Research Paper on SB 50: Futuristic Policy for Sustainable Urban Development

Introduction

Policies like the SB 50 are futuristic and worth considering, especially considering the high population growth rates, vehicle numbers, and strain on the pressure on the government to provide affordable housing for its citizens. The sustainable urban designs advanced by such policies offer a practical point from where adjustments can be made for efficiency in the future. There is a range of benefits that transit-oriented development (TOD) offers governments and citizens. One of the benefits is increased transit ridership. Whereas those opposed to such policies may cite pollution within inner cities, there are other benefits worth considering. A reduction in regional congestion and pollution will present a significant reduction in pollution. The policies will also translate into healthier, more walkable communities. There are extra benefits that will be enabled with the implementation of such affordable market-rate housing. They will help to reduce income segregation and allow for social mobility, which is hard within the present frameworks. By supporting policies like the SB 50, the government commits itself to realize truly affordable housing, assuring residents of stable transit ridership, broadening access to opportunities, realizing workforce stability, and improving the health of the citizens.

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Truly Affordable Housing

Support for policies like the SB 50 must consider that low-income families often have to make trade-offs between low housing prices and high commuting costs. Actualizing low-cost housing close to transit performs two roles at the same time. The first role is in addressing the challenge of rising housing costs that are restrictive to low-income earners. The second role is in addressing the transportation burden. American families spend close to 20 percent of their income on transportation. However, families with proper access to transportation spend up to half of this amount. The low-income approach under SB 50 policies is comprehensive in that they consider the energy efficiency of the buildings under design. The policies provide a framework for increased access to clean energy among low-income communities and investment in disadvantaged communities.

SB 50 policies require that local governments provide waivers and exceptions for impact fees towards affordable housing. Such clauses are designed to attract developers towards the establishment of such housing. It is noteworthy that social mobility remains an elusive endeavor for low-income earners. Present policies are disjointed and do not properly coordinate to allow for seamless social mobility. One of the barriers is the high fees that developers must address, which eventually raises housing costs. Allowing the local government to have total control for urban planning and land tenure controls is a good thing. However, it should not be lost on everyone that the spirit of such control is to ensure proper zoning and proper segmentation and spatial planning. Total control is aimed at the common good. If so, then SB 50 policies address similar objectives. These policies help to rebalance local control towards this common good.

The past four decades have seen a rise in housing demand. Part of this demand has been the result of zoning implemented by local governments. Zoning is restrictive because it is pegged on income-level. Further, local governments are financially strained that they cannot initiate wholesale developments of low-income areas. Fixing the housing shortage for the long-term requires an overhaul of the existing system and ensuring equality in housing standards. SB 50 policies also propose housing designs that allow for more space that will enable the design of walkways and parks.

Stable Transit Ridership

It is noteworthy that low-income families spend significantly higher on communicating that do the upper cadres of the economy. Low-income households are highly transit-dependent as they have a higher chance of not owning a car compared to other demographic groups. They are equally more likely to use transit for trips that are not related to their work, especially during the off-peak periods. Policies such as those advanced by the SB 50 help to position transit near such people for maximum use, which translates to increased and stable transit ridership. The impact of the proposed bill is massive. It is estimated that close to 45 percent of developable land within the city should be affected. The greatest impact will be experienced in low-density areas situated within half-mile from the rail station. The downzoning of the mid-20th century placed mid-rise buildings in Californian cities near rail stations while townhouses and apartments were positioned next to workplaces. The suburban neighborhoods were set aside for fourplexes and duplexes.

Opponents of SB 50 policies insist that it would result in the alteration of the treasured character of the cities and their residential neighborhoods. However, like all bills, legislation is a matter of give-and-take. One must be as willing to give as they are to take. While maintaining a conservative view of the design of the city, it is worth considering that some of the things that bedevil city development are the stratification that characterizes the inequality. Further, the design and the present developments place privileged families closer to the transit, while most do not utilize it as do the low-income families. Hence, considering the provisions of the bill would be a reflection of the collective need for cities that reflect the community. This community would arise from the care of each other. Caring means considering the challenges that inhibit the economic growth of others and considering how best to eliminate such challenges.

Besides closeness to transit, these policies also push for clean transportation. The bill directs local governments to identify barriers that limit Californians from accessing clean, diverse transportation and mobility. It shields the citizens that are vulnerable to the impact of climate change. It is aimed at ensuring environmental and social equity, which are key to real environmental conservation. Presently, there are numerous barriers to clean transportation and mobility. These barriers include affordability, funding, lack of awareness, and the lack of coordination among the relevant agencies, both governmental and nongovernmental. Some of the issues raised by the bill are aligned to community-specific solutions. There are a number of key areas that these policies seek to improve towards the realization of clean transportation and mobility options.

The first aspect of clean transportation that these policies seek to establish is active transportation alternatives such as walking and biking. By concentrating developments next to the transit area, more space will be realized for such transportation modes that help to realize climate change. The second aspect will be the realization of zero emissions and close to zero-emission by light-duty cars and trucks. Bringing people closer to the mode of transportation will help the local governments to set up transportation options of choice. These can be energy-efficient cars and trucks. The beauty is that a uniform mode of transportation is designed for almost all the residents. The policies propose the establishment of a clean transportation project that addresses on-demand mobility requirements. These strategies include carpooling and ride-on-demand services. Further, they propose an infrastructure that supports vehicle charging and fueling. All these are aimed at ensuring clean energy transportation. Therefore, the full implementation of the policies will help address the fear of exposing residents in the high-density residential areas to undue pollution.

Way Forward

SB 50 policies provide an alternative to the present slow city regeneration and development programs that are pegged on the mid-20th century urban designs. Over the decades, California has experienced first-hand the attendant challenges associated with this approach. Admittedly, almost every agency agrees that there is a need for a collective approach towards addressing climate change, equity, and the issue of social mobility. Presently, urban designs favor the upper cadres of the social structure. Consequently, social mobility remains elusive for low-income families. It is simplistic to conclude that SB 50 policies do not fully address how local governments retain their control over spatial planning. What should be considered is that there is a need for futuristic approaches to the challenges that presently face Californian cities. The nature of these challenges requires a holistic approach, and SB 50 policies would be the best starting point. With the design in place, it will be possible to legislate on the required transportation, especially one that ensures clean energy use.

Bibliography

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Brand, Madeleine. 2019. "SB 50 Would Allow More Housing Near Public Transit In LA. Why Is It Controversial?". KCRW. https://www.kcrw.com/news/shows/press-play-with-madeleine-brand/sb-50-would-allow-more-housing-near-public-transit-in-la-why-is-it-controversial.

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Sheyner, Gennady. 2019. "Lawmaker Behind SB 50 Makes Case For Zoning Reforms To Address State Housing Crisis". Paloaltoonline.Com. https://www.paloaltoonline.com/news/2019/06/07/despite-delay-wiener-says-his-housing-bill-will-pass.

The California Air Resources Board. 2019. "Accessible Clean Transportation Options SB 350 | California Air Resources Board". Ww2.Arb.Ca.Gov. https://ww2.arb.ca.gov/our-work/programs/accessible-clean-transportation-options-sb-350/about.