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This report aims to move beyond the public versus charter school debate and provide a positive vision of equitable schools that severes all students through and innovative community schools program.
This ordinance makes it unlawful for any person, firm, or corporation to propagate, cultivate, raise, or grow genetically modified organisms in Mendocino County.
This ordinance bans the use of single use plastic bags by retail stores in the city. Paper bags may be used, but they must contain a minimum of 40% post-consumer recycled paper fiber and the customer will be charged a fee for their use.
This ordinance prohibits stores from providing single use plastic carryout bags to customers. The ordinance specifies that stores can only offer recyclable paper carryout bags for a 10 cent charge to the customer. Furthermore, stores must report monthly the number of recyclable bags sold to customers, the monies generated from such sales, and any efforts the store has undertaken to promote the use of reusable bags.
The Solar Incentive Program (SIP) is the most established rooftop solar program in the City of Los Angeles. It originated at the Los Angeles Department of Water and Power in 2000 with a $150 million investment to incentivize the poliferation of rooftop solar in Los Angeles. With the passage of Senate Bill 1 (2007), the SIP was revised to comply with state law. The updated, 10 year, $313 million program, subsidizes photovoltaic solar panel installation for residential, commercial, non-profit, and governmental customers. This research identifies the geographic reach the program over the past 15 years through analysis of data that is available on DWP’s website and US Census data.
This ordinance amends a prior open data policy that empowered San Francisco\\\\\\\'s Committee on Information Technology to establish rules and standards applicable to all city departments regarding the release of data to the city\\\\\\\'s online data portal. This ordinance establishes the positions and duties of the Chief Data Officer and Open Data Department Coordinators to assist in the implementation of the city\\\\\\\'s open data policy. The ordinance also establishes additional rules and procedures for making open data available through the city\\\\\\\'s open data web portal.
In exchange for large tax breaks, not-for-profit hospitals are required to provide programs, services, or other resources to address community health needs through “community benefit” activities. These include grants to community-based organizations, charity care (free or reduced- cost services for low-income individuals) and the un- or under-reimbursed costs of care for patients on Medicaid (called Medi-Cal in California) and other government programs. When a hospital receives not-for-profit status, it enters a pact with the public that it will provide community benefits in exchange for its tax exemption, but this exchange is not equal. Studies of community benefit programs show that the financial benefit hospitals get by not paying taxes greatly exceeds the amount of funds they invest in community benefit activities. In California, not-for-profit hospitals received $3.27 billion in total government subsidies and benefits, while only providing $1.43 billion in community benefit in 2010 alone. Questions have also been raised regarding how not-for-profit hospitals account for their community benefit investments and how these activities relate to the most pressing community health needs.
This report outlines a framework for mobility equity, or a transportation system that increases access to high quality mobility options, reduces air pollution, and enhances economic opportunity in low-income communities of color. Decades of local, regional, and state transportation plans and investments have not adequately responded to the mobility needs of low-income communities of color, reinforcing unequal land-use patterns and contributing to disproportionate health and economic impacts. Today, technological advancements are making it easier to address community-identified mobility needs with a multitude of clean transportation options. However, we lack the planning, policy, and decision-making structures that will equitably deliver mobility benefits to low-income communities of color. To establish a transportation system that benefits all people, California must embrace an equitable deployment of investments and policy interventions to prioritize the mobility needs of low-income individuals of color and address the historical neglect they have experienced. This type of reform must center social equity and community power as primary values in all transportation planning and decision-making. To get there, this paper proposes a framework designed to elevate these values and address structural inequities through an adaptable, customizable process for community, advocates, and transportation decision-makers.
Numerous federal and state judicial decisions have established that environmental impact statements under the National Environmental Policy Act and its state equivalents should examine the impact of proposed projects on emissions of greenhouse gases. Administrative agencies and court settlements are now establishing the guidelines for the conduct of these examinations. This column surveys the emergence of these new guidelines, which is occurring against a backdrop of accelerated activity in both Congress and the U.S. Environmental Protection Agency, leading towards federal regulation of GHGs. The column looks at these guidelines on the federal level as well as within New York, California, Massachusetts, Washington, and Hawaii.
Moving beyond the traditional arguments that good schools and neighborhood amenities impact housing prices, emerging research has indicated that urban form and transportation options have played a key role in the ability of residential properties to maintain their value since the onset of the recession. This analysis investigates how well residential properties located in proximity to fixed-guideway transit have maintained their value as compared to residential properties without transit access between 2006 and 2011 in five regions: Boston, Chicago, Minneapolis-St. Paul, Phoenix, and San Francisco.