SB 743

SB 743
Name	Senate Bill 743
Enacted by	California State Legislature
Introduced	2013
Enacted	2013
Effective	2014–2019 (phased)
Sponsors	Governor of California staff, California Senate
Legal background	California Environmental Quality Act, California Code of Regulations
Related legislation	Senate Bill 375 (2008), AB 32, SB 32

SB 743

Senate Bill 743 was California legislation that changed how transportation impacts are evaluated under the California Environmental Quality Act (CEQA). The bill directed the Governor and state agencies to develop revised CEQA guidelines that shifted analysis from traditional auto-congestion metrics to measures intended to support infill development, active transportation, and transit. The measure influenced planning in jurisdictions across Los Angeles County, San Francisco, San Diego, and other regions.

Background and Legislative History

SB 743 was introduced amid debates involving California State Senate, planners, environmental advocates such as Natural Resources Defense Council, and business groups including the California Building Industry Association. The bill responded to limitations identified in CEQA litigation involving projects in Silicon Valley, Orange County, and Sacramento County, and to goals tied to Senate Bill 375 (2008) and greenhouse gas targets under AB 32. Legislative negotiations referenced studies by California Air Resources Board, reports from the Governor's Office of Planning and Research, and positions from municipal governments like City of Los Angeles and City and County of San Francisco.

Provisions and Changes to CEQA Guidelines

The legislation required the Governor's Office of Planning and Research to propose new CEQA guidelines to replace the long-standing use of level of service metrics in environmental review. Entities affected included the California Environmental Protection Agency and local agencies such as Metropolitan Transportation Commission and Southern California Association of Governments. Provisions emphasized assessment of vehicle miles traveled metrics and recognized benefits for projects conforming to statewide objectives like those in California Sustainable Communities Strategy and transit-oriented developments near Bay Area Rapid Transit and Los Angeles County Metropolitan Transportation Authority corridors.

Implementation and Technical Methods (VMT vs LOS)

SB 743 prompted a methodological transition from level of service (LOS) analysis toward metrics based on vehicle miles traveled (VMT). Agencies and consultants referenced guidance from Office of Planning and Research (California), modeling tools used by California Department of Transportation and regional planners such as San Diego Association of Governments. The change affected environmental consultants tied to firms with experience on projects in Santa Clara County, Contra Costa County, and Riverside County. Technical debates involved calibration of travel demand models, incorporation of Caltrans screening thresholds, and alignment with tools used by Metropolitan Transportation Commission and Sacramento Area Council of Governments.

Impacts on Land Use Planning and Transportation

The bill influenced land use decisions in jurisdictions including San Jose, Oakland, Irvine, and Long Beach, altering incentives for infill, mixed-use, and transit-oriented projects near systems like Metrolink and Caltrain. Real estate developers, local planning departments, and transit agencies such as Los Angeles County Metropolitan Transportation Authority and San Francisco Municipal Transportation Agency considered VMT when assessing project viability. Transportation advocacy groups including Rails-to-Trails Conservancy and California Bicycle Coalition engaged in implementation discussions, while stakeholders from Silicon Valley Leadership Group and California Chamber of Commerce evaluated economic impacts.

Legal Challenges and Litigation

Following implementation, counties and project opponents filed litigation in state courts and administrative proceedings involving entities such as the California Supreme Court and appellate courts in matters tied to CEQA interpretation. Cases often cited precedents involving environmental review of transportation effects from projects in regions like Santa Monica, Berkeley, and Anaheim. Plaintiffs ranged from neighborhood associations to environmental groups like Sierra Club and defendants included cities, counties, and developers working with firms active in Los Angeles County. Disputes centered on adequacy of VMT analyses, threshold setting by local agencies, and application to historic projects near Union Station (Los Angeles) and other transit hubs.

Revisions, Guidance, and Agency Responses

In response, the Governor's Office of Planning and Research issued technical advisory documents and local guidance, while agencies such as Caltrans updated manuals and screening tools. Regional bodies including the Southern California Association of Governments and Metropolitan Transportation Commission developed model ordinances and mapping resources. Legal settlements and court decisions prompted some jurisdictions to revise significance thresholds or adopt mitigation measures tied to VMT reduction, travel demand management, and transit investments. Ongoing coordination involved academic researchers from institutions like University of California, Berkeley, University of California, Los Angeles, and Stanford University contributing to modeling and policy evaluation.

Category:California legislation