Background
On October 10, 2025, Governor Newsom signed Senate Bill 79 (SB 79), which was codified as Government Code Sections 65912.155 through 65912.162. The bill, authored by Senator Scott Wiener, defines transit-oriented development (TOD) stops and zones, and sets statewide standards for height, density, and residential floor area ratios (FAR) within one-quarter mile and one-half mile on parcels zoned for residential, commercial, or mixed use. These standards vary based on how close the project is to the stop and the level of transit service (Tier 1 or Tier 2).
The bill goes into effect on July 1, 2026, for cities and at the beginning of the 7th Regional Housing Needs Allocation (RHNA) cycle for unincorporated areas.
Legislation requires Metropolitan Planning Organizations, like SANDAG, to create a map of TOD stops and zones in the region by tier. SANDAG's map has been prepared in accordance with SB 79, as written. This map shall have a rebuttable presumption of validity for use by project applicants and local governments.
Approach
SANDAG’s approach to map development is focused on providing clear and transparent assumptions and processes that meet SANDAG’s mapping obligation in the statute and provide affected jurisdictions and other stakeholders with the necessary information to inform local land use decisions. SANDAG’s mapping approach was informed by SB 79 statute.
SB 79 only applies in “Urban Transit Counties” which means a county with more than 15 passenger rail stations. Since there are more than 15 passenger rail stations in San Diego County, SB 79 applies to the SANDAG region.
Key terms that informed draft map development are explained below.
Existing TOD Stops
SANDAG used General Transit Feed Specification (GTFS) data to identify and map SB 79 TOD stops.
Qualifier #1: Major Transit Stop
Transit-oriented development stop—A major transit stop, as defined by Section 21064.3 of the Public Resources Code, “…that is served by heavy rail transit, very high-frequency commuter rail, high-frequency commuter rail, light rail transit, or bus service within an urban transit county meeting the standards of paragraph (1) of subdivision (a) of Section 21060.2 of the Public Resources Code.”
Major transit stop—A site containing any of the following:
- (a) An existing rail or Bus Rapid Transit station
- (b) A ferry terminal served by either a bus or rail transit service
- (c) The intersection of two or more major bus routes with a frequency of service interval of 20 minutes or less during the morning and afternoon peak commute periods
In the SANDAG region, major transit stops include rail stations and the intersection of two or more major bus routes with a frequency of service interval of 20 minutes or less during peak commute periods.
Qualifier #2: Major Transit Stops Served by Qualifying Service
Heavy rail transit—A public electric railway line with the capacity for a heavy volume of traffic using high-speed and rapid acceleration passenger rail cars operating singly or in multicar trains on fixed rails, separate rights-of-way from which all other vehicular and foot traffic are excluded, and high-platform loading. Heavy rail transit does not include California High-Speed Rail.
The SANDAG region does not have heavy rail transit.
Very high-frequency commuter rail—A commuter rail service with a total of at least 72 trains per day across both directions at any point in the past three years, not including temporary service changes of less than one month or unplanned disruptions.
The SANDAG region has commuter rail, defined in SB 79 “as a public rail transit service not meeting the standards for heavy rail or light rail, excluding California High-Speed Rail and Amtrak Long Distance Service.” However, no commuter rail service reaches the threshold of at least 72 trains per day to be considered very high frequency.
High-frequency commuter rail—A commuter rail service operating a total of at least 48 trains per day across both directions at any point in the past three years, not including temporary service changes of less than one month or unplanned disruptions, and not meeting the standard for very high-frequency commuter rail.
SPRINTER service qualifies as high-frequency commuter rail.
Light rail transit—Includes streetcar, Trolley, and tramway service. Light rail transit does not include airport people movers.
MTS Trolley service qualifies as light rail transit.
Bus service—Qualifying service within an urban transit county is defined by paragraph (1) of subdivision (a) of Section 21060.2 of the Public Resources Code as, “full-time dedicated bus lanes or operation in a separate right-of-way dedicated for public transportation with a frequency of service interval of 15 minutes or less during the morning and afternoon peak commute periods.”
In the San Diego region, this includes bus stops identified as major transit stops that are served by a dedicated lane/separate right-of-way and offer 15-minute service intervals during peak commute periods.
Existing TOD Zones
Tier 1 transit-oriented development stop—A transit-oriented development stop within an urban transit county served by heavy rail transit or very high-frequency commuter rail.
The SANDAG region does not have heavy rail transit or commuter rail service reaching the threshold of very high frequency (at least 72 trains per day).
Tier 2 transit-oriented development stop—A transit-oriented development stop within an urban transit county, excluding a Tier 1 transit-oriented development stop, served by light rail transit, by high-frequency commuter rail, or by bus service meeting the standards of paragraph (1) of subdivision (a) of Section 21060.2 of the Public Resources Code.
In the San Diego region, this includes Trolley stations, SPRINTER stations, and qualifying bus stations (major transit stops with dedicated lane/separate right-of-way and 15-minute interval peak service).