Saturday, January 19, 2013

Marinwood-Lucas Valley can Learn alot from Sugar Hill New Hampshire

Editor's Note: Whether or not you agree with the town of Sugar Hill, NH 's activism, you must admire their independent spirit and government "by the people, for the people".  ABAG, MTC and the County of Marin should take heed to the local population before acting rashly with housing plans that fundementally transform a community to a Urban "Transit Village".  Local control is a core democratic right which should not be altered for the ambitions of regional planners and politicians.

 

Rebel Towns 

 

  • Sugar Hill, New Hampshire. Courtesy: Anthony Quintano

    The 600 residents of Sugar Hill, New Hampshire, have done a laudable job of keeping the vulgarities of modern life at bay. There are no fast-food restaurants, no neon signs. Instead, the former iron-mining town has rambling country inns and a main road lined with Victorian and Arts and Crafts houses. Locals gather for breakfast, as they have since 1938, at Polly’s Pancake Parlor, which grinds its own corn and wheat and uses syrup from the sugar maples that give the town its name. With tourism driving the economy, the village’s biggest assets are its fall foliage, fields of lupines and uninterrupted views of the snow-capped White Mountains.

About the Author

Barry Yeoman
Barry Yeoman is a freelance journalist living in Durham, North Carolina. His work has appeared in The New York Times,...

Also by the Author

Judges' ability to discriminate against expert witnesses has ended up empowering large corporations.
Each March, Sugar Hill’s voters gather at the white meetinghouse—a converted church built in 1830 with a trio of gold-leaf clocks on its steeple—for their annual town meeting. Anyone who collects enough signatures can place an item on the agenda to be voted into law. That New Englander impulse toward self-government, combined with the feistiness that led Sugar Hill to secede from a neighboring town in 1962, might explain its residents’ sweeping response when they learned in 2010 that an international electric consortium has proposed a high-voltage transmission line that would slice through the village like a giant zipper.
The Northern Pass, if built, would enter New Hampshire at the Canadian border and bisect some of the state’s most intact forestland as it connects Quebec’s hydroelectric dams with New England’s power grid. Steel towers, some exceeding thirteen stories in height, would line the 180-mile route, which snakes through ten miles of protected national forest and seven miles of Sugar Hill. Conservationists say the project is unneeded and could degrade waterways and fragment wildlife habitats.
But what New Hampshirites fear most is that the Northern Pass will disfigure the state’s visual landscape. “It could destroy our economy,” says Dolly McPhaul, a lifelong Sugar Hill resident. “If people don’t build their second homes here, where are the builders going to get their money? The plumbers? The grocery store that feeds these people?” McPhaul and her neighbors were particularly disheartened to learn that the Northern Pass required federal and state permits—but no local permits at all.
“You’re shocked to find out you have no say,” says Nancy Martland, a retired child-development researcher who moved to Sugar Hill in 2007. “Even your whole town. Even at town meeting. Even your Select Board. You have no power. People in New Hampshire—maybe everywhere, I don’t know—we want to stand up for ourselves.”
So they did. Last year, Martland and McPhaul campaigned for a local ordinance that would ban corporations from acquiring land or building structures to support any “unsustainable energy system.” The ordinance stripped those corporations of their free-speech and due-process rights under the Constitution, as well as protections afforded by the Constitution’s commerce and contract clauses. Judicial rulings that recognized corporations as legal “persons” would not be recognized in Sugar Hill. Any state or federal law that tried to interfere with the town’s authority would be invalidated. “Natural communities and ecosystems”—wetlands, streams, rivers, aquifers—would acquire “inalienable and fundamental rights to exist and flourish,” and any resident could enforce the law on their behalf. “All power is inherent in the people,” the measure stated.
Sugar Hill’s attorney suggested this was folly; local governments can’t override state or federal law, much less the Constitution. Such an ordinance could attract a lawsuit, which the village could ill afford. McPhaul, a Republican and a charity volunteer and self-described “goody two-shoes,” also worried about litigation. “But what is your option?” she asks. “To lie down, play dead and let them destroy your town?” After a two-month public-awareness campaign, Sugar Hill’s residents took up the ordinance at their 2012 town meeting. It passed by a unanimous voice vote.
Thus, Sugar Hill became one of dozens of communities nationwide—mostly villages but also the city of Pittsburgh—that have reacted to environmental threats by directly challenging the Constitution and established case law. The leading champion of this confrontational strategy—which has its share of critics, even among progressives who share the sense of desperation that is driving it—is a bearish 43-year-old attorney named Thomas Linzey. These skirmishes, Linzey believes, are the first steps in a long campaign to wrest power from corporations and strengthen American democracy. He refers to the strategy as “collective nonviolent civil disobedience through municipal lawmaking.”
* * *
Linzey runs the Community Environmental Legal Defense Fund, a Pennsylvania nonprofit that advocates for local self-government and the rights of nature. CELDF comes into threatened communities, educates residents about US legal history, and trains them to advocate for “rights-based ordinances” like Sugar Hill’s. About thirty municipalities in Maine, New Hampshire, Massachusetts, New York, Pennsylvania, Maryland, Virginia, Ohio and New Mexico have enacted such measures, according to Linzey, following an earlier round of over 100 more modest laws. CELDF’s organizers have helped citizens fight frackers, coal companies, factory farms, big-box stores, water bottlers and sewage-sludge dumpers. They’ve campaigned to overhaul the city charter in Spokane, Washington. And they aided the successful effort to confer rights on nature in Ecuador’s 2008 Constitution. Linzey, whose baritone voice is filled with populist fire, has crafted a message whose appeal brings together liberals distrustful of big business and conservatives distrustful of big government.
Linzey’s approach has evolved dramatically since 1995, when the organization he co-founded started assisting Pennsylvania communities that were battling polluters and developers. Newly admitted to the bar, the young Alabaman initially put his faith in the regulatory system. “It seemed to us at the time that people needed lawyers,” he recalls. “The problem was not that we didn’t have good environmental laws. The problem was, the world has gone to shit because we didn’t have enough people enforcing those laws.” So Linzey applied what he’d learned in law school. Faced with a proposed incinerator or landfill, “we would take the 400-page application and try to find places where it was deficient—gaps, omissions, those types of things.” Based on these bureaucratic challenges, CELDF’s clients often won their first rounds.
“Then the community group would have a victory party,” he recalls. “Everybody would pat each other on the back and say the system works. Meanwhile, thirty, sixty days from then, the corporation would come back and submit a new and improved permit application, and the project would move forward. So we weren’t stopping anything.”
The attorney wondered what he was accomplishing by working within the system. “In many ways, the regulatory process is intended to exhaust communities, because it does not recognize—and neither does the broader structure of the law recognize—that communities have any power to make those fundamental decisions about energy or transportation or agriculture.” Citizens could delay but not stop projects; the law was “merely regulating the rate at which the environment was being destroyed.”
Behind Linzey’s epiphany is almost 200 years of jurisprudence giving both constitutional rights and legal personhood to corporations. The Supreme Court’s 2010 Citizens United decision, which used the First Amendment to permit corporations unlimited independent political spending, is just the latest in a chain of such rulings. Most famous is the 1886 case Santa Clara v. Southern Pacific, in which a railroad company argued that a particular tax law violated the Fourteenth Amendment’s equal-protection clause. “The court does not wish to hear argument on the question whether the [clause] applies to these corporations,” Chief Justice Morrison Waite said from the bench. “We are all of opinion that it does.” Since then, courts have also used the Constitution’s Fourth and Fifth Amendments, and its commerce and contract clauses, to expand corporate rights. Linzey believes these rulings are rooted in the very structure of the Constitution, which he says “puts the rights of property and commerce over the rights of people, communities and nature.”
The Constitution also concentrates power by declaring itself, along with federal statutes, “the supreme law of the land.” And starting in 1868, a judicial doctrine known as Dillon’s Rule held local governments subservient to state legislatures, which “breathes into them the breath of life, without which they cannot exist,” Linzey adds.
With communities holding so little authority, Linzey and his colleagues decided that the only way to fight environmental threats was through open defiance. He compares this to Northern jurors who refused to convict defendants in fugitive slave cases, suffragists who risked arrest to vote and African-Americans who sat down at segregated lunch counters. “Change does not happen by silver-tongued lawyers going into courthouses,” he says. “The only way law changes is through disobedience.” There was no reason, he concluded, that disobedience couldn’t come from local governments—and he found eager allies in Pennsylvania’s Republican-leaning farm country.
* * *
Linzey had started receiving calls from elected supervisors worried about the arrival of factory hog farms in their rural townships. The officials had tried to stave off the invasions by strictly regulating manure disposal, only to find their efforts pre-empted by Pennsylvania law. Now some were willing to butt heads with the state government. Linzey drafted an ordinance that would ban corporate farming altogether, drawing from similar laws passed by nine Midwestern states. About twenty townships enacted the measure, he estimates, followed by eighty that banned the importing of corporate-hauled sewage sludge for use as fertilizer on farm fields. (Despite industry assurances, some scientists consider the noxious sludge toxic. Two Pennsylvania teens had recently died after exposure to such sludge.) A few townships went further, refusing altogether to recognize the personhood of corporate sludge haulers.
Predictably, Pennsylvania’s state government invoked its supremacy. It passed a law in 2005 empowering the attorney general to sue local governments that restrict “normal agricultural operations,” then took legal action against two townships, East Brunswick and Packer. Both withdrew their sludge bans, though Packer’s supervisors voted not to recognize the attorney general’s authority to restrict their autonomy. A court voided that measure.
News of the Pennsylvania rebellion reached other places. In Barnstead, New Hampshire (population 4,600), a home-schooling mother named Gail Darrell, who lives in a Revolutionary War–era cabin with her piano-tuner husband, watched with alarm as a water bottler called USA Springs announced plans to extract 310,000 gallons a day from three bedrock wells in nearby Nottingham. A report by civil engineer Thomas Ballestero warned that the operations could deplete and contaminate the local water supply. Yet the project seemed to be moving forward.
Darrell had never been involved in local politics. But her children were getting older, leaving her with free time. So she volunteered to sit on a committee studying how Barnstead could protect its own water. There she learned about CELDF and invited Linzey to speak to the town’s selectmen. Linzey’s call to outlaw corporate privilege found a receptive audience in freedom-loving New Hampshire. (The state constitution authorizes its citizens to form a new government when the existing one starts serving private interests.) “It’s always been a bit ornery up here,” says Gordon Preston, who chaired the board of selectmen at the time. Preston had reservations about CELDF’s approach: “The biggest fear of a small town is that they get their asses hauled into court and have little or no money to defend themselves.” But he also shared Linzey’s concern about corporate power and supported the principle of local self-government.
Darrell worked with the selectmen to put an anti-bottling ordinance on the 2006 town meeting agenda. Shortly before the vote, Linzey and historian Richard Grossman came to Barnstead to teach CELDF’s Democracy School, an intensive seminar that traces the history of corporate and government power. It was a clarifying moment for Darrell. “I didn’t really understand about the Constitution till I went through the school—that it wasn’t about freedom,” she says. “We grow up with that IV drip in our arm that tells us that we live in the greatest democracy that ever was.” The seminar gave Darrell the momentum she needed to defend the ordinance, which passed overwhelmingly at the town meeting and was strengthened two years later. Barnstead not only banned corporate water withdrawals and stripped bottling companies of their presumed constitutional rights; it also threatened secession from any government that tries to overturn the ban or “intimidate the people of Barnstead.” The measure was among the first to confer civil rights on natural systems like aquifers and rivers. Nottingham, which had initially rebuffed CELDF, followed suit with a similar measure.
“New Hampshire has always had an independent spirit,” Darrell says. “The soil here is crap, and you really have to work hard to farm. When people came up here to settle, they were coming into no-man’s land. You had to have enough gumption to stick it out, to stand up for yourself, and to make it through the winter. That spirit has carried out into the way we treat government. We believe that we have the inalienable right to govern ourselves. So to hear the language of the ordinance—that didn’t seem foreign to people.”
USA Springs later filed for bankruptcy, so it is hard to know whether these ordinances had any impact. But Darrell, who became CELDF’s New England organizer, claimed a more tangible victory in Shapleigh, Maine, where residents passed a rights-based ordinance in 2009. Their target, the NestlĂ© subsidiary Poland Spring, pulled up its test wells and left four months later. “Without the town’s permission to proceed on that project,” says Mark Dubois, the company’s natural-resource manager, “we had no project.”
NestlĂ©’s withdrawal felt particularly sweet because Shapleigh’s citizens had defied both the company and their own elected officials. When the board of selectmen refused to put the rights-based ordinance to a public vote, calling it unconstitutional, bottling opponents convened their own town meeting and passed it 114-66. “Nobody is covering our asses out here,” says Charles Mullins, a retired machinist who later served one term as selectman. “When the people up high don’t do their jobs, then we’ve got to get out in the streets and do it ourselves.”
Victories like Shapleigh’s have inspired other threatened communities, but they’re not really part of CELDF’s long-term game plan. For Linzey, disobedient lawmaking is an organizing tactic, not a legal one. He knows municipalities violate the law when they assert supremacy over state and federal governments. He expects “lawsuits galore” and assumes judges won’t permit these affronts to the Constitution. But he also believes that every courtroom defeat will trigger a bigger backlash against the status quo, leading to more municipal defiance. Over time, he expects to build the critical mass necessary to amend state constitutions and eventually the federal one.
CELDF considers this the only path to environmental sustainability, and its leaders freely criticize liberals who believe otherwise. “We’re seen as not able to play well with others,” says Ben Price, who leads the nonprofit’s efforts in Pennsylvania. He admits that CELDF’s uncompromising style can be off-putting, but he doesn’t care. “Frankly, I’m not willing to suggest that the traditional progressive strategy is just as good” as the one CELDF is pursuing, and “we’re just giving another tool in the toolbox—I don’t agree with that. If trying to regulate the rate of destruction was working so well, we wouldn’t be in the mess we’re in environmentally.”
Price says that when he chats with mainstream environmentalists, “what I constantly hear is, ‘We need to have a seat at the table. If we’re not sitting down when they’re talking about these rules and regs, we’re left out. Is that what you want?’ My answer is yes. We need to stop legitimizing what they’re doing by being invited to the table of power, and then having no power.”
The criticism, though, runs both ways. Some progressives call CELDF’s tactics pie-in-the-sky at best, dangerous at worst. “I’m concerned about how this can suck energy out of other avenues for change,” says Jon Snyder, a Spokane City Council member who believes the resources spent on a CELDF-sponsored ballot initiative cost his council the chance for its “first progressive majority.” The 2011 measure would have amended the city charter to strip rights from corporations and give them to waterways, neighborhoods and workers. It lost by 1,000 votes out of 58,700 cast. That’s a thin margin, but wider than the eighty-nine votes that would have elected a fourth progressive to the seven-member council. The liberal bloc has lost 4–3 votes on marriage equality, saving union jobs, utility rate reform, historic preservation, alternatives to incarceration and job-placement services for the poor, Snyder says.
Constitutional scholar Kent Greenfield believes CELDF’s shortcomings go beyond misplaced energy. “I totally understand people’s revulsion against corporations’ misdeeds,” says the Boston College law professor. “I think, though, that we shouldn’t be squandering this political moment on organizational tools that, if implemented, would be a disaster. The reason we have a national government is because there are certain things we ought to decide at the national level and we can’t let people opt out of.” America’s racial history, he says, is exhibit number one; if Barnstead can threaten to secede, so can a town that wants to resegregate its schools. “This is what we fought the Civil War over, for goodness’ sake. This is what the civil rights movement was about. We cannot let the George Wallaces of the world stand in the schoolhouse door and say, ‘Our community norm of segregation is going to control here in the face of the national norm of equality.’ The assertion of power to rewrite the Constitution within one’s own community is a nonstarter—and ought to be.”
Linzey has heard the racial analogy before and rejects it. He argues that CELDF’s ordinances expand rights, at least to flesh-and-blood humans. The Constitution and federal laws should be used, he says, to overturn local restrictions of rights. “Vehicles are only as good,” he says, “as the values that animate them.”
* * *
In the decade since it first took aim at corporate privilege, CELDF has jumped beyond its rural roots. It crossed the Rubicon in 2010, when Pittsburgh’s City Council unanimously passed a rights-based anti-fracking ordinance. “It was a very, very assertive bill,” says sponsor Doug Shields, who has since retired from the council. “It didn’t mince words. And there was talk that if you do this, you’ll be challenged the day after your vote.” Sure enough, last year Pennsylvania’s legislature passed a bill nullifying almost all local regulation of oil and gas extraction. (The state’s Public Utility Commission says this includes the Pittsburgh ordinance.) The new law is currently in litigation.
Even before the Pittsburgh foray, CELDF started working internationally. After a handful of townships had given civil rights to “natural communities and ecosystems”—an idea floated forty years ago by legal scholar Christopher Stone in an essay titled “Should Trees Have Standing?”—CELDF was invited by an NGO to help draft a similar provision in Ecuador’s Constitution. “Ecuador has been treated by multinational corporations as a cheap hotel,” says associate director Mari Margil. “They come in, they make a giant mess, and then they leave.” The new Constitution, adopted in 2008, gives nature the right to “respect for its existence and for the maintenance and regeneration of its life cycles.” Courts have used that provision to crack down on illegal mining and road construction. Yet resource extraction continues, including the opening of 8 million acres of unspoiled rainforest to oil drilling. Margil and Linzey have also talked with activists in Nepal, Italy, India and New Zealand.
The heart of CELDF’s work, though, remains in small American communities like those affected by the Northern Pass. Besides Sugar Hill, two other towns outlawed unsustainable energy projects by popular vote last year. Three others rejected or tabled the ordinance. For all of New Hampshire’s iconoclasm, not everyone wants to register dissent through a vehicle that could be overturned in court. “Unfortunately, the state trumps anything the towns do,” says Tom Mullen, developer of a resort that lies in the transmission line’s path. “I want to focus on things that will stop this project now.” For Mullen, that means working with the state government, which in 2012 led to a victory: legislators banned the use of eminent domain to obtain right-of-way for unneeded transmission projects.
Still, CELDF keeps minting activists who want nothing to do with government as usual. Alexis Eynon, a middle-school art teacher, started attending Democracy Schools—following them around New England—when she learned the Northern Pass would come within a mile of her home in Thornton. Eynon built her house from straw bale, framing it with salvaged timber from her five wooded acres and heating it with a geothermal pump and a wood stove. “The original concept was to disturb the land as little as possible,” she says, which makes the nearby utility corridor that much harder to bear. “It takes a spectacular treasure that to me seems so rare in our country—these untouched places—and makes it mundane. It becomes like every other place that’s been destroyed by some kind of industrial project.”
Hearing Linzey speak, and attending the Democracy Schools, convinced Eynon that “nobody’s going to help us here. We have to help ourselves.” In March, she plans to present the rights-based ordinance at Thornton’s town meeting in the hope that it will follow the lead of Sugar Hill, thirty miles away. Eynon knows that some of her neighbors are wary of a lawsuit and that others support the Northern Pass outright. She still considers such ordinances New Hampshire’s only hope.
“The whole regulatory business feels like being a hamster in a hamster wheel,” she says. “I want to put my track shoes to the pavement and just start running.” 

Tuesday, January 15, 2013

VIDEO: Planning Commission Monday January 14th

This chart shows Extremely Low Income to Low Income housing allocations. We have 83%.




Editor's Note: I attended this meeting and spoke briefly 
 
 I always feel uneasy making my points.   I  am very passionate and try to keep the my points simple.  While the rest of Marin County is correctly worried about various environmental/social impacts,  it is important to drive home the fact that 71% of all impacts will occur in a tiny sliver of Marin (.6 percent of all land area) in Marinwood-Lucas Valley.  Southern Marin is crying foul over 20 unit building.  Our smallest building is 60 units.  Grady Ranch is 240 units.
 
It will devastate our neighborhoods.  THEY (the planners and other communities) are being NIMBYS when they insist we take 71%of all housing allocations.
 
We need to get a lawyer to examine the CA Code 65584 for implications of concentrating all this affordable housing in a single neighborhood. 
 
As usually, only one person, a paid hack for the building industry voiced any support for the EIR but even he was upset with the process.  Nona Dennis was articulate and well informed.  TJ Meagher from Tam Almonte delivered an impressive speech.
 
The Commissioners sat like toads on a log silently deaf to reason.  I’ll bet not a single one lives anywhere close to an impacted neighborhood.
 
We must get the word out to everyone.
 
Stephen
 
Marin County Planning Commission Meeting

Monday, January 14, 2013

The video webcast of the Planning Commission meeting on Monday, January 14, 2013, is now available for online viewing at:
http://marin.granicus.com/MediaPlayer.php?view_id=3&clip_id=6470



Monday, January 14, 2013

The Overdue Debate: Smart Growth Versus Housing Affordability



Will this be the new "Marinwood City" Transit Village developed in the Marinwood Priority Development Area?
The Overdue Debate: Smart Growth Versus Housing Affordability
portland-suburb.jpg
American households face daunting financial challenges. Even those lucky enough not to have suffered huge savings and retirement fund losses in the Great Recession seem likely to pay more of their incomes in taxes in the years to come, as governments attempt pay bills beyond their reasonable financial ability. Beyond that, America's declining international competitiveness and the easy money policies of the Federal Reserve Board could well set off inflation that could discount further the wealth of households.

In this environment, the last thing governments need do is to raise the cost of anything. It is bad enough that taxes may have to rise and that a dollar will probably buy less. America's standard of living could stagnate or it could even decline.

The Choice: Smart Growth or Affordability
The Washington Examiner, however, succinctly put the choices that face the nation, states and localities with respect to the largest element of household expenditure --- housing. In an editorial entitled "Take Your Pick: Smart Growth or Affordable Housing," the Examiner noted:
"No matter how much local politicians yammer about how much they support affordable housing, they are the principal cause of the problem via their land use restrictions, such as the urban growth boundary in Montgomery County and large-lot zoning in Loudoun County."
The editorial was in response to our Demographia Residential Land & Regulation Cost Index, which estimated the extent to which the land to construction ratio had risen in metropolitan regions. The principal finding was that the share of land and regulatory costs to new house prices had risen only with the impostion of more restrictive land use policies. This is principally because strategies such as urban growth boundaries, suburban large lot zoning and geographical growth steering (such as allowing state financial assistance only in areas meeting smart growth criteria) makes land for housing unnecessarily scarce, raising its price just as surely as OPEC's oil rationing raises the price of gasoline.

Urban planner and mayor of Ventura, California Bill Fulton objected to our attributing these increases to land and regulation, instead suggesting that smart growth increases homes prices much less than we claimed although, he admits, “at least a little“ . The pro-smart growth study Costs of Sprawl --- 2000 concedes that a number of smart growth strategies can increase house prices (See Table 15-4). Thus, the debate is not about whether more restrictive land use policies raise the price of housing, but rather by how much.

More often, however, proponents of more restrictive land use regulations have avoided and even denied that the inconvenient truth linking their policies with higher housing costs. Rarely, if ever, have proponents of such policies fully disclosed to elected or appointed officials that more restrictive land use policies would lead to higher house prices. It is doubtful that any urban planning department ever sent representatives to an NAACP chapter to explain how fewer African-Americans would be able to own their own homes, despite already having a one-third lower home ownership rate than non-Hispanic whites. Similarly, the planners probably never told La Raza chapters that Hispanic households, also with a one third less home ownership rate, would find home ownership more costly. Nor was the message delivered to the religious organizations concerned with improving the standard of living for lower income households.

Pervasive Evidence
Yet the evidence that smart growth boost prices substantially seems incontrovertible. An early 1970s research effort led by renowned urbanologist Peter Hall quantified the impacts of the restrictive Town and Country Planning Act of 1947, which brought smart growth measures to England. The result, The Containment of Urban England revealed how strict regulations on development had driven the price of land for development from five to ten times the value of comparable on which development was not permitted, but might be permitted in the future. More recently, Bank of England Monetary Policy Committee member Kate Barker, was commissioned by the Blair Labour government to review housing affordability and land regulation. She attributed England's more steeply rising house prices relative to continental Europe to its more restrictive land use regulations.

The same effect is evident in the United States. Dartmouth's William Fischel noted that California house prices were similar to those in the rest of the nation as late as 1970. By 1990, however, California house prices had escalated well ahead of the nation. Fischel found that the higher prices could not be explained by higher construction cost increases, demand, the quality of life, amenities, the property tax reform initiative (Proposition 13), land supply or water issues. His conclusion was that the expansion of land use restrictions were the culprit.

Let Them Eat Cake?
The disregard at least some smart growth proponents show about house prices may be characterized, for example, in a comment on the Planetizen website:
"... smart growth can lead to more expensive housing. So what? At least it's REAL value, generated by a higher quality of life, easier commutes, more transit options, walkability and a more enriched cultural experience..." (emphasis in original)
Perhaps it never occurred to the proponents of more restrictive land use policies that not all households have the benefit of incomes typical of urban planners or new urbanist architects. One has to question the "REAL values" of smart growth since most housing consumers place their highest emphasis on things like privacy, security and good schools, not always available at a decent price in urban areas.

In fact, higher priced housing reduces the discretionary income that is crucial to an acceptable standard of living to many households. Millions of households will not be in the market for "a more enriched cultural experience" until they can afford the housing they desire
.
Housing Affordability and the Cost of Living
It is not accidental that the cost of living is higher (both in nominal terms and relative to incomes) in metropolitan regions where land use regulation is the strongest, such as San Diego, Washington-Baltimore, Seattle or Boston. Nor is it accidental that house prices have escalated to 40 percent above historic norms in Portland, Oregon, where planners have skimped on geographical urban growth boundary expansions, choosing instead to look skyward, seeking higher densities. California's aspiration under Senate Bill 375 for new housing at 20 units to the acre offers a more than Jakarta level of density (residential densities above 30,000 per square mile) that could escalate the unprecedented exodus of people and businesses.

Higher Housing Costs: The Poverty Connection
The acknowledged relationship between more restrictive land use regulation and higher house prices also applies to standards of living, which are sent lower, and poverty rates, which must inevitably be pushed higher. This constitutes a second inconvenient truth: as discretionary income drops, more households fall into poverty. This creates a difficulty for proponents of more restrictive land use regulation, because there is no constituency for increasing poverty. It is no wonder they have generally discounted, ignored or even denied the nexus between smart growth and higher housing costs.

Considering the financial uncertainty American households face, it is long past time that the choice between smart growth and housing affordability be seriously debated.
----
Photograph: "Low density" smart growth development adjacent to the urban growth boundary (Hillsboro) in suburban Portland (by author)

Wendell Cox is a Visiting Professor, Conservatoire National des Arts et Metiers, Paris and the author of “War on the Dream: How Anti-Sprawl Policy Threatens the Quality of Life


 

Friday, January 11, 2013

Payroll Tax hurting? Guess who really benefits from Affordable Housing?

 
 
You guessed it.  The Wealthy Investors who buy Tax Credits to reduce their tax bills.  Keep this in mind when you are asked to "do your fair share" with increased taxes.

Wednesday, January 9, 2013

Gimme that Old Time Religion and Cleanse your Eco Sins!




A parade of fools

Like old time prohibitionists ready to rid the heathen world of alcohol,
the self proclaimed "Smart Growth" zealots are going to cure global warming by converting suburbs into Transit Orient Developments such as the Marinwood Priority Development Area to transform our community to a "Transit Village"
 
They claim among other things that Transit Oriented Developments provide
 
-Higher quality of life
-Better places to live, work, and play
-Greater mobility with ease of moving around
-Increased transit ridership
-Reduced traffic congestion and driving
-Reduced car accidents and injuries
-Reduced household spending on transportation, resulting in more affordable housing
-Healthier lifestyle with more walking, and less stress
-Higher, more stable property values
-Increased foot traffic and customers for area businesses
-Greatly reduced dependence on foreign oil
-Greatly reduced pollution and environmental destruction
-Reduced incentive to sprawl, increased incentive for compact development
-Less expensive than building roads and sprawl
-Enhanced ability to maintain economic competitiveness
 
Of course all of this development and planning is done with our money with the blessing high priesthood of planners, politicians and crony developers eager to cash in. 
 
For a real world view of what really happens with "Smart Growth" you can examine the failures of Portland, Oregon to live up to it's promise.  In fact, despite the urban planning mania for "Smart Growth",  there is no successful example anywhere in the world.  It is another failed idea like socialism in Eastern Europe. Real world problems of pollution, congestion and corruption eventually seep into the imagined reality of 19th Century City Village life. 
 
Portland, Oregon is experiencing a mass exodus of business.  Nike remains but is considering a move to Idaho.You still can find a good latte, though.
 
For an insider's view of how they think check out:
 
 
 
It seems to me that we already have these developments.  They are called "cities".  Most of us left them to raise our families in the sunshine and open space in Marinwood/Lucas Valley.
 
Why must our Marinwood/Lucas Valley be destroyed to create their idea of a urban paradise?
 
Their mission is clear.
 
 
 
 
 
 
 
 

The Search for Holy Rail

Empty trains pollute more than cars.


The Search for the Holy Rail
Rail transit systems all over the country are losing riders and hemorrhaging money, yet city governments keep building them.
by Rachel DiCarlo 03/13/2003 12:00:00 AM Weekly Standard


Rachel DiCarlo, editorial assistant

IMAGINE THIS SCENARIO: The CEO of a large corporation calls a meeting of the board of directors to deal with a crisis: The business is losing four dollars for every dollar earned, much of the capacity goes unused, and the customer base, never large to begin with, is eroding at an alarming rate. The board huddles and after a lengthy session the solution emerges: Expand. Hard as it is to imagine that any business would "solve" a problem this way, the description accurately sums up the state of rail transit in this country. In all but a handful of American cities where it exists, transit ridership is flat or declining, cars run half-empty, and the system hemorrhages money. Take Baltimore, for example. The city's heavy-rail subway carries 50,000 commuters per day, half the 100,000 daily ridership originally envisioned. The situation is even more discouraging when it comes to revenue. Although mandated by law to recover 40 percent of operating costs through the farebox, the subway took in just $10.3 million in 2001 while operating costs were $30.3 million. Maryland taxpayers made up the difference. Baltimore's light rail, an above-ground trolley, is in even worse shape. The hastily built, single-track system only garnered $8 million in revenue in 2001, while it cost state taxpayers $32.4 million. Its near empty cars are the embarrassing legacy of former Governor William Donald Schaefer, who built the line to shuttle baseball fans to and from Oriole Park at Camden Yards. Since opening in 1992, the original route has had other lines cobbled onto it, yet the entire system still runs far under capacity, carrying only 30,000 daily riders. None of these problems deters supporters, who see rail transit's dismal performance not as proof of its failure, but as evidence that still more needs to be built. The Baltimore Sun recently reported that Maryland state officials are aggressively seeking federal funds for a project that would extend the city's subway from 43 miles of track to 109 miles at an initial cost of $12 billion. Transportation officials believe this ambitious expansion will boost ridership to the extent that the city's system will rival the heavy rail Metro in Washington, D.C., which carries 643,000 riders per day. UNFORTUNATELY FOR TAXPAYERS, Baltimore is not unique. Other cities that have experienced the disappointing results of rail transit are forging ahead with plans to build more. Among them is Portland, which has the nation's most aggressive "smart growth" policies. Over two decades, Portland has gotten hundreds of millions of dollars for its two existing light rail lines only to see the share of commuters using them drop 20 percent. As of 2000, just 80,000 of the 6 million daily trips made in Portland were on rail transit--about 1.3 percent. And the city's traffic conditions are as bad as ever. The Texas Transportation Institute reported that Portland had third worst traffic congestion in the 1990s, behind Los Angeles and Washington. Still, a third line is scheduled to open in Portland in 2004. The situation in San Jose isn't much different. The city opened its first light rail line in 1988. Although original estimates projected that it would carry 40,000 riders per day, the high-water mark occurred in 1998 with an average daily ridership of just 22,700. Today San Jose's light rail cars carry fewer than 15 people at any one time. By mid-year the system is expected to fall a whopping $6 billion short of the money it needs over the next 20 years. Yet in the 2000 election, voters approved a referendum for two additional lines which are scheduled to open in 2004. But the problems are not confined to small cities. In Los Angeles, the city with the worst traffic congestion in the country, rail transit's market share is 270,000 daily trips out of a total of 65 million, about 0.4 percent. Miami is about the same: Of 15 million daily trips, only 55,000 are on rail transit, about 0.4 percent. And in Dallas, where $17.2 million of federal money was spent on three light rail branches and a commuter line, just 0.25 percent of daily trips are made on rail transit. Still, almost two hundred other cities around the country have requested federal money for rail transit. Demand has become so great that sparsely populated places like Sioux City, Iowa, Harrisburg, Pennsylvania, and Staunton, Virginia, want federal money for their own systems. The twin cites of Minneapolis-St. Paul, one of the nation's least dense urban areas, have begun construction on their Northstar Hiawatha light rail line. If the new system were to pay for itself, commuters would have to fork over $19.00 per trip or $8,550 per year--enough money to lease a luxury SUV. WHY HAS RAIL TRANSIT been such a spectacular bust? Experts cite a number of reasons, one of which has to do with the way the systems are configured. Most rail transit is built to serve the downtown business districts in cities. But the days when downtowns functioned as the primary centers of employment are long gone. Since about 1955, when people and office equipment began taking up more space, most new jobs have been created in industrial parks and small office parks--areas outside of downtown. Now, less than 10 percent of the nation's employment in metropolitan areas is located in the old central business districts. So for more than 90 percent of commuters, rail transit isn't an option. Yet this fact is not an argument for extending rail transit into the suburbs. Employment outside of downtown areas is spread too thin to support rail transit. And any system serving the suburbs would have to include an expansive shuttle network to ferry commuters from transit stops to their homes or offices. So far, commuters have shown little interest in such a system. As transportation expert Wendell Cox puts it, "The problem has to do with the environment transit tries to serve. There is not a transit situation that can be superimposed on [a large city] that can get people to and from and around the suburbs." So is there a place for rail transit anywhere? If it makes sense at all, rail transit only seems to do so in the nation's largest cities like New York and Chicago, where more than 30 percent of commuters ride transit to work. But in other places the numbers plunge. And where transit extends into suburban edge cities, like Bethesda in suburban Maryland, or Perimeter in Atlanta, the trip share of rail transit is miniscule. But there is an even more compelling reason rail transit will never be a serious transportation alternative in more than a handful of places: It can't match the convenience of cars. Most people prefer to come and go on their own schedule, not one set by a mass transportation authority. Plus, in cars they can travel privately in much less time than a typical transit trip takes. Transportation consultant Alan Pisarski estimates that in most situations the average auto travel time is less than half that of rail transit. What's more, people do a lot of "trip-chaining." That is, they make side trips while they are out. A trip to the dry-cleaners might include a side trip to the bank, to the pharmacy, and to the day-care center. No transit system can replace the convenience of cars for these kinds of needs. BUT DOESN'T mass transit ease traffic as supporters contend? The evidence shows otherwise. Between 1960 and 2000, 1,500 new miles of transit were built and 64 million new jobs were created. During the same time frame, 71 million more commuters drove to work and 1.7 million fewer rode mass transit. In Washington, D.C., where the high ridership volume makes the subway somewhat of a success (though not a profit maker), the traffic is still the second worst in the country. "There is no documented case of mass transit making a material traffic reduction anywhere in the United States," Cox says. If the average commuter--the one who keeps voting for rail transit expansions--can be forgiven for not knowing the facts, what about elected officials and their advisers? Why do they consistently show such a willful disregard for those same facts? The answer has to do with several different groups which support rail transit. There are those who despise cars, roads, and SUVs, and want to limit them as much as possible--the "smart growth" types who would be perfectly happy to see people living the way they did 100 years ago. They subscribe to the "Field of Dreams" justification for transit, the idea that if you build it they will come. Then there are the civic boosters, whose desire for rail transit stems from the same impulse that motivates politicians to fund expensive stadiums to lure sports teams: The desire for status. As with big-time sports, most cities believe that they are not "big league" unless they have an extensive rail transit system. And lacking justification for the massive amounts of money it involves, rail supporters often appeal to civic pride as a way around economic accountability. In Baltimore, Mayor Martin O'Malley has come up with the novel justification that "if we don't have any better mass transit 20 years from now than we have today, we are going to be continually chasing our tail." But, when it comes to rail transit, it's the taxpayers who are chasing their tails. And they will continue to do so. That is, until they demand a reckoning of costs versus benefits and insist that elected officials at all levels stop making decisions that would get any CEO and his board of directors fired for incompetence. Rachel DiCarlo is a staff assistant at The Weekly Standard.

250 Citizens get stiffed by the City of Danville Planning Commission







Marinwood/Lucas Valley taxpayers will be forced to pick up the check for tax exempt Affordable Housing Developers and their tenants.
Editor's Note: Crowds are gathering in communities all over the Bay Area as the One Bay Area Plan are coming to light.  Citizens are discovering that property has been rezoned and hundreds of units of low income housing are being forced into their neighborhood.  It is interesting to note that Danville is objecting to high density 20 units per acre.  Marinwood/Lucas Valley is being asked to accomodate a MINIMUM of 30 units per acre.  This is a huge deal for us.  We will be forced to build another school or two and take on long term debt to accomodate our new tax subsidized neighbors. Meetings like this one reported by Heather Gass are being repeated all over the bay area.  We must stand up for our community and fight for local, responsible planning for ALL of us.

The East Bay town of Danville sure looks walkable/bikeable to me

Field Report on Planning Meeting in Danville 11/27/2012

By Heather Gass EBTP


Last night I attended the Danville 2030 Planning Commission meeting and boy was it lively. The meeting was packed, standing room only with over 250 people who came to give their input on the Draft 2030 Plan, Draft SAP (Sustainable Action Plan) and Draft EIR (Environmental Impact Report).  I submitted my public comment card and waited for the meeting to start. The meeting was opened to public comments.

Many had submitted speaker cards to address the SAP and General Plan, but the program chair announced that their comments would not be taken at this meeting since it was only to cover the EIR for the General Plan or SAP. What?  This outraged many in attendance since the meeting announcement put out by Danville and the handouts at the meeting stated that the topics were the General Plan, SAP and DEIR for those plans. And how do you talk about an EIR for a specific project without talking about being allowed to talk about the project?? This is crazy. 

Several speakers who were allowed to start the meeting addressed this issue. Not a single speaker was in favor and later in the meeting when an informal vote was taken by a member of the public, not a single person raised their hand in favor of the plan!

The Danville 2030 Plan, SAP and EIR are flawed in so many ways I can’t begin to go into all of them, but there are several issues that jump out at me. The new plans call for the rezoning of 10 acres (8 acres at 25+ units or more and 2 acres at 20+ units) in the downtown area to accommodate high density stack and pack style housing in the future. And much of this housing would be very low and low income subsidized units by the tax payers of Danville. The reason for this is that the SDHCD (State Department of Housing and Community Development) has a statewide mandate to calculate how much “affordable” housing is needed every 7 years. These allocations are referred to as RHNA (Regional Housing Needs Allocation) and the next cycle is between 2014-2022, which in March it set at 660,000 new units for the Bay Area region.

SDHCD assigns the total to the regional COG (Council of Government) who then divides it up among the local municipalities. Much of these housing allocations are very low and low income units that must be according to these agencies injected into our communities whether we like it or not. Or whether a city can really comply or not. This is a huge issue with many cities and they are pushing back and some are objecting to the calculations and assignments.

Cities like Danville simply cannot tolerate high densities downtown and certainly the people of Danville should have a vote as to whether they want to absorb and subsidize this type of housing and population into their communities.

If a city objects to the allocation it’s up to the COG to reallocate a reasonable amount. The total never changes so when one city objects the burden shifts to Cities within the other 9 Bay Area Counties. The RHNA calculations are way over estimated and flawed, but they are being forced on our local towns and the tax payers are expected to support the rezoning of their towns to accommodate this growth in population and to pay for the subsidized housing and other essentials when these units are actually built out.

This will dramatically change the demographics of communities and there is no analysis or compensation for fiscal impacts to schools, safety, fire and other community resources that will be required to accommodate these low income subsidized populations once they are absorbed by a city.

Why isn’t the public more aware of this? Why aren’t we allowed to grow our local cities the way we want to? Why are we being forced to up-zone our towns? Danville does not have to take these RHNA allocations. We can object and fight them.

We can say NO!

These allocations are being forced on us and we must fight back. When we accept the allocations without contesting it, we are then required to rezone areas (10 acres in this cycle) to support that growth and the only way to support that type of growth is to build up and tight, hence the high density designations. Think what this will do to the traffic downtown. You think Danville is tough to get around now just wait until they rezone and start building these units.
Last night several people asked whether we could contest these allocations. We were told “no”. That is not true. Other cities have contested them and they have been lowered. Someone asked if we could just say no and we were told no. That is not true either. We can say no and we should.

Our town councils are our advocates and as such we should not be forced to do anything that would negatively impact our town and definitely not without the consent of the people who live in Danville. The consequence for a town that ignores their RHNA allocations and does not rezone many times is that they are sued by the social justice crowd. And the ugly truth is they sue us with our own tax money. Non-profit NGOs Non-Governmental Groups like Urban Habitat and others are just waiting to pounce on a local town that refuses to comply. The threat of lawsuits from social justice groups are driving the planning for our town! The town attorney denied the city will require very low and low income in these areas when they are built out, but he then went on to say that the developers will receive incentive bonuses for providing these type of units. So there it is the old point the finger at the other guy routine. Very clever. We’re not the bad guys… We just rezoned based on a mandate that we aren’t fighting because we have no backbone, but it’s not our fault if the developer builds and designates much of it to very low and low income housing. We have no control over that.
The question was also asked who is pushing for all this high density housing and the answer is MTC (Metropolitan Transportation Commission) and ABAG (Association of Bay Area Governments).  For those of you who have never heard of ABAG and MTC let me give you a crash course. MTC is the Bay Area Regional transportation authority. It was statutorily created to coordinate the funding and construction of mass transit and road maintenance throughout the Bay Area. ABAG is not a statutorily created government body. It is at best a quasi-governmental group. It calls itself “part regional planning agency and part local government service provider.” All Nine Bay Area counties and 101 cities in the region can volunteer to contract with ABAG by paying membership dues. ABAG deals with the RHNA housing allocations and is also tasked with creating a regional Sustainable Communities Strategy Plan for all 9 Bay Area Counties.

In 2006 the legislature passed AB32 the Global Warming Act which created a state level agency CARB (California Air Resource Board) to inventory GHG (Green House Gas) emissions statewide and come up with a plan to reduce GHGs to 1990 levels by 2020.  In 2008 the SB375 (SCS) Sustainable Communities Strategy bill passed which links transportation to land use. The SCS plan for the Bay Area is referred to as “Plan Bay Area” or “One Bay Area”.  This plan has been sold to the public as a way to save the planet from GHGs and global warming by transforming our single family residential neighborhoods and suburban towns into high density stack and pack housing next to transit.  This plan also advocates for a less cars, higher fees for parking, gas, bridge tolls as well as environmental and social justice.

There are $277 billion dollars in our tax and gas funds that are being handed to ABAG by our federal government to ensure that this plan gets adopted by the local municipalities. If local cities and counties do not adopt these plans ABAG will withhold much of their transportation funds. So our tax dollars are being used to coerce our councils into adopting this otherwise voluntary plan. You see, any town that wants their portion of the $277 billion dollar transportation pie must agree to designate an area within their town as a PDA (Priority Development Area).  SB375 page 32 defines PDA development projects or TPPs Transit Priority Projects as an area that is within ½ mile of a major transportation hub or is along a major transportation line and Danville is nowhere near  a transit hub with a minimum density of 20+ units per acre.

For the past 2 years I’ve attended ABAG meetings and we were told that we must give up our single family homes, reduce car use and focusing all future development into areas where mass transit ridership will be increased therefore lowering GHGs. But Danville is not a transit hub so people will still rely on their cars so cars will be concentrated into an even smaller area which will increase the GHGs. And to boot all these developments will get CEQA (California Environmental Quality Act) waivers (referred to as streamlining). This means they will not have to do ANY impact analysis on emissions from light trucks and cars (See CEQA exemption details page 3 and 38 of SB375 http://www.leginfo.ca.gov/pub/07-08/bill/sen/sb_0351-0400/sb_375_bill_20080930_chaptered.pdf). I’m not going to get into whether or not anthropologic global warming is real or not.

To me this plan has nothing to do with decreasing GHGs it has everything to do with control and money.

When towns like Danville are forced to build urban high density housing where there is no viable transit and the developers will get CEQA  waivers the environmental argument is completely lost.
So other than including a housing element like RHNA, this plan is NOT mandatory and does not have to be adopted by our council or included into our general plan. In fact our general plan does not even have to be consistent with it (see page 2 of the SB375 bill  http://www.leginfo.ca.gov/pub/07-08/bill/sen/sb_0351-0400/sb_375_bill_20080930_chaptered.pdf). Also in this June article http://sfpublicpress.org/node/1363,

Ken Moy, legal counsel for the Association of Bay Area Governments, admits that cities are not obliged to act in accordance with the plan. “No,” he said, “the state won’t come after you.” In fact the One Bay Area plan hasn’t even been adopted by ABAG and won’t be until June of 2013 so why is the town of Danville Planning Commission incorporating an incomplete regional plan into our General Plan which will affect our town for the next 20 years? I asked them that question. Chirp…. Chirp….

It’s interesting to note that this meeting took place after the election.  I imagine some of those running for office would not have been elected if the public knew they were supporting this type of transformational plan. I myself am not opposed to development as long as it is done responsibly, with private money and market driven. However, everything in this plan is about government regulation and control.

Many of us moved to Danville to get away from the stresses of urban living to raise our families. We like the suburban lifestyle in Danville and the small town feel. We enjoy our homes with backyards where our kids can play and we can watch them from the kitchen. We like our privacy and independence and we want Danville to stay that way. Danville is NOT a major transit hub and never has been. People who live in Danville do not move here because of jobs they move here for the small town family atmosphere where you can raise your kids. When you look at the new general plan it is clear that BIG development changes will be heading our way unless we the people of Danville do something to stop it!  

At the end of the party, we taxpayers are stuck with cleaning the mess.

Hi Density Housing Next to the Freeway? Think again.

Another reason to reconsider hi density apartments next to the 101 freeway- links to autism

Traffic pollution tied to autism risk: study


Mon, Nov 26 2012

By Andrew M. Seaman

NEW YORK (Reuters Health) - Babies who are exposed to lots of traffic-related air pollution in the womb and during their first year of life are more likely to become autistic, suggests a new study.

The findings support previous research linking how close children live to freeways with their risk of autism, according to the study's lead author.

"We're not saying traffic pollution causes autism, but it may be a risk factor for it," said Heather Volk, an assistant professor at the Keck School of Medicine of the University of Southern California in Los Angeles.

Autism is a spectrum of disorders ranging from a profound inability to communicate and mental retardation to milder symptoms seen in Asperger's syndrome.

The prevalence of autism has grown over the past few years. It's now estimated that the disorder affects one in every 88 children born in the United States, which is a 25 percent increase from a 2006 estimate (see Reuters article of March 29, 2012, reut.rs/TZnRci).

The increase in autism diagnoses has also been accompanied by a growing body of research on the disorder.

Including Volk's new study, there are three articles on autism in Monday's issue of the Archives of General Psychiatry.

"A decade ago, the journal published about the same number of autism articles per year," wrote Geraldine Dawson of the University of North Carolina at Chapel Hill, in an editorial accompanying the studies.

The two other reports in the current issue deal with ways to image a person's brain to look for physical differences between an autistic and non-autistic brain.

According to Dawson, who is also chief science officer of the advocacy group Autism Speaks, the number of studies on autism began to grow around 2000. Most studies, she says, deal with the biology of the disease.

ENVIRONMENTAL FACTORS

Volk's new study, however, is one of a series of looks into how environmental factors may be linked to a child's risk of being autistic, done over the past few years (see Reuters article of July 5, 2011, reut.rs/TZntdS).

"I think it's definitely an area that's been understudied until recently," Volk told Reuters Health.

Unlike their last study, which used how close a child lived to a freeway as a substitute for pollution exposure, for the new analysis Volk and her colleagues looked at measures of air quality around kids' homes.

Compared to 245 California children who were not autistic, the researchers found that 279 autistic children were almost twice as likely to have been exposed to the highest levels of pollution while in the womb, and about three times as likely to have been exposed to that level during their first year of life.

They found that children exposed to the highest amount of "particulate matter" - a mixture of acids, metals, soil and dust - had about a two-fold increase in autism risk. That type of regional pollution is tracked by the Environmental Protection Agency.

Volk and her colleagues also saw a similar link between autism and nitrogen dioxide, which is in car, truck and other vehicle emissions.

"This is a risk factor that we can modify and potentially reduce the risk for autism," wrote Dawson in an email to Reuters Health.

The researchers said certain pollutants could play a role in brain development - but that doesn't prove being exposed to air pollution makes kids autistic. They warned that there may be other factors that explain the association, including indoor pollution and second-hand smoke exposure.

"There are some potential pathways that we're examining in our current research that will be coming up next," said Volk.

SOURCE: bit.ly/P0ZWgC Archives of General Psychiatry, online November 26, 2012.

Sunday, January 6, 2013

Marin IJ Article on Lucas Valley Road Petition

 
 
Beautiful Lucas Valley
A petition drive is underway to get more than nine miles of Lucas Valley Road designated as an official state scenic route.

The petition asks the Marin County Board of Supervisors, and ultimately Caltrans, to create a plan that could be used to protect the views around Lucas Valley Road, from Miller Creek Road to Nicasio Valley Road.

Liz Dale, a Lucas Valley Estates Homeowners Association board member, helped spearhead the effort, which she said began in May 2011 at a community meeting. The petition to create the scenic route began circulating late last year, and is regaining attention after the holiday season.


Lucas Valley Road Petition

Novato "greets" its new Community Development Director









What our neighbors in Novato are saying about Affordable Housing quotas


The article and comments on the appointment of Bob Brown as Community Development director speaks for itself.  I linked this article for the comments from the community concerning the appointment.  It is clear that the outrage of the community is not about "affordable housing" per se but the political process,  the addition of thousands tax free housing units to Novato that the community can ill afford and the unfair concentration of housing in their community. 

Also,  there is outrage about "double dipper" Mr. Brown,  who joins the young six figure government pensioners / bureacrats at a time of extreme financial hardship in local governments.

Affordable housing is being crammed into middle class communities in Novato and Marinwood/Lucas Valley so the wealthy can keep it out of their backyards.





Time to start Squawking!