Visiting Scholar Has His Eyes on the Road — Literally — in Search of Wildfire Impacts Climate adaption expert Mikhail Chester focuses on infrastructure vulnerabilities in a changing environment

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LUSKIN UP-CLOSE

By Claudia Bustamante

For the next year, the Institute of Transportation Studies at UCLA Luskin will benefit from the research and expertise of a climate adaptation specialist.

Mikhail Chester, an associate professor of civil engineering at Arizona State University, has joined the institute as a visiting scholar, focusing his yearlong appointment on studying infrastructure vulnerabilities in a changing environment.

Specifically, Chester will study how roads are vulnerable to wildfires.

“Roads are not designed for the worsening conditions of climate change,” Chester said.

The old, conventional thinking about this problem was to map the hazards: Where will it be hotter? Where will it flood? Where do the roads and bridges intersect?

“Infrastructure are not fragile, brittle things. They’re tough,” he said. “What I’ve been trying to do is shine a light on how we can think more critically about what ‘vulnerability’ means.”

Last year, California experienced its largest and deadliest wildfire season. And despite a wet winter, the state is again braced for an active wildfire season spurred by rising heat and driven by winds.

In recent years, Californians have seen wildfires burn near, and eventually cross, freeways.

And yet, “for the most part, the asphalt is OK,” Chester said. “It turns out the biggest danger to roads is after the wildfire.”

‘As infrastructure professionals ― planners and engineers ― if we can’t recognize issues and make changes, we’re going to be irrelevant.’

— Mikhail Chester

A fire will burn up vegetation, creating ground debris. It will also shift the soil chemistry, making it less likely to absorb water. The two can combine to disastrous effects following heavy rains. In what has become a routine post-wildfire concern, rocks, mud and other debris flow down hillsides left barren from recent fires and wreak havoc on roadways and other infrastructure.

While at UCLA, Chester ― who hopes to engage with professionals across multiple campus disciplines, such as urban planning, engineering, climate science and public health ― plans to connect the state’s fire forecasts and transportation infrastructure with various environmental indicators, like terrain, vegetation and soil characteristics.

“When you connect the dots and put all these things together, ideally, you come up with a better way of characterizing vulnerability,” Chester said.

Once the risks are identified, local officials and policymakers can draft an array of responses ranging from strengthening infrastructure and managing forests to detouring traffic away from vulnerable roadways.

A civil engineer with a public policy background, Chester is a leading researcher on the interface between infrastructure and urbanization. His work on the environmental impact of transportation looks beyond tailpipe emissions to assess the role of roads, fuel supply chains and manufacturing.

In Arizona, with high temperatures and flash flooding, he has explored climate adaptation and resilience. He is also currently involved in an interdisciplinary study with UCLA on the sun and heat exposure a person experiences in their day-to-day travels.

All of this work, as Chester explains, is the groundwork for a larger question: How will we manage infrastructure for the next 100 years?

The world is rapidly changing and new technology constantly emerging. People will continue to demand more from an infrastructure that is rigid and not designed to quickly and efficiently accommodate changes such as, for example, autonomous vehicles.

“I think we are woefully unprepared for how we manage infrastructure or how we think about the problem,” said Chester, whose work aims to reimagine these concepts for the 21st century and beyond.

“We are so stuck with the status quo that I’m worried whether or not we can make substantive change fast enough. I think as infrastructure professionals ― planners and engineers ― if we can’t recognize issues and make changes, we’re going to be irrelevant.”

Government Leaders, Scholars Discuss Policy Solutions During UCLA Luskin Summit Congresswoman Karen Bass opens the inaugural convening of a research-informed, cross-sector conference about issues facing the region

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By Les Dunseith

Elected officials, scholars, civic leaders, and difference-makers in the nonprofit and philanthropic spheres came together April 24 to learn the results of the annual Quality of Life Index and discuss policy issues during a half-day conference put together by the UCLA Luskin School of Public Affairs.

Congresswoman Karen Bass provided the morning’s keynote address for “Luskin Summit 2019: Livable L.A.,” an event that also kicked off the 25th anniversary celebration at the Luskin School.

Bass opened the conference by jokingly telling more than 300 people in attendance at the UCLA Luskin Conference Center that she “wanted to tell you about what we are doing in D.C. because, if you watch some TV news, you have no idea what we are doing in D.C.”

Bass has served in the U.S. House of Representatives since 2011. She said that “Democrats and Republicans actually do work together” in the nation’s capital.

“We don’t hate each other,” Bass said, smiling broadly. “Our accomplishments unfortunately don’t sustain media attention. So you might hear that we passed legislation on something like gun control … and then somebody tweets, and that’s all you hear about for the next several hours.”

The congresswoman’s remarks set a cooperative tone for the inaugural Luskin Summit, which focused on finding solutions through research and policy change. The conference emphasized a Los Angeles perspective during breakout sessions moderated by UCLA faculty members that focused on issues such as public mobility, climate change, housing and criminal justice.

Former Los Angeles City Councilman and County Supervisor Zev Yaroslavsky talks about the Quality of Life Index that he oversees at UCLA Luskin. Photo by Stan Paul

Providing a framework for those discussions was the unveiling of the fourth Quality of Life Index, a project at UCLA Luskin that is supported by The California Endowment under the direction of longtime Los Angeles political stalwart Zev Yaroslavsky, director of the Los Angeles Initiative. The survey asks county residents to rate their quality of life in a range of categories and to answer questions about important issues facing them and the region.

“The cost of living, and particularly the cost of housing, is the single biggest drag on the rating that residents ultimately give to their quality of life in Los Angeles,” Yaroslavsky told Luskin Summit attendees. “The unmistakable takeaway from this project continues to be the crippling impact of the cost of living in Los Angeles County, punctuated by the extraordinary cost of housing.”

The housing affordability crisis was echoed throughout the event and in the days that followed as Yaroslavsky explained details of the survey in coverage by news outlets such as the Los Angeles Times, local radio news programs, and broadcast television reports by the local affiliates for NBC and ABC.

The coverage by KABC (also known as ABC7 Los Angeles) included segments on daily news broadcasts and a follow-up discussion with Yaroslavsky scheduled to air May 26 on the station’s weekly public affairs program, “Eyewitness Newsmakers.” That program is hosted by Adrienne Alpert, a general assignment reporter at ABC7 who served as the moderator for the Luskin Summit.

Alpert also hosted a panel discussion that closed the conference, during which mayors of four cities in Los Angeles County — Emily Gabel-Luddy of Burbank, Thomas Small of Culver City, James Butts of Inglewood and Tim Sandoval of Pomona — spoke frankly about the challenges their cities face in dealing with issues such as the rising cost of housing and its potential to lead to displacement of low-income residents.

California Secretary of State Alex Padilla, a former colleague of Yaroslavsky on the Los Angeles City Council, was also in attendance at the conference. Padilla engaged in a lively exchange about election security and voter registration efforts with UCLA Luskin Dean Gary Segura during a lunch meeting of panelists, faculty members and sponsors that took place immediately after the summit.

Dean Gary Segura welcomed attendees to the conference and introduced U.S. Rep. Karen Bass to the audience. Photo by Les Dunseith

Segura also provided remarks during the morning session, introducing Bass and giving attendees a preview of the day to follow.

“Today you will hear from a series of dedicated public officials who understand that as great as our nation is, it can be better,” Segura said. “And they are taking action to make our country and our city more effective, more innovative, more fair and more inclusive.”

During her remarks, Bass offered her perspective on the recently released investigation by special counsel Robert Mueller into Russian interference in the 2016 presidential election.

“One thing that is a responsibility by the Constitution for Congress — we are supposed to provide oversight and investigation of the administration,” Bass said. “Most of the time it’s not that controversial, and you don’t really hear about it. But it’s made to be super-controversial now because we are in a hyper-partisan situation.”

The bitter partisanship prevalent in Washington today does have a positive aspect, she said, in that Americans seem to be paying closer attention to government and political issues.

“I am hoping that this trauma that we have collectively gone through will lead to a change in our American culture,” Bass said, “because as a culture we tend not to be involved politically.”

Bass said that more people seem to have a deeper understanding of political actions related to “immigration, the Muslim ban, the environment — all the kind of negative things that this administration has done,” said Bass, a Democrat who has been critical of many Trump administration policies. “I think he has sparked a new level of awareness and involvement, where we are working across our silos. I think, ultimately, we can take advantage of this period and bring about transformative change.”

The idea of initiating transformative change was a popular notion among many attendees at the Luskin Summit, as was the focus on making Los Angeles a more livable place.

“I can’t think of a better topic than how to make our city more livable and touch on all of these different aspects of life and the built environment and our environment in Los Angeles,” said Nurit Katz MPP/MBA ’08, the chief sustainability officer at UCLA.

Wendy Greuel BA ’83 is a former Los Angeles city controller and past president of the Los Angeles City Council. She noted that the research presented during the Luskin Summit was timely and focused “on issues that matter to Los Angeles, but also to this country and this world.”

Greuel served as the chair of the UCLA Luskin Advisory Board committee that helped plan the Luskin Summit. “I think that UCLA Luskin is at the forefront of really focusing on issues that matter and being able to give us real-life solutions and address the challenges,” she said.

Another UCLA Luskin Advisory Board member is Stephen Cheung BA ’00 MSW ’07, who is president of the World Trade Center Los Angeles and executive vice president at the L.A. County Economic Development Corporation.

“I think anything that has to do with sustainability and the growth of Los Angeles as a whole is very important to the economic vitality of this region,” Cheung said as the event got underway. “So this summit and all the information that’s going to be provided will really set a roadmap in terms of what we need to do, addressing public policies in terms of creating new opportunities for our companies here.”

Professor Brian Taylor, at podium, helped lead a breakout session on transit ridership and public mobility. Photo by Mary Braswell

Jackie Guevarra, executive director of the Quality and Productivity Commission of the L.A. County Board of Supervisors, said she attended the Luskin Summit because of her interest in the issues under discussion, including housing affordability.

“Homelessness is a big issue that L.A. County is tackling right now,” Guevarra said. “That is an issue that touches all of us. … The more that we have that conversation, the more people we can get to the same way of thinking about how to address the need — so that maybe we can all say, ‘Yes, we need affordable housing, and it’s OK for it to be here in my community.’”

Misch Anderson is a community activist with the Pasadena Complete Streets Coalition, a volunteer organization created in 2013 after a series of fatal crashes involving cars, pedestrians and cyclists.

“I was feeling like my activism put me in touch with such a small, kind of silo-ized community mindset, and I really want to break out of that and connect with people on a larger level,” said Anderson about her reason for attending the summit. “I just wanted to get some inspiration.”

Her takeaway from the summit?

“The idea that we need cultural change, essentially. I think the realities of globalism should be forcing us as individuals to think more widely, more as a larger group, and not be so xenophobic,” Anderson said. “I keep hearing about cultural change [at the summit] and thinking about what can I do — what can each of us do.”

Among the UCLA students in attendance was Tam Guy, a second-year Urban Planning Ph.D. candidate who is studying equity in the city, which encompasses housing, transportation and environmental design.

“One thing that interested me about this summit in particular is that they’re bringing in people from outside academia to talk about the issues, people who are actually on the ground dealing with policy day-to-day,” Guy noted.

The Luskin Summit drew a large crowd to the UCLA campus, and several hundred people watched a live stream of selected presentations. It drew interest near and far. A prime example was a group seated together near the back of the vast ballroom during the opening session — high school students from New Zealand!

The youths had been traveling up and down the West Coast with Joanna Speed, international coordinator with Crimson Education, a college admissions consulting service that exposes teens to potential careers and educational opportunities abroad. Coincidentally, the group scheduled its campus tour of UCLA for April 24. When they saw that the summit was happening that day, they asked to attend.

“It’s been an incredible experience for them,” Speed said.

Mary Braswell and Stan Paul also contributed to this story. 

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View additional photos from the UCLA Luskin Summit

UCLA Luskin Summit 2019: Livable L.A.

Watch videos recorded during the event:

UCLA Luskin Professor Launches Organization to Fill Research Gap at EPA JR DeShazo co-chairs committee of environmental economists who will advise agency on social costs and benefits of its policies

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Policies on air pollution, climate change and water have far-reaching effects on millions of Americans and businesses. Is the Environmental Protection Agency ─ the federal agency whose mission is to protect public health and the environment ─ using the best available economic science when designing and proposing these policies? The newly created External Environmental Economics Advisory Committee (E-EEAC) will convene nationally recognized environmental economists to ensure that the EPA has access to the most advanced research.

“Our mission is to provide independent, state-of-the-science advice with regard to the benefits, costs and design of the EPA’s environmental programs,” said JR DeShazo, professor in the UCLA Luskin School of Public Affairs, who co-chairs the new research organization.

The E-EEAC formed following the dissolution in 2018 of the original Environmental Economics Advisory Committee, which had operated for more than 25 years within the EPA’s science advisory board structure. Like its predecessor, the E-EEAC consists of economists who apply their expertise to analyze the impact of environmental policies.

“The members believe that, despite the retirement of the internal committee, advances in economic research remain crucial to achieving welfare-enhancing environmental policies,” said Mary Evans, professor at Claremont McKenna College and E-EEAC co-chair. “The E-EEAC is especially needed now given the large number of regulatory modifications that EPA has, and will shortly, propose related to the Clean Air Act, Clean Water Act and the Energy Independence and Security Act.”

These policy changes will impact millions of Americans and firms, along with our ecosystems. The E-EEAC’s intent is to operate until the EPA reconstitutes an internal environmental economics advisory committee composed of independent economists. Many of the members of the original committee are now part of E-EEAC, including the co-chairs.

The EPA must comply with statutes and executive orders that explicitly require the agency to assess the costs, benefits and impacts of regulations. Economic expertise and analysis guide this compliance and enhance the quality of public debate about new regulations.

The E-EEAC is structured to provide independent advice from experts in the field of environmental economics. Functioning as a nonpartisan research organization, the E-EEAC intends to make all of its deliberations and findings easily accessible to the EPA and the public.

The Alfred P. Sloan Foundation and UCLA’s Luskin Center for Innovation have contributed funding to support this endeavor. The Sloan Foundation is a nonprofit philanthropic organization that makes grants primarily to support original research and education related to science, technology, engineering, mathematics and economics. The UCLA Luskin Center for Innovation is a policy-oriented research center uniting UCLA scholars with civic leaders to solve environmental challenges confronting our community, nation and world.

Transit Forum Focuses on Impact of Mobility Innovations UCLA scholars join government, nonprofit and private sector representatives to discuss declining ridership in an era of emerging mobility services

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By Claudia Bustamante

Across the country, public transit ridership has been declining.

But that isn’t the story in Seattle. Terry White, deputy general manager at King County Metro Transit, said that can be attributed to the agency’s community efforts.

Speaking at the UCLA Institute of Transportation Studies’ 12th annual Downtown Forum on Transportation, Land Use and the Environment held March 1, 2019, at the Japanese American National Museum, White said an organization that doesn’t reflect its community will lose trust.

“We’ve been making a concentrated effort that the folks that make up our outreach and leadership teams reflect the communities we go out and serve,” White said. “I don’t think it’s an accident that we have better relationships since 2014.”

King County Transit, which most recently won the American Public Transportation Association award for outstanding transit system, makes more than 400,000 trips per day and has seen all-time-high ridership as more people move into the Seattle area.

Joining White at the forum were UCLA scholars, and government, nonprofit and private sector representatives who share other real-world examples of how to tackle declining transit ridership, especially in an era of emerging mobility services.

ITS’ 12th annual forum was held at the Japanese American National Museum. Photo by Stan Paul

The forum focused on successful public-private partnerships that could fill gaps in transportation services. Other topics included effective uses of data to manage mobility, practical innovations that can yield great gains for transit ridership, and how new mobility technology and services can enhance equity and quality of life.

Speaking specifically to how a big-city transportation department can put equity first was Ryan Russo, director of Oakland’s Department of Transportation, which was recently formed as a new model of urban mobility centered around progressive policies that aim to recognize and address past injustices.

Russo said the Bay Area city’s legacy of redlining is still seen and felt throughout the area, which means that departmental projects must be considered through an equity lens. Dedicated monthly meetings are held to strategize ways of infusing equity into projects. For example, Paint the Town combined community art and traffic safety through street murals.

For every project approved in less disadvantaged communities, at least two were approved for low-income neighborhoods.

“Transportation and street management isn’t about getting people from A to B,” Russo said. “It’s the way we will serve our community.”

Partnerships and Pilots

In light of the proliferation of private mobility companies, the forum discussed different ways the public sector could partner with these companies to meet transportation needs.

One example came from HopSkipDrive, a ridehailing service for school-aged children, which partnered with Los Angeles County to provide free rides to foster youth. Under the Every Student Succeeds Act, foster youth were provided core protections for school stability, meaning that districts need to provide transportation to keep these students in their schools of origin. Many foster youth bounce from school to school, and they graduate at far lower rates than do their peers.

“We are not meant to replace school bus companies. We are designing our systems to ride alongside school buses and existing transportation systems. That way we can provide mobility opportunities and access for all kids,” said Qiana Patterson, senior director of public partnerships.

In fact, finding innovative ways to partner with the private sector to tackle the biggest transportation issues of the day is something that Metro has been doing through its Office of Extraordinary Innovation.

Its unsolicited proposal process has yielded more than a dozen contract awards and proofs of concept for key projects, including the Sepulveda Transit Corridor, a gondola to Dodger Stadium, mobile tolling and bus electrification.

“The public sector is reluctant to admit they have a problem,” said Nolan Borgman, Metro senior transportation planner. “You need to admit that there is a problem that you don’t know how to solve.”

In Santa Monica, the goal of reducing greenhouse gas emissions, along with the rise of electric scooters, drove city officials to authorize a pilot program to offer more mobility choices and gain a better grasp on the use of shared public space.

Declining ridership has also forced many public agencies to adopt innovations to improve transit.

In Everett, Massachusetts, a pop-up bus lane is being utilized to improve mobility and connections to major nearby destinations like Boston. Instead of conducting traditional outreach, City Planner Jay Monty said a pilot project incorporated outreach and gleaned real-time public feedback. The part-time lanes only for buses went quickly from pilot project to a statewide model, and today more than a dozen similar Tactical Transit Lane projects have sprung up across the country as a means of improving mobility.

Disruption

Associate Professor of Urban Planning Michael Manville said that neither new trains or lanes free up space on roads over time. What has worked — where it has been implemented — is congestion pricing.

Speaking to the fairness and equity concerns that come up when congestion pricing is discussed, Manville said that not only was the entire transportation system financed regressively through gas taxes, sales taxes and registration fees, but pricing access to roads could produce revenue to offset the costs for low-income individuals.

“Congestion harms people who live in low-income communities with disproportionate low vehicle ownership,” Manville said. “They have to bear the higher health and pollution burdens of driving, which leads to higher rates of preterm births and other negative health outcomes — and thus inheriting poverty.”

Earlier this year, Metro decided to move forward with a two-year study of congestion pricing, evaluating different pricing methods, including per-mile charges and tolls in specific areas.

Even though all the new mobility options may make it seem otherwise, we are not living through a particularly disruptive period of transportation, said Martin Wachs, emeritus professor of urban planning at UCLA Luskin. People have long been using the same language to describe new mobility — from bicycles and jitneys in the 19th and 20th centuries to today’s ridehailing companies like Lyft and Uber, as well as electric scooters.

Instead of reacting to technology, Wachs said, agencies should create policy that builds upon the capacity of innovation.

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In the Weeds of Legalized Pot Recreational cannabis raises pressing questions for California officials, citizens and UCLA faculty experts seeking to devise common-sense policies

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By Mary Braswell

When Californians voted in 2016 to bring the cannabis industry out of the shadows, the aim was to create an environment where marijuana was safe, controlled and taxed. This has not been a simple undertaking.

Legalization of recreational pot has raised pressing questions from public health officials, local law enforcement, state regulators, city planners and citizens hungry for common-sense policies — not to mention the growers, retailers and users who drive California’s multibillion-dollar weed industry.

What will the city-by-city patchwork of laws look like? How can marijuana cultivators safely introduce pesticides into a neighborhood? When will communities see the benefits of tax revenues? How will lifting the stigma on pot use affect adolescents?

The need for facts, evidence and clear thinking has never been greater. Fortunately, UCLA Luskin researchers and policy experts are on the case, among them Public Policy lecturer Brad Rowe MPP ’13.

‘A REALLY TRICKY BUSINESS’

Proposition 64, the ballot measure that legalized recreational pot, gave each of California’s 482 cities and 58 counties the authority to license cultivation, manufacturing and sales. So far, most have declined to do so.

The more than 160 cities and unincorporated areas that decided to move forward face a labyrinth of policy questions, said Rowe, who launched his own research firm, Rowe Policy + Media, in 2017. He also serves on the faculty of UCLA’s Cannabis Research Initiative, teaches a Public Policy class on drugs and crime, and advises municipalities that are venturing into the marijuana fray.

“Cannabis is a really tricky business, and it’s one that is probably going to have more volatility than most of the other licensing areas,” Rowe said.

In many cases, he said, communities have overestimated the financial gains and underestimated the complications.

“Expectations have been set so high for tax revenues. Common claims from city representatives are, ‘We’re going to build libraries and parks and football programs for the kids,’ ” Rowe said. “The truth is that you’ve got to get your system up and running, and realistically expect that that store that you just licensed may only generate tens of thousands rather than hundreds of thousands in tax revenue for you this year. … It’s hard to pay for your new inspector and the new police officer you just hired, and your financial department has to figure out how to handle the cash.”

Cannabis commerce requires cities to create systems for licensing, taxation, financial compliance and the delicate matter of handling deposits from a largely cash business, Rowe said. They must keep up with evolving regulations from the state’s Bureau of Cannabis Control and shifting signals from the federal government, which strictly prohibits pot.

They will have to consider whether growing outdoors will create a nuisance and how to safeguard first responders against new threats. Firefighters arriving at a site that uses pesticides or volatile solvents for terpene extraction “shouldn’t be inhaling that stuff,” Rowe said.

Some of the policy debates veer toward the high end. Sonoma, he said, is considering whether to permit tastings of cannabis products, just as it does for viognier and pinot noir. “So then we’re getting into on-site consumption, event permits, more cannabis cops,” Rowe said.

On the whole, he said, “it can be a big hairy hassle for the cities, and that’s one of the reasons a lot of them have said we’re going to kick the can down the road and see how these other cities do.”

SEEKING JUSTICE, EQUITY AND FACTS

Rowe’s work with the UCLA Cannabis Research Initiative focuses on criminal and juvenile justice as drug offenses are reclassified.

“Are we even moving away from the war on drugs? That is the intent but in practice it’s a trickier thing, so we’re looking at equity considerations,” he said.

The health and well-being of young people must be a top policy priority, he argues.

“The one thing I am super concerned about is cannabis use disorder among adolescents,” Rowe said, citing brain research as well as recent studies measuring the toll that compulsive pot consumption takes on test scores and analytical skills.

“We just don’t know enough about the plant,” he said. “We don’t know enough about its addictive properties; we don’t really know what will happen as it becomes de-stigmatized and easily available.”

Legalization has led to new funding for research aimed at answering these questions. Proposition 64 earmarks $10 million a year for public universities to evaluate the impact of the law and make recommendations to the state.

Rowe has visited cities up and down the state as a consultant with MuniServices, which helps local governments manage their affairs. He has hosted forums for potential pot licensees, family and faith-based groups, and other stakeholders and says, “There have been some really heartfelt, interesting conversations. Some are opposed and some just want this to be done with caution.”

Many simply want reliable information, he said.

“There’s a lot of room for reasonable conversation; there’s a lot of room for public policy people to come into this area,” Rowe said. “It’s only going to get bigger. It’s going to be a very big industry.”

Getting a Handle on the Future Transportation experts join with policymakers and entrepreneurs to tackle the impact of disruptive technology on urban mobility

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By Will Livesley-O’Neill

Getting around Southern California has never been easy. But the infamously congested region has grown even more complicated with the arrival of new private services — including ridehail companies such as Lyft and Uber and electric scooter operators such as Bird and Lime — looking to disrupt how people travel.

Motorized scooters are often seen at UCLA.

As in any field impacted by technology-fueled disruption, transportation policymakers want to find ways to adapt. And that requires taking stock of what the transportation system is meant to do and, more importantly, whom it is meant to serve.

This was the focus of the 28th annual UCLA Lake Arrowhead Symposium, hosted by the Institute of Transportation Studies (UCLA ITS) and Lewis Center for Regional Policy Studies, in October. At the university’s retreat center in the San Bernardino Mountains, dozens of the nation’s leading experts on transportation and land use policy pondered the symposium’s theme, “From Public Transit to Public Mobility.”

The changing nature of travel means different things for elected officials, planners, academics, advocates and tech leaders. But everyone fundamentally agrees that, as LA Metro chief planning officer and symposium panelist Therese McMillan put it, “there’s a public interest in how private activity happens in a public space.” The modes may change, but the mission of a safe, effective, accessible transportation system remains the same.

John Zimmer, co-founder and president of Lyft, set the tone for a discussion of balance between tradition and innovation. Lyft has been actively expanding beyond ridehailing into other forms of mobility, including e-scooters and automated vehicles. The company’s stated goal of providing more options for consumers and reducing the number of people driving

alone benefits the environment — as well as those profiting from the service.

But the way that some tech companies roll out new products — a “move fast and break things” model — often leads to public backlash.

Southern California has been ground zero for arguments about the traffic tie-ups and sidewalk clutter allegedly caused by ridehailing and scooters. Public officials are being forced to make policy on the fly — although some such as Francie Stefan, chief mobility officer in Santa Monica, describe that as an opportunity. Santa Monica recently partnered with Lyft, Uber, Bird and Lime to introduce new regulations on the number of e-vehicles in the city while funding infrastructure improvements.

“[We] made a conscious choice to embrace new technology and work through some of the kinks that are inherent in change,” Stefan says.

Technology also gives cities the chance to innovate and to fulfill some hard-to-implement planning goals. Willa Ng, an associate director at Google’s Sidewalk Labs, presented an example at her panel on “coding  the curb.”

“If we need to do more stuff at the curb, and we need to have those spaces constantly turning over, we can’t have it managed by a static aluminum sign,” Ng explains, outlining how creating a flexible digital management system could allow the same section of curb to be used for parking, ridehail drop-offs, delivery unloading, or as a bike and scooter lane depending on the time of day. New transportation technology can crowd and complicate the use of public space, but it can also help make sure the space is better used to benefit the most people.

For example, Anastasia Loukaitou-Sideris, a professor of urban planning at UCLA Luskin, recently spoke to the University of California for a story and accompanying video about e-scooters titled, “What the battle over scooters gets wrong.”

Urban planners recently adopted a model known as “complete streets” that involves rethinking how shared space is divided between a street and a sidewalk, Loukaitou-Sideris says. This model abandons the assumption that streets are for cars and sidewalks are for pedestrians.

“The complete street perceives the street as a space where different transportation modes can coexist: not only cars, but also buses, and lanes for trams, bicycles and scooters,” according to Loukaitou-Sideris. “Nobody wants to compromise the safety of anyone by mixing these modes. So that’s where planning and design needs to come in.”

People-centered design — of services, systems and infrastructure — is at center stage in these policy discussions. Technology needs to be a tool to help improve transportation for people, not an end goal in itself.

“A lot of people are really annoyed with private capital coming into the mobility space without understanding people’s travel needs,” says Clarrissa Cabansagan of the Bay Area climate change nonprofit TransForm. But tech disruption will be worthwhile if it provides people with more options to get around besides driving their own car, she says.

Professor Brian Taylor of UCLA Luskin Urban Planning

Urban Planning Professor Brian D. Taylor, director of UCLA ITS, co-authored a groundbreaking 2018 study that found that Southern Californians are buying more cars than ever and turning away from public transit. That’s the exact opposite outcome of what policymakers had sought and shows the need to set new priorities for shared public spaces.

“We have to manage the automobile more intelligently. We can’t just allow people to drive anywhere they want, anytime they want,” Taylor says. “We need to create environments that are more conducive to travel by foot, by bike, by scooter or by public transit.”

New and old mobility services could work hand-in-hand to reduce private car travel. Ideally, technology should improve, not replace or eliminate, traditional transit, according to transportation experts.

“We should really focus on making the core strength of transit something we do incredibly well,” says Houston-based planner and author Christof Spieler, who spoke at the conference. With transit ridership falling across most of the country, new policies need to make riding the bus as easy as hailing a Lyft, he says, noting that public transit can move many more people much more effectively than any ridehail vehicle or scooter.

Bay Area transportation advocate Ratna Amin argues that focusing on riders as people, not cogs in a machine, is key.

“When we think about public transit as a utility, we focus on the bare minimum: We got the service out, it’s clean enough, the doors opened, the bus stop is there and it’s labeled,” Amin says. “We need to actually talk to people and find out what their experience is, and try different possibilities out to see if they improve the experience.”

Seattle is one of just a few American cities to see an increase in transit ridership in recent years. Terry White, the deputy general manager of Seattle’s transit operator, believes one factor has been key to success: an emphasis on making sure service is equitable.

“Transportation is a human right for everyone,” White says. “We’re trying to make sure everyone gets an opportunity to

be mobile.”

That’s ultimately what a better transportation system will mean — mobility for all, regardless of whether they take a bus or ride a scooter. Efficient use of public space lessens the need for gridlocked, polluting private vehicles.

The disruption of old transit methods is still in its early stages, with plenty of blind spots to be navigated. But as Juan Matute, deputy director of UCLA ITS, recently told LA Weekly, it’s important to remember that the disruption from new technology is likely to lessen over time.

“The safety hazards are comparable to those for automobile use,” Matute said of the new innovations, particularly e-scooters. “We’ve had over 100 years to figure out a lot of things.”

Gore, DeShazo Share Insights on California’s Climate Leadership Luskin Center for Innovation director joins environment champion and Nobel laureate at global Climate Reality leadership training

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By Stan Paul

‘We’re going to win this. … Have no doubt about that, we will win this.’
— Al Gore

More than 2,200 people eager to learn how to make a difference in the future of the planet came together at the Los Angeles Convention Center for the largest-ever Climate Reality Leadership Corps training led by former U.S. Vice President Al Gore.

Participants from California, the United States and more than 50 countries took part in the three-day training session that began Aug. 28, 2018, and included working with the best-selling author of An Inconvenient Truth — and subject of the Oscar-winning documentary. They heard from world-renowned scientists, communicators and other experts about how to work together to find solutions to the global climate crisis by influencing public opinion and policy and encouraging action in their own communities.

“In the United States we have a tremendous amount of climate denial. We have a president who is a bitter opponent right now of addressing climate change,” said Ken Berlin, president and CEO of the Washington, D.C.-based Climate Reality Project, in his opening remarks.

The purpose of the ongoing series of trainings, held worldwide starting in 2016, is to develop a critical mass of activists to ensure there is enough support for addressing the climate crisis, Berlin said before introducing Gore, who appeared on stage to a standing ovation.

Joining Gore on the first panel of the day, “California’s Roadmap for Climate Change,” was JR DeShazo, director of the UCLA Luskin Center for Innovation, and other experts including Fran Pavley, former member of the California State Senate, and Veronica Garibay, co-founder and co-director of the Leadership Counsel for Justice and Accountability.

“Here we are again at a time when our national government is … disappointing so many of us. Once again California is stepping forward,” Gore said in his opening remarks.

Al Gore opens the three-day Climate Reality Leadership Corps training in Los Angeles. Photo by Stan Paul

Citing California as a national leader and example to other states in addressing the environment and climate change, Gore started the conversation by asking DeShazo, “What is it about California that has led this state to be such a driven leader on climate policies?”

“I think California understands how important historically it was to deal with its air quality challenges,” said DeShazo, Public Policy chair at the UCLA Luskin School of Public Affairs. “And so, in the ’60s and ’70s the state developed this robust set of state agencies to tackle that problem in the energy sector and the transportation sector,” he said.

DeShazo credited state leadership, including Sen. Pavley, with passing legislation that allowed those agencies to shift attention, “with all their expertise and authority, to attack climate change in a very comprehensive way.”

Gore also asked DeShazo to cite examples of the state “breaking up the problem … and addressing those elements in an intelligent way.”

“We decarbonized electricity while making appliances more efficient. We introduced the low-carbon fuel standard in the transportation sector, making transportation fuels lower-carbon while making vehicles more efficient and pushing for electric vehicles. So there was a broad-based scoping plan that really covers all of the relevant carbon-generating sectors of the state,” DeShazo said. He also credited state leadership that was “based upon a California that wanted to take responsibility for its emissions.”

DeShazo, who also holds appointments with UCLA’s Institute of the Environment and Sustainability, UCLA Luskin Urban Planning and UCLA’s civil and environmental engineering departments, recalled that during the nationwide recession California voters rejected a ballot initiative to halt the state’s climate policies.

“We said ‘no,’ ” he said, explaining, “We want to continue with the commitment that the legislature had made on our behalf. … I think that is really evidence of California’s commitment.”

More recently, DeShazo said, a “second generation” of climate policies in California has focused on environmental justice. “There’s a clean vehicles program, and there’s one for low-income consumers, there’s a weatherization program and there’s one for disadvantaged communities,” he said. A significant portion of the $2 billion a year generated by cap and trade is reinvested to benefit disadvantaged communities, he added. This year, the UCLA Luskin Center for Innovation is part of two partnership grants that will benefit disadvantaged communities in particular. The grants ─ awarded by California’s Strategic Growth Council ─ total more than $4 million.

As a result of all of this, the state is making progress. “We’re on track to reach the goal of 50 percent renewable energy in 2020, 10 years ahead of schedule in reaching this goal,” DeShazo said. “And that’s terrific because we need to electrify the transportation sector, and we’re committed to that and that’s where a lot of the heavy lifting still awaits us.”

View more photos from the Climate Reality Leadership Corps training on Flickr.

New Grants Totaling $4.1 Million Will Build Climate Resilience UCLA Luskin Center for Innovation is a partner in two climate research grants from the Strategic Growth Council

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By Colleen Callahan

Record-breaking heat and scorching summer wildfires are signs of a hotter California. As part of efforts to further knowledge and action on climate change, the UCLA Luskin Center for Innovation (LCI) is part of two winning partnership grants ─ totaling more than $4 million ─ awarded by California’s Strategic Growth Council.

The Council’s new and competitive Climate Change Research Program is part of California Climate Investments, a statewide initiative that is putting billions of cap-and-trade dollars to work reducing greenhouse gas emissions, strengthening the economy, and improving public health and the environment. Both grants will benefit disadvantaged communities in particular.

Measuring the Impacts of Climate Change on Vulnerable Communities to Design and Target Protective Policies

A nearly $1.5-million grant led by LCI involves multiple studies of heat-related climate impacts, as well as factors that make populations and communities vulnerable, plus opportunities to build resilience. Climate change could exacerbate existing inequities, and LCI will develop tools to help government agencies target responses and empower communities.

“The goal is to increase the climate resilience of California’s vulnerable communities in the face of rapidly increasing extreme heat events,” said JR DeShazo, the grant’s principal investigator and LCI director.

The researchers include R. Jisung Park, an LCI scholar and an assistant professor of public policy and environmental health sciences at UCLA Luskin, who will assess climate change impacts on low-income workers. Gregory Pierce, associate director of research at LCI, will assess the climate risk of vulnerable built environments — including affordable housing — to better inform protective policies.

Collaborations with government agencies, nonprofit organizations and community leaders will be integral to the work. For example, civic partners will oversee the development of geographic tools to identify areas disproportionately affected by heat-related climate change and vulnerability factors. Stakeholders will also be able to identify policies, funding and other opportunities to increase resilience in vulnerable areas and among vulnerable populations such as low-income workers and residents.

The analysis of resilience opportunities will also be collaborative. A partnership with the Liberty Hill Foundation and community-based organizations will test a coordinated outreach pilot called Opportunity Communities to promote clean and affordable energy, transportation and associated financial assistance for low-income households. Researchers will assess the effectiveness of this strategy to build financial and health resilience to climate change impacts.

Climate Smart Communities Consortium

A partnership grant led by UC Davis and the UC Institute of Transportation Studies will also involve LCI. This $2.6-million grant to a multifaceted group of researchers from seven academic institutions will tackle the challenge of transportation-related environmental impacts, which fall disproportionately on low-income communities of color. Researchers will seek solutions that reduce emissions and improve the mobility and quality of life for California’s most vulnerable communities.

LCI will collaboratively study interrelated areas of innovative mobility, electrification and freight movement, using equity and policy engagement lenses as crosscutting themes. Research will center on regional case study initiatives and statewide initiatives to demonstrate findings.

The Strategic Growth Council brings together multiple agencies and departments to support sustainable communities emphasizing strong economies, social equity and environmental stewardship. For updates during implementation of the latest grants, see LCI’s climate action program at innovation.luskin.ucla.edu/climate.

 

Climate Funds Create Jobs Luskin Center for Innovation releases study that quantifies statewide employment benefits from billions of dollars in California Climate Investments

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By Colleen Callahan

Amid debate over extension of California’s cap-and-trade program aimed at reducing greenhouse gas emissions released into the environment, researchers from the Luskin Center for Innovation (LCI) at UCLA studied and quantified the number of jobs supported from the statewide initiative known as California Climate Investments, funded by cap-and-trade revenues. 

The Luskin Center for Innovation has now released the new study as California considers the job training and workforce development needed in a lower-carbon economy under 2017’s Assembly Bill 398, which extended the state’s cap-and-trade program. 

The report “Employment Benefits from Climate Investments” focuses on the $2.2 billion appropriated between 2013-14 and 2015-16 to support 29 programs created to reduce greenhouse gas emissions while providing local economic, environmental and public health benefits. The programs include investments in public transit, clean vehicles, transit-oriented affordable housing, clean energy for low-income communities and ecosystem restoration.

Many of these programs also induce consumers, businesses and government entities to contribute matching funds. The largest example of induced co-investment is the $3 billion in federal funding for California’s high-speed rail project, which would not be available without the state’s match in cap-and-trade auction proceeds, according to the researchers.

“We found that the $2.2 billion in California Climate Investments supports about 19,700 jobs, and $6.4 billion in induced co-investment supports an additional 55,900 jobs, for an estimated total of more than 75,000 jobs in California,” said JR DeShazo, the principal investigator of the study and director of LCI.

Jobs supported by California Climate Investments are diverse and cut across many different industries and economic sectors, ranging from the manufacture of clean vehicles to the restoration of degraded wetlands, according to the study.

“Given their diversity, California Climate Investment-related jobs can serve as a sample of the types of jobs supported by California’s transition to a lower-carbon economy,” said researcher Jason Karpman MURP ’16, lead author of the report. “Since California Climate Investments are one component of the state’s broad suite of strategies for addressing climate change under Assembly Bill 32 [the California Global Warming Solutions Act of 2006], the jobs reported in the study represent a fraction of the total jobs supported by the state’s effort to decarbonize.” 

Of the many economic sectors directly impacted by California Climate Investments, the construction industry stands to gain the most (54 percent of total jobs), according to the report. This is because of the significant level of investment going toward the construction of public transit systems and the construction of multiunit affordable housing near transit, among other investments. The sector receiving the second-highest number of job gains due to investments is architectural, engineering and related services. 

Impacted industries employ both blue-collar and white-collar workers. For example, the architectural and engineering sector is known for creating white-collar jobs that pay middle-class salaries. Many blue-collar construction jobs funded by California Climate Investments are covered under the state’s prevailing wage law and requirements for enrollment in state-certified apprenticeship programs. This system is designed to ensure that public works construction jobs resulting from California Climate Investments support broad occupational training and provide family-supporting pay and benefits to workers. 

“The industry-level findings in this study can be a springboard for better understanding the quality of jobs that are supported by large public investments in greenhouse gas reductions,” Karpman said. 

The modeling tool used for the LCI study focuses on quantifying job flows rather than providing granular detail about job quality, training, access for workers in disadvantaged communities and other important components of employment benefits. Because the study identifies the industries involved in each California Climate Investment program, it could be used to more deeply analyze job quality metrics that characterize those industries, including pay, benefits and career advancement opportunities. 

The study found that the California Climate Investment programs that generate the most jobs in California (per million dollars invested, as determined by their employment multiplier) devoted a greater share of investment dollars to services rather than materials. In addition, the employment multiplier of a program was also positively influenced by the share of investment dollars going to firms based in California rather than to out-of-state firms. 

“The findings could inform recommendations for legislators and agency leaders interested in maximizing the number of jobs supported by California Climate Investments,” DeShazo said.  

The researchers note that state agencies could design or update programs to involve sectors with high employment multipliers, such as social services, agriculture, forestry, engineering and construction. Administering agencies could also consider incentives for grantees that contract with vendors located in California and stipulate that they purchase materials manufactured in California, when possible. The findings suggest that these considerations, along with job quality considerations, could help the state ensure multiple employment benefits from its future investments. 

The amount of California Climate Investments appropriated annually has increased significantly since the study period’s $2.2 billion, to a total of now $6.1 billion.  

Justice — and Smog Checks — for All New UCLA Center for Innovation study finds that the Tune In & Tune Up smog repair program in the San Joaquin Valley efficiently tackles pollution and poverty

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By Colleen Callahan

A 34-year-old mother dropped out of college in San Francisco due to mobility issues.

A young couple with four children walked to get around when their vehicles broke down.

A homeless woman relied on her car for both housing and travel purposes.

These are just a few of the more than 40,000 individuals who have benefited over the past four years from the San Joaquin Valley’s smog test and vehicle repair program known as Tune In & Tune Up.

A new study from the UCLA Luskin Center for Innovation analyzed Tune In & Tune Up data and finds that this program, which has been operating since 2005, is pioneering a model that other regions could use to efficiently reduce emissions from cars and other light-duty vehicles while achieving equity objectives. It is one of the first transportation programs in the nation premised on jointly achieving efficiency, equity and environmental objectives. That it exists to serve residents in the San Joaquin Valley is only more critical given that this eight-county region has disproportionately high levels of pollution and poverty compared to the rest of the state.

Tune in & Tune Up is a program of the San Joaquin Valley Air Pollution Control District funded by enhanced vehicle registration fees and implemented by a nonprofit organization, Valley Clean Air Now (Valley CAN). The program provides free smog checks for residents of the valley. Owners of vehicles that do not pass emission tests receive vouchers redeemable for up to $850 in smog repairs.

UCLA evaluated the program with regard to efficiency, equity and environmental objectives.

“Tune In & Tune Up operates efficiently, in part by keeping attrition low and passing funds to a high level of program participants,” said Gregory Pierce MURP ’11 PhD UP ’15, co-author of the study and associate director of research at the UCLA Luskin Center for Innovation.

Analysis of previously unexplored data by Pierce and Rachel Connolly, who will be pursuing her Ph.D. in public health at UCLA in the fall, found that Valley CAN recorded 41,688 unique attendees at its Tune In & Tune Up events since 2012. Of vehicle owners offered a voucher, the vast majority (78 percent) redeemed their vouchers at a smog repair shop. This resulted in the program providing over $12 million in direct financing for smog repairs to more than 20,000 qualified residents of the valley since 2012. This equates to about $2.7 million allocated annually to 4,500 annual customers.

Residents from nearly every neighborhood in the San Joaquin Valley (97 percent of all census tracts) attended a Tune In & Tune Up event. Researchers equate that very high level of engagement to the wide reach of the events — several events were held in each county several times per year — and effective outreach. Valley CAN partners with community-based organizations, local radio stations and newspapers to spread the word about the program in multiple languages and in multiple neighborhoods throughout the valley.

“Tune In & Tune Up is the largest program in the state to offer light-duty transportation assistance to a substantial number of low-income households through a grassroots approach,” Pierce said.

Researchers found that while the program is equal opportunity, the program distributed the most financial benefits to neighborhoods most in need within the valley. The study concluded that the program successfully targeted communities with lower incomes, higher percentages of minority households and higher levels of cumulative pollution threats than the regional average.

The program also successfully targeted vehicles most likely to be high emitters, according to researchers. The study found that the vehicles reached by the Tune In & Tune Up program are much older, have higher odometer readings and are more often unregistered than the average for the state’s overall fleet of light-duty vehicles.

“This is important because older vehicles emit a disproportionate amount of smog-forming pollution linked to asthma and other respiratory diseases. Yet many low-income residents of the valley have no choice but to drive old vehicles because they live in rural areas with limited or no access to public transit,” Pierce said.

In addition to receiving smog checks and vehicle repair vouchers, attendees of Tune In & Tune Up events also learn about additional opportunities such as incentives worth thousands of dollars that are available for low-income Californians who voluntarily scrap their older, high-emitting cars and replace them with newer, cleaner and more fuel-efficient cars.

“Tune In & Tune Up should be considered as a complementary approach to meeting air quality standards in low- or moderate-density regions throughout the U.S. where the built environment does not allow for the cost-effective build out of a full-serve transit network or where financing for zero-emission vehicles is constrained,” the researchers noted in the study.

The researchers concluded that features of the Tune In & Tune Up program can serve as potentially replicable models for supporting the type of social and environmental justice objectives increasingly expected by many policymakers and residents of California.