In San Diego County, a significant number of new homes are being constructed, with about 96,859 permits issued from 2018 to 2024, according to state housing data.
However, the distribution of these homes raises concerns, particularly in areas crucial for employment.
One glaring example of this disparity is the UTC and Sorrento Valley area, hailed as the county’s largest job center.
This region employs a significant workforce, encompassing staff at UC San Diego, multiple biotech and tech companies, as well as various hospitals.
Despite its centrality to job opportunities, the area has seen a meager issuance of housing permits, totaling just 336 over the past six years, which accounts for less than 1% of the permits granted countywide.
This scarcity forces workers to either endure long, congested commutes along I-805 or opt for the high-cost housing available in the vicinity, where the average home price is approximately $1 million and average rent exceeds $3,000.
In response to these challenges, a new city plan aims to facilitate the construction of more homes in this area, allowing for a closer living and working dynamic.
Yet, the proposed changes have not been welcomed by everyone.
San Diego’s traffic patterns reveal a lot about the housing landscape and its implications.
Congestion typically arises when too many vehicles attempt to access the same place simultaneously, particularly evident along the 805 freeway.
During morning rush hour, northbound traffic slows dramatically from Chula Vista to La Jolla Village Drive, with the evening commute often being even worse.
Ashley Harbecke, a teacher at University City High School, finds herself caught in this notorious traffic.
Living in North Park, her morning drive on the 805 can extend to an hour.
Though her workday ends fairly early, Harbecke struggles to get home until around 5 p.m. due to the gridlock.
She shares her experience, pointing out that she is among countless drivers affected by the traffic situation.
Colin Parent, CEO of Circulate San Diego, emphasizes the disconnect between job centers and residential areas.
Historically, there has been a significant separation between where jobs are situated and where people reside, leading to this frustrating traffic congestion.
For many years, commuting practices adhered to a familiar pattern: suburban residents would drive downtown for work in the morning and return in the evening.
However, over recent decades, the growth of job centers outside the downtown area has shifted this dynamic.
Currently, the Sorrento Valley area houses over 169,000 employees, marking it as the most significant job hub in the county, according to SANDAG data.
In comparison, Kearny Mesa comes in second with over 125,000 employees, while downtown ranks third with just over 104,000 employees.
Contrarily, downtown has permitted 11,000 homes in the last six years — representing 11% of the total permits issued in the region.
Sorrento Valley, however, encompasses only about 20,000 homes, which is insufficient to house its vast workforce.
Parent points out that one reason for such low permit issuance in Sorrento Valley is the historical zoning regulations that restricted the construction of housing in job centers.
This lack of housing availability means that the vast majority of workers in the area commute rather than living nearby, exacerbating the traffic nightmare on the 805.
SANDAG data underscores this challenge: 78% of workers in Sorrento Valley drive alone to work, with only about 13% opting to carpool, while 10% use walking, biking, or public transport to reach their jobs.
On average, these employees drive more than 14 miles to work, which can be lengthy during peak traffic hours on the 805.
Once again, Harbecke illustrates her plight: leaving at 7 a.m. may lead to a 20-minute journey, but departing just half an hour later can cause the trip to stretch another 30 to 45 minutes.
Conversely, individuals commuting downtown are more inclined to choose alternatives to driving, with 53% still driving alone, yet over 20% taking public transit and around 14% either walking or biking to work.
Moreover, commuters downtown typically spend 23% less time commuting compared to their counterparts in Sorrento Valley.
Harabecke reflects on how her long commute drains her time and energy, impacting her daily life significantly.
Linear connections between high traffic and low housing availability also have ecological impacts.
Chris Roberts from the environmental organization San Diego 350 argues that living close to the freeway means exposure to environmental pollutants such as nitric oxide and particulate matter.
The transportation sector remains the leading source of greenhouse gas emissions in San Diego County, contributing to over 50% of the region’s total emissions, as reported by SANDAG.
Despite the availability of transit options, such as the Blue Line extension that was established in 2021, which connects downtown to UCSD and UTC, commuting may still be inconvenient for many workers.
Harabecke, initially hailing from Chicago, appreciates the idea of public transportation.
However, she finds that for her work commute, taking the bus would take even longer than driving through traffic, especially given the multiple transfers necessary to reach the trolley.
She notes with disappointment, “No, it’s not convenient.
“Meanwhile, the future Purple Line along the 805 corridor sits several years from completion.
Parent stresses the importance of maximizing the use of existing transit options.
“The Blue Line extension is a great example,” he remarked.
This extension connects downtown with UCSD and surrounds, boasting several stops along the way — many still lack adequate surrounding development.
To enhance transit effectiveness, one solution lies in increasing residential options near the stations.
Recognizing the interplay between housing, employment, and transit is essential for city leaders aiming to achieve San Diego’s climate objectives.
This recognition has fueled the update of the University Community Plan.
Last year, this plan was approved by the city, notwithstanding significant community dissent.
The plan modifies zoning regulations in the area, ultimately allowing for thousands of new homes, many to be strategically constructed adjacent to Blue Line trolley stations.
It also permits a slightly higher density in southern UC neighborhoods currently dominated by single-family homes.
Nevertheless, critics of the plan maintain that the proposed density is not sufficiently close to public transportation, rendering it problematic.
Bonnie Kutch, founder of UC Neighbors for Responsible Growth, emerged as a key figure opposing the update.
Her primary concerns center around traffic congestion and parking on local roadways.
She acknowledges, “The roadways are the main thing.
“We don’t have the capacity for the traffic it’s going to generate.”
Kutch acknowledges the potential benefits of added housing in the area.
“I could see how adding homes in the area would help alleviate traffic on the freeway,” she conceded, while noting that most proposed units fall into the mid-market or luxury category.
With the median home price in University City hovering just below $1 million and average rent exceeding $3,000, Harbecke expresses her concern.
“It’s insanely expensive,” she remarks, acknowledging that a number of her colleagues reside in the expensive area, adding that it often feels like a running joke about the unlikelihood of affording a home there.
Simultaneously, various studies indicate that rentals in regions with more permitted housing tend to increase less dramatically, even when those rentals are predominantly upscale or luxury units.
Kutch understands the broader housing need within the city but believes the proposed density increase in her neighborhood is excessive.
“We know we need housing for the city,” she states.
Kutch’s organization is seeking to ensure that increases in density are considered smart and responsible.
Parent, however, argues that enhancing housing opportunities benefits everyone.
He emphasizes the importance of diversifying residential options to cater to different demographics and needs.
“Allowing young tech workers to reside near their employment will not only benefit them but also streamline travel for other commuters,” he asserts.
As Harbecke reflects on her long, arduous journey home after a day of work, she entertains the possibility of relocating to UTC if it could evolve into a more vibrant, North Park-like atmosphere.
“If UTC ever even got a little area that was a little bit more like a North Park vibe or that style, I would absolutely move,” she says.
This vision aligns with the objectives of the newer community plan, which aspires to cultivate compact, mixed-use urban villages near transit hubs.
The ultimate goal is to foster walkable neighborhoods that could alleviate the burdens of long commutes for many workers, like Harbecke.
Furthermore, leaders across San Diego and the state are increasingly reconsidering urban development strategies amidst rising housing demands.
“There’s a growing recognition that we have this jobs-housing mismatch,” Parent observes.
He underscores the necessity for residential options that align with the burgeoning economic significance of the UTC area in the future.
Nonetheless, changes to neighborhood structures always invoke pushback from existing residents.
This friction between long-term homeowners and the need to accommodate new residents represents one of the most pressing issues faced in San Diego and throughout California.
It also serves as a primary contributor to skyrocketing home prices and persistent traffic congestion.
image source from：voiceofsandiego
