Grassroots Environmental and Financial Assistance for L.A. Residents UCLA Luskin researchers find emPOWER campaign reaches areas impacted by poverty and pollution

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By Stan Paul

Low-income households in California face higher energy, transportation and water affordability burdens than other populations as a percentage of household income spent on utilities. Yet the existence of a number of environmental benefit programs provided by state and local agencies does not ensure that these households benefit from them.

A new pilot program designed to enable low-income households across Los Angeles County to realize more fully those benefits is off to a good start, according to a new report by the UCLA Luskin Center for Innovation or LCI. The purpose of the LCI report is to provide an evaluation of the first year of the campaign, including its equity implications, the effectiveness of its outreach and areas for growth.

“The pilot stage’s reach to the most environmentally disadvantaged communities in the region was undeniably a success,” said Gregory Pierce, associate director of the center and lead author of the program evaluation, “emPOWER: A Scalable Model for Improving Community Access to Environmental Benefit Programs in California.” The report was co-authored by Rachel Connolly, a graduate student researcher at the Luskin Center for Innovation. Connolly is a doctoral student in the Environmental Health Sciences department within the Fielding School of Public Health.

The emPOWER outreach campaign was launched in 2019, with Liberty Hill Foundation, a Los Angeles-based social justice philanthropic organization, serving as regional hub administrator. Through existing community relationships, Liberty Hill funded eight community-based organizations across the county to connect low-income residents with a suite of environment-related financial assistance programs, including those offering clean and affordable energy and clean transportation. These incentive programs provide benefits including, but not limited to, utility bill savings, zero-emission vehicle incentives and energy efficiency home upgrades.

The platform was launched to realize opportunities via community relationships and to address longstanding public health issues in environmental justice communities. mark! Lopez, the executive director of one of the organizations, East Yard Communities for Environmental Justice, explains the importance of this neighborhood engagement in Southeast Los Angeles County.

“When our folks have limited income, that reduction [in cost] is everything,” Lopez said. “That reduction is the ability to breathe; it can mean everything for the trajectory of our families.”

“That’s the really novel aspect of the program,” said Pierce, who is also an adjunct assistant professor in urban planning at the UCLA Luskin School of Public Affairs. The community organizations are already connected with a lot of people who can benefit from these programs. “People trust them, and they can convey the opportunities in a much more effective way.”

Pierce pointed out that emPOWER benefit programs are brought together in one place enabling households to sign up at once, “instead of a number of separate programs that are hard for people to understand or sign up for. It’s great that there are so many programs but at this point they can be operated and communicated in a more coherent way.”

The emPOWER program will continue to operate in Los Angeles County in 2020, with goals to expand the campaign model beyond Los Angeles, first to the Inland Empire and ultimately statewide. Broadening and deepening this campaign can help ensure a just transition in the process of climate change adaptation over the next several decades, according to the authors.

Report Findings:

  • The emPOWER campaign serves as a replicable model for the state. It prioritizes funding to authentic grassroots organizations working to build power in communities on the front lines of industrial pollution.
  • Despite some administrative challenges, the campaign engaged more than 11,000 distinct households and received over 2,700 eligibility applications.
  • Especially compared to existing individual programs, the campaign was highly successful in reaching communities disproportionately affected by systemic racism, poverty, pollution and now the pandemic. Over 90% of emPOWER participants live in a state-identified disadvantaged community or low-income community census tract.
  • Monetary benefits for participants are tremendous. On average, each emPOWER participant is eligible for more than nine incentive programs. Eligible participants can receive hundreds of dollars in benefits for their electric, gas and water utility bills. For instance, the average participant could receive $320 annually in electricity bill assistance through Southern California Edison’s CARE program. In addition, many participants can receive up to $9,500 in benefits to trade in an old gas-guzzling vehicle for an electric car through the Replace Your Ride program.
  • Notable process successes of the campaign included community organizations’ ability to build upon existing relationships with their communities, a focus on program benefits that participants were consistently motivated to apply for, and active technical assistance and program adaptation.  Frequently reported challenges that need to be addressed in future phases of the program include community hesitation and misconceptions regarding emPOWER and the associated incentive programs.

Study Aims to Bolster California’s Safe-Water Efforts at Child Care Facilities Luskin Center for Innovation analysis offers wide-ranging guidance on state mandate to test drinking water for lead

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By Michelle Einstein

Efforts to ensure safe drinking water for children need further support to reach their intended audience, according to an analysis of California’s mandate requiring child care facilities to test their water for lead, known as AB 2370.

The finding from the UCLA Luskin Center for Innovation is part of a new report and policy brief that examine strategies for developing and implementing the state’s testing and remediation program for those sites. Among its recommendations, the report stresses the need for a dedicated funding stream to ensure the program’s success.

“We’ve learned from a similar program in California’s schools that if robust monitoring and funding doesn’t exist, much of the needed testing and remediation won’t be implemented,” said Gregory Pierce, associate director of the center and lead author of the study.

In order to be successful, Pierce predicts, the program will require five to 10 times more funding than the $5 million currently budgeted by the state.

To determine how to best implement the program, the researchers synthesized feedback from a variety of stakeholders, including child care providers, environmental justice advocates and water utilities. They found several current shortcomings, including the fact that many child care providers have not received directives to test their water and that the program’s messaging is only available in English and Spanish.

The study recommends that stakeholders at all levels have a voice in helping to design the program to correct problems. A co-design process that includes parents, day care centers, utilities and state agencies will result in higher compliance rates and confirm that all centers have their facilities tested in a timely manner, the researchers say.

It is also important that the program not increase mistrust of tap water in settings where such concern is unmerited, according to the report. For instance, after hearing about the lead testing program, some day care centers and parents began using bottled beverages, even though their drinking water was clean. Bottled water can be expensive and has a negative environmental impact.

Lead exposure poses an acute threat to young children and their families. Even low-level exposure has been connected to loss in IQ, hearing impairments and learning disabilities. Recognizing this threat, California passed Assembly Bill 2370 in 2018, which mandates the testing of drinking water for lead at licensed child care facilities built before 2010. These sites must complete the tests before 2023 and, if elevated levels are found, remedy the problem or find alternative sources of water.

AB 2370 represents a meaningful step toward further protecting children’s health, the researchers say, but implementing the law remains a huge feat. Thousands of day care centers must test and clean up their plumbing systems, and many of these facilities are experiencing funding and staffing shortages, especially during the coronavirus pandemic.

Overall, the researchers view the program as an important step toward ensuring the human right to clean water for all Californians. A more streamlined and supported implementation process, they say, would help officials better deliver on-the-ground results statewide.

The study was funded by First 5 LA, an independent public agency working to strengthen systems, parents and communities so that by 2028, all children in Los Angeles County will enter kindergarten ready to succeed in school and life.

COVID-19 Pandemic Could Cost California Transportation Billions in Revenue New research highlights need for policymakers to prepare for a future shortfall

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California could lose up to $20 billion in transportation revenue over the next 10 years because of the COVID-19 pandemic, according to research released May 12 by the Mineta Transportation Institute, or MTI.

Researchers Asha Weinstein Agrawal of MTI at San Jose State University and Hannah King and Martin Wachs of UCLA Luskin projected how much revenue will be generated over the next decade by state taxes on fuel purchases and fees on vehicle ownership. COVID-19 has reduced those revenues substantially because people are driving less and therefore buying less fuel.

Projected total revenue varied according to different economic recovery scenarios examined by the researchers.

“Under a worst-case scenario, a slow economic recovery could cause California to receive 17% less revenue through 2030 than the state would have received without COVID-19,” said Agrawal, the director of MTI’s National Transportation Finance Center. The projected revenue for the slow-recovery scenario is $98 billion, compared to a projected $118 billion without the pandemic.

State policy choices could impact projected revenues, according to the study. The researchers identified a recovery scenario that could generate $121 billion, a 3% gain, thanks to a swift and complete economic recovery coupled with policies to encourage Californians to purchase electric vehicles.

“California policymakers are hastily planning for a future with less-than-anticipated revenue,” said Wachs, a professor emeritus of urban planning at UCLA and a researcher at its Institute of Transportation Studies. “The scenarios in this study are not predictions of what will happen, but with so much uncertainty about the future, they help policymakers ask important ‘what if’ kinds of questions.”

The study focused on transportation revenue collected by the state thanks to a package of taxes and fees established in 2017 by Senate Bill 1. This revenue comes from gasoline and diesel fuel taxes, an annual fee on vehicles with the rate based on vehicle value, and an annual fee for zero-emission vehicles.

The report did not include transportation funds in California that are raised locally through transit fares, tolls, sales taxes and property taxes. Nor did it include any federal funding that would aid in transportation recovery.

A shortfall in state transportation revenue would trickle down to drivers.

“Revenue shortfalls will likely result in both reduced maintenance and delayed capital investments,” Agrawal said. “Drivers will have to wait longer for planned improvements like replacing outdated bridges and rehabilitating freeways.”

The researchers modeled scenarios based on transportation-specific variables that are most likely to be affected by COVID-19, including fuel consumption, the number of registered petroleum-powered and electric vehicles, and the price of cars. They also projected potential revenue from possible government policies to stimulate the market, such as tax credits to encourage vehicle purchases.

Comparing them to a baseline of what was expected before the COVID-19 emergency, the researchers examined five recovery scenarios: 1) slow, 2) moderate, 3) moderate with a stagnated vehicle market, 4) moderate with an electric-vehicle stimulus, and 5) fast with an electric-vehicle stimulus.

The study was funded by the Mineta Transportation Institute at the request of the California Transportation Commission. The researchers were scheduled to present their findings during a virtual webinar on May 14.

The lead author of the study was Agrawal. King is a doctoral student in urban planning at UCLA.

Jerry Brown Speaks Out on Curbing Coronavirus and Building a Strong Future Former governor's conversation with biographer Jim Newton draws virtual audience of more than 1,300

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By Mary Braswell

Former Gov. Jerry Brown shared his views on stepping up the fight against COVID-19 and repairing the rifts that divide Americans during an expansive conversation with Jim Newton, editor of UCLA’s Blueprint magazine and author of a new book on the California statesman’s life.

More than 1,300 viewers tuned in to the May 12 webinar to hear insights from Brown, who built a reputation as both pragmatist and visionary in his half-century of public service, including four terms at the state’s helm.

The virtual audience had the opportunity to pose questions during the hour-long session, organized by the Los Angeles World Affairs Council & Town Hall and the nonprofit Writers Bloc, in partnership with the 2020 UCLA Luskin Summit.

The webinar took place amid a nationwide debate about how best to contain the novel coronavirus. Newton, author of the new biography “Man of Tomorrow: The Relentless Life of Jerry Brown,” asked the former governor how he would balance the dueling imperatives of protecting the nation’s health and reviving its economy.

Singling out Taiwan as a nation that acted swiftly and effectively to curb the virus’ spread, Brown urged that anyone infected be quarantined away from their families. The urgency of widespread coronavirus testing cannot be underestimated, he said, faulting the federal government for failing to mobilize the nation’s resources to fight the virus.

“This is a great manufacturing powerhouse, we’re a great biotech innovative powerhouse as well,” he said. “So the fact that we don’t have the tests we need, not by the hundreds of thousands but by the tens of millions every day, is leading to the problem we’re now at.

“The longer you wait, the harder it is, the more people get sick, suffer and die,” Brown said.

To rebuild the economy, the former governor invoked the words of Franklin Delano Roosevelt, who called for “bold, persistent experimentation” in his New Deal package of relief and reforms following the Great Depression.

“We need that. Not partisan rancor, not petty politics, not halfway measures. To get this economy going with so many people sequestered at home requires massive federal spending and investment,” Brown said.

He called for the immediate launch of ambitious infrastructure projects to reopen hospitals, bring internet access to rural areas, and build roads, highways and high-speed rail. The projects, he said, would be staffed through a jobs program that would provide a livelihood for millions of Americans now facing prolonged unemployment.

“I would call this really a Rooseveltian moment. And it ought to take into account all the problems that we have. Whether it’s the maldistribution of income and opportunity, whether it’s the pending challenge of climate disruption, all these things are on the table,” he said. “Unfortunately, if we can’t do them right in calmer days, it’s going to be very difficult.”

Known for sprinkling his comments with historical references, Brown cited Roosevelt numerous times and also namechecked economists John Maynard Keynes and Friedrich August Hayek, inventor and architect Buckminster Fuller, and Supreme Court Justice Edward Douglass White, who served in the early 20th Century.

But the names most cited were Donald Trump and Mitch McConnell, the president and Senate majority leader whom Brown held accountable for both an inadequate COVID-19 response and a fractured populace.

“If the choice is Trump for another four years … all these problems, from my vantage point, are going to get much, much worse, dangerously so,” Brown said, looking ahead to the November election.

“We have a lot of challenges and probably the biggest is building trust in our leadership, which is now being done better by our governors than by those occupying a power pole position in Washington,” he said.

Brown, a longtime Democrat whose own presidential aspirations fell short, predicted that an era of greater national unity lies ahead — but it requires abandoning far-reaching proposals from both the political left and right.

“I think we do need a unifier. I know we need polarization to activate the electorate, but in governing we need someone who reaches beyond the particular issues that are currently the stuff of campaigning,” Brown said.

“And that’s why politics is not all that satisfying and why politicians are not enduringly popular.”

Fielding audience questions, Brown weighed in on a range of topics.

On the future of financing higher education in California, he said, “We need to change the university from being an arms race of amenities to one that will be more limited but also fully creative. … The current course is not sustainable without a rising burden put on students, and I think that would be very wrong.”

On his signature issue, combating climate change, he called for an era of “planetary realism” and noted that the coronavirus emergency offers a sober lesson: “If you delay, if you don’t seize the moment when you can, you pay a much bigger price.”

And on maintaining hope amid an array of global threats, Brown took a poetic turn:

“I look out the window here and the wind is blowing on the walnut tree in front of me, the oak trees, the leaves, they’re flourishing” even amid drought, he said. “The rabbits are running around, the dogs are chasing the squirrels, the coyotes are howling at night. …

“Life — just to be here and be part of it — is quite a lot. So to worry, to think about down the road how it’s going to turn out? That’s fortune telling. That’s ouija board stuff.

“Do what you can do in the moment that you have. And God will take care of the rest.”

 

On-the-Ground Guidance for L.A.’s Far-Reaching Climate Strategy University researchers and a robot named MaRTy complete first on-site test of city’s Cool Streets program

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By Mary Braswell

Los Angeles’ ambitious plan to cool the city as the planet grows warmer is getting a boost from two university professors and a street-smart robot named MaRTy.

The researchers, from UCLA and Arizona State University, have completed the first on-site evaluation of the city’s Cool Streets program, one of several sustainability strategies outlined in Los Angeles’ 2019 Green New Deal.

By covering several blocks of road with a solar-reflective coating engineered to reduce surface temperatures, the city’s pilot program aims to test the cooling effects on an entire neighborhood. The researchers broadened the body of knowledge by collecting a sophisticated suite of measurements that simulate the experience of a pedestrian walking on the surface.

“Once you take things down to the street level, arguably you have to start thinking about the thermal load on people,” said V. Kelly Turner of the UCLA Luskin School of Public Affairs, who collaborated with Ariane Middel of ASU’s School of Arts, Media and Engineering.

The reflective coating aims to prevent asphalt from retaining heat, which contributes to the “urban heat island effect” that keeps cities from cooling down, even in the evening. But the study by Turner and Middel, newly published in the journal Environmental Research Letters, reveals an unintended, ground-level effect: The paint’s highly reflective properties can actually elevate pedestrians’ exposure to heat.

Imagine a scene that has become increasingly common as Angelenos shelter in place: families taking neighborhood walks, often with a dog in tow. On a coated road, the dog might appreciate the cooler surface beneath its paws. But the dog walkers might feel an uptick in heat reflected off the ground.

City workers apply a cooling paint on roads in Pacoima

City workers apply a cooling paint on roads in Pacoima, part of Los Angeles’ strategy to combat climate change. Photo courtesy of Los Angeles Bureau of Street Services

“From an urban planning perspective, this idea of cool pavements is really innovative. Cool streets may be great for mitigating the urban heat island, if that’s the goal,” said Turner, who noted that the widespread use of the reflective paint on roofs, roads and other surfaces can reduce the amount of heat absorbed in the built environment.

However, she added, “If the goal is framed in terms of a public health benefit, we need to know a bit more, since the reflected radiation increases the heat load on a pedestrian walking over the surface.”

Turner and Middel hope their initial findings will open the door to further research that will help the public and private sectors fine-tune their green initiatives. In addition to gathering more information about cooling paint’s impact on human comfort and health, future studies could answer questions about cost-effectiveness, maintenance needs and the tradeoff between daytime glare and nighttime visibility, they said.

Putting MaRTy into action

To collect their cool pavement data, Turner and Middel took MaRTy for a spin on the streets of two Los Angeles neighborhoods chosen for the pilot project.

The robot is “essentially a garden cart that has a lot of meteorological sensors attached to it,” said Middel, who created the tool at ASU’s SHaDE Lab to calculate “mean radiant temperature” — the data set that gives MaRTy his name.

In addition to measuring surface and air temperature, wind speed and humidity, the robot collects information on long- and short-wave radiation to determine mean radiant temperature, which is a reliable predictor of thermal comfort for humans. MaRTy is also nimble enough to trundle along sidewalks, ravines or other locations where a pedestrian might wander, setting him apart from measurement tools mounted on street vehicles.

On a day in July 2019 when air temperatures hit the high 80s, the research team walked the blocks of the two neighborhoods, in Pacoima and Sun Valley, from 11 a.m. to 9 p.m. They found that the coated roadways were cooler to the touch, by as much as 11 degrees Fahrenheit, compared with nearby untreated asphalt — meaning the paint successfully lowered surface temperature, as it was designed to.

However, Turner and Middel also discovered that mean radiant temperatures at midday were more than 7 degrees Fahrenheit warmer in a five-foot–high area above the cool surfaces, compared with asphalt. In the midafternoon, that number fell to about 3 degrees.

While Los Angeles’ Cool Streets program targets roads designed for cars rather than people, the study provides useful data for agencies considering the cooling paint for playgrounds or other pedestrian areas.

Turner and Middel say the findings will also inform their separate, ongoing study supporting California’s Transformative Climate Communities program, which invests in climate action at the local level. Both of the researchers’ projects were underwritten by the UCLA Luskin Center for Innovation, where Turner is associate director of urban environment research.

Greg Spotts, chief sustainability officer for Los Angeles’ Bureau of Street Services, said he welcomes the on-the-ground findings produced by Turner, Middel and MaRTy and called for further study.

“By being the first municipality in California, and possibly the country, to deploy a cool pavement coating on a public street, we now have physical sites where researchers can do some of their work. Before, most of the research was based on computer modeling,” he said.

Spotts, who earned his master’s in public policy at UCLA Luskin in 2008, spearheaded the cool pavement project as one part of a multipronged strategy to combat climate change at the neighborhood level. To date, the Bureau of Street Services has planted trees, built shade structures and installed hydration stations, among other interventions.

Future research could explore how cool pavement works in combination with these complementary measures to reduce the overall heat island effect on a community scale while also increasing pedestrian thermal comfort at the street level.

Turner and Middel concurred that climate change must be tackled from multiple directions.

“There is not just one solution that’s going to solve all our problems,” Middel said. “We have to look at the benefits and tradeoffs of all the solutions we’re considering to come up with the best way to cool our cities.”

UCLA Supports Launch of California’s Transformative Climate Communities Program New Luskin Center for Innovation resource page tracks state's innovative effort to fight climate change

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By Colleen Callahan

The UCLA Luskin Center for Innovation (LCI) has supported the launch of California’s innovative Transformative Climate Communities Program (TCC), one of the world’s most comprehensive sets of investments in local climate action. This includes developing the evaluation plan to track progress and evaluate outcomes from investments that could serve as a global model for community-scale climate action.

Now, inaugural progress reports for the first communities awarded TCC grants — Fresno, Ontario and Watts in Los Angeles — are authored by LCI researchers. These reports, and other resources related to LCI’s tracking of the groundbreaking efforts in local climate action, are centralized on a new TCC resource page. Policymakers, community stakeholders, researchers and others interested in local strategies to combat climate change can use this page to monitor progress, best practices and lessons learned over the five-year TCC grant implementation period that began in the spring of 2019.

The program to fund the development and implementation of neighborhood-level transformative plans that include multiple projects to reduce greenhouse gas emissions was authorized by Assembly Bill 2722 in 2016. In addition to fighting climate change, the program empowers disadvantaged communities impacted by poverty and pollution to support projects that advance their local economic, environmental and health goals.

“TCC may be the most holistic investment in neighborhood-scale and community-driven climate action anywhere on the planet,” said Jason Karpman MURP ’16, project manager of UCLA’s TCC evaluation. “Lessons learned from this new program could have potentially broad implications for climate action elsewhere.”

The California Strategic Growth Council serves as the lead administrator of TCC and awarded the first round of grants to Fresno ($66.5 million), Ontario ($33.25 million) and the Watts neighborhood of Los Angeles ($33.25 million).

Communities are empowered to customize their projects and plans based on their priorities and partnerships. The program includes mechanisms for accountability, including oversight from community members as well as third-party evaluation from academic researchers.

The team at the Luskin Center for Innovation and a similar group from the UC Berkeley Center for Resource Efficient Communities comprised the evaluation team for round 1 of TCC grants. UCLA researchers will take on a fourth TCC site for evaluation, Northeast Valley Los Angeles, during round 2 of TCC implementation.

The evaluation team worked with Fresno, Ontario and Watts stakeholders to create the Transformative Climate Communities Evaluation Plan, which UCLA published in late 2018. This research roadmap is being used to track and assess progress and results over a five-year period in those communities.

Now, UCLA has released the first annual report spanning the initial months of grant implementation.These reports highlight a wealth of data, including community conditions that could change during the five years of TCC implementation. Baseline trends relate to demographic, economic, energy, environmental, health, housing and transportation conditions.

“This first set of reports also documents progress on TCC implementation to date, including project milestones and personal stories of how TCC investments are affecting the lives of people who live and work in the pilot communities,” Karpman said. “This includes the voices of resident leaders in Ontario working to implement the site’s community engagement plan, a job trainee in Fresno learning how to install solar panels, and a high school student in Watts helping to expand a community garden.”

The first set of annual reports focuses on the period following the initial announcement of the TCC awards in 2018 through June 2019, which includes the first few months of project implementation. Common milestones across the three sites include laying the foundation for grant success, establishing partnerships and a governance structure, and launching new local initiatives around health, economic development and the environment.

UCLA’s page includes a number of other resources. Photos of residents and project staff show them working to bring their communities’ vision to reality. Supplemental methodological documentation such as open source code is available for those seeking to replicate findings. And staff bios show the evaluators involved with the project.

TCC is part of a suite of efforts, known as California Climate Investments, funded by the state’s cap-and-trade program. It unifies many of the California Climate Investments project types into a single, place-based initiative. Specifically, TCC funds the following project types:

  • construction of affordable housing near transit;
  • installation of rooftop solar and energy efficiency improvements for homes;
  • purchase of electric vehicles, including buses, that can run on clean energy instead of fossil fuels;
  • expansion of bus service coverage or frequency;
  • improvement and expansion of bike lanes and sidewalks;
  • planting of trees along bike and pedestrian routes and near buildings;
  • implementation of waste diversion programs, such as the collection and reuse of food waste and neighborhood-scale composting.

To maximize the benefits of these types of projects, grantees also must develop and implement the following transformative plans:

  • a community engagement plan to ensure TCC investments reflect the vision and goals of community members;
  • a workforce development plan to bring economic opportunities to disadvantaged and low-income communities;
  • a displacement avoidance plan to minimize the risk of gentrification and displacement of residents and businesses following neighborhood improvements.

 

 

For 30 Years, Lewis Center Has Responded to L.A. Issues With Ideas All six current and former directors gather to recall the challenges and successes they experienced while leading regional policy research at UCLA

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By Lauren Hiller

During a gathering March 5 at its first home on the UCLA campus, the Lewis Center for Regional Policy Studies commemorated 30 years of scholarship, public advocacy and leadership on campus and in the community.

All five former Lewis Center directors — a who’s who of distinguished scholars — joined the current director, Urban Planning Professor Evelyn Blumenberg, at DeCafe Perloff Hall to discuss the milestones and issues facing the region during each person’s tenure. As each director spoke, it was evident that the center’s longevity is rooted in interdisciplinary scholarship and fostering the next generation of scholars.

In 1989, Ralph and Goldy Lewis donated $5 million to endow a research program at UCLA that studied regional policy issues. The following year, the Lewis Center opened its doors in Perloff Hall, the location of what was then known as the School of Architecture and Urban Planning, with founding director Allen J. Scott, distinguished research professor of geography and public policy. Scott was succeeded by Roger Waldinger, distinguished professor of sociology; followed in chronological order by Paul Ong, research professor at the UCLA Luskin School of Public Affairs; J.R. DeShazo, professor of public policy, urban planning and civil and environmental engineering; and Brian D. Taylor, professor of urban planning and public policy.

“My parents both went to UCLA and they believed in the power of public education and need to support the public system,” said Randall Lewis, whose parents were homebuilders and interested in issues of growth, transportation, housing and air quality. “They felt as they were building houses, building communities, that they didn’t want to create problems. They wanted to find solutions.”

Anastasia Loukaitou-Sideris, who joined the UCLA community the same year that Lewis Center was established and received one of its first grants, kicked off the event.

“The Lewis Center best exemplifies the role that we’re asking our research centers to play: push research forward, support the educational mission of the school and its students, and serve as a public forum that disseminates important research-based information and data to a larger public,” said Loukaitou-Sideris, professor of urban planning and associate provost for academic planning.

Allen J. Scott was the founding director of the Lewis Center, which launched during a time of upheaval in Los Angeles in the 1990s.

Launched Amid Regional Turmoil
The early 1990s were a tumultuous time in Los Angeles. The aerospace industry, which was a backbone of the region’s economy, was collapsing. The 1994 Northridge earthquake killed 61 people and caused $6.7 million in damage, crippling major infrastructure like freeways. And civil disturbances fueled by racial injustices, police brutality, and poverty and social marginalization rocked the city.

“Los Angeles looked like, from some points of view, a basket case and getting worse,” Scott recalled. “And so we were, at a very early stage, involved in attempting to build responses to these problems and others.”

Scott and the Lewis Center published a series of working papers focusing on new industry (such as electric vehicles) to replace aerospace and an examination of the nature and causes of the crises in South Los Angeles.

By the time Waldinger took over in 1996, the immigrant population in the Los Angeles region had quadrupled within two decades. Yet, research on the impact of immigration on the Los Angeles region lagged behind frequently studied cities like Chicago and New York. The Lewis Center played an integral role in bringing Los Angeles to the forefront of regional studies with efforts such as Waldinger’s book “Ethnic Los Angeles.” Today, it’s hard to imagine a discussion of immigration and foreign-born individuals without considering L.A.

Waldinger said the center’s early research has transformed California policy. Although immigration policy is a federal issue, immigrant policy can be local, he noted, pointing to state measures that have aided California’s immigrant population.

Ong, the center’s third director, continued the multidisciplinary tradition of the Lewis Center and collaborated with scholars in UCLA Luskin Social Welfare and the natural sciences. As director, he published a seminal report on the undercounting of low-income people and communities of color in the 2000 Census.

Ong’s work also highlighted a core strength of the Lewis Center — its focus on addressing social justice issues for marginalized communities. He said the center also partnered with the County of Los Angeles and L.A. Metro to understand the transit needs of underserved communities.

DeShazo oversaw the Lewis Center during a time when its focus turned to environmental issues. In 2006, California passed the Global Warming Solutions Act (AB 32), promoting ambitious climate solutions that even some legislators doubted could be achieved.

“Those were the days we didn’t even know where greenhouse gases were coming from,” DeShazo remembered. The first step was to identify sources and then to identify solutions to reduce emissions, including electric vehicles, rooftop solar energy and energy-efficient technology.

“Everything that we have today is what people thought was impossible to accomplish. The groundwork for that was laid in the 2006-2012 period,” DeShazo said.

The Lewis Center has also contributed to environmental justice scholarship, especially the designations of disadvantaged communities as a result of identifying where emissions were coming from and where populations vulnerable to those emissions are living.

Taylor next put the focus on housing affordability and transportation in light of large investments in public transit like Measure R, a sales tax that is expected to raise $40 billion over 30 years.

He said the center’s regional lens has a built-in advantage when it comes to studying housing affordability, transportation and access, which play out across a diverse geography.

Taylor’s tenure also overlapped with his role as chair of UCLA Luskin Urban Planning. It was a position that helped him to advocate for the addition of faculty members and scholars who could tackle these regional priorities.

“Housing affordability was not my area of research,” Taylor said. “All I did was try to support and catalyze the intellectual leaders that are helping shape the important debates on this.”

A Legacy of Leadership
Acting as a consistent bridge to marginalized voices, the Lewis Center’s former directors see scholarship and professional development as their enduring legacy. Many onetime students have gone on to become academic leaders in their own right.

“I’m honored to follow in those footsteps,” said Blumenberg MA UP ’90, Ph.D. ’95. She became director in 2018 and has focused on how Angelenos live, move and work in L.A., with a particular interest in pathways out of poverty. The center recently launched the Randall Lewis Housing Initiative.

Has Los Angeles made progress over the last 30 years?

The answer is mixed, Ong said. A commitment to climate change initiatives and equity are highlights, but income inequality and social justice remain daunting issues.

“I’m proud of the fact that the Lewis Center continues to look at issues of inequality,” Ong said. “We’re dedicated to doing the research to find solutions, but it’s like swimming upstream.”

Still, Ong remains hopeful: “I know enough about [Blumenberg’s] history that there will continue to be a commitment from the Lewis Center to accomplish things that will bend us towards justice.”

UCLA Luskin Research Informs State’s Water Affordability Actions Effort for California Legislature represents the first statewide picture of California’s water affordability challenges

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By Stan Paul

Researchers at the UCLA Luskin Center for Innovation helped develop and inform recommendations for a report released this week by the California State Water Resources Board aimed at establishing a statewide low-income rate assistance program for water.

The report was requested from the Water Board, within the California Environmental Protection Agency, by the California State Legislature via AB 401, which passed in 2015.

In creating the report, Water Board staff worked with UCLA lead investigator and author Gregory Pierce and Center for Innovation (LCI) colleagues Nicholas Chow, J.R. DeShazo and Kyra Gmoser-Daskalakis.

“We gathered and analyzed data on water rates, household incomes, and other low-income assistance programs to create the first statewide picture of California’s water affordability challenges,” said Pierce, LCI associate director and senior researcher for the center’s Water, Environmental Equity and Transportation programs.

To date no federal government or state has developed or administered a water rate assistance program, added Pierce, who is also an adjunct assistant professor of urban planning at the UCLA Luskin School of Public Affairs.

In California, about 13 million people (34%) live in households with income under 200% of the federal poverty level ($50,200 for a family of four in 2018). At the same time, retail cost of water has risen over the past decade and will continue to rise, while low-income households continue to struggle, according to the report. Among several reasons offered to support a statewide water affordability program include the fact that the majority of the state’s more than 3,000 water systems are too small to support low-income programs by themselves.

“Through research, we are broadly supporting efforts to implement policy to make the human right to water a reality,” said Pierce, explaining that affordability is one of three dimensions of the human right to water, which also includes quality and accessibility.

Recommended in the report is a three-part strategy to comprehensively address water affordability for low-income Californians, including those who pay indirectly through rent. The recommendations are: a direct water bill credit, a renter’s water credit, and water crisis assistance.

If implemented in full by lawmakers, the effort is expected to cost about $600 million in the first year. This would include administrative expenses as well as billing modifications.

The report also identifies possible revenue sources, including tax increases, which would require a two-thirds approval by the state legislature or voter approval via a ballot initiative.

UCLA Study on Plastic Waste in L.A. County Will Inform Ordinance Research shows that recycling is not a panacea for plastic waste problem and finds that reusable alternatives can be cost-effective

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By Colleen Callahan

A new report by the UCLA Luskin Center for Innovation (LCI) that highlights impacts of plastic production and waste in Los Angeles County will benefit the county in drafting an ordinance addressing plastic waste.

“One of the findings from the report that may surprise Angelenos is that a majority of plastic waste in L.A. County is not currently recycled,” said Gary Gero, the county’s chief sustainability officer. “This is just part of the problem behind the environmental, economic, energy and human-health-related impacts associated with plastic production and waste in L.A. County, which this study clearly reveals.”

The report also analyzes alternative options in food service and singles out single-use plastic food service waste for its outsized representation in litter and its low recycling potential. No facility in L.A. County currently recycles plastic food service ware because of concerns about food contamination and other issues. After a policy change from China in 2018 to limit recyclable waste materials accepted by that country, only #1 and #2 plastics are commonly recycled.

“Fortunately, there are alternatives to plastic containers, cups, straws and ‘sporks’ that make practical and economic sense,” said JR DeShazo, the principal investigator on the study and director of the UCLA Luskin Center for Innovation. “Solutions are on hand, as the report makes abundantly clear.”

Researchers found that compostable ware can reduce environmental impacts as compared to plastic. But the report also explains that a full transition to compostable ware across the region would need to be approached carefully.

For one, it would require an expansion of the currently limited composting infrastructure in L.A. County. Fortunately, state regulations are in place to mandate this expansion over the next few years and the county is actively working toward meeting those state targets. In addition, a larger transition to compostable ware would require thoughtful consideration of materials in order to select products with a lower lifetime environmental impact as compared to plastic. Compostable products that are 100% fiber-based without chemical treatment produce the best environmental outcome.

No disposable ware can beat the environmental footprint of reusable food service ware, researchers found. Moving to reusables in place of disposables represents a large shift for many food vendors, with higher up-front costs but lower expenditures over time.

The fiscal break-even point for businesses can generally occur within the first year of transition, with direct cost savings for businesses afterward totaling thousands of dollars per year, according to the study.

“It was heartening to see the conclusions related to economic impacts of moving our businesses to more sustainable materials,” Gero said. “It’s also relatively easy for us, as individuals, to do something about it — like bringing our own cups, straws and utensils when we dine at a fast-service type of restaurant.”

In California, 135 cities and counties have adopted ordinances related to single-use plastic reduction. Researchers interviewed officials from eight of those cities, mostly in L.A. County.

The experiences of these jurisdictions indicate that policies restricting plastics have been effective at reducing the adverse impacts of plastic waste with no reported negative economic impacts. These jurisdictions have provided avenues for vendors to claim exemptions for financial hardship, but the rate at which vendors have applied for such exemptions is very low, the study notes.

The Los Angeles County Chief Sustainability Office commissioned the study, per a motion by county supervisors directing the office to contract with UCLA to study the issue of plastic waste, processing, recyclability and alternatives in the county. The motion came after supervisors earlier in 2019 approved the OurCounty Sustainability Plan, a comprehensive approach to help L.A. County transition to a more sustainable future through actions that include plastic waste reduction.  The county plans to release its draft ordinance later in 2020.

 

Enhancing the Resiliency of L.A.’s Water Supply Through Recycling Luskin Center for Innovation is analyzing a plan to recycle all of L.A.’s wastewater by 2035, a project that could be the largest capital water project investment in L.A. this century

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By Colleen Callahan

Analysis by the UCLA Luskin Center for Innovation (LCI) is underway in support of Los Angeles’ goal to recycle all wastewater by 2035 and use it to replenish local groundwater and reduce the need to import water.

“Using recycled water is the next major step in Southern California to ensure needed resiliency against future droughts and earthquakes,” said Nicholas Chow MSc Civil and Environmental Engineering ’16, water engineering project manager for LCI. “Our study could inform construction of a pipeline that provides millions of customers with a new source of clean water.”

According to an announcement by Los Angeles Mayor Eric Garcetti in 2019, the city will stop discarding wastewater to the ocean and instead recycle that water for beneficial use. The plan to meet this goal centers on the Hyperion Water Reclamation Plant, which is the largest wastewater treatment facility west of the Mississippi River. Hyperion receives the vast majority of the city’s total wastewater but currently recycles only 27%. The rest goes into the Pacific Ocean.

The LCI researchers are assessing a proposed Hyperion reuse and groundwater development project that would include construction of $2 billion worth of infrastructure over a decade in order to achieve the city’s 2035 implementation goal. Experts say this project may become the largest capital water project investment for Los Angeles during the 21st century.

In announcing the project, Garcetti framed the effort as L.A.’s next “Mulholland moment,” a reference to the legacy of water chief William Mulholland and the Los Angeles Aqueduct, which opened more than 100 years ago and helped create modern Los Angeles by redirecting water from the Owens Valley hundreds of miles away. City leaders now have an opposite ─ reducing the amount of water imported from far-away.

“Maximizing L.A.’s recycling capacity will increase the amount of water we source locally and help to ensure that Angelenos can count on access to clean water for generations to come,” Garcetti said in his announcement.

The objective of the UCLA study is to estimate the project’s value — specifically, how investing now in recycled water might avoid future costs for rate-paying households and businesses. Researchers are factoring in droughts, seismic events and the rising price of imported water, all of which threaten L.A.’s water supplies.

Commissioned by the Los Angeles Department of Water and Power, the agency responsible for maximizing beneficial use of water treated at the Hyperion plant, the UCLA study is being conducted in collaboration with L.A. Sanitation and Environment, which operates the Hyperion plant.