BILL ANALYSIS                                                                                                                                                                                                    



                                                                  AB 710
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          ASSEMBLY THIRD READING
          AB 710 (Skinner)
          As Amended  April 25, 2011
          Majority vote 

           HOUSING             7-0         LOCAL GOVERNMENT    8-0         
           
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          |Ayes:|Torres, Atkins, Bradford, |Ayes:|Smyth, Alejo, Bradford,   |
          |     |Cedillo, Hueso, Jeffries, |     |Campos, Davis, Hueso,     |
          |     |Miller                    |     |Knight, Norby             |
          |     |                          |     |                          |
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           APPROPRIATIONS      17-0                                        
           
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          |Ayes:|Fuentes, Harkey,          |     |                          |
          |     |Blumenfield, Bradford,    |     |                          |
          |     |Charles Calderon, Campos, |     |                          |
          |     |Davis, Donnelly, Gatto,   |     |                          |
          |     |Hall, Hill, Lara,         |     |                          |
          |     |Mitchell, Nielsen, Smyth, |     |                          |
          |     |Solorio, Wagner           |     |                          |
          |     |                          |     |                          |
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           SUMMARY  :  Establishes minimum parking standards for new 
          transit-oriented development.  Specifically,  this bill  :  

          1)Prohibits a city, county, or city and county, including a 
            charter city, from requiring a minimum parking standard 
            greater than one parking space per thousand square feet of 
            nonresidential improvements and one parking space per unit of 
            residential improvements for any new development project, 
            including changes of use that incorporate existing building 
            improvements, in transit intensive areas.

          2)Specifies that the minimum parking standards only apply if the 
            proposed project and immediately adjoining properties are not 
            designated for development or redevelopment at a floor area 
            ratio below 0.75.

          3)Allows a jurisdiction to require higher minimum standards for 
            new development if it makes written findings based upon 
            substantial evidence in the record, including a parking 








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            utilization study completed within the last 24 months, that 
            shows existing publicly available parking that includes all 
            publicly owned on-street and off-street spaces and privately 
            owned off-street spaces accessible to the general public, 
            within one-quarter mile of the project site, but excluding any 
            spaces on exclusively residential streets, have a peak 
            occupancy that exceeds 85% at any point during the study 
            period.

          4)Defines "transit intensive area" as an area that is within 
            one-half mile of a major transit stop or high-quality transit 
            corridor included in a regional transportation plan.

          5)Defines "major transit stop" as a site containing an existing 
            rail transit station, a ferry terminal served by either a bus 
            or rail transit service, or the intersection of two or more 
            major bus routes with a frequency of service interval of 15 
            minutes or less during the morning and afternoon peak commute 
            period.

          6)Defines a "high-quality transit corridor" as a corridor with 
            fixed route bus service with service intervals no longer than 
            15 minutes during peak commute hours.

          7)Specifies that a project is considered to be within one-half 
            mile of a major transit stop or high-quality transit corridor 
            if all parcels within the project have no more than 25% of 
            their area farther than one-half mile from the stop or 
            corridor and if not more than 10% of the residential units or 
            100 units, whichever is less, in the project are farther than 
            one-half mile from the stop or corridor.

          8)Includes findings related to the need to reduce excessive 
            minimum parking standards to support infill and 
            transit-oriented development.

          9)Includes within the definition of "sustainable communities" 
            for purposes of the Strategic Growth Council those communities 
            that incentivize infill development.
           
          FISCAL EFFECT  :  According to the Assembly Appropriations 
          Committee, negligible state costs.

           COMMENTS  :  SB 375 (Steinberg), Chapter 728, Statutes of 2008, 








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          aims to help California achieve its greenhouse gas reduction 
          objectives by promoting more efficient land use and development 
          patterns.  SB 375 lays out ambitious goals for the state, but it 
          is widely acknowledged that achieving those goals will require 
          policy changes at the state, regional, and local levels. 

          This bill addresses one impediment to achieving the goals of SB 
          375 (Steinberg) by mandating low minimum parking 
          requirements-one space per housing unit or one space per 1,000 
          square feet of commercial development-in transit-intensive areas 
          that are slated for high-density development.  This bill allows 
          a jurisdiction to impose higher minimum parking standards if a 
          recent parking utilization study shows that existing parking 
          spaces in the area around the proposed project site are already 
          heavily utilized.  Under existing law, cities and counties could 
          require the project developer to pay the cost of preparing a 
          parking study.  Nothing in this bill precludes a jurisdiction 
          from allowing additional parking in a transit-intensive area if 
          the developer and the jurisdiction agree that additional parking 
          makes sense for the project. 

          According to the sponsor, the California Infill Builders 
          Association, excessive minimum parking requirements can add 10 
          to 20% to the cost of projects in existing developed areas, 
          making some projects financially infeasible.  The sponsor argues 
          that increases in public transportation options and the 
          development of more walkable and bikeable neighborhoods reduce 
          the demand for parking.  Reducing minimum parking requirements 
          for projects in developed areas and allowing builders and the 
          market to decide how much parking is needed can ensure 
          sufficient amounts of parking while significantly reducing the 
          cost of development and increasing housing affordability.


           Analysis Prepared by  :    Anya Lawler / H. & C.D. / (916) 
          319-2085 


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