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ACOHH: ACTION ITEM - Discussion and Direction on Culver City Transit Oriented Development Alternative Plan Options
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Meeting Date: October 20, 2026
Contact Person/Dept: Troy Evangelho / Planning & Development
Phone Number: (310) 253-5744
Fiscal Impact: Yes [] No [X] General Fund: Yes [] No [X]
Public Hearing: [] Action Item: [X] Attachments: Yes [X] No []
Public Notification: Meetings and Agendas - Advisory Committee on Housing and Homelessness (10/15/2026)
Department Approval: Troy Evangelho, Advance Planning Manager for Emily Stadnicki, AICP, Planning & Development Director (10/15/2026)
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RECOMMENDATION
Staff recommends the Advisory Committee on Housing and Homelessness receive a report on California State Senate Bill 79, Culver City Transit Oriented Development Alternative Plan (TODAP) options, and discuss and give direction as applicable.
BACKGROUND
Senate Bill (SB) 79 was signed by Governor Newsom on October 10, 2025 and became effective on July 1, 2026. The bill, called the Abundant and Affordable Homes Near Transit Act, establishes new development standards for “transit-oriented housing developments” (“TODs”), which are residential projects on land zoned for commercial, residential, and mixed uses within specified distances of transit stops. These standards supersede otherwise applicable standards, and allow increased heights and densities to encourage residential and mixed use development near transit stops. These new standards apply only to TODs with 5 or more units and a minimum 30 dwelling units per acre, while all other projects are subject to existing zoning standards.
Eligible transit stops are divided into two tiers. Tier 1 includes heavy rail transit stations, such as those along the LA Metro B and D lines, and commuter rail stations with at least 72 trips per day. Tier 2 includes light rail, such as the LA Metro E line, commuter rail stations with at least 48 trips per day, bus rapid transit stations, and bus stops that qualify as Major Transit Stops, and which also have 24-hour dedicated lanes and less-than-15-minute headways.
The new standards depend on how far from a transit stop the proposed TOD is located, using radii measured at 200 feet, ¼ mile, and ½ mile from the transit stop. The standards for height and residential density are the minimum limits that a jurisdiction can enforce. The standard for floor area ratio (FAR) limits a jurisdiction’s enforcement of any other standards that would prevent a project from achieving that FAR. Cities may still enforce any standards they have regarding building design or inclusionary housing requirements as long as they do not prevent the project from achieving the height, density, or FAR set by the bill. Projects are also eligible for any applicable State and local density bonus incentives.
Development Standards for a Tier 2 Transit Stop
Image Source: City of Los Angeles
To be an eligible SB 79 development project, a project must include a minimum of 5 units, a minimum residential density of 30 du/ac, or the jurisdiction’s required minimum density, if higher, and have a maximum average unit size of 1,750 square feet.
Projects with more than 10 units are also subject to affordability requirements. The minimum provisions are at least 7% of units affordable to extremely low-income households, at least 10% of units affordable to very low-income households, or at least 13% of units affordable to lower-income households. Certain labor standards also apply for projects over 85 feet in height, such as prevailing wage standards.
The bill does not prescribe a ministerial review process, but projects may be eligible under SB 35/SB 423 if meeting the minimum requirements, many of which are consistent with requirements for larger projects under SB 79, including providing certain percentages of unit affordability and paying prevailing wages for construction.
Locally designated historic properties identified before January 1, 2025, are eligible for delayed implementation of SB 79 until one year after the next Housing Element’s adoption, approximately 2030. Preliminary analysis has identified approximately 30 properties that may be eligible (e.g. Helms Bakery).
The bill also has several categories of exempt properties. Any land that is not zoned for residential, commercial, or mixed uses is exempt. In Culver City, these would include the Special Purpose zones: Studio, Institutional, Open Space, Transportation, and Cemetery. Properties with more than two existing rent-controlled units, or where more than two rent-controlled units have been demolished within the previous seven years, are also not eligible for the bill’s standards. Staff is presently mapping out the locations of those exempt rent-controlled units.
Transit agencies are given the power to adopt zoning standards by resolution of the agency’s Board of Directors for projects on agency-owned property which is located within the radii. This option for transit agencies requires public hearings and outreach with local governments and communities, and has certain requirements for adjacency to a transit stop, and for how and when the land was acquired by the transit agency. The E Line tracks along National Boulevard and a portion of a former rail spur in the Hayden Tract are the only Metro-owned properties in the City, according to a Metro real estate map.
CULVER CITY TRANSIT ORIENTED DEVELOPMENT STOPS
The Southern California Association of Governments (SCAG) is the authority for mapping all qualified Transit Oriented Development (TOD) stops within Los Angeles County. To qualify, an eligible TOD must be existing stop, under construction, or a future planned stop found in the SCAG Regional Transportation Plan (RTP) as of January 1, 2026. Furthermore, future projects found in the RTP are only added as an eligible TOD stop when they are funded and have selected a preferred design alternative.
On July 1, 2026 SCAG released its first map identifying Culver City as having three Tier 2 TOD stops (see attachment 1). These stops include the La Cienega/Jefferson and Culver City Metro E Line stations, and the east- and westbound bus stops at the intersection of Venice Boulevard and Overland Avenue. Based on qualifying criteria, staff believes that the planned dedicated bus lane project, Sepulveda Connects, will be added in the future, creating three new TOD stops along Sepulveda at Venice Boulevard, Washington Boulevard, and Slauson Avenue. The following would trigger SCAG mapping this project as part of future annual updates:
• When the project secures a Locally Preferred Alternative, if an Environmental Impact Report is required or
• When the project secures construction funding in the Federal Transportation Improvement Program (FTIP) or
• When the project is operational
The radii of the three current Culver City TOD stops cover the full spectrum of the City’s zoning designations and densities, from the low-density Single-Family and Two-Family zones through the highest-density Mixed Use High zone. The most significant differences in development standards between the City’s existing zones and SB 79 standards are in the lower-density residential zones, including height and density as well as uses. The table below illustrates the new residential development capacity allowed under SB 79.
Development Potential on a Typical 5,000 Square Foot R1 Lot
|
Radius from Tier 2 Stop |
Standard R1 Zoning |
SB 79 Density |
|
Within ¼ mile |
1 unit + ADUs |
12 units + density bonus |
|
Within ½ mile |
1 unit + ADUs |
10 units + density bonus |
The half-mile SB 79 radii from the Metro E Line stations also interact with the ongoing Hayden Tract Specific Plan project. The proposed Hayden Tract densities and heights are mostly higher than those required by SB 79, except for the properties adjacent to existing Rancho Higuera Neighborhood, which would be required to meet the SB 79 minimums.
IMPLEMENTATION OPTIONS AND CITY COUNCIL DIRECTION
The state provides several options for compliance with SB 79. Listed below are the implementation options which can be applied in concert with each other to allow different regulations around different stations.
1. Take no action - Implement the standards as written in the statute.
2. Create minimum standards - Create standards to regulate SB 79 developments.
3. Half Implementation - Allow 50% capacity to delay effectuation until 2030.
4. TOD Alternative Plan - Reallocate densities within the half mile of transit stops.
Any new ordinance or TOD Alternative Plan adopted to implement SB 79 needs to be reviewed by the State Department of Housing and Community Development (HCD) to determine compliance. HCD review time is up to 120 days (90 day standard review, plus a potential 30 day extension). After HCD provides comments, a city can either update their ordinance to address the comments or adopt findings justifying why the city believes its interpretation is correct.
Staff presented information on the four implementation options to the Standing Housing and Homelessness Subcommittee at their special meeting on February 17, 2026. Livable Communities Initiative, a community organization, also presented a proposal for a TOD Alternative Plan to redistribute density closer to the major corridors and routes to transit stations. After discussion, the subcommittee members came to a consensus to recommend pursuing a TOD Alternative Plan.
On March 16, 2026 the City Council directed staff to prepare a local implementing ordinance to defer effectuation on historic properties and to establish multi-family regulations for TOD housing developments in the R1 and R2 zones. City Council also directed staff to prepare a Transit Oriented Development Alternative Plan (TODAP) to reduce and redistribute densities in the R-1 and R-2 zones to corridors and other areas supporting transit. On May 26, 2026 the City Council adopted the ordinance deferring effectuation on historic properties and establishing multi-family standards for SB 79 developments in R-1 and R-2 zones.
TRANSIT ORIENTED DEVELOPMENT ALTERNATIVE PLAN
Under SB 79 jurisdictions have the option to create a Transit Oriented Development Alternative Plan (TODAP). This allows cities to shift density across properties and TODs. There are specific requirements for a TODAP, such as maintaining the same net capacity citywide, not reducing a site by more than 50% capacity, and not increasing a site by more than 200% capacity. The following graphic illustrates this requirement.
Example Redistributed Capacity within ¼ Mile of a Tier 2 Station
Image Source: City of Los Angeles
Per City Council’s direction, staff has prepared three options, all of which would transfer height and density out of the R-1 and R-2 neighborhoods and into areas that would support transit (See attachment 2). Using preliminary calculations, staff anticipates reallocating roughly 5,000 residential units (50% capacity) from the R-1 and R-2 neighborhoods (export sites), into parcels that will receive the additional density and height (import sites). There are also sites neutral sites (that will neither import nor export density). The neutral sites would follow the standard SB 79 regulations, densities, and requirements.
Due to a 1990 height initiative, many of the commercial properties and commercial corridors in the City are limited to a maximum height of 56 feet. This prevents these sites from being able to receive density and height, disqualifying them as import sites.
Note TODAP sites do not have all of the same requirements as standard SB 79 sites. For example, rent controlled sites are eligible for development, standard state density bonus law applies (allowing further increases to height), and the standard SB 79 affordable housing requirements no longer apply, however a city can choose to adopt inclusionary housing with their TODAP.
Option A: Station Focused Plan
This option would maximize the height and density clustered around the two Metro E-line stations. Many of these properties are larger with greater development potential than the small R-1, R-2 lots. Also, these sites provide the closest proximity to walk to transit.
Option B: Corridor Plan
This option would maximize density along corridors creating larger scale boulevard development leading to transit stations. Density and height would be dispersed further across the City than the station focused plan. Some of the streets such as National Boulevard have larger parcels that could accommodate larger developments, while other streets such as Venice and Culver Boulevards provide opportunity for smaller developments.
Option C: Combined Plan
This option combines both the station focused and corridor plans. This would increase density and height around the two train stations and along the corridors spread across the TODs. In this option the densities and heights would be lower than options A or B.
ENVIRONMENTAL DETERMINATION
The discussion and direction on Senate Bill 79 are covered by the general exemption rule (as provided in California Code of Regulations, title 14, section 15061, subsection (b)(3)) that the California Environmental Quality Act (CEQA) only applies to projects which have potential for causing a significant effect on the environment. Senate Bill 79 provides an exemption from CEQA for any action that the City may take to implement it, including any changes to the Zoning Code, rezonings, or TOD Alternative Plans.
FISCAL ANALYSIS
There is no fiscal impact associated with the discussion of Senate Bill 79.
ATTACHMENTS
1. SB 79 Zoning Map
2. TODAP Maps
recommended action
MOTION(S)
That the Committee:
Receive a report on Culver City Transit Oriented Development Alternative Plan options, and discuss and give direction as applicable.