Archive for category: Development and Housing

Connecting the Dots on Climate Change Environmental scholar Robert Bullard charts a path to a more equitable future — if America can avoid repeating past mistakes  

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By Les Dunseith

Robert Bullard has been called professor, dean, author, policy influencer, important thinker, movement starter and the father of environmental justice. But that’s not how he chose to describe himself during a May 12 talk at UCLA.

“I do what’s scientifically called kick-ass sociology,” Bullard said playfully in his opening remarks to a roomful of students, faculty, staff and other interested parties, plus an online audience. “And what I’ve tried to do is to make it simple, make it plain, make it real and connect the dots.”

The renowned scholar from Texas Southern University has written 17 books. “But it’s really just one book — don’t tell anybody,” Bullard said slyly. “The central glue that connects all of those volumes? Fairness, justice and equity.”

He often blended humor into his discussion of serious topics such as America’s history of racial discrimination and the growing global climate crisis. Titled “The Quest for Environmental and Climate Justice,” Bullard spoke and took audience questions for more than an hour in the Bruin Viewpoint Room of Ackerman Union as part of the UCLA Luskin Lecture series. It was presented in conjunction with the Harvey S. Perloff Environmental Thinkers Series and UCLA Urban Planning’s 50th anniversary celebration.

In his introductory remarks, Dean Gary Segura of the UCLA Luskin School of Public Affairs said, “At the Luskin School, we try to have conversations about things that actually matter — climate degradation, environmental degradation and its impact on working class and poor people of color — and for which there is a desperate need for solutions.”

Bullard is known for his courage and “his insights into how questions of race figure into environmental justice,” said the evening’s emcee, Susanna Hecht, a geographer and professor of urban planning who also serves as director of the Brazilian Studies Center at UCLA.

“He is a person who has a broad perspective and broad horizons,” Hecht said. “His work has expanded to embrace a range of topics that evolved at the center of environmental, civil rights, human rights and the question of race and vulnerability under climate change, as well as patterns of pollution in both urban and industrial landscapes.”

So, what is environmental justice?

Bullard sees it as an essential notion that all people and communities are entitled to equal protection to ensure they have adequate housing, quality health care, and access to the energy and transportation they need in their daily lives. Civil rights and human rights.

The reality rarely matches the ideal, however. He cited as an example a study that showed government relief after a natural disaster going primarily to wealthier, predominantly white communities rather than to poorer, predominantly Black areas.

“We know that all communities are not created equal,” Bullard said. “There are some that are more equal than others.”

Without action, disparities are likely to grow as industrial pollution further degrades our planet, he said.

“Climate change will make it worse on the populations that are already suffering,” Bullard said. “Those who have contributed the least to the problem will suffer the most. That’s the inequity that we’re talking about. You can’t have your basic human rights if even the right to breathe has been taken away from you.”

closeup of the face of speaker Robert BullardCalifornia is a leader in environmental equity and climate change responses, Robert Bullard told the audience during his UCLA Luskin Lecture on May 12.
closeup of the face of speaker Robert Bullard a female professor from UCLA and a male professor from Texas sit in the front of a lecture room after a lecture at UCLA a crowd of people sit in chairs in a lecture room

Despite decades of experience documenting human nature at its worst, Bullard has not given in to despair.

“I’m hopeful and optimistic that we can get this right. I’ve been working on this for 40 years, but we don’t have another 40 years. We only have, maybe, a dozen to get this right,” Bullard said.

He cited California as a leader in environmental equity and climate change responses and noted the state’s history of finding out-of-the-box solutions in technology and government, as well as its highly regarded universities.

“Let California be California. That’s my answer. Push the envelope as far as you can,” Bullard said.

“And so, I’m looking to young people. I’m looking at your faces,” he told his audience of mostly young scholars. “You are the majority now. I’m a boomer and proud of it. But millennials, zoomers, Gen X, Y and Z — you outnumber my generation. Take the power.”

—

View photos from the event on Flickr.

Robert Bullard Luskin Lecture

Former Governors Wilson, Davis Discuss Housing, Crime and More at Luskin Summit The two leaders, a Republican and a Democrat, express their differing perspectives on 'The State of California'

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By Les Dunseith

Former California governors Pete Wilson and Gray Davis headlined the closing session of Luskin Summit 2022: Research in Action on April 22, often tackling political issues from starkly different perspectives.

In a session moderated by UCLA Blueprint Editor-in-Chief Jim Newton and titled “The State of California,” the former governors explored topics such as the economy and inflation, housing, environmental issues and rising crime during a discussion that mostly reflected a tone of respectful disagreement.

The governors spoke during a half-day event at the Luskin Conference Center at UCLA to close out this year’s Luskin Summit, which is a series of research-informed, cross-sector explorations of the major issues facing Los Angeles and California. The day’s agenda also included the unveiling of the annual Quality of Life Index led by Zev Yaroslavsky, a well-known former elected official in Los Angeles who, like Newton, is now a faculty member associated with the UCLA Luskin School of Public Affairs.

Yaroslavsky’s session, which was moderated by news anchor Phillip Palmer of ABC7, explained why the rating in his survey of Los Angeles County residents fell to its lowest point in seven years of existence. A majority of respondents said they are dissatisfied with the overall quality of their lives as reflected in nine categories, including cost of living, education, the environment and public safety. And those topics were also front of mind during the governors’ discussion.

Wilson, a Republican who was California governor from 1991 to 1999, took note of the current $80 billion revenue surplus in California, saying that if current lawmakers can’t solve the state’s shortcomings, it won’t be for lack of funds.

“The state is rolling in money. That’s not the problem,” he said when asked by Newton to speculate on the public’s downbeat mood. “The way it is spent is what’s causing a lot of the dissatisfaction. There are people who are very much concerned about crime because they’ve seen a dramatic shift, a really discernible shift. And they’re concerned about their children’s education, and they should be.”

Davis, a Democrat who was governor of California from 1999 to 2003, took a different tack on Californians’ current mood in the wake of the COVID-19 pandemic.

“There’s a lot of good news globally, nationally and in California as it relates to people working again, and lower unemployment rates,” he said. “The bad news is that people have been through a very tough time. This has been two-and-a-half years where we’ve been told we can’t do this, we can’t do that. … People don’t like to be told what they can’t do.”

Solving society’s problems will require innovation, Davis said, and California is the right place. The number of U.S. patents that originated in California in recent years, he said, is roughly four times the number originating in the state that comes in second, Texas.

“If you want to invent something, this is the place to do it, in California,” he said. “We invent, we design, we create.”

Davis took note of the setting, a public research university in a state that is widely respected for its institutions of higher education. Mentioning that UCLA Chancellor Gene Block was in attendance, Davis continued, “There is nothing better about California than its 10 UC campuses. Nobody in the country has anything close to this.”

Block provided the introduction for the session, noting that Los Angeles faces substantial challenges relating to public safety, the ongoing pandemic and a shortage of affordable housing.

“These issues are bearing down on people all across the state. We’re not alone,” Block said. “Addressing them is going to require scholars, businesspeople, community leaders to really work together and devise and enact solutions.”

Noting the presence of the two former governors, Block continued. “Wisdom is gained by experience, and we have a vast amount of that here.”

Pete Wilson gestures during presentationRepublican Pete Wilson cited rising crime and the pandemic’s impact on schoolchildren as the top issues of concern among Californians. Photo by Les Dunseith
Pete Wilson gestures during presentation Gray Davis gestures during presentation Chancellor Gene Block speaks during presentation at podium Photo shows Laura Shell at a podium Two former governors and moderator sit in large chairs on stage during UCLA event

Newton, a former reporter and editor at the Los Angeles Times whose books include a recent biography of two-time governor Jerry Brown, asked Wilson and Davis to talk about their approaches to public safety.

Davis acknowledged crime rates are on the rise, although not to “where they were in the ’90s when Pete Wilson and I were a governor.”

One solution, he said, lies in effective law enforcement.

“Police have to be part of the equation,” said Davis, acknowledging past abuses by some officers. “Anyone who saw the video of the George Floyd murder knows it was appalling, not acceptable, and should never happen again. But there are some common-sense reforms that I think most law enforcement agree with.”

He called for a balanced approach. “The police have to behave in a respectful way, treat people with dignity, in a way that commands respect.”

Wilson echoed the sentiment. “It’s called community policing. And it makes great sense, as does treating people respectfully when you stop them as a police officer.”

In his view, however, effective law enforcement is too often undermined by a lenient criminal justice system, especially regarding violent crime.

“I think I was the first governor in the country to sign — what was also subsequently in the same year, an initiative measure — that was called three strikes. And what it did was to focus on recidivism, on the people who were career violent criminals. … It’s not fair to play with people’s lives by letting people out on the street who are known violent criminals.”

Davis countered by pointing to a shortcoming of taking a hard-line approach to crime — overcrowded prisons that tend to perpetuate societal and racial inequities. Incarceration without rehabilitation doesn’t work either.

“Getting people to transition from prison back to productive life requires an extraordinary amount of help,” he said.

Perhaps no public policy issue better represents the divide between the haves and have-nots in California than the housing crisis. At a time when many homeowners are sitting on a fortune in housing equity, millions of people in the state struggle to pay rent. Some end up homeless.

“The California legislature has to get serious about making housing more affordable,” Davis said.

He pointed to legislation pending in Sacramento that would allocate $25 billion to an agency that could help potential homebuyers with a down payment and closing costs. Another effort in the private sector is offering 10% of a home’s down payment in exchange for 25% of the homeowner’s future equity.

“I’m not saying it’s perfect, but that’s on the right track,” Davis said.

Wilson pointed to the California Environmental Quality Act, known as CEQA, passed in 1970 and signed by then-governor Ronald Reagan, as a major hurdle to building more affordable housing in the state.

“The best single thing that could happen is for CEQA to be reformed because that has held up the construction of homes,” said Wilson, who decried the long wait that developers often face to clear the environmental protection review process. “It has hugely added to the delay in providing housing. And that has cost a fortune in terms of the ultimate buyer.”

But the legislation still has value, Newton said. “It is protective of the environment. No?”

Davis jumped into the discussion.

“Look, the original idea was: If Caltrans was building a freeway, the public should comment on it, and it should be thoroughly debated before it occurs,” he said.

Today, circumstances have changed, and the focus has turned to building homes for the state’s large population. Environmental reviews and public hearings about land use take time, but there are ways to shorten the process.

“The good news is we are making some progress,” Davis said. “When it comes to the homeless — anything for the building of shelter for the homeless and for all the services attended to in mental health and social services — all those buildings should be exempt [from CEQA].”

Newton also asked the governors to weigh in on another hot button topic, giving some of the state’s budget surplus back to Californians.

“Absolutely. I mean, gas prices are near a record high,” Davis said.

“Well, I think that it’s not bad, but it’s like dipping into [the country’s] petroleum reserve, it’s not the answer,” Wilson said.

Newton pressed forward, seeking to clarify that both former governors think the current governor, Gavin Newsom, should send a portion of the California surplus back to the state’s residents.

“We have a big surplus. It should be used for one-time expenditures like this,” Davis said.

“If it’s a one-time, modest solution, that will help,” Wilson said.

“You do agree,” Newton said, smiling. “I was surprised.”

Soon after, Newton thanked the former elected officials for their years of government service and their willingness to participate in a public discussion of political issues seen from their different vantage points.

“We all will disagree on things,” Newton said to the in-person audience and those watching online. “I think it’s too commonplace these days to assume that disagreement is [just cause] to be enemies. And it’s heartening to have the both of you here to show otherwise.”

Watch a recording of the session:

See additional photos from both April 22 sessions on Flickr:

Luskin Summit 2022 Closing Sessions

Mayoral Roundtable Highlights Launch of Luskin Summit 2022 With a theme of “Research in Action,” the fourth annual series resumes with five webinars spotlighting UCLA’s role in understanding and solving issues of current public concern 

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By Les Dunseith

A roundtable discussion about the upcoming election of a new mayor in Los Angeles and four other sessions focusing on timely policy issues made up the agenda when the UCLA Luskin School of Public Affairs launched its fourth annual Luskin Summit.

Of the 10 currently declared mayoral candidates, U.S. Rep. Karen Bass has the advantage of name recognition and national political experience, panelists agreed. But City Councilman Kevin de León was also cited as a favorite of many voters based on his prior experience in Sacramento and name recognition from an unsuccessful 2018 bid for U.S. Senate. 

The panelists included Steve Soboroff and Wendy Greuel, former mayoral candidates themselves. 

Soboroff, who ran for mayor in 2001 in a race won by James K. Hahn, said, “At this point, I think it’s Karen, plus one. And everybody else is trying to be that one.”

He cited Bass’ experience as an elected official at both the state and national levels. “A lot has to do with bringing resources from D.C. and from Sacramento to Los Angeles. And she has the best chance of bringing resources that the others can’t.”

Greuel, who ran for mayor in 2013 in a race won by Eric Garcetti, sees this year’s mayoral election as very close, with even greater uncertainty because of COVID-19 and its ever-evolving impact on society and public opinion. 

“Normally, if you were ahead [in polls] five months out, you’re good, you know, and it’s not going to change,” Greuel said about speculating on a political candidate’s prospects for victory. “Now, it changes on a weekly basis.”

Like the mayor’s race, the Luskin Summit was impacted by COVID-19, with the launch event taking place on a remote platform after having been originally planned as an in-person conference. This year’s theme is “Research in Action,” and the sessions include recent research from the Luskin School that relates to current policy issues. The Summit series will continue through April.

The other sessions on Jan. 19 were moderated by faculty members at UCLA Luskin whose areas of expertise include housing policy, climate change, transportation, and class and racial inequality. Recordings of all five sessions are available online.

Author and UCLA Luskin faculty member Jim Newton, the editor of UCLA Blueprint magazine, led the questioning during the mayoral panel. The panelists were Soboroff, Greuel, longtime officeholder and current UCLA faculty member Zev Yaroslavsky and Antonia Hernandez, the president and CEO of the California Community Foundation.

They agreed that homelessness is likely to remain a dominant issue as the mayoral candidates vie for voter attention and approval prior to the June 7 primary and a likely Nov. 8 runoff election.

“I think in every public opinion survey that’s been done in town for candidates … homelessness is No. 1 and nothing else comes close,” Yaroslavsky said. “But it’s more than just homelessness. From my point of view, many people just feel that the wheels are coming off the city and it’s just not working.”

Hernandez said voters are eager for leadership and trustworthiness. 

“They want to have a sense of the person —  not the political person but the real person. You’re electing a whole package, a whole human being,” she said. “I think the public is really tired of platitudes, you know: ‘I’m going to solve homelessness in the first year.’ Well, it took us 40 years to get to where we are.”

Yaroslavsky said candidates also must navigate sometimes unrealistic voter expectations. 

“It’s better to underpromise and overdeliver,” he said. “You’ve got to be honest with the people. One of the lessons I learned in 40 years in politics is that the electorate has a very sensitive BS-sniffing meter. They know when they’re being conned.”

Hernandez expressed similar thoughts:  “If it’s not honest, it’s not realistic, then the platitudes aren’t going to get you any votes,” she said.

Homelessness was also the focus of the Luskin Summit session led by Ananya Roy, a professor of urban planning, social welfare and geography who is director of the UCLA Luskin Institute on Inequality and Democracy.

In opening remarks, Miguel Santana of the Weingart Foundation set the stage for a discussion about expanding housing security for L.A.’s unhoused population without losing sight of each individual’s right to self-determination. 

“The thing that’s been missing at the heart of homeless service solutions are the actual voices of the people who have been impacted,” said UCLA alumna Ashley Bennett, a founding member of the community organization Ground Game LA. 

Joining Roy and Bennett was Gary Blasi, a UCLA professor emeritus of law whose scholarship has shed light on the plight of renters in California. 

“Homelessness begins with eviction,” he said. “These are not two separate things, they’re tightly linked.”   

A third session taking place during the Summit launch event focused on another issue of huge current public concern: climate change. The session zeroed in on the dangers of rising heat.

Climate change has increased the frequency and lethality of wildfires, floods and hurricanes, said moderator Kirsten Schwarz, associate professor of urban planning. “This session will explore design and policy interventions that can create more livable and resilient cities, specifically focusing on interventions aimed at protecting the most vulnerable populations,” she said.

Among the panelists was Kelly Turner, assistant professor of urban planning and the interim co-director of the Luskin Center for Innovation at UCLA. She spoke about possible mitigation strategies and the importance of partnering with communities that are most vulnerable to extreme heat.

“The burden of heat is incredibly inequitable,” Turner said. “We learn more from talking to the community members about all the pernicious ways heat can impact people and their daily lives. Involving these community groups is going to be essential to any solution.”

Other panelists were Veronica Padilla-Campos MURP ’06, executive director of the nonprofit Pacoima Beautiful; Kristen Torres Pawling MURP ’12, sustainability program director at the Los Angeles County Chief Sustainability Office, and Helen Dowling, data manager for the Public Health Alliance of Southern California. 

The Luskin School of Public Affairs is well-known for its research on transportation issues, and Adam Millard-Ball, associate professor of urban planning, moderated a session that included new research on the widespread impact of Uber, Lyft and other ride-hailing companies on a community’s economic, environmental and equity goals.

 “How can ride-hailing best serve the public interest?” he asked. “Certainly, on the positive side, ride-hailing is an important mobility option, particularly for people who don’t have a car or perhaps people who can’t drive. But at the same time Uber and Lyft mean more traffic and more local air pollution.”

About a fifth of drivers simply drive around, burning more gasoline and creating more congestion and pollution, according to Millard-Ball and fellow presenter Joe Castiglione, deputy director for technology, data and analysis at the San Francisco County Transportation Authority. 

Also participating in this panel was Saba Waheed, research director at the UCLA Labor Center, who noted that gig workers have few employment protections.

The fifth panel discussion of the Summit launch event focused on the impacts of the COVID-19 pandemic on systemic class and racial inequality.

Paul Ong, research professor and director of the Center for Neighborhood Knowledge at UCLA Luskin, was joined by Silvia González, a former colleague at CNK who now works with the UCLA Latino Policy and Politics Initiative; Karen Umemoto, a professor of urban planning and director of the UCLA Asian American Studies Center; and Vickie Mays, a professor of psychology and health services at UCLA.

“Clearly we all understand the last two years has transformed the way we live, work and socialize,” Ong said. “The pandemic has been a once-in-a-century public health crisis, but beyond that, it’s also a pandemic that has generated dramatic economic disruption.”

He noted that racial disruption has been another byproduct, including a rise in hate crimes directed at Asians and health disparities experienced by other races.

The panelists also discussed the so-called digital divide and how unequal access to high-speed internet connections have impacted education, social and racial relationships during the pandemic. 

“I think one of the things that we don’t really know exactly the impact of yet is the impact on children for those who don’t have internet access,” Umemoto said.  

Leading the city toward solutions to such issues is an expectation of the Los Angeles mayor. Among voters’ biggest concerns is rising crime and how the LAPD should approach it. Los Angeles is among the cities increasingly turning to community policing tactics. 

“It’s preventative policing. It’s getting involved with the communities. It’s having a hundred different programs to keep kids from submitting to gangs and submitting to the influences that make them break laws,” said Soboroff, a longtime member of L.A.’s Board of Police Commissioners. “A candidate needs to understand that.”

Yaroslavsky, whose legacy as an officeholder includes police reform, is interested in seeing how the mayoral candidates talk about crime. 

“How will the candidates frame it? Are you going to land on one end or the other?” he asked. “I’ve always maintained that good community and police relations, and public safety, are not mutually exclusive.”

The choice of mayor is important, the panelists said, even though the mayor of Los Angeles has limited authority to enact unilateral change.

“In Los Angeles, we have 21 people — 15 council members, one mayor and five supervisors — that control everything,” Soboroff said. “The issue is not about taking power; it’s about giving up power … so something can get done.” 

Hernandez said candidates like Bass, de León, City Attorney Mike Feuer and City Councilman Joe Buscaino all have solid records as public servants. 

“They are good, decent people. They have served in different positions in government, and … you know that they care deeply about the place,” she said. “So, the real issue is how are they going to bring us together and make us believe that government can work for the people.”

Greuel, whose deep public service experience includes being the current chair of the Board of Advisors at UCLA Luskin, said winning the San Fernando Valley remains pivotal to the mayor’s race. Yaroslavsky agreed, but noted that changing demographics in the Valley, and throughout Los Angeles, mean that strategies that won past elections may not hold true anymore.

“It’s a much more complicated electorate now,” he said. 

The Luskin Summit is scheduled to resume Feb. 15 with a session focusing on voter suppression attempts. Sessions to follow will look at policy issues from a global perspective. Details about the Luskin Summit series can be found online, and interested parties may register at this link. 

Luskin Summit 2022 will close April 22 with a two-session event focusing on the Quality of Life Index, a project under the direction of Yaroslavsky in his role with the Los Angeles Initiative at UCLA, and a roundtable discussion about the importance of governors in California moderated by Newton. It will be presented both virtually and in-person on the UCLA campus if COVID-19 protocols allow. 

This year’s Luskin Summit sponsors are the Weingart Foundation, the Wasserman Foundation, the David Bohnett Foundation, the California Wellness Foundation and the Los Angeles Rams. The media partner is ABC7 in Los Angeles.

Stan Paul and Mary Braswell also contributed to this story.

Changing the Unhoused Narrative, One Story at a Time L.A.-based educator and podcast host is chosen as Activist-in-Residence by the UCLA Luskin Institute on Inequality and Democracy

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By Stan Paul

Theo Henderson, the founder of the “We the Unhoused” podcast and himself a person who has experienced homelessness for several years in Los Angeles, has been raising awareness of the unhoused for the last two years on his podcast. For the next few months, he’ll lend his experiences to UCLA as Activist-in-Residence at the Luskin Institute on Inequality and Democracy.

Ananya Roy, director of the institute, said that through his work, Henderson has already had a significant impact on the public’s understanding of homelessness in Los Angeles.

“Rooted in his own experience of becoming unhoused, his podcast is a decisive intervention in how we understand housing insecurity and housing solutions,” said Roy, also a professor of urban planning, social welfare and geography. “Mr. Henderson constantly draws our attention to the structural causes of poverty, including racism, and reminds us of the social and policy shifts needed to address such issues.”

Now in its fifth year, the program based at the UCLA Luskin School of Public Affairs brings artists, activists and public intellectuals to campus in an effort to further academic understanding of social justice issues such as housing. “[Henderson] joins an illustrious set of previous Activists-in-Residence and was selected for this appointment from among an exceptionally strong pool of applicants,” Roy said.

Henderson said his podcast was small but effective in its early stages — and, literally, a grassroots effort.

“I created ‘We the Unhoused’ living out in the park, and I wanted to uplift the stories of unhoused people in a larger setting,” said Henderson, who has been recording his podcast interviews and commentary on his cellphone. “Many of the institutions of higher learning are not really plugged into that kind of conversation from the lived experience experts.”

Originally from Chicago, Henderson, 48, is college-educated and had a job as a schoolteacher in Los Angeles at the time of the Great Recession. A medical crisis and loss of his job were followed by eviction and search for stable shelter. He ended up unhoused and living in a park.

Henderson, who has spoken to classes and in other academic settings, including several times at UCLA, says one of the central “civil rights issues of our time is houselessness.”

A major problem with the narrative around housing issues is that it has been — and remains — guided by people who are housed, Henderson said.

“It is erasing unhoused people from view. That experience motivated me to tell my story on my own terms and give voice to the voiceless,” he said.

“I emphasize different things that are really important or because of what I’ve seen with mainstream news,” Henderson said. An example would be a crime story that involves an unhoused person, whether a victim or otherwise, in which “housing status became a little large in the headlines.”

He wanted to push back. So, Henderson launched his podcast, just prior to the pandemic.  COVID-19 has exacerbated the problem and made it more difficult for the unhoused, he said.

“I made it a point to make different podcasts about experiences of the unhoused during COVID because people forget that, when shelter-in-place happened, the world literally stopped,” he said. “It’s a real situation. I think the world needed to know. But COVID happened … you forget about the unhoused; they have to survive as well.”

At UCLA, Henderson said he hopes to utilize the academic setting and his residency to open the door to more active, mobile research methods and see how theories play out in real-world scenarios.

Henderson is also looking to impart knowledge that can be applied to settings that he might not otherwise be able to access, including business, politics and higher learning. He also plans to engage with students through workshops and class discussions, as well as participating in community events and visiting sites both on and off the campus.

In his application for the residency, Henderson wrote, “Students have the power to make change, but they need to be armed with the necessary knowledge to do so. In order to make an impact, future leaders need to build connections with people dealing with the realities of houselessness.”

“Mr. Henderson is a lifelong educator. He has not allowed the condition of becoming unhoused to end his teaching. Instead, he has created new pedagogies that reflect the condition of being unhoused,” Roy said. “I anticipate that he will be a terrific educator for UCLA Luskin faculty and students.”

It’s an honor to be chosen as the next Activist-in-Residence and to return to the UCLA campus, Henderson said. “I’ve been there so much. I used to joke, ‘I might as well have a spot here.’ ”

Report Focuses on Deaths of Unhoused People During Pandemic Luskin Institute on Inequality and Democracy analysis delves into coroner’s data between March 2020 and July 2021

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By Les Dunseith

A newly released report from the UCLA Luskin Institute on Inequality and Democracy examines coroner’s data to provide a detailed profile of people in Los Angeles County who may have been unhoused when they died during the worst months of the COVID-19 pandemic. 

The report looks at publicly available data from the Los Angeles County Examiner-Coroner’s website and filters it based on locations of death closely affiliated with unhoused status. Researchers identified 1,493 persons who may have been unhoused when they passed away on Los Angeles County’s streets or in outdoor spaces between March 2020 and July 2021. 

Researchers looked separately at the 418 deaths that occurred in L.A. County hotel or motel rooms during the same time period. The report argues that these deaths should also be examined because such locations served as a primary site of residency for the unhoused amid the pandemic as part of the state’s COVID-19 response targeting the homeless population, known as Project Roomkey, or because these persons were likely experiencing dire housing precarity and relied on hotel and motel rooms as housing of last resort.

Nearly half of those who died in hotel/motel locations were white and almost 30% were women. Roughly 3 in 5 of the deaths were attributed by the coroner to drug or alcohol overdose.

At a time when public concern about overdoses is growing, the report calls for a deeper understanding, viewing such deaths “not as individual acts of overdose but rather as a collective condition of suffering caused by displacement.” The report also includes profiles of two unhoused community members who died during this time, Tony Goodwin and Salvy Chic. 

Institute Director Ananya Roy, professor of urban planning, social welfare and geography, wrote in the report: “We have felt the imperative to present this analysis of coroner’s data because it provides an understanding of key patterns and trends that are of direct relevance to the struggle for justice and freedom in Los Angeles.” 

Other key findings include: 

  • Over 35% of the deaths were at locations designated as sidewalks.
  • The average age at the time of death was 47.
  • The coroner attributed nearly half to an accidental manner of death, with less than one-fifth attributed to natural causes. Among the accidental deaths, almost 40% were attributed by the coroner to drug or alcohol overdose. 

Chloe Rosenstock, a UCLA undergraduate student and Street Watch LA organizer, was a co-author of the report, which is titled, “We Do Not Forget: Stolen Lives of L.A.’s Unhoused Residents During the COVID-19 Pandemic.” It was prepared in cooperation with the After Echo Park Lake research collective led by Roy, with guidance from Unhoused Tenants Against Carceral Housing (UTACH) and organizers in Street Watch LA and Ground Game LA.

Nearly Half of L.A. Tenants Owe Back Rent Lewis Center-USC survey shows many renters missing out on government assistance

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By Les Dunseith

In a new survey of Los Angeles County renters, 49% of households reported that they were unable to pay all of their rent during the pandemic.

The study, by researchers from UCLA and the University of Southern California, found the median amount renters owe their landlords is $2,800. That suggests that countywide, tenants owe landlords upwards of $3 billion.

The findings are from one of a pair of surveys of 1,000 renters each — one conducted in July 2020, which focused on renters’ ability to pay rent in the short term, and another in March 2021, asking about their ability to pay over the entirety of the pandemic.

The preliminary results show that in both surveys, about 7% of renters missed a full rent payment in at least one of the three months before the study was conducted. But by the time the second survey was conducted, the share of renters paying less than the full amount to a landlord at least once during the crisis had almost doubled to 31%, up from 17% in July 2020.

The study was co-authored by Michael Manville, Paavo Monkkonen and Michael Lens, associate professors at the UCLA Luskin School of Public Affairs; and Richard Green, director of the USC Lusk Center for Real Estate.

A slight majority of respondents reported paying their rent on time and in full, and many of those who owe rent said they were behind by less than a month. But other renters are emerging from the COVID-19 emergency in a financial hole they will struggle to climb out of on their own, the authors write in a research brief published today.

Of particular concern is evidence from the surveys that renters’ debt rose sharply as the COVID-19 crisis dragged on. Only about 6% of Los Angeles tenants reported using a credit card to pay their rent prior to the pandemic. That figure rose to 19% of respondents in the early days of the emergency, and to 44% in the latest survey. Also in the 2021 survey, 49% said they turned to friends and family to help them pay rent, 58% dipped into their savings and another 37% reported taking out an emergency or payday loan.

The overall share of renters taking on debt reached 45% in the second survey, up from 32% in the first.

Other findings include:

  • Just over 15% of tenants who were behind on their rent payments in 2020 had been threatened with eviction; that figure increased to 25% in the 2021 survey. Although an eviction moratorium is still in effect in Los Angeles County, tenants can still be threatened with evictions or have evictions initiated against them; a court won’t act until the moratorium ends.
  • Similarly, 6% reported in 2020 that an eviction had been initiated against them. In 2021, that percentage tripled to 18%.
  • In the 2021 survey, about 68% of all respondents said they had received federal aid during the pandemic, and about 15% reported getting local aid.
California’s eviction moratorium will remain in place through at least September, and the brief notes that the state has committed to helping renters pay the back rent they owe. Through existing rental assistance programs, which generally require that both landlords and tenants agree to participate, the state or city pays landlords on behalf of tenants who qualify for assistance.

The problem? The data show that many tenants owe money to people or institutions other than their landlords, and the researchers write that many may be in that position precisely because they were deeply concerned about their housing security.

The report suggests a solution often advocated by economists as the best way to help people facing financial trouble: Just give people money. Distributing cash to tenants who are financially distressed would allow them to pay back whomever is owed the money — a landlord, another creditor or a family member.

“Programs where the government pays a landlord are sometimes justified as ways to prevent fraud or misuse,” Manville said. “And we should certainly be concerned about fraud. But we need to weigh those concerns against the possibility that an overly cautious program will deny needed assistance to some people who are in real financial trouble.”

To allay concerns about fraudulent claims — which in most government redistribution programs are very rare — the authors suggest ways the state could ask for evidence of debt, lost work or income.

The 2021 survey was funded and produced by the UCLA Lewis Center for Regional Policy Studies in partnership with the USC Lusk Center for Real Estate, the UCLA Luskin School of Public Affairs and the Committee for Greater LA.

ITS, Lewis Center Win Research Awards to Help Shape California’s Future UCLA Luskin-based centers join an ambitious initiative aimed at forging strategies for the state's long-term success

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Two centers housed at UCLA Luskin have received research awards from California 100, an ambitious statewide initiative to envision and shape the long-term success of the state.

The Lewis Center for Regional Policy Studies will evaluate current facts, origins and future trends in housing and community development, while the UCLA Institute of Transportation Studies will look into transportation and urban planning. In total, researchers from four UCLA organizations will spearhead three of the 13 California 100 research areas.

The Lewis Center will summarize California’s housing market and outline a vision for how policy changes could lead to a brighter future for the state’s residents, with a particular focus on increased equity and housing production. Working alongside cityLAB UCLA and the Terner Center for Housing Innovation at UC Berkeley, the Lewis Center team will also create a visualization of this future through creative techniques of diagramming, drawing and rendering to help readers picture the possibilities for California’s communities.

UCLA ITS will delve into transportation policy contradictions: California has invested substantially in public transit, while other public policies encourage driving and work against transit. As the state looks to meet its climate and equity goals, transportation systems — and the land use context surrounding them — will play a key role.

Research for both projects is slated to begin over the summer and be complete by December 2021, and will lead to a set of policy alternatives for the future of California. The policy alternatives will be developed in conjunction with research teams from the other California 100 issue areas.

The California 100 Commission is a multi-generational advisory body that will develop recommendations for the state’s future and test those recommendations across a broad set of policy areas by directly engaging Californians.

“From climate change to aging populations and rapid changes in industry, California will face enormous challenges in the years ahead,” said Kathrick Ramakrishnan, California 100 executive director. “We are fortunate to be able to draw on the deep talent of researchers in California to produce evidence and recommendations that will inform robust public engagement and set the state on a strong, long-term trajectory for success.”

About the California 100 Research Grants

California 100 is a new statewide initiative being incubated at the University of California and Stanford University focused on inspiring a vision and strategy for California’s next century that is innovative, sustainable and equitable. The initiative will harness the talent of a diverse array of leaders through research, policy innovation, advanced technology and stakeholder engagement. As part of its research stream of work, California 100 is sponsoring 13 research projects focused on the following issue areas:

  • Advanced technology and basic research
  • Arts, culture and entertainment
  • Education and workforce, from cradle to career and retirement
  • Economic mobility and inequality
  • Energy, environment and natural resources
  • Federalism and foreign policy
  • Fiscal reform
  • Governance, media and civil society
  • Health and wellness
  • Housing and community development
  • Immigrant integration
  • Public safety and criminal justice reform
  • Transportation and urban planning

Narrower Streets in New Developments Could Help Amid Housing Crisis New research by Adam Millard-Ball of UCLA Urban Planning considers the schools, parks and other infrastructure that go unbuilt because Americans prefer wide streets

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By Clark Merrefield
The Journalist’s Resource

With cities and suburbs across the United States facing well-documented affordable housing shortages, researchers for years have studied how government planning standards affect housing costs.

Those studies often examine how planning and zoning decisions affect traffic noise, whether neighborhood amenities can be reached by foot and other factors that can make a home more or less valuable.

A new paper expands this body of research by considering the housing, schools, parks and other infrastructure that go unbuilt in favor of wide streets.

The U.S. has some of the widest streets in the world. In 20 of the most populous counties, the median residential street plus sidewalks is 50 feet wide, with the dollar value of land used for streets sometimes stretching into six figures, according to the research in the Journal of the American Planning Association.

Wide streets
A narrow street in Shibuya City, Tokyo. Photo by Tim Foster / Unsplash

Wide streets are less common in some other countries. Certain streets in Japan, for example, are much narrower. Developments in Tokyo since 1990 have average street widths of 16 feet, noted Adam Millard-Ball, an associate professor of urban planning at the UCLA Luskin School of Public Affairs and author of the new paper.

“One of the best ways to alleviate the housing crisis is to build more housing,” he said. “To the extent that narrower streets allow developers to build more housing, that will address the No. 1 issue with housing right now.”

The median residential street in Arizona’s Maricopa County, which includes Phoenix, is 50 feet wide, according to Millard-Ball’s sample of counties.

The median width of a residential street in Middlesex County, Massachusetts, which includes Cambridge, is 40 feet — the narrowest of the group.

The widest streets in the sample are in Cook County, Illinois, which includes Chicago. There, the median residential street is nearly 65 feet wide.

The 50-foot standard

For urban planners, a street is called a right of way. The paved section is the roadway.

A right of way includes the roadway as well as sidewalks, if any, along with space for drainage, utility poles and other public infrastructure. It’s the land usually owned by a city or county that the public has the right to use and make its way through by car, bicycle, foot or other mode. Neighbors waving hello across the sidewalk’s edge of their properties are waving across the right of way.

The median 50-foot right of way Millard-Ball documents stems from nearly a century of history in U.S. planning. After the home mortgage system collapsed during the Great Depression, the federal government stepped in and established the Federal Housing Administration in 1934.

The agency’s mortgage insurance and financial assistance for homebuyers represented “the most ambitious suburbanization plan in United States history,” wrote Michael Southworth and Eran Ben-Joseph in a 1995 Journal of the American Planning Association article that reviews the historical rise of U.S. suburbs.

To protect the government’s unprecedented investment in home ownership, mostly for white Americans, developers had to have detailed plans approved by the agency. The agency encouraged cul-de-sacs for new developments and favored plans that discouraged through traffic.

“Moreover, the FHA, unlike other planning agencies, was largely run by representatives of real estate and banking, so developers felt that its intervention protected their interests,” Southworth and Ben-Joseph wrote.

If developers wanted to build homes that would benefit from federal financial backing, rights of way had to be at least 50 feet wide, Millard-Ball explained in his new paper, “The Width and Value of Residential Streets.”

Six-figure values

To understand the value of land used for streets, Millard-Ball drew on research from the Federal Housing Finance Agency that estimates the value of quarter-acre lots zoned for single-family homes across the country. The value of the land used for streets can be substantial in places where low population density and high housing costs converge.

Santa Clara County, California, which includes San Jose, has the most valuable streets in the sample at $146,000 per tax parcel. That’s roughly 40% of the median price of an existing single-family home sold in the U.S. in April 2021, according to data from the National Association of Realtors.

“One of the best ways to alleviate the housing crisis is to build more housing. To the extent that narrower streets allow developers to build more housing, that will address the No. 1 issue with housing right now.”

— Adam Millard-Ball, UCLA Luskin

New York City, by contrast, has high housing costs but also high density — large apartment buildings are common. Tens of thousands of people live within each square mile. The land beneath streets in Queens, for example, is worth $36,000 per parcel.

At the other end of the value spectrum, streets are worth $7,000 per parcel in Bexar County, Texas, which includes San Antonio. But land values and street widths can vary greatly within counties.

Terra Vista, a small street in a subdivision 25 miles north of San Antonio, is 52 feet wide and has a land value of $43,288 per parcel. All the land under residential streets in Millard-Ball’s 20 counties is worth nearly $1 trillion in total.

Millard-Ball noted that street land value estimates per parcel are likely low for high-cost, dense cities, which often zone for multifamily buildings over single-family homes.

For example, an Italian specialty food store in the Mission District of San Francisco sold its parking lot for $3 million in 2018 — roughly $36 million per acre, by Millard-Ball’s calculation — to make way for a five-story, 18-unit building, according to the news site Mission Local.

Click to explore the value of land used for streets in 20 of the largest U.S. counties.

Most U.S. counties regulate how and where new housing and business developments are built, according to the National Association of Counties, a nonprofit organization that represents U.S. county governments.

Many large cities do the same.

It would be overly costly for cities and counties to change the width of existing streets, particularly with local governments facing budget shortfalls during the pandemic.

Still, the estimates in the new paper can be instructive for planning officials in places like Bexar, one of the fastest growing counties in the U.S., as they permit developments to accommodate new and current residents.

“The values are an indication that cities should be making it easier to use streets for something other than roadways and parking,” Millard-Ball said. “A good analogy is that during COVID, one use of streets has been for outdoor dining. It’s recognition that this land is more valuable to the community if we can use it for people to get together and eat in a safer environment outdoors, than as a parking space or travel lane for cars.”

He continued: “The point is that desolate asphalt is doing nobody any good — not the city, not property owners, not anyone. Cities are often keen to widen the right of way with new developments. Say you want to develop a new apartment building. Often, the city will say, ‘Sure, but you have to give up some land so we can add a turn lane, or widen the sidewalk.’ If cities can widen the right of way, why can’t they narrow it in exchange for improvements that will benefit the public?”

Indeed, when a new residential building goes up, cities commonly require developers to widen streets, according to a 2017 paper in the Journal of Transport and Land Use by Michael Manville, another UCLA Luskin urban planner.

In the paper, Manville looked at how the requirement played out in Los Angeles from 2002 to 2012. He found the city’s predictions of increased traffic with the arrival of new buildings were often wrong, and “the standards the law is based on are in some ways unverifiable. Thus the law likely does little to reduce congestion and probably impedes housing development.”

Flexible design

City and county planning standards vary and change, but the federal 50-foot standard still often dominates residential street design. Still, it’s not always true that counties with more land to expand, like those in Texas, have wider streets. Dallas County, for example, specifies that new residential streets in subdivisions be at least 50 feet wide. The median width of residential streets there is exactly 50 feet, Millard-Ball finds.

Surveyor's chain
A surveyor’s chain owned by John Johnson, appointed Surveyor General of Vermont in 1813. Photo by John Johnson Allen / National Museum of American History

Residential streets in Chicago, meanwhile, are typically 66 feet wide, according to city design standards. That roughly matches the length of the typical surveyor’s chain as the city grew throughout the 1800s and early 1900s. The surveyor’s chain was a tool made up of interlocking metal bars that land surveyors used to measure and mark the shapes of streets to be built.

Uniformity in street design made sense as the nation was expanding and infrastructure technologies were less advanced. But the takeaway for Millard-Ball is that maintaining rigidity in street design means fewer amenities and, potentially, less housing.

He wonders, for example, whether more streets could be built with parking cutouts only where there are no private driveways — providing a unique residential landscape alongside opportunities to use more of the built environment for activities other than driving.

“That would make construction drawings more complex,” Millard-Ball said. “The tradeoff is visual interest — and saving a lot of valuable land.”

The prospect of narrower streets raises the question of whether emergency vehicles would be able to pass, though some planners, and at least one report from the U.S. Department of Transportation, suggest smaller emergency vehicles could be an answer.

This article first appeared on The Journalist’s Resource and is republished here with slight revisions for local style under a Creative Commons license.

Decarbonizing California Transportation by 2045 Report to state outlines policy pathways to meet the zero-carbon time crunch

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Transportation is the largest source of greenhouse gas emissions in California. In order to achieve the state’s goals of carbon neutrality by 2045 and avoid the worst impacts of climate change, decarbonizing this sector is essential. But such a transition is unlikely to occur rapidly without key policy intervention, according to a new study that included research from the UCLA Luskin Center for Innovation.

A team of transportation and policy experts from the University of California released a report April 21 to the California Environmental Protection Agency (CalEPA) outlining policy options to significantly reduce transportation-related fossil fuel demand and emissions. Those policy options, when combined, could lead to a zero-carbon transportation system by 2045, while also improving equity, health and the economy. A second study, led by UC Santa Barbara, identifying strategies to reduce in-state petroleum production in parallel with reductions in demand, was released simultaneously.

The state funded the two studies through the 2019 Budget Act. The studies are designed to identify paths to slash transportation-related fossil fuel demand and emissions while also managing a strategic, responsible decline in transportation-related fossil fuel supply.

The University of California demand study was conducted by researchers from the UC Institute of Transportation Studies, a network with branches at UC Davis, UC Berkeley, UC Irvine, and UCLA. The UC Davis Policy Institute for Energy, Environment, and the Economy coordinated the report’s policy management, and the UC Davis Center for Regional Change led the study’s equity and environmental justice research.

Bringing about a zero-carbon transportation future will be challenging but not impossible, the report states. Doing so requires urgent actions and a long-term perspective. Importantly, a major upfront investment in clean transportation through incentives and new charging and hydrogen infrastructure will soon pay off in net economic savings to the California economy, with net savings in the next decade growing to tens of billions of dollars per year by 2045.

The report recommends flexible policy approaches that can be adjusted over time as technologies evolve and more knowledge is gained.

“This report is the first to comprehensively evaluate a path to a carbon neutral transportation system for California by 2045,” said Dan Sperling, director of the UC Davis Institute of Transportation Studies. “We find that such pathways are possible but will rely on extensive changes to existing policies as well as introduction of some new policies. The study also prioritizes equity, health and workforce impacts of the transition to zero-carbon transportation.”

Researchers from the UCLA Luskin Center for Innovation led the study’s workforce analysis. Achieving carbon neutrality in California’s transportation sector could create over 7.3 million job-years of employment over the next 25 years, according to the researchers. These jobs would result from “greening” many existing occupations and creating new occupations.

“This presents the state with a golden opportunity to create not only new, high-quality jobs, but also ensure that many existing industries and occupations transition to better practices,” said J.R. DeShazo, director of the Luskin Center for Innovation and professor of public policy.

KEY POLICY STRATEGIES

 Zero emission vehicles: Many of the report’s policy options are centered on a rapid transition to zero-emission vehicles (ZEVs), which is expected to dramatically reduce greenhouse gas emissions and improve local air pollution as the state’s electric grid is also decarbonized.

Light-duty and heavy-duty vehicles are responsible for 70% and 20% of the state’s transportation emissions, respectively. The report suggests a combination of enhanced mandates, incentives, and public charging and hydrogen infrastructure investments to speed the adoption of ZEVs. For medium and heavy-duty vehicles, key policy priorities include increasing the availability of charging stations for long-haul freights, electricity pricing reform to make depot charging more affordable, and priority lanes and curb access for zero-emission trucks, among other possibilities.

Vehicle miles traveled: Even with widespread ZEV use, reducing overall vehicle miles traveled is necessary to reduce traffic congestion and emissions from vehicle manufacturing, and to enhance quality-of-life and land-use benefits related to traffic. The report suggests policies that encourage active, shared and micromobility transportation, telecommuting, and land-use changes that reduce people’s reliance on automobiles and enhance community connectivity.

Fuels: About 86% of transportation fuel is petroleum. Shifting toward low-carbon clean energy requires major investments in electricity and hydrogen. Low-carbon liquid fuels compatible with internal combustion engines will be needed to reduce emissions while the transition to ZEVs progresses, as well as in some specialized applications, like aviation. California can support the needed investments in clean fuels with mandated blending levels, new incentives and credits to stimulate investment in very low-carbon liquid fuels for aviation, shipping and legacy combustion engine vehicles.

Getting to zero: Some residual emissions remain in every scenario examined. The report states that at least 4 million to 5 million metric tons per year of negative emissions capacity (equal to 2.5% of current transportation emissions) is needed by 2045 to counteract those residual emissions. These could come from carbon capture and sequestration projects that pull carbon from the air to store it underground, as well as so-called sequestration by natural or working lands.

BENEFITS

In addition to direct economic benefits beginning around 2030, the transportation decarbonization policies could also lead to health, equity and environmental justice, and workforce and labor benefits.

Health: Transportation is a major cause of local air pollution and contributes to climate change. Particulate matter harms lungs and hearts, while nitrogen oxide compounds contribute to ozone pollution and other health impacts. The report found that cleaner heavy-duty vehicles would significantly reduce pollution in many of the state’s most vulnerable communities. The health benefits of reducing local pollution will grow with the deployment of clean transportation technologies and could translate to more than $25 billion in savings in 2045.

Equity and environmental justice: Transportation in California carries a legacy of inequity and damage to disadvantaged communities. These communities often lack quality public transportation or viable transportation choices. Highways have been built with little consideration for displacement, and many communities of color have been divided by freeways, perpetuating historic segregation policies like redlining. The report identifies options that prioritize equity in transportation investments and policies.

For example:

  • Continue to support electric vehicle incentives targeted to lower-income buyers and underserved communities, including used vehicles.
  • Prioritize deploying electric heavy-duty vehicles in disadvantaged communities and magnet facilities such as commercial warehouses in those communities.
  • Support transit and zero-emission services and charging stations in disadvantaged communities. This can help reduce vehicle miles traveled and increase accessibility while avoiding displacement.
  • Avoid siting non-renewable fuel production facilities in disadvantaged communities, engage communities disproportionately affected by transportation sector emissions in decision-making concerning the siting of new infrastructure and investments associated with achieving carbon neutrality, and continue to carefully monitor and control local pollutants.

“We must confront the legacy of the lack of public and private investment where Black, indigenous and people of color live and work,” said Bernadette Austin, acting director of the UC Davis Center for Regional Change. “This report identifies ways to strategically invest in sustainable infrastructure while intentionally avoiding disruptive and damaging infrastructure in our most vulnerable and disadvantaged communities.”

Workforce: The transition to a carbon-neutral transportation system will disrupt jobs in some sectors while creating new jobs in others, like clean vehicle manufacturing and electric and hydrogen fueling infrastructure. The report suggests that California prioritize the needs of impacted workers. In addition, wherever ZEV-related industry expansion creates quality jobs, state policy should focus on creating broadly accessible career pathways.

Economy: The transition to ZEVs is expected to generate savings for consumers and the economy well before 2045. Within the next decade, the cost of owning and operating ZEVs is projected to drop below that of a conventional gasoline or diesel vehicle. That is because battery, fuel cell and hydrogen costs will continue to decline; electricity costs will be much less than petroleum fuel costs; and maintenance costs of ZEVs will be less. These savings can be invested elsewhere by households and businesses.

For further information about this report, contact Samuel Chiu or Kat Kerlin at UC Davis.

Serious Impacts of Coronavirus Felt Broadly Across Los Angeles County UCLA Luskin survey details effect of falling incomes, COVID-19 health issues and pandemic-related restrictions on Angelenos’ quality of life

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By Les Dunseith

Residents of Los Angeles County have been deeply affected by the COVID-19 crisis, with significant numbers citing the pandemic’s adverse impact on their finances, health and children’s education, according to UCLA’s sixth annual Quality of Life Index.

“A year ago we speculated about how resilient our region would be in the year to follow,” said Zev Yaroslavsky, director of the Los Angeles Initiative at the UCLA Luskin School of Public Affairs, who oversees the index. “We now know that Los Angeles County has demonstrated robust resilience, but a significant toll has been exacted on our residents by the tumultuous events. Many of our residents — especially younger ones — are anxious, angry and steadily losing hope about their future in Los Angeles.”

This year’s Quality of Life Index, or QLI, was based on interviews with 1,434 county residents over a 20-day period beginning on March 3, just as vaccinations were beginning to fuel optimism about a possible return to more normal life. Last year’s survey, conducted in the earliest stages of the pandemic, found high levels of anxiety about the possible impacts of COVID-19. Twelve months later, respondents said many of those fears had come to pass:

  • More than half of those surveyed (54%) reported that they or a close family member or friend had tested positive for the coronavirus.
  • Forty percent said their income went down because of the pandemic, with 22% saying it dropped “a lot” and 18% reporting “some” decline. Roughly 1 in 5 (18%) said they had lost their job at some point during the COVID-19 crisis.
  • Three-quarters of parents (76%) with school-age children felt their kids had been “substantially hurt, either academically or socially,” by pandemic-related distance learning and quarantine experiences.

In addition, nearly a fifth (17%) of all respondents reported that their income declined “a lot” in the past year and that they also suffered at least two specific negative impacts, such as a job loss, a wage or salary reduction, a decline in work hours or difficulty paying their rent or mortgage. This group was disproportionately composed of women under age 50, single people, renters, those without college degrees and those with household incomes of less than $60,000.

“These are among the most vulnerable individuals living in our county,” Yaroslavsky said.

The QLI, a joint project of the UCLA Luskin Los Angeles Initiative and The California Endowment with major funding provided by Meyer and Renee Luskin, asks a cross-section of Los Angeles County residents each year to rate their quality of life in nine categories and 40 subcategories. Full results of this year’s survey were made available April 19 as part of UCLA’s Luskin Summit, which is taking place virtually.

Mirroring last year’s result, this year’s overall quality-of-life rating held steady at 58 (on a scale of 10 to 100), which is slightly more positive than negative. But researchers noted that marked changes emerged among specific racial and ethnic groups, especially with younger residents.

Younger Angelenos: Sinking optimism, tempered by race

Reflecting a trend seen in recent QLI surveys, the county’s younger population — those between the ages of 18 and 49 — rated their quality of life lower than older residents, and the pandemic seems to have exacerbated that disparity.

“The varied manifestations of COVID-19,” Yaroslavsky said, “fell most heavily on the shoulders of younger county residents.”

In particular, researchers observed a growing belief by younger Angelenos that the cost of living in the region is threatening their ability to make ends meet, get ahead or gain some sort of financial security.Yet even among this demographic, the survey revealed a distinct divergence in views between Latinos and whites, the two largest racial/ethnic groups in the county. While they have faced demonstrably harder challenges in the region, Latino residents overall were more positive about their quality of life than whites — and this was particularly pronounced among younger residents.

“Repeatedly, younger Latinos are more positive about their own conditions and express greater approval and positivity toward the variety of public officials and governmental entities that affect their lives,” said Paul Maslin, a public opinion and polling expert with Fairbank, Maslin, Maullin, Metz & Associates (FM3 Research) who has overseen the QLI survey process since 2016. “Among younger white residents in Los Angeles County, a greater sense of frustration and even bitterness is apparent.”

The survey uncovered a number of noteworthy differences in these two groups’ views of the pandemic, public officials and the opportunities available in the region:

  • Younger white residents were evenly split over whether the handling of the pandemic had been fair or unfair to “people like them” (48% vs. 49%), whereas younger Latinos reported that it had been fair to them by a 2-to-1 margin (65% vs. 33%).
  • About two-thirds (68%) of younger whites believe the Los Angeles area is a place where the rich get richer and the average person can’t get ahead, compared with only 55% of younger Latinos.
  • Younger Latinos had more favorable views of Los Angeles Mayor Eric Garcetti (57%) and Gov. Gavin Newsom (53%) than younger whites, 57% of whom had unfavorable views of Garcetti and 62% unfavorable views of Newsom.
  • Younger white residents rated the response to the pandemic — across all levels of government — much more harshly than younger Latinos. Only about a third of whites approved of the response of federal, state and county governments and local school districts. Latinos’ ratings of approval were at least 20 points higher for every level of government and for local school districts.
  • However, in terms of paying their rent, more younger Latinos (43%) reported falling behind than did young whites (31%).

The 2021 QLI: Resilience and change

While this year’s quality-of-life rating remained at 58 overall, reflecting a remarkable resilience among county residents, several significant shifts within the nine major categories that make up the survey tell a different story.

This was most noticeable in the education category, where the satisfaction rating of respondents with children in public schools dropped from 58 last year to 52 this year, one of the most dramatic one-year declines in any category in the QLI’s history.

Satisfaction ratings for public safety also fell over the past year, from 64 to 60, influenced significantly by a growing concern over violent crime. And respondents’ rating of the quality of their neighborhoods dropped from 71 to 68.

On the other hand, satisfaction with transportation and traffic rose from 53 to 56, which researchers attribute to a significant reduction in commuter traffic caused by pandemic-related workplace shutdowns.

With regard to the workplace, 57% of employed respondents said they currently work from home or split time between home and their place of work. As to the future, 77% said they would prefer a mix of working from home and their workplace when the pandemic ends, with just 16% wanting to “almost always work at home.”

The 2021 UCLA Luskin Quality of Life Index is based on interviews with a random sample of residents conducted in both English and Spanish, with a margin of error of plus or minus 2.6%. The QLI was prepared in partnership with the public opinion research firm Fairbank, Maslin, Maullin, Metz & Associates (FM3 Research).  The full reports for 2021 and previous years are posted online by the UCLA Lewis Center for Regional Policy Studies.