Archive for category: Research Projects

UCLA Study Finds Strong Support for LAPD’s Community Policing Program Researchers say crime declines and trust increases when officers work alongside residents to build relationships

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By Les Dunseith

Families living in public housing developments with a history of gang violence and troubled relationships with law enforcement are seeing less crime and feeling safer because of a policing program launched in 2011 by the Los Angeles Police Department, according to a comprehensive analysis led by Jorja Leap, an adjunct professor of social welfare at the UCLA Luskin School of Public Affairs.

The Community Safety Partnership, or CSP, began in the Jordan Downs public housing development and later expanded to two other Watts locations, Nickerson Gardens and Imperial Courts, as well as Ramona Gardens in Boyle Heights. The program assigns specially trained LAPD officers to work alongside residents to reduce crime by developing youth outreach, sports, recreational and other programs tailored specifically to their communities.

The yearlong UCLA-led evaluation compared crime rates in Jordan Downs and Nickerson Gardens with computer-generated, synthetic models of demographically similar neighborhoods that did not receive CSP services. The research team also conducted community-based research with officers and residents, logging 425 hours of observation, conducting 110 interviews and 28 focus groups, and completing close to 800 surveys as part of a mixed-methods research effort at Nickerson Gardens and Ramona Gardens. Clear majorities at both sites expressed support for this innovative program.

“Their lives were literally changed by CSP,” Leap said during a May 12 online meeting of the Los Angeles Police Commission at which the study was publicly unveiled.

Leap is an expert on gangs whose academic research and community engagement in Watts spans four decades, including the Watts Leadership Institute, a 10-year initiative based at UCLA Luskin. She told the five members of the civilian commission that people interviewed by the UCLA team “felt it was safer to go outside, mingle with people, use green spaces.”

As part of the LAPD program, extra effort is made to bridge communication between officers and residents, many of whom have deep-seated distrust of the police. Leap said a critical component involves officers apologizing to community residents for past mistakes and incidents of brutality.

“We were the enemy — pure and simple — if you had the LAPD uniform on, it was as if you had a target on your back. If there were reports of a shooting, officers were not supposed to come in without back-up,” said one officer interviewed for the report. “That’s all changed. The residents of this community want CSP here, they want this community to be safe. They welcome us.”

The impact on crime is significant. According to the analysis, in a one-year period, CSP has led to seven fewer homicides, 93 fewer aggravated assaults and 122 fewer robberies than would otherwise have been expected at Jordan Downs and Nickerson Gardens.

Statistics like those, plus the high level of resident support found by researchers, encouraged Leap to recommend to the commission that CSP serve as a model for department-wide LAPD policing efforts. The relationship-based focus could also be helpful in other crisis situations, including public health problems such as opioid abuse or the current coronavirus pandemic, she said.

“It could be extremely useful for epidemic crises, including homelessness and the pandemic,” Leap told the commission. “This is the type of approach that represents a new and important paradigm in law enforcement.”

Aztec dancers Cultural programs include Aztec dancing.
Aztec dancers Officer Emada Tingirides races a youngster Officer Christian Zuniga Researcher Ann Kim, right Officers sponsor youth sports soapbox derby car

The program has already expanded beyond Watts and Boyle Heights to housing developments in South Park and San Fernando Gardens, as well as the neighborhood surrounding Harvard Park. That expansion was funded by the Ballmer Group, co-founded by Clippers owner Steve Ballmer, and the Weingart Foundation, which, along with The California Endowment and several private donors, were among the seven funders of the $500,000 UCLA study.

The report describes many positive outcomes related to CSP, but it also identified several shortcomings.

“It is not all sunshine and roses,” Leap warned the commission, adding that the community was skeptical regarding the department’s commitment. “This must become part of the DNA of the LAPD and not a hit-and-run program that is gone in a few months.”

Some respondents questioned the level of community involvement in CSP activities, for example, saying that the officers implemented some programs without first seeking resident participation. Many residents — and even some of the officers — also expressed confusion about the specifics of the program.

“Everyone understood it was about relationships. Pretty much everyone understood it was about building trust,” Leap said. “Nevertheless, there was tremendous confusion” about the CSP model and a strong desire from all parties for better documentation of the program’s components.

Leap said the level of support for CSP in the study differed according to demographic characteristics.

Overall, she said, women were the leaders in both of the housing developments that were studied, and women were slightly more supportive of CSP than men. On the other hand, she noted, there were major differences in terms of ethnicity.

Latino residents predominantly supported CSP, Leap said. “Where we got push-back and mixed results,” particularly on community surveys, was among African Americans. The researchers were able to delve into the underlying reasons for this response during their interviews and focus groups.

“It should come as no surprise — African Americans have had the most tumultuous history” with law enforcement in Los Angeles, said Leap, who noted that incidents of police violence against blacks in other parts of the country in recent years have only added to longstanding tensions between the community and the LAPD. “There are many individuals who carry this history and this mistrust.”

In the report, one interviewee said: “Don’t say everyone loves CSP because not everyone loves CSP. There’s some people who think it’s a bunch of bull. There’s some people who are never gonna trust the police. And there’s some people who are waiting to be convinced. They’re waiting to see if the CSP sticks around or — if once all the publicity goes away — then [the CSP officers] go away.”

That concern was echoed in the report, which included a recommendation to increase funding for CSP and a designation of the program as a permanent part of the LAPD’s law enforcement strategy.

Staying the course over time is important to Leap. She pledged that this study will be just one part of an ongoing effort by her research team, which included UCLA Luskin social welfare professor Todd Franke, a methodological and systems expert, and UCLA anthropology professor P. Jeffrey Brantingham, who is a lead researcher for the Los Angeles Mayor’s Office Gang Reduction and Youth Development program. Also on the research team were UCLA research associate Susana Bonis and UCLA Luskin alumna Karrah Lompa, who served as the project manager. Several students, some of whom grew up in Watts and Boyle Heights, joined project staff in conducting field research and data analysis. A multicultural advisory board helped guide the study and will contribute to follow-up efforts.

The key to the program’s success is cooperation. Leap told the commissioners something she has repeated in public meetings: “The community truly partners with the police — this is not rhetoric but a meaningful model.”

Seeking Public Housing Solutions for Japan in Los Angeles Urban planning alumna Kimiko Shiki returns to UCLA Luskin as a visiting scholar

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By Lauren Hiller

Housing choice vouchers in the United States allow low-income families to move into neighborhoods with greater opportunities and resources. But these vouchers may provide opportunities beyond housing — access to employment, transportation and welfare programs that can improve general economic conditions.

As a visiting scholar this year at the UCLA Lewis Center for Regional Policy Studies, UCLA Luskin alumna Kimiko Shiki MA UP ’01, Ph.D. ’08 will investigate the relationship between housing choice vouchers, residential mobility and opportunities in Los Angeles. The associate professor of policy science at Ritsumeikan University in Osaka, Japan, specializes in the housing-location decisions of low-income households and their spatial access to employment opportunities, transportation and welfare services.

Shiki’s doctoral research at UCLA focused on why low-income households are concentrated in dense communities in U.S. cities. At the Lewis Center, Shiki said she plans to use Department of Housing and Urban Development administrative data to analyze low-income residential mobility in Los Angeles from housing choice voucher recipients.

Unlike in the United States, public housing in Japan is often located in the suburbs because of the scale and cost of construction, but transportation access and employment opportunities are more limited outside an urban core.

“Suburban locations can be good for housing quality,” Shiki said. “But if you want to try out other jobs or use other childcare services, it may not work in the suburbs.”

According to her study in Kyoto, Japan, low-income families tend to apply for public housing near their residences in order to maintain their current jobs and local social support systems, Shiki said. Because public housing supply is highly limited geographically, as well as numerically, this means that many low-income families cannot choose to live in public housing.

Without a rental subsidy program, like housing choice vouchers, these households instead turn to a private market that has little economic support, Shiki said. Her research seeks to show policymakers that affordability is not the only consideration that low-income households must weigh when searching for housing.

“Urban poor often experience a lot of migration and mobility, and their needs for residential location change. They often have to move to other areas to find better opportunities,” Shiki said. Public housing doesn’t provide resources for various needs, she said, “but the private market might give them more options for residential location.”

Shiki said she understands the benefits of public housing and hopes her research will show how Japan can augment its services.

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.

Parts of L.A. Hit Hardest by COVID-19 Also Among Those Where Census Response Lags 2010 UCLA analysis shows ‘extreme undercount’ shaping up in low-income and minority neighborhoods

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By Les Dunseith

An analysis by UCLA researchers has found that many of the areas in Los Angeles County with the lowest response rates to the 2020 U.S. Census are also among the locations with the most cases of COVID-19.

In the 2010 census, about 63% of Los Angeles County households responded by mail. This year, according to Paul Ong, a UCLA research professor, the county is on pace for just 52% of households to report their information.

Ong, who also is director of the UCLA Center for Neighborhood Knowledge, spearheaded the analysis of census responses through April 30, which found that the differences in response rate between 2020 and 2010 vary widely by census tract throughout the county. While the response rate for 2020 is about 11 percentage points below what it was in 2010 for the county overall, in many parts of the county the rate is lagging 2010 rates by 21.6% or more.

The communities whose 2020 response rates are lagging 2010 rates the most — 29 percentage points on average — include lower-income neighborhoods in Boyle Heights and East Los Angeles, a majority of South Los Angeles, the Harbor area and Van Nuys. When the researchers compared the census response data to the Los Angeles County Department of Public Health’s tally of COVID-19 cases, they found those immigrant-rich areas are also among the places with the greatest numbers of people with coronavirus.

The census is currently in its self-reporting phase, in which officials are encouraging everyone to participate on their own — whether by mail, phone or online. That phase had been scheduled to end July 31, but officials have pushed the deadline back to Oct. 31 amid the pandemic. Under normal circumstances, the census bureau addresses low response rates in specific neighborhoods by sending census takers to conduct in-person interviews. But with the coronavirus pandemic, that approach will be difficult in 2020.

“As things stand now, the only way to prevent an extreme undercount in some areas of the county would be for a horde of in-person census takers to descend on parts of the city with the greatest chance of coronavirus transmission,” Ong said. “Given the ongoing health concerns, it remains to be seen whether in-person interviews will even be viable during the current census.”

The countywide lag is roughly the same as a national lag of 11 percentage points reported in a related study published by the same researchers on April 30.

The decennial census is required so that congressional seats can be reapportioned to account for geographic shifts in the population, and it is used for redrawing electoral district boundaries for congressional, state legislative and local jurisdictions, and for allocating public funds, which makes an accurate count particularly important.

Ong, who has served as an adviser to the U.S. Census Bureau as part of his scholarly activities at the UCLA Luskin School of Public Affairs, said Los Angeles County is facing an unprecedented challenge in completing the 2020 count. The difficulty is magnified by the COVID-19 crisis, but several other factors contribute to the problem.

First, although making online responses an option for the first time should make participation easier for some, internet access is a barrier for many people — particularly those in areas with the lowest response rates, including the urban cores of Los Angeles and other local cities such as Long Beach. Language and cultural differences also may lower self-response rates.

In general, response rates have been highest in more affluent neighborhoods with significant percentages of white residents, but the analysis found some exceptions. For example, a few affluent tracts of Los Angeles County have rates of response that are well behind 2010, including the Santa Monica Hills and some coastal areas. Ong said increases in vacancies and seasonal housing, or the conversion of some residences to vacation and short-term rentals in those areas could partly explain those changes. A census tract with fewer permanent residents today than in 2010 would logically have fewer census responses this year, he noted.

The UCLA study urges public officials to take additional actions to mitigate the direct and indirect effects of COVID-19 on the census count.

The researchers noted that efforts could be made to lessen the impact of incompatible data sets when comparing census data to COVID-19 cases, for example. They also said that monitoring census responses at the tract level in real time could help in targeting communication to some neighborhoods, particularly low-income and predominantly minority communities that have historically been among the most difficult to accurately count.

“It is critical to quickly understand what is happening on the ground so adjustments can be made rapidly,” according to the report. “The amount of time left to fairly and accurately complete the 2020 census is very short, too short to wait for the normal slow institutional turnaround time.”

Paul Ong also is a founder of Ong & Associates, an economic and policy analysis consulting firm specializing in public interest issues, which provided services pro bono for the study. The study’s other co-authors are Jonathan and Elena Ong.

Listening to — and Learning From — Urban Youth of Color New research by UCLA Luskin faculty finds young people who are actively engaged in civic improvement and eager to be heard about solutions

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By Les Dunseith

In places where exposure to violence is prevalent, those seeking to advance causes on behalf of urban youth of color should start by listening to the young people themselves, according to a new publication from two UCLA faculty members.

What do such youth say about violence in their neighborhoods?

“You see it everywhere. You could ride down the street, you would see somebody arguing. You go down another street, see somebody fighting,” said Justin, a 17-year-old black and Asian youth.

“I don’t like it. It’s too many killings. … I can’t choose, I can’t do nothing about it. I’m still young,” said Salome, a 16-year-old Latina.

So, what can be done — and by whom?

“We all have to communicate and cooperate. …  I just feel like if everybody just came together and put their minds together about what the community should be and how it should be, I think the community would probably be much better place for kids to grow up,” said Jamal, a 17-year-old black youth.

“Why we got a mouth?” asked Kendra, a 15-year-old black youth. “Our opinions do matter. It can even change the world.”

These four interviewees were among 87 youth living in high-poverty neighborhoods in Rochester, New York, who spoke with Associate Professor Laura Wray-Lake for a qualitative study of youth engagement. She was joined in analyzing the information by co-author Laura S. Abrams, professor and chair of UCLA Luskin Social Welfare. Their monograph — essentially an eight-chapter book on one topic — was made available online May 12 by Monographs for the Society of Research on Child Development, a respected quarterly journal.

“The purpose of the study was to understand how civic engagement is defined and experienced by these youth of color in their own words and from their own perspectives. We also wanted to know what assets and adversities young people experienced that shaped their civic engagement,” Wray-Lake said of the publication, “Pathways to Civic Engagement Among Urban Youth of Color.”

The monograph, which is accompanied online by teaching and outreach materials, is based on data collected by Wray-Lake in 2015-16 when she was on the faculty at University of Rochester. The interviewees ranged in age from 12 to 19, and were mostly black (61%) or multiracial black (27%). A majority (60%) were male. About one-quarter had parents who had completed high school, and 36% had a parent who attended at least some college.

The study participants did more than just express strong opinions. Many took action to benefit others. The most common type of civic engagement was helping out in the community — mentoring younger children at the recreation center, for example, or participating in an annual community cleanup. Some youth helped their neighbors by mowing lawns or shoveling snow.

“Some youth were civically engaged by intervening to protect others from harm, and this was a form of civic engagement not often recognized in the literature,” Wray-Lake said. “A number of youth described helping to stop or break up fights to protect a friend, or talking a friend out of joining a gang.”

Although political engagement was much less common among the youth she interviewed, Wray-Lake said a few talked about sharing posts on social media to speak out against injustice or joining marches or protests against gun violence.

The monograph is based upon work funded by the Corporation for National and Community Service (CNCS). Wray-Lake sees value in publishing it during a time when the COVID-19 pandemic has radically changed the ways that youth can connect with others, navigate community spaces and participate in civic life.

“In this time when people are confined to their homes, we hope this work contributes to conversations about reimaging community spaces for youth that are safe, supportive and prioritize their voices,” Wray-Lake said.

She and Abrams believe the findings can lead to more-informed policies related to investing in safe spaces and community-led anti-violence initiatives for urban youth of color.

Civic empowerment was one of two key factors that influenced the level of engagement among study participants.

The other?

Feeling heard and supported by adults.

 

Paid Sick Leave a Crucial Weapon During COVID-19 Era and Beyond Global study shows that gaps in coverage for ailing workers put nations’ health and economic security at risk

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By Mary Braswell

At a time when the world’s attention is focused on curbing the spread of infectious disease, new research by the UCLA WORLD Policy Analysis Center shows that strengthening guarantees of paid sick leave is crucial to protecting health and economic security around the globe.

Just published in the journal Global Public Health, the study found that almost every country (94%) mandates some form of paid sick leave at the national level. The United States is one of 11 countries that do not.

Yet, even in nations that guarantee paid time off for illness, the analysis showed critical gaps that undermined the ability of sick workers to follow public health advice and stay home from the very first day of illness. This was true in such countries as Italy and Iran, among the hardest hit in the early days of the COVID-19 pandemic, the study noted.

Rules that limit the duration of leave, set low rates of pay and exclude certain classes of employees put countries’ health and economic systems at risk, the study concluded. The global health emergency underscores the consequences.

‘The cost of providing paid sick leave is modest compared to the cost of reining in a pandemic.’ — Jody Heymann, founder of the WORLD Policy Analysis Center

“The cost of providing paid sick leave is modest compared to the cost of reining in a pandemic,” said Jody Heymann, founder of the WORLD Policy Analysis Center and a distinguished professor of public policy, health policy and management, and medicine at UCLA.

“This is particularly true once the more rapid spread of disease caused by workers going to work sick is factored in,” said study co-author Amy Raub, principal research analyst at WORLD. She pointed to previous studies showing that ill employees are 1.5 times more likely to go to work when they lack strong paid leave guarantees.

Heymann and Raub led the research team that analyzed government policies in all 193 U.N. member states to answer an array of questions: When do paid sick leave benefits begin and how long do they last? What is the rate of pay? Are self-employed and part-time workers covered? Are there exemptions for small businesses? The findings are based on long-term policies in place as of March 2019 and do not reflect temporary policy changes in response to the outbreak of the novel coronavirus.

“The pandemic provides a stark illustration that expanding sick leave protections to the world’s workers is urgently needed,” Raub said.

Recognizing that their paid sick leave policies left them ill-equipped to combat COVID-19, countries around the world put stronger protections in place. However, Heymann said, “these temporary changes do not ensure that countries are prepared for the next pandemic.”

“In the last 20 years, the world has battled a series of acute health emergencies,” said Heymann, citing severe acute respiratory syndrome (SARS) in 2002, the H1N1 influenza virus in 2009, and Middle East respiratory syndrome (MERS) in 2012, among other outbreaks. “And new and dangerous respiratory diseases are bound to emerge.”

“Well-designed paid sick leave is critical to ensure workers stay home when sick to prevent the spread of COVID-19 and other infectious pathogens — both when the economy is open and during an economic shutdown,” Raub said.

The new study found strong sick-leave policies in place in both low-income and affluent countries. In key areas, the United States’ record lagged far behind:

  • The U.S. has no permanent national sick leave policy, although some state and local governments have adopted protections.
  • Even if the nationwide emergency paid sick leave act adopted amid the coronavirus outbreak were made permanent, the U.S. would be the only country to exclude workers from the benefits based solely on the size of the business they work for.

Beyond the United States, there are critical global gaps:

  • 58% of countries do not explicitly guarantee paid sick leave to self-employed workers. This group makes up nearly half of the world’s work force, according to the United Nations’ International Labor Organization.
  • 65% of countries — including 54% of high-income countries — do not explicitly guarantee paid sick leave to part-time workers. This gap disproportionately impacts women, who are more likely to be employed part time than men in nearly every country.

To conduct the study, the multilingual research team analyzed the full texts of labor and social security legislation, as well as other resources. For each of the 193 countries, source materials were read independently by two researchers, who then compared and reconciled their assessments.

View a fact sheet and maps illustrating key findings from this report here. Questions about the study may be directed to Erin Bresnahan at the WORLD Policy Analysis Center.

The WORLD Policy Analysis Center at UCLA is a nonprofit policy research center that aims to improve the quantity and quality of globally comparative data on policies affecting human health, development, well-being and equity. With this data, WORLD informs policy debates and advances efforts to improve government transparency and accountability. The center’s founding director, Jody Heymann, is a distinguished professor at the Fielding School of Public Health, Luskin School of Public Affairs and David Geffen School of Medicine. She is also dean emeritus of the Fielding School.

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.”

Virtual Conference Shines Light on Women’s Transit Safety Issues New UCLA report on transit safety of college students is released during InterActions LA

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By Lauren Hiller

A new UCLA study found that being a woman, identifying as LGBTQI, having a long commute, or waiting in poorly lit areas significantly increased the likelihood of being sexually harassed on public transit.

In the UCLA Lewis Center for Regional Policy Studies report, “Transit Safety Among University Students,” Anastasia Loukaitou-Sideris of UCLA Luskin Urban Planning and researchers sought to better understand the characteristics of individuals and circumstances that increased their risk of harassment during their public transit journeys.

Professor Loukaitou-Sideris reported the findings during the Lewis Center’s April 3 InterActions LA conference, which brought together researchers, transit agencies and community activists around the topic of women’s safety in transportation.

The study surveyed 1,284 students from UCLA and the California State University campuses of Los Angeles and Northridge. According to the report, this population was chosen because university students are typically more transit-dependent than the general public, and because their young age may make them more vulnerable to victimization. Los Angeles was one of numerous cities studied as part of a global research project.

Much of the preexisting data on perceived safety and incidents of sexual harassment on transit in Los Angeles did not identify such characteristics as gender, sexuality and race. This study also uniquely delved into when in the course of a transit journey — walking to or from a station, waiting for the bus or train, or on the actual vehicle — sexual harassment occurred.

According to the study, 72% of respondents experienced some form of harassment on a bus, compared to 48% on rail, with women experiencing far more numerous instances than men. However, very few students (10%) reported the experience to either law enforcement or transit agencies. And more than half of women reported changing how they dressed or adjusting their travel patterns, such as riding only during daytime or waiting in well-lit areas.

Because women make up more than half of transit riders in the United States, Loukaitou-Sideris said it’s imperative to prioritize their safety.

“Their safety is an important concern that we need to tackle if we want to have more women riding transit and — for women who are already captive transit riders — riding transit more comfortably and without fear,” she said. “I think everyone deserves that in our transit systems.”

Safe Transit During COVID-19

The challenges that women and vulnerable populations face have only been magnified by the current COVID-19 crisis. Under statewide and local “safer at home” orders, it is frequently low-income women of color who are still traveling to work to provide essential services to the rest of the region, according to the other panelists at the InterActions event, including speakers from Pueblo Planning, Los Angeles Walks and Alliance for Community Transit-Los Angeles (ACT-LA).

“COVID-19 has revealed that our transit system is a lifeline,” said Mariana Huerta Jones, senior coalition and communications manager at ACT-LA, a nonprofit organization dedicated to ensuring equitable access to public transit infrastructure and funds.

During the InterActions presentation, Huerta Jones said public transit is often the only transportation option available to low-income residents working in jobs deemed essential in industries such as grocery stores, hospitals and sanitation.

Ensuring Women’s Safety

Other InterActions speakers like Monique López, founder and social justice planner at Pueblo Planning, spoke about the importance of including the voices of marginalized communities when crafting policy recommendations. And Daisy Villafuerte, advocacy and engagement manager from Los Angeles Walks, discussed grassroots efforts to improve transit experiences.

Presenting the next steps from LA Metro’s recent “Understanding How Women Travel” report, Meghna Khanna, senior director of the Countywide Planning and Development Department, and her team found that safety is still the biggest concern and barrier to riding transit for all women riders. While 60% of women felt safe traveling on Metro during the day, that number decreased to 20% at night.

Khanna and her team at LA Metro found that women frequently mentioned increased police presence as a solution that would help them feel safer on transit; however, not all transit riders agree.

“For many people of our community, more police doesn’t mean more safety. It can actually mean the opposite. It can mean racial profiling, harassment, criminalizing of poor or houseless individuals,” Huerta Jones said.

Solutions beyond policing — such as increased service frequency, improved cleanliness around stations, and the presence of non-police transit ambassadors — are just first steps in ensuring women can use transit without fear.

Opinions About Quality of Life in L.A. Vary Sharply Across Generations Annual UCLA survey finds less optimism among young and economically stressed residents

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By Les Dunseith

Residents felt slightly better than last year about life in Los Angeles County, according to UCLA’s fifth annual Quality of Life Index, which was conducted just as the coronavirus crisis descended on the region last month. Ratings increased in all categories, with the exception of the two most directly affected by the pandemic — health, and jobs and the economy.

The overall quality-of-life rating rose from 56 to 58 (on a scale of 10 to 100) in the survey, released April 23 by the UCLA Luskin School of Public Affairs. Responses varied dramatically by age and household income, however. The survey took place between March 18 and 26, which coincided with the implementation of strict social distancing measures in the county and state.

“The slight increase in county residents’ satisfaction may be more of a reflection of the past year’s quality of life than of the new reality with which we have all been living for the last six weeks,” said Zev Yaroslavsky, director of the Los Angeles Initiative at UCLA Luskin. “Since then, we have been in uncharted territory, which we will be able to better measure in the months ahead.”

The onset of the COVID-19 crisis may have contributed to a sharp increase in how important health was to respondents when compared with the other survey categories. Sixty-five percent said health was of high importance in rating their quality of life, an 8% increase over the 2019 survey. This was second in importance only to the cost-of-living category, which has been the most salient category of the Quality of Life Index, or QLI, since its inception in 2016.

A telling takeaway from this year’s survey is a growing generational and economic divide among county residents. Respondents were asked whether Los Angeles is a place where people who work hard can get ahead. While 41% answered yes, a majority of 55% said no. That pessimistic outlook was held by 64% of those between the ages of 18 and 39 and 62% of those living in households with annual incomes of less than $60,000.

Housing and the fear of homelessness also remain priority issues for county residents. When asked whether they are worried about losing their home and becoming homeless as a result, 31% of respondents answered yes, an increase of 9% over last year. Thirty-nine percent of those between the ages of 18 and 39 and 48% of those with household incomes of less than $60,000 said they were worried.

“The notion that nearly 2 out of 3 younger and lower-income earners increasingly believe they are at an economic dead-end is a most distressing finding in our survey,” Yaroslavsky said. “When nearly 4 out of 10 young and economically stressed Angelenos go to bed each night worrying about becoming homeless, we are all diminished. This is a troubling trend that continues to plague our society.”

The QLI is a joint project of the UCLA Luskin Los Angeles Initiative and The California Endowment. Researchers ask a cross-section of Los Angeles County residents to rate their quality of life in nine categories and 40 subcategories. Full results are being released April 23 as part of UCLA’s Luskin Summit, which is being held virtually this year because of the ongoing health crisis. The host of that session is Adrienne Alpert of ABC7 in Los Angeles, where she is a reporter and host of a public affairs program, “Eyewitness Newsmakers.”

As in previous years, the 2020 QLI’s categories fell into three distinct tiers in terms of respondents’ level of satisfaction: a bottom tier including cost of living (45), education (50) and transportation and traffic (53); a middle tier including the environment (58), jobs and the economy (59), and public safety (64); and a top tier including health care (69), race relations (71) and neighborhood quality (71).

Overall satisfaction with quality of life rose across all age groups in the 2020 survey. Those aged 40 to 49 matched the index’s average score of 58, but those aged 39 and younger gave a rating of 54. Those older than 50 gave a 61 rating, a significant increase over last year. Older respondents are generally more satisfied with their financial security in retirement, while younger residents are less secure and more concerned.

Other key findings

  • The results of questions directly related to the coronavirus were released publicly on April 8. County residents expressed high concern over the virus’s impact on their health (79%) and economic situation (82%). In addition, 61% gave local public health officials high marks for their response to the pandemic, compared with 39% for federal officials.
  • Almost two-thirds of people surveyed (63%) favor building housing in their neighborhoods to help transition people out of homelessness, as long as the housing includes access to medical and social services and has on-site security.
  • Sixty-two percent of those surveyed had a favorable opinion of Los Angeles Mayor Eric Garcetti. A majority of respondents (53%) had a favorable opinion of the Los Angeles County Sheriff’s Department, but less than one-third (31%) had a favorable view of Sheriff Alex Villanueva, while 34% said they had no opinion and 13% had never heard of Villanueva.
  • Roughly 4 in 5 respondents (79%) expressed satisfaction with race relations in the county, and this strongly positive opinion was reflected across all demographic groups in the survey: Latinos (80%), whites (81%), Asians (77%) and African Americans (77%).

“One year from now, we will be living in a different world,” Yaroslavsky said. “In the past, Los Angeles has faced and overcome great challenges, but we are now in the midst of a crisis we could have never imagined. Next year, we will certainly know more about the extent of our region’s resilience.”

The 2020 UCLA Luskin Quality of Life Index is based on interviews with a random sample of 1,503 county residents conducted in both English and Spanish, with a margin of error of ­­plus or minus 2.5%. The QLI was prepared in partnership with the public opinion research firm Fairbank, Maslin, Maullin, Metz & Associates.

 

View a PowerPoint presentation about the 2020 L.A. County Quality of Life Index

 

View additional information about this year’s study and previous studies housed at the UCLA Lewis Center for Regional Policy Studies

UCLA Researchers Lead Coronavirus Transportation Response Research projects related to the health crisis will be fast-tracked for funding by the UCLA Institute of Transportation Studies and partners

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By Claudia Bustamante

Amid the coronavirus outbreak, the UCLA Institute of Transportation Studies will fast-track funding for research projects related to COVID-19 and its effects on public health, the economy and transportation, with those submissions due by April 19 and funding to be dispersed by June.

As part of its research goals for the next fiscal year, UCLA ITS and sister institutes at UC Berkeley, UC Davis and UC Irvine pivoted priorities to investigate the effect of the novel coronavirus and COVID-19 on transportation in the United States. This quick adjustment will allow researchers across the University of California system to collaborate and harness their collective expertise in transportation engineering, planning and policy.

Transportation and transit use have rapidly shifted in the country due to social distancing recommendations, shelter-in-place restrictions, quarantines and other mitigation efforts meant to slow the spread of the virus.

The collective UC Institute of Transportation Studies will prioritize research projects:

  • looking into the response to the public health emergency, including the mobility needs of essential workers and vital goods;
  • the capacity of both the private and public sectors to meet transportation needs during the crisis;
  • the substitution of technology-enabled access for mobility in response to movement limitations.

It will also fund projects focused on the recovery of transportation services and systems when this public health emergency ebbs, including coping with the backlog of goods and people movement.

Brian Taylor, chair of UC ITS, said the California Legislature and executive branches, as well as regional and local governments and agencies, have come to rely on the statewide institute’s expertise and assistance in times of need.

“We aim to produce research that meaningfully informs public officials in making critical, and sometimes difficult, decisions about California’s transportation systems,” he said. “Now more than ever, UC ITS is committed to supporting the state with data and research to help it respond to and recover from the effects of this terrible pandemic in the weeks, months and years ahead.”

Taylor also serves as director of the UCLA branch and a professor of urban planning and public policy at the UCLA Luskin School of Public Affairs.

Established by the California Legislature in 1947, UC ITS funds about 50 research projects a year that cover a wide variety of topics, including congestion management, performance evaluation for state transportation programs and policies, climate change mitigation strategies, micromobility like scooters and bike share, among others. Over the past 25 years, the four ITS branches collectively have formed one of the world’s preeminent university transportation research centers.

The institute’s annual research program will divvy up about $800,000 among projects tied to state-established priorities, including the COVID-19 response and other topics related to transportation and housing, transportation equity, innovative mobility, travel behavior, aviation, safety, and active transportation.

More information about the COVID-19 response and recovery solicitation is available here.