reason to exist other than to trumpet the size and importance of this public museum. But is the museum so important that it should allowed to block the view of everything east of Fairfax on Wilshire Boulevard? In Los Angeles, private developers often get cast in the role of insensitive city wreckers. In this case, a public arts institution is advocating an insensitive and irreversible act of city killing, and using tax dollars toward that purpose. Exciting buildings, even great ones, don't make sense if the sense of urban coherence is damaged. But try to tell that to Govan, the self-appointed arbiter of taste who thinks that that the most important thoroughfare in Los Angeles is his own personal toy to play with and to break.  Los Angeles Mayor Eric Garcetti has already endorsed the bridge concept, with apparently little protest.  Like I said, there's an evil spell on the place. When the spell wears off, however, Los Angeles residents may be dismayed by the results.

On an unusually hot February afternoon in downtown Los Angeles, I conducted a field walk assessment to help a client identify potential sites for a bikeshare "mobility hub." Standing on a  corner near the Convention Center, I noted that we were at the border between two Census tracts. Ordinarily, this border wouldn't matter much—the neighborhood isn't discernibly different on one side or the other—but in this case, I was helping the client apply for a state grant program that gives special consideration to projects located in "disadvantaged communities."  If located on the south side of the street, the project would be located in a "disadvantaged" census tract, but not on the north side.  "Well, let's clearly locate the hub on the south side," the client advised, with some incredulous laughter. Humorous as it may sound, this decision speaks to the serious policy weight—and dollars—the State of California has put behind the concept of "benefitting disadvantaged communities."   Given that discretionary grant programs worth hundreds of millions of dollars—from the Active Transportation Program established by SB 99 to the newly-minted Transit and Intercity Rail Program (TICRP) and Affordable Housing and Sustainable Communities (AHSC) program funded by cap-and-trade revenues—are using this policy framework to evaluate and fund projects, this concept deserves to be scrutinized more deeply than it has been to-date.  Nine years after the passage of AB 32, the Global Warming Solutions Act, the spigot of the State's cap and trade revenues has begun flowing in earnest, with the recent announcement of a combined $346 million in TICRP  and AHSC   iscretionary grants. The first round of funding offers an opportunity for reflection. Which projects were funded? How well is cap-and-trade meeting its policy goals? How might the program guidelines be improved for the next round?  I assisted in writing a successful $38 million TICRP grant application to implement L.A. Metro's  Willowbrook/Rosa Parks Station Area Master Plan and operational improvements on Metro's Blue Line. I also prepared two AHSC applications on behalf of local cities in Southern California that were unsuccessful.  While it is impossible to know the decisive factor(s) in the selection process, the success, and failure, of these various projects in securing grant funds is in all likelihood strongly tied to their location in a particular census tract.  SB 535 requires at least 25 percent of the state's cap-and-trade revenues to benefit "disadvantaged communities,"  he idea being to mitigate the impacts of pollution and global warming on the State's most vulnerable residents. As the environmental justice movement has long recognized, poor communities are often disproportionately impacted by health harms associated with the location of infrastructure, from freeways to power plants.  As well intentioned as SB 535's mandate is, it disregards some crucial nuances of the relationship between poor neighborhoods and poor people.  To define what a "disadvantaged community" is, the California Environmental Protection Agency's CalEnviroScreen 2.0 tool assigns a score to each of the state's 8,035 Census tracts, based on a combination of economic, demographic, and environmental factors, ranging from the straightforward (household median income) to the more obscure ("level of linguistic isolation"). Census tracts scoring in the highest quartile are assigned disadvantaged community—or "DAC"—status. DAC status results in preferential treatment during the grant application evaluation process. Given the intense competition for grant monies, an extra point attributable to DAC status can very well represent the difference between a funded and an unfunded project.  Perhaps the most troublesome application of DAC status is to the AHSC program. In the first round of funding this year, 77 percent of AHSC grants were located in DACs – 27 percentage points more than the AHSC guidelines called for, and 52 percentage points more than the 25 percent required under SB 535. All of the nine AHSC grants awarded within the City of Los Angeles are located in DACs; none west of the 405 Freeway. To its credit, the SGC did award 2 AHSC grants to affordable housing projects in the City of San Francisco that are not located in DACs.  Ironically, this preference threatens to further entrench geographic patterns of income inequality. It encourages the production of affordable housing in areas that are typically lower income – and therefore less expensive in the first place.  Shouldn't the fundamental policy goal of AHSC be to encourage affordable housing in affluent, transit-adjacent communities? Wouldn't environmental justice be better served with affordable housing in places like West Los Angeles/Santa Monica where the Expo Line Phase II light rail line will be opening in Summer 2016? These communities are typically closest to employment centers where such housing is needed most. In future rounds, the SGC has the discretionary authority to revise downward its DAC goal for the AHSC program without running afoul of SB 535. The SGC should exercise that authority, and leave itself maximum flexibility to fund projects in locations with a diverse mix of socioeconomic profiles. (Granted, the SGC cannot control what its pool of applicants looks like. Maybe the high concentration of AHSC-funded projects located in DACs is a product of the applicant pool rather than the evaluation policies set by SGC. But sometimes messaging is everything. The results of this first round send the unfortunate signal that if your project is not located in a DAC, it runs a lower chance of success.) Support for such a policy reboot comes from one of the key findings in a recent Legislative Analyst's Office report on the housing affordability crisis in California. Coastal areas viewed as highly desirable places to live have chronically under-produced housing (at all income levels). The greatest need for affordable housing is therefore in areas that are not necessarily disadvantaged.  My objection is not SB 535's focus on disadvantaged communities in general -- for some cap-and-trade programs, this focus addresses legitimate environmental justice issues. But it has been applied with a broad brush, without commonsense regard to the differences among the 12 individual state programs funded by cap and trade revenues. Projects shouldn't be more grant-worthy just because they're on a certain side of the street.  As the first major new revenue source for infrastructure in several decades, cap-and-trade will influence the shape of new growth and development in California for years to come. It's important for policymakers to get these grant programs right. With SGC currently taking stakeholder comments, let's hope that the guidelines for future funding rounds evolve to reflect the state's dire need for affordable housing in both disadvantaged and non-disadvantaged communities.  Adam Christian is a senior consultant in infrastructure funding and finance at HDR, Inc and the founder of Urban Insights.

Are there any two American cities more different from each other than Boston and Los Angeles? History vs. modernity, compactness vs. sprawl, chowder vs. kale, sun vs. snow, modesty vs. flash, intellect vs. entertainment.  Back in January, Boston beat out Los Angeles, San Francisco, and Washington, D.C., to become the United States Olympic Committee's official pick to bid for the 2024 Summer Olympics. Since then, civic leaders in Los Angles have been nearly salivating with every hint of disaffection on the part of the Beantown faithful. Concerns were legion: Boston doesn't have room; Boston's transit system can't handle the crowds; Boston doesn't have the facilities; Boston doesn't want to spend billions; Boston, to be characteristically blunt, has better things to do. Even Boston's hometown newspaper, the Globe, called the bid " improbable ."   Boston bailed out July 27, with a Mayor Marty Walsh refusing to put taxpayer money at risk. Last week, all of two weeks after Boston's surrender, Los Angeles Mayor Eric Garcetti issued his first public statement about turning Boston's loss his city's gain, acknowledging  "very positive discussions with the United States Olympic Committee" and claiming, "the LA Olympics would inspire the world and are right for our city." Garcetti's attitude thus adds to the list of distinctions between the two cities. Whereas Boston wants nothing to do with the world's premiere global event, Los Angeles considers it its birthright.   According to one  poll , an insane 81 percent of Angelenos support an Olympics bid. We are either supremely enthusiastic or supremely blasé.  (The group that backed the San Francisco bid is mildly interested in a joint bid but seems otherwise content to let L.A. do its thing.)  Los Angeles deservedly gets a lot of mileage out of its Olympic history. Both the 1932 games and 1984 games were rousing successes, the latter turning a small profit (as compared with billions, and tens of billions, spent in Beijing and Sochi). Of course, no one involved with the 1932 games is still around, but, amazingly, the most important venue is: the Los Angeles Memorial Coliseum. Los Angeles takes the Olympics in stride because, as an urban behemoth dedicated to spectacle, it needs hardly lay a single brick. Garcetti's message to the USOC: "Want to have an Olympics here? No problem, let's check the calendar..."  By 2024, Los Angeles will have even more to offer the world, with miles of new light rail lines completed, more housing (we hope), more transportation options, and more vibrant neighborhoods. In fact, the development and planning efforts underway in Los Angeles constitute the best reasons not to seek the 2024 games.  I lived two years in Boston that were among the most miserable of my life. So, as a native Angeleno, I never thought I'd say this, but Los Angeles could stand to be more like Boston.   I don't mean that we should give up our pressed juice for Dunkin' Donuts or that we should start wearing boat shoes without socks. We could, however, stand to let some other city realize its Olympics dreams. As fun as the Olympics would be -- and there's no doubt that Los Angeles could pull it off well -- Los Angeles too has better things to do. In fact, we're already doing better things. Downtown and its surroundings are booming. Formerly anonymous neighborhoods, from Highland Park to Culver City, are on the rise. The City Council just adopted a revolutionary new mobility plan, and a revamp of the zoning code is underway. We have new museums and concert halls. We might have a river someday.   If you think about it, Los Angeles' build environment is becoming ever so slightly more similar to that of -- wait for it -- Boston.  Meanwhile, dire problems remain. We're short tens of thousands of housing units, with production only beginning to pick up. Gentrification is leading to displacement (anecdotally, at least). Traffic remains unbearable. LAUSD schools and others throughout the county remain shameful. Neighborhoods that were war zones in 1984 are more peaceful, but they're scarcely more healthy, with pollution and none of the Technicolor bounty of the farmers markets and Whole Foods that serve L.A.'s haves.  These positive developments, and these dire problems, all deserve our full attention, not just this year, but for many years to come.  I know the argument goes that an Olympics will be a catalytic event, bringing prosperity to the city. That's probably true for some Angelenos, but not for everyone. Ask residents of South Central, circa 1992, how much good the 1984 games did them. Ask the same of the aerospace workers whose plants closed and the generations of high school kids who have graduated hardly knowing how to write.  The fact is, Los Angeles needs to keep doing what it's doing -- and not distract itself with a global mega-event. (Interestingly, a private group is promoting an odd sort of transit-oriented  world's fair for the early 2020s.) We've proven that we can be our own catalysts: 2008's Measure R sales tax measure is having a bigger impact on the city than any sporting event could. We don't need stadiums around those new transit stops. We need housing. We need mobility hubs and wayfinding. We need thriving small businesses, not huge stadiums and not ads for corporate sponsors. And, let's face it, the reason why Los Angeles can hold an Olympics is the very reason why it doesn't need to hold an Olympics: Los Angeles already knows how to amuse itself. We have two of pretty much everything, including big-time football teams (the kind that don't pay their players). As I've written before, Los Angeles can thrive without the NFL. We can thrive without an Olympics too. And if we want to "beat" Boston at something, we can't rely on the Lakers anymore -- but we still have the Clippers.  In even my darkest days living in Boston, I could never deny the city's charms. Crooked streets, red bricks, wrought iron, leafy blocks, neighborhood pubs, and handsome public spaces are what cities are supposed to be about. It's no accident that Bostonians are willing to endure those awful winters. Boston has places that many Southern Californians, trapped on freeways and consigned to strip malls, can't even imagine. And yet, Los Angeles could have its own versions of Boston's delights. It just has to keep its eye on the ball.