In preparing the new edition of Guide to California Planning, it became more clear to me than ever that there's tension between the urban California we live in and the suburban California the planning system is designed to create.

If NIMBYs are, proverbially, planners' worst enemies, then planners are sometimes their own second-worst enemies.  

Monday morning I attended one of a dozen or so workshops and listening sessions, this one in Los Angeles, put on by the Governor's Office of Planning and Research to publicize and solicit input into the new draft General Plan Guidelines. It's a momentous occasion for planners in California. Legislative, demographic, and cultural forces have forged a different world in the 12 years since OPR last updated the guidelines. 

Cities that update their general plans, usually to the tune of hundreds of pages, need all the help they can get. That's why it's so important for OPR to clearly explain what it has in mind and to hear what planners and citizens need to make the magic happen.  

Some citizens, though, see nothing magical about, well, anything that planners do. >>read more

It can sound like a simple step, to end Level of Service (LOS) metrics in CEQA transportation analysis. The more conceptually elegant Vehicle Miles Traveled (VMT) metric is easy to welcome in the abstract, with its incentives for shared and active transportation, its arguably simpler calculation methods, its potential to realign CEQA analysis with state climate protection law – and most of all, its escape from the addictive spiral of induced demand for broad, free-flowing highways that, under the logic of LOS analysis, always need widening again.

But in early August the Governor's Office of Planning and Research (OPR) published a detailed discussion draft setting out an alternative transportation impacts metric in compliance with last year's SB 743 mandate. And alongside the big-picture discussions of environmentally conscious innovation, the technical arguments began.