Luskin Forum Online: Who We Are Essays highlight people who make UCLA Luskin a vibrant, thought-provoking and entertaining place to be

[ From the Luskin Forum Online ]

Dean Gary Segura is fond of saying that the UCLA Luskin School of Public Affairs is about human well-being.

“We study ways to make individuals, families, communities and polities function better, for the improvement and quality of lives of all those affected,” Segura told the Class of 2017 at Commencement last June.

Those students, now Luskin alumni, spent 2016-17 working on a variety of projects related to urgent human needs, such as:

  • greenhouse gas reduction
  • interventions with at-risk youth
  • prison population reduction
  • homelessness
  • HIV prevention
  • meningitis epidemic control
  • regulation of new and intrusive technologies
  • safe school environments
  • quality mental health services
  • river restoration
  • access to home ownership
  • responsive governance in the developing world

“I’m reminded every day of how lucky I am and how special it is to be a part of the Luskin School of Public Affairs,” Segura told proud parents and family members at the graduation ceremony.

This issue of Luskin Forum is dedicated to just that: taking pride in how this school makes a difference, and why it’s important to remember the myriad accomplishments of our students, faculty, staff
and alumni.

Our UCLA Luskin mission statement says it perfectly: “At the convergence of the fields of social work, urban planning, and policymaking, the UCLA Luskin School of Public Affairs identifies and develops emerging areas of research and teaching, cultivating leaders and change agents who advance solutions to society’s most pressing problems.”

In the words of Dean Segura: “Do good in the world. Make change.”

— GEORGE FOULSHAM

We Are Connecting

Like their planning and policy peers at UCLA Luskin, the School’s Master of Social Welfare students are connecting with the community throughout their two-year professional program. First-year MSW students have the opportunity to engage in high-impact internships and placements that begin even before fall classes start.

New Luskin MSW students bring with them a wide range of experience in the community and at social work-related agencies, where they have served as students, employees and volunteers. From the get-go, they immerse themselves in the work of organizations that assist and provide programs for the homeless, the elderly, disabled adults, children with emotional and learning disabilities, and foster youth.

The wide array of student placements includes a downtown women’s shelter, a psychiatric care facility, school and community groups, and other sites that provide services such as law advocacy or assistance with transitional housing, according to Michelle Talley MSW ’98, field education faculty member.

First-year MSW students are placed at various field sites throughout Los Angeles County and in surrounding counties, Talley said. Placements are based on previous experience, prior knowledge of the role of a social worker and other factors.

Their extensive field work also involves community outreach and advocacy. They participate in staff meetings and offer consultation. They engage in research activities and participate in development programs that include training on professional responsibility and reporting mandates.

Both years of the MSW program integrate the School, alumni and the community as integral parts of the educational process for this professional practice-oriented degree, assuring that graduates become high-impact practitioners.

“The goal is to place students at sites that will create opportunities to enhance their growth as a professional social worker,” Talley said.

— STAN PAUL

We Are Protectors

From the streets of Los Angeles to innovative research on social media, UCLA Luskin faculty members like Ian Holloway are gathering data to inform programs and policies that improve the health and well-being of vulnerable communities.

In addition to his position as assistant professor of social welfare at UCLA Luskin, Holloway is director of the Southern California HIV/AIDS Policy Research Center. There are approximately 5,000 new HIV cases in California each year. Holloway’s ongoing work focuses on HIV prevention and treatment among sexual and gender minority people. “Young gay and bisexual men, especially those from racial and ethnic minority communities, are disproportionately impacted by HIV, and HIV-related comorbidities,” Holloway said.

In 2016-17, Holloway and a group of Luskin students and recent graduates canvassed more than 500 gay and bisexual men to gauge their awareness of a yearlong outbreak of meningitis in Southern California. Holloway and his research group found that less than a third of those interviewed were vaccinated against meningitis despite extensive outreach efforts by the California Department of Public Health.

Holloway’s findings suggested that better vaccination uptake surveillance, tailored education and more sites for immunization throughout Southern California are needed in order to bolster efforts to track meningitis and encourage vaccination among gay and bisexual men.

Other research conducted by Holloway and student assistants includes the LINX LA project, which uses a mobile phone app to encourage treatment engagement among HIV-positive African American young gay and bisexual men through access to legal and social service resources in Los Angeles.

Next up? Using a new and innovative approach, Holloway and a group of tech-savvy UCLA researchers will use data-mining of social networking sites to learn more about drug use and sexual risk behavior. The project, funded by the National Institutes of Health, aims to use social networking data to inform intervention development. “This would include ‘just-in-time’ technology-delivered interventions aimed at preventing negative health outcomes and promoting healthy behaviors,” Holloway explained.

— STAN PAUL

We Are Innovating

Whether it be guiding equitable revitalization of the L.A. River, helping Californians cut down on their electricity use, or advancing a new way to repurpose carbon dioxide into a greener form of concrete, the Luskin Center for Innovation is a trailblazer among UCLA’s many sustainability leaders.

And that’s just for starters.

Since its inception in 2009, the Luskin Center’s research has influenced local, state and national policy. This includes a new rooftop solar program for Los Angeles, the redesign of California’s clean vehicle rebate program, and current efforts to develop a drinking water low-income assistance program in California. Other research informs the state’s world-renowned actions to combat climate change while maximizing local employment, air quality and health benefits.

A think tank housed within the UCLA Luskin School of Public Affairs, the center is organized around initiatives that translate world-class research into real-world policy solutions. Current initiatives include advanced transportation, clean energy, climate action, digital technologies, sustainable water and urban greening — all linked by the theme of informing effective and equitable policies.

The center brings together faculty and staff from a variety of academic disciplines across campus to conduct research in partnership with civic leaders who use the knowledge to inform policy and organizational innovations. Civic leaders include policymakers, nonprofit organizations, and business associations. Students at UCLA Luskin have the opportunity to work with the Luskin Center to gain hands-on research experience and work closely with these decision-makers.

Meyer Luskin, the visionary and benefactor behind the Luskin Center, says, “Sustaining the environment is the greatest inheritance one can leave to children, and the most enduring gift to the community and nation.”

— KELSEY JESSUP

We Are Inspiring

Each year, UCLA Luskin students are embedded in internships and research projects offered through all three departments. That’s a given. Not as well known is how the school also creates partnerships that benefit students and the communities in which they work.

Take, for example, the Watts Leadership Institute (WLI). The brainchild of Social Welfare adjunct professor Jorja Leap MSW ’80 and her research partner, Karrah Lompa MSW ’13, the WLI is engaged in a 10-year mission to bring about positive change in a community hungry for leadership coaching.

Leap and Lompa are working with the first cohort of community members, providing guidance on everything from learning how to establish successful nonprofits to applying those skills in their community garden. After several years of training and coaching, the cohort will provide guidance for future leaders in Watts.

At the same time, Leap is using the project as a way to provide community-based educational experiences for Luskin’s Social Welfare students.

“This kind of a public-private partnership, along with the research attached to it — and the building of the Watts community — really represent the best of how all of these different factors can come together,” said Leap, who has been working in Watts since conducting research there when she was a Social Welfare graduate student in the 1970s. “It represents part of UCLA’s continuing and growing commitment to communities like Watts that need our involvement, our engagement, our organizing, our research.”

The WLI has received funding from the California Wellness Foundation and from GRoW @ Annenberg, a philanthropic initiative led by Gregory Annenberg Weingarten, as well as office space and in-kind support from Los Angeles City Councilman Joe Buscaino.

“What Watts Leadership did was to help us come together, to put our resources together, and be an example for the rest of the nonprofit and leadership community in Watts,” cohort member Pahola Ybarra said. “It’s been an amazing effort to help us grow, and to help us get out of our own way. It encourages us to reach for as much as we can and do as much as we can in the community.”

— GEORGE FOULSHAM

We Are Woke

On Nov. 9, 2016, after many felt their world spin out of control, the Institute on Inequality and Democracy at UCLA Luskin decided to create a space for students, faculty and staff to critically analyze the forms of exclusion, including white nationalism, so pervasive throughout the election that had just ended.

Post-election, the Institute, whose tagline is “Organizing knowledge to challenge inequality,” expanded its mission to challenge state-sponsored violence against targeted bodies and communities by immediately issuing a call for Jan. 18, 2017: Teach.Organize.Resist.

The campaign, known as #J18, included universities and colleges across the nation and internationally that organized nearly 100 courses, performances, sit-ins, and lectures to demonstrate that places of teaching and learning would not bear silent witness to oppression and hate. After a day of programming at UCLA, #J18 ended with “From the Frontlines of Justice,” a multi-performance event held in Ackerman Grand Ballroom. Highlights are online at teachorganizeresist.luskin.ucla.edu

Ananya Roy, professor of urban planning, social welfare and geography and the director of the Institute, remarked: “I encourage students to think of their role as scholars and to consider the power of research and knowledge.”

To strengthen the link between scholarship and collective action even further, the Institute launched its first Activist-in-Residence program in 2017. In the words of the inaugural fellow, Funmilola Fagbamila, arts and culture director of Black Lives Matter LA and adjunct professor of Pan-African Studies at Cal State LA, the definition of “woke” doesn’t end at knowledge. “To achieve the ‘woke’ label, you must be willing to analyze the conditions in your community. Lastly, you must act.”

Through academic research, and in alliance with social justice movements, the Institute creates scholarship, art and collective action to tackle divides and dispossessions in global Los Angeles and in cities around the world.

“We do so to insist on the academic freedom to examine regimes of power and structures of intolerance,” Roy explained. “We do so to forge imaginations of abolitionism, civil disobedience and human freedom. We do so, as James Baldwin reminded us, to shake the dungeon and leave behind our chains.”

— CRISTINA BARRERA

We Are Global

The impact of the Luskin School resonates far beyond the borders of Los Angeles and California. It’s a brand with international flavor. It’s not unusual to find Luskin students and faculty in Mexico, Uganda, India or Japan.

Luskin’s popular Global Public Affairs program offers students the chance to obtain intellectual and professional preparation to become future experts within the realm of international public affairs.

Each year GPA students travel around the globe, immersing themselves in the culture — and problems — of their host countries, and blogging about it for the GPA website. In the past year, students have lived in Mexico City; Paris; Kampala, Uganda; Bonn, Germany; Santo Domingo, Dominican Republic; and Tokyo, among other locales.

The GPA program is led by two members of the Urban Planning faculty. Michael Storper, distinguished professor of regional and international urban planning, is the director of GPA. He’s also a professor of economic sociology at the Institute of Political Studies in Paris and professor of economic geography at the London School of Economics. Stephen Commins UP PhD ’88, a lecturer in Urban Planning, is a former senior development specialist at the World Bank and director of policy and planning at World Vision International. UCLA Luskin’s international influence also includes:

  • Urban Planning faculty like Paavo Monkkonen MPP ’05, whose students made multiple visits to Tijuana, Mexico, where they provided guidance to city and government officials about the best ways to deal with a housing crisis.
  • Policy professors like Manisha Shah, associate professor of public policy, who has traveled around the world — to India, Mexico, Tanzania and Indonesia — to conduct research into microeconomics, health and development.
  • Faculty leaders like Donald Shoup and Anastasia Loukaitou-Sideris who are among the many UCLA Luskin faculty in great demand as speakers at conferences around the world.
  • Our international students — who add a global perspective to the student body and to Luskin educational efforts.

“A focus on problems that cross borders and involve international interdependence, also identifies where international forces affect domestic policies,” Commins said. “Students can learn from comparing experiences of different countries in how they face planning, policy and social welfare challenges and apply the experiences to their own studies and professional practice.”

— GEORGE FOULSHAM

We Are Problem Solvers

Graduate students at UCLA Luskin don’t wait to step beyond the classroom to address California’s pressing challenges. Master of Public Policy (MPP) and Master of Urban and Regional Planning (MURP) students spend their time on campus deeply immersed in local, state, national and global issues. At the Luskin School, it’s part of the program.

Luskin students log countless hours learning lessons from leading-edge faculty and researchers. Here they seek solutions related to ongoing problems like housing, transportation or sustainability. They look into topics of vital importance to Southern California like electric recharging stations, barriers to bicycling in and around the city, or accessibility to water and food.

“At Luskin, we give students a diverse set of tools (both quantitative and qualitative) that will help guide them through the APP process and ultimately to go out into the real world and conduct policy analysis on issues close to their hearts,” said Manisha Shah, associate professor of public policy and faculty coordinator for the Applied Policy Project program completed by MPP graduates.

Recent work has connected students with county and city offices such as the Mayor of Los Angeles and the Los Angeles Department of Transportation. Regional agencies such as the Southern California Association of Governments (SCAG) frequently serve as clients. Recent APP projects included healthy food choices for elementary school students and employment opportunities for youths. Students also tackle educational issues right here at UCLA or work with the University of California’s Office of the President.

Many student projects benefit local and regional clients and the communities they serve, but they also reach out to communities far way. A recent planning capstone evaluated the short-term rental market in a Northern California city, for example. And a recent policy project analyzed governance at
the local level in the Ukraine.

— STAN PAUL

We Are Trailblazing

There’s no better place to study how people get around than Southern California — and for the past 25 years, UCLA has been home to one of the country’s preeminent transportation research centers.

The UCLA Institute for Transportation Studies (ITS) at UCLA Luskin combines cutting-edge research with meaningful, influential civic engagement to lead to policy results in California and beyond. From the impacts of traffic congestion to fairness around rideshare hailing to the civic consequences of paying for parking, ITS scholars produce work that ties directly to current transportation planning practices and policymaking at the local, state and national levels. ITS is noted for connecting transportation and equity, and for emphasizing the effect of transportation decisions on people’s lives.

“We take our policy mandate seriously,” said Brian Taylor UP PhD ’90, director of ITS and professor of urban planning.

Through close partnership with dozens of outside organizations that include government agencies, private transportation companies, nonprofit foundations and advocacy groups, ITS faculty, staff and students translate the latest knowledge on transportation into proposed real-world policies around movement and growth. ITS’ biannual digital magazine is widely read throughout the transportation community, highlighting important new research in a clear, constructive manner for practitioners.

Luskin students working at ITS collaborate closely with faculty members, receive generous scholarship funding for their own trailblazing projects, and have garnered an inordinate number of prestigious grants and awards over the years. Regular interactive events and publications showcase student findings to the academic community and the public at UCLA and around the country.

The next quarter-century will bring significant changes to how we travel, with daunting societal impacts. As it has since 1992, ITS research and policy action will help guide the way toward solutions.

— WILL LIVESLEY-O’NEILL

We Are Family

Attend any gathering at UCLA Luskin and you may feel like you stumbled into someone’s family reunion.

There will be a toddler or two, chasing a balloon or dancing as a faculty, staff or student parent hovers nearby. You’ll notice plenty of happy young faces — graduate students tend to be in their 20s — but look closer, and you’ll see older folks too. Mid-career professionals returning to add a degree. Staff and faculty, some grayed and others not. Perhaps alumni who earned degrees during the days of typewriters or even pencil and paper, not smartphones.

But family is more than differences in age. It’s continuity. Legacy. Progress over time, as one generation blazes a trail and then passes the torch of knowledge along to another to mark its own, slightly different path. It’s every professor who imparts a tidbit of knowledge only to be surprised, and humbled, when a protégé nurtures that information into something new and wonderful and impactful.

A lifetime of learning walks the Public Affairs Building each day — legends who become mentors, colleagues, even friends. Marty Wachs. Joan Ling. Mark Peterson. Michael Dukakis. Ananya Roy. Gerry Laviña. And so many more. People who have done everything in their careers that students could ever dream of doing themselves and yet still seem to care most about what their students learn now that will improve the world tomorrow.

Family provides inspiration. At Luskin, it’s instructors who know how to say, “You can do better,” in a way that makes students understand that, yes, they really can.

Families help those who need it. It’s every person on the Donor Honor Roll whose name is there not because their wealth exceeds their needs but because money is a way to honor someone who once expanded their worldview. Or lifted their spirits. Or answered a question late one night as a deadline loomed.

After 40 years at UCLA Luskin, Donald Shoup knows all about the Luskin family. In 2017, he won another big award, honoring his contributions as an educator. He put it in perspective: “If we have any influence — if there is going to be anything to remember after we are gone — I think it will be the successful careers of our students who will be changing the world for the better.”

— LES DUNSEITH

Lending a Helping Hand Panel discussion at UCLA Luskin highlights what is and isn’t being done to serve the burgeoning homeless population in L.A. County

By Zev Hurwitz

With nearly 60,000 Angelenos struggling with homelessness, local change agents have taken on the task of developing policies and services to address the crisis.

At a Nov. 15, 2017, panel discussion at the UCLA Luskin School of Public Affairs, four leaders in the field discussed the challenges and opportunities in finding solutions for the plethora of Los Angeles residents who do not have access to permanent housing.

Michael Lens, associate professor of urban planning at the Luskin School, moderated the “Homelessness in Los Angeles” event. Other participants were Jerry Ramirez, manager of Los Angeles County’s homeless initiative; Dora Leon Gallo, CEO of A Community of Friends; Jordan Vega, a current UCLA student and a director of Bruin Shelter, a registered student organization; and Skid Row resident Suzette Shaw.

Lens began the lunch program by noting some alarming homelessness statistics and emphasizing the importance of having the conversation.

“Many of us are familiar with the fact that homelessness is very much on the rise in Los Angeles County,” he said. “In January of 2017, volunteers counted over 58,000 people experiencing homelessness across L.A. County, which is a 23 percent rise over the previous year.”

Lens pointed out that 34,000 of those people are in the City of Los Angeles. Within the city, 25,000 homeless are living “unsheltered” and 11,000 fell into the category of “chronically homeless.

“These are large numbers historically, and they’re large numbers for any city,” he said.

Gallo’s organization, A Community of Friends, works with the local government and other non-profits to provide permanent supportive housing for the homeless. The group, which launched nearly 30 years ago with a grant from the county’s Department of Mental Health, manages 47 buildings and provides in-house services in 18 of those buildings.

Gallo said that her group believes in a “housing first” approach to homelessness and that the model for permanent housing relies on subsidies that enable tenants to pay a fraction of their income in rent, no matter how small that income, without sacrificing the community aspect of living in Los Angeles.

“There really was no housing provider out there that was providing housing that is affordable,” she said. “Our initial founders wanted to create a community where people would have friends.

Earlier this year, L.A. County voters approved Measure H — a tax expected to raise $355 million for homeless services over the next 10 years. The county has developed 21 strategies for addressing homelessness and plans to use Measure H funding to increase housing and services for the county’s homeless. Separately, city voters in 2016 passed Proposition HHH — a bond measure that will directly fund new housing units for low-income and housing insecure Angelenos.

“The 1.2 billion (dollars) from Proposition HHH is for the construction of permanent supportive housing,” Ramirez said. “Where Measure H comes in, it really complements supportive housing because it’s millions of dollars to provide the services. Half the challenge is getting a home for a homeless person — then the hard work begins in keeping them there.”

Ramirez said that the county is hoping to bring in more partners like A Community of Friends to help map out the landscape for new programs and housing units to be funded under Measure H.

“We’re trying to be very inclusive in this process because the county can’t do it alone,” he said. “We’re trying to be inclusive, collaborative and transparent.”

Not all services are being provided at the regional level. Vega helps run Bruin Shelter, which launched last year and currently provides beds for six housing insecure UCLA students. It is the first student-run shelter for peers in the country.

Vega’s personal experience with friends who struggled with homelessness inspired him to take on the role at Bruin Shelter, which helps operate the shelter of Students4Students. Students have access to UCLA medical and social welfare students who provide case management services.

“Our space is kind of small — we’re next to a church,” he said. “We’re currently under construction, hoping to expand, so that we can accommodate more students.”

Suzette Shaw is a resident of Skid Row and knows firsthand the struggles that homeless people can face living on the streets.

“We need to make sure that now that we have the dollars, we are intentionally allocating them and very proactive in allocating those funds to organizations and individuals who make sure that the dollars are addressing the needs of the people,” she said.

Shaw used to run a business and commuted long distances to work to try to make ends meet before moving to Skid Row. She’s now living in a housing unit under her Section Eight voucher, which she had for nine months before receiving a unit. Shaw is very open about her story because people need to have more exposure to homeless in order to address the crisis.

“People tend to stereotype and sensationalize what poverty looks like,” Shaw said. “We have to get real about who we are. We talk about NIMBY-ism, ‘not-in-my-backyard.’ People are either going to live on the sidewalk next to you or else you’re going to make a space for them in the building next to you.”

The issue is one of basic human rights for Shaw.

“I may be poor and I may live on the brink, but I do deserve housing and housing should be a human right,” she said.

The talk was part of an ongoing Housing, Equity and Community series put on by the UCLA Lewis Center, which co-sponsored the event with the Institute on Inequality and Democracy at UCLA Luskin and the UCLA Ziman Center for Real Estate. The Lewis Center plans to hold more events in the winter and spring quarters on housing issues.

Martin Wachs Honored for Outstanding Research and Scholarly Work Urban planning scholar and transportation planner to receive UCLA’s 2016-17 Edward A. Dickson Emeritus Professorship Award

By Stan Paul

Martin Wachs

Martin Wachs has spent a life and career in transportation planning, but the emeritus professor of urban planning at the UCLA Luskin School of Public Affairs doesn’t plan on hitting the brakes any time soon.

“I have had an extremely rewarding and long career, but I can’t quit now because urban transportation is facing its greatest challenges since the invention of the automobile,” said Wachs, who has been named a recipient of the 2016-17 Edward A. Dickson Emeritus Professorship Award at UCLA.

The award honors outstanding research, scholarly work, teaching and service performed by an emeritus or emerita professor since retirement. It also includes $5,000 funded from a gift endowment established by the late Edward A. Dickson, who served as a Regent of the University of California (1913-46).

Following a 25-year career at UCLA, Wachs continued his teaching and research at UC Berkeley and then at the RAND Corp. until his 2011 return to UCLA where he has continued to teach, conduct research, mentor, consult, and serve on numerous committee and advisory boards.

Most recently, he served as an international design competition juror for a remake of the historic Port Authority Bus Terminal in Manhattan, N.Y. Wachs said he also has been invited to be a juror in a competition to design a new Gangnam Intermodal Transit Terminal in Seoul, South Korea.

Wachs said it’s especially rewarding to be able to share his many years of experience and learning with the Luskin School’s urban planning students.

“I have had the great pleasure of working on many complex real-world projects and bringing what I learned from them into the classroom to benefit my students,” Wachs said. “UCLA graduate students in Urban Planning were outstanding when I arrived on campus in 1971, but they seem to get stronger every year. I keep learning by working with the latest generation of emerging scholars.”

Wachs will receive his award May 10, 2017, at the annual UCLA Emeriti Association dinner.

UCLA Luskin Planning Team Receives National Award Project about age-friendly outdoor environments is honored by American Planning Association

A project by a team from the UCLA Luskin School of Public Affairs about age-friendly outdoor environments has picked up another honor — this time an Achievement Award presented by the American Planning Association (APA).

The winner is among 12 Achievement Award recipients chosen by a jury of planners as examples of good planning work. The recipients are recognized collectively at an awards luncheon held during APA’s National Planning Conference, which is set for May 6-9, 2017, in New York City.

The UCLA Luskin project was designated as a silver winner in the category: National Planning Achievement Award for a Best Practice. It had qualified for consideration at the national level by previously being honored in 2016 by the APA Los Angeles Section, which recognizes the “best of planning” from cities, agencies and nonprofits to consulting firms and individuals.

Anastasia Louaitou-Sideris

“Placemaking for an Aging Population,” funded by the Rosalinde and Arthur Gilbert Foundation and the Archstone Foundation, was led by principal investigator and Urban Planning professor Anastasia Loukaitou-Sideris. It provides information about the park needs and preferences of older, low-income adults living in inner-city neighborhoods.

Loukaitou-Sideris, who is also associate provost for academic planning at UCLA, worked on the study with Social Welfare professor Lené Levy-Storms and Madeline Brozen, associate director for external relations for the UCLA Lewis Center and the Institute of Transportation Studies, and program manager of the Complete Streets Initiative. Brozen is also an alumna of the Luskin Urban Planning program.

“Older adults represent a fast growing segment of the population, and U.S. cities are now beginning to realize the imperative of creating age-friendly environments,” Loukaitou-Sideris said in a previous story about the project. She said that while parks can offer many benefits to seniors, “if planners wish to see more seniors visiting parks, they should carefully consider their needs and tastes, and incorporate their voices in park design and programming. Our study seeks to do just that.”

Luskin graduate student researchers — and now alumni — for the project were Lynn Chen SW Ph.D. ’13 and Master of Urban and Regional Planning (MURP) graduates Liz Devietti, Hannah Gustafson and Lucia Phan. Lia Marshall, a doctoral student in Social Welfare, also was on the research team.

More information about the UCLA Luskin project and a list of all 2017 APA award winners may be found on the APA website.

Autonomous Vehicles Are on the Way. Are Cities Ready? UCLA Downtown Los Angeles Forum on Transportation, Land Use and the Environment focuses on planning for the connected movement of people and goods

By Stan Paul

Autonomous vehicles, once considered science fiction, are quickly becoming a reality.

With the technology and testing of driverless cars and trucks progressing rapidly, private industry is investing. At the same time, planners and policy makers are confronting another challenge: How will technology, policy, governmental legislation and industry practices come together to make the potential benefits of autonomous transportation a reality that is responsible, equitable and good for the environment?

To address these issues, two UCLA Luskin School of Public Affairs research centers — the Institute of Transportation Studies (ITS) and the Lewis Center for Regional Policy Studies — used their April 13, 2007 transportation conference to focus on the implications of autonomous vehicles. The 10th UCLA Downtown Los Angeles Forum on Transportation, Land Use and the Environment brought together speakers representing the technology industry, along with planning researchers, and practitioners in the government and private sectors.

This year’s downtown forum, held at the California Endowment Los Angeles Conference Center was titled, “Steering Connected and Automated Mobility in the Right Direction.” Speakers and expert panels provided a look at the policy aspects of ridesharing and driverless transportation, from liability and equality viewpoints to greenhouse gas emissions and infrastructure. The panelists also discussed how the anticipated disruption of autonomous vehicles might play out locally, across California and around the nation.

Lauren Isaac, director of business initiatives for EasyMile, a high-tech mobility startup, discussed how connected and automated technologies may shape the future.

“What the data shows is that there needs to be either a costs savings or a time savings” to get people to participate, Isaac said. “There needs to be some benefit to a user to make that decision. The good thing is because of the way technology is evolving there’s great potential for both.”

Governments also play a part by providing HOV lanes and infrastructure for a faster ride, she said. “I think those are the kinds of levers that both technology providers and government can pull.”

Isaac said that freight companies will most likely be the No. 1 sector among the early adopters. “That industry is really interested in this,” she said, citing a shortage of drivers and huge cost savings that could come from moving goods this way.

“On the passenger side, I think without question we’re seeing the best response come from the younger generation,” she said, noting that there is also significant interest from the senior and disabled communities. “That being said, the challenge is how do you transfer people in wheelchairs or if they need additional help? People still rely on humans to get into the vehicles. So there’s still a lot of issues to work out around the para-transit piece,” Isaac said.

Chris Ganson, a senior planner from the California Governor’s Office of Planning and Research, described some of the research he has seen. “The plus side here is — with a lot of this kind of thinking on automated vehicles — it’s really kind of this funny combination of research and futurism that’s going on,” Ganson said. “We’re extrapolating from our current experiences to try to figure out what things might be like in the future, and what we might need to do about them, but there is a lot of convergence in that thinking.”

Despite this, he said, “We have some tough things to do policywise and politically to receive these autonomous vehicles into our society.”

Ganson also said that it makes sense to be proactive while planning for the future. “While you’re repaving … or building a new transit system, adding the technology now saves 10 times the cost of putting it in later,” he said.

Maya Buenaventura, assistant policy analyst at the RAND Corp., provided a quick primer on common law, tort law and liability issues that would come with taking humans out of the driver’s seat, as well as product liability issues for manufacturers of autonomous cars and parts. There may be some uncertainty in the details initially, she explained, but many of the longstanding concepts of common law that apply to personal injury and property damage would also apply to autonomous vehicles.

“The outcome might not be optimal from a social welfare perspective right away,” she said. “Judges need to start thinking in the long term — what are the long-term costs and benefits — if this is something they’re just going to pick up as autonomous vehicles get introduced. But it is not clear that there are any better options.

“Another thing that we’ve come to realize is the identity of potential defendants isn’t going to be very different when autonomous vehicles are introduced,” Buenaventura added. “There’s still going to be, potentially, lawsuits against the driver, against manufacturers, against the component part manufacturers. And suits against these defendants already exist today.”

For Eric Shaw, director of the Washington, D.C., Office of Planning, “This question of why we want to be ‘smart’ in the first place is actually a question we haven’t answered yet. For us, it’s not just smart vehicles, it’s smart planning. We need to understand how to be smart.”

Shaw, a pre-Luskin 1998 UCLA graduate minored in what was then policy studies, said his city’s overarching commitment is to spatial and racial equity, which must be balanced with the goal of livability, new innovation and understanding urban efficiency.

“We are having crazy growth in our city,” Shaw said of Washington. “We’re a historic city, one of the oldest cities in the nation. We’re one of the most planned cities in the nation.”

With equity and access in mind, Shaw pointed out that the nation’s capital has a huge income disparity. He asked whether creating a system around pricing automatically creates a system that excludes the city’s low-income residents.

With this in mind, Shaw said that his department was looking at a number of scenarios for the city’s future.

“We’re not afraid to test; we’re not afraid to pilot. So we are looking at some of the best practices, looking at ideas of shared mobility and performance, and we’re not afraid to get it all right before we do that,” Shaw added. “We’re OK to test and take some risks, but with the same question right now — racial equity, spatial equity of land use of the built environment.”

Brian D. Taylor, professor of urban planning and director of both the ITS and the Lewis Center, pointed out the importance of addressing the issues covered in the forum.

“The presentations and discussion made clear that the rise of shared, connected and autonomous vehicles poses significant new challenges for transportation planners and policymakers, and in addition cast existing challenges into sharper relief,” Taylor said. “Addressing these challenges head-on today will help to ensure that we steer these new systems in the right direction.”

Getting Transportation Forecasts Right — as Often as Possible In 10th annual Martin Wachs Distinguished Lecture, Professor Joseph Schofer of Northwestern University says systematic learning from experience is vital when predicting the outcome of major infrastructure projects

By Les Dunseith

In the realm of transportation planning, significant time, effort and money go into the process of forecasting, but the gap between predicted outcomes and reality remains a persistent problem for many projects.

“Forecasts don’t always get it right,” said Joseph Schofer, professor of civil and environmental engineering and associate dean of faculty affairs at Northwestern University. Schofer spoke on the topic of forecasting the future during the 10th annual Martin Wachs Distinguished Lecture, held at the UCLA Luskin School of Public Affairs on April 4, 2017.

The Wachs Distinguished Lecture features prominent and innovative scholars and policy makers who draw on many years of research and thinking in the field of transportation. Created by the students in honor of Emeriti Professor Wachs, the lecture rotates between UCLA and UC Berkeley, respectively.

This year’s lecture invitee, Joe Schofer, provided a wide-ranging view about forecasting – a prominent feature of transportation planning. In Schofer’s talk titled “When Forecasting Fails: Making Infrastructure Decisions in an Uncertain World,” he explained that learning to accept the inherent limitations of the forecasting process is a necessary first step in helping planners improve their predictions of cost, utilization, performance and impact.

“Don’t expect that the gap between predicted outcomes and reality is going to get really small,” Schofer told a crowd of more than 50 scholars, planning professionals and transportation decision-makers who came to hear him. “The world is changing at a faster and faster pace. And those big sources of uncertainty — sources of risk — often are outside the transportation system.”

Schofer’s lecture focused less on the shortcomings of forecasting than on “improving decisions by systematic learning from experience,” as Brian Taylor, director of the Institute of Transportation Studies and professor of urban planning, described the topic during his introduction of Schofer.

Schofer acknowledged the significance of the occasion during his opening remarks, taking a moment to recognize the presence in the audience of his “dear friend and colleague of a lot of years. This is not just another lecture. It’s me giving the Martin Wachs lecture,” said Schofer, who also cited Wachs’ “immeasurable impact on ideas in transportation, transportation planning, transportation policy and transportation finance.”

On Limitiations

In his lecture, Schofer focused on “what we can do in a situation where we don’t always get it right.”

For starters, he said, planners need to understand that they can never know everything there is to know about the dynamics of human behavior. It’s also important to keep in mind the rapid pace of change in today’s world.

“Changes that are going on right now literally make it impossible to forecast what the future is going to be like,” Schofer said. He pointed to examples such as the proliferation of cellphones, which enhance the speed of communication but negatively impact the capacity to do telephone-based polling research.

Schofer also pointed to other factors that limit forecast accuracy. “Data aren’t complete. There might be better models that we can use. Perhaps those models are not even available to us yet,” he said.

Although transportation experts are making strides and “using better and better data all the time, it’s not a calculus problem; we will not get infinitely close to zero error,” Schofer said.

He also noted that it’s common for forecasts to be impacted by unforeseen factors. For instance, major infrastructure projects often experience cost overruns and construction delays when previously unknown grave sites of historical or cultural significance are found during excavation.

On Being Grounded

Dealing with uncertainty may be avoided if planners make an effort to ground their projects firmly in the reality of previous experience. When forecasting a new project, planners must “ground that by finding out what someone else has experienced,” Schofer said.

The idea of looking at case studies and data related to past events is an essential element of evidence-based decision making, he said.

Some projects face the added complication of being based on visionary thinking — the “visionary ideas of interesting people,” he said. “It’s very difficult in a forecasting situation to go against that because you are dealing with somebody who has a firmly held vision, who is really committed to a particular idea.”

The goals of a visionary leader may outweigh an expert’s forecasts in the decision-making process, Schofer noted. The upside, he said, is that a diligent and resourceful planner can seize the opportunity in these situations to approach that visionary leader directly.

“You may be able to get his or her attention, which may be an opportunity to talk about a more realistic forecast,” Schofer said.

In most circumstances, however, it’s data that drives forecasting, and Schofer said he has seen some promising signs in getting access to better and more useful information.

Among the notable efforts he cited was a federal effort to mine existing administrative data, not to collect new information, to make better-informed decisions during evaluation of social programs.

In the medical field, he noted an effort known as the Cochrane Collaboration that is a loose confederation of people in medical research around the world who have an agreement to produce evidence-based information and to advocate for sharing of that information.

“A bunch of people around the world who have agreed to share data, agreed to work together, are bringing together data from a variety of studies to amplify the impact of that data,” Schofer said.

It’s a model that could easily translate to transportation planning, he said, an “opportunity to look at cases, to bring cases together, and to codify that.”

Schofer envisions a sharing of information among scholars, doctoral researchers, professionals and, perhaps, even journalists, in which information about the success or failure of infrastructure projects would be gathered into a database that could be accessed by “every one of us who wants to ask the question, “How well is this going to work in my town?’”

The shared data would be available for forecasters to evaluate, either analytically or qualitatively, and decide if there’s something useful from which they can learn.

For this type of case-based reasoning, it’s important to have a large dataset from which to draw conclusions. It’s also important for the cases to be kept up-to-date.

“The cases that we studied two years ago or 10 years ago, those are dead,” Schofer said. “We have to look at what’s happening right now.”

On Being Flexible

Given the limitations they face, Schofer said, it’s also important for transportation forecasters to be flexible in their thinking. In his lecture, he called this strategic incrementalism.

Think of it as hedging against uncertainty, he said, “getting ready for something different to happen that you didn’t expect to happen, and maybe putting some dollars against it, so that you are ready for it. So you can preserve future flexibility.”

In practical terms, this might mean erecting a building at a certain height but with the foundation and structure to allow it to become taller should the need for additional space later arise. It could mean building a bridge with one roadway but adequate architectural support to add a second deck later.

It means taking a long view when building major infrastructure projects, then monitoring, collecting data and watching closely to see how the new project actually gets used. If a project has design flexibility in the beginning, any future expansions can proceed at greater speed and at lower cost.

“We have to convey the notion of flexibility and adaptability and real options with the public and decision-makers,” Schofer said. “What you need to say is: “Let’s be a little looser about this, a little more flexible, to get what you really need.’”

Making better decisions in an uncertain world, Schofer said, involves collecting, analyzing and sharing as much data as planners can. Better information leads to better forecasting.

“In the end,” Schofer said, “it’s all about learning.”

 

Home Sweet Home During a Lewis Center Book Talk, visiting lecturer Brian McCabe explores the efficiency of U.S. government support for homeownership

By Zev Hurwitz

Brian J. McCabe is a sociologist whose research focuses on the importance, impact and problems associated with homeownership in the U.S. — not exactly common issues for a sociologist.

“Sociologists have largely ceded the study of housing to economists,” McCabe said. “We should be thinking about housing as not only an economic problem but as a social problem, too.”

McCabe, an assistant professor of sociology at Georgetown University, delivered a seminar at the Luskin School of Public Affairs on Feb. 22, 2017, based on his recent book, “No Place Like Home: Wealth, Community & the Politics of Homeownership.” The book explores the American passion for home ownership and its effect on local communities.

At the Book Talk hosted by the UCLA Lewis Center, McCabe walked attendees through the central themes of his book, focusing particularly on methods for evaluating the impact of homeownership on communities.

Michael Lens, assistant professor in UCLA Luskin School of Public Affairs Department of Urban Planning, noted that McCabe’s diverse background yielded a unique approach to his work.

“[McCabe’s] research offers an interdisciplinary approach to the study of cities combining his training in sociology, geography and public policy, primarily on housing issues,” Lens said.

Homeownership did not become the status quo for most Americans until the middle of the 20th century as marketing campaigns and the news media helped establish the notion that owning a home is an American ideal, McCabe said.

“We generally agree that buying a home is a good thing,” he said. “Ninety percent of Americans believe they prefer to live in a home rather than rent one. Most people who own a home are happy with their housing decision, and most renters expect that one day they’re going to be homeowners.”

In addition to being a vehicle for building wealth, home ownership can also be a tool for building citizenship and community. Government programs that create incentives for Americans to purchase a home strive to strengthen citizenry, but McCabe’s book challenges whether owning a home is actually responsible for community and civic engagement.

“This is what I want to challenge in my talk: Does the evidence actually confirm that homeowners are more engaged citizens?” McCabe said. “And, if so, what kinds of civic activities are homeowners engaged in?”

McCabe’s book explores whether the true effects of homeownership have justified government programs designed to promote it, and whether funding for those programs might be better allocated elsewhere.

McCabe cited several pieces of legislation in the 20th century that made it easier for Americans to buy homes, including the National Housing Act of 1934, which established a nationalized mortgage market, and the GI Bill, which made it easier for veterans to pursue homeownership through VA-brokered loans.

“Building a nation where almost 70 percent of Americans own their own home was not natural, nor was it inevitable,” he said. “It’s built on the back of federal interventions and mortgage markets that make the cost of borrowing cheaper. The federal government is deeply involved with all of this.”

In the course of McCabe’s research, he found that homeownership does correspond to higher rates of civic involvement. Homeowners are more likely to vote or sign a petition, McCabe learned.

However, when accounting for “residential stability”— which McCabe defines as living in the same place for five or more years — the data suggest that homeownership has less of an effect on the likeliness to engage in civic ways than does the length of residence.

“The nuance that I want to add to the story that ‘homeowners are better citizens’ is that there are some places where it is not home ownership that causes people to be more engaged, but actually residential stability,” he said.

Putting the roots of civic engagement in the context of modern government programs that make it easier to buy homes, namely the mortgage interest rate deduction, McCabe said that such programs are inefficient and that the payoffs are not substantial.

“Even if the deduction was a way to increase home ownership, the public benefits of promoting homeownership are insufficient to justify those costs,” he said.

McCabe laid out several policy alternatives to current deductions that might be healthier for the country, including capping the size of loans eligible for deduction, eliminating the deduction for a one-time first-home credit or prioritizing programs that promote residential stability, such as home-choice vouchers.

On the Right Track Transit expert Ethan Elkind’s lecture at UCLA Luskin covers railways in Los Angeles from the 1800s to today

By Zev Hurwitz

In a city famous for traffic jams and rush-hour gridlock, a return to rail may be putting Los Angeles on the right track.

Rail lines and transit policy were the focus of a UCLA Luskin School of Public Affairs lecture delivered by professor Ethan Elkind, director of the Climate Program at the UC Berkeley School of Law’s Center for Law, Energy and the Environment (CLEE) on Jan. 25, 2017. Elkind spoke about the history of rail transit in Los Angeles and what the future for trains in the county might look like.

Elkind began with a discussion about the early years of Los Angeles rail. Prior to the rise of the automobile, Los Angeles developed a complex system of electric streetcars, which became the primary mode of public transportation for the region.

“At its heyday, there were 1,164 miles of electric streetcars, covering four counties,” Elkind said. “By 1911, the average Angeleno rode the system at least one ride per day.”

Elkind displayed a map of the old Pacific Electric Railway system and its vast number of routes crisscrossing Southern California — a far cry from the relatively modest number of rail lines in Los Angeles today.

“For many Angelenos, they look at this map and it’s hard not to break down in tears at what used to be,” he said. “From Santa Monica to the San Gabriel Mountains you could literally get wherever you needed to go.”

The last streetcar ride took place in 1961, the demise attributed in part to a shift toward policies that favored automobile drivers, such as widening of streets and development of parking. Additionally, the street cars faced their own popularity decline, due in part to poor maintenance, scheduling issues and operator strikes.

Explosive population growth bred traffic congestion, Elkind said, which led one public figure to make addressing transportation a top issue.

“In 1973, City Councilman Tom Bradley ran for mayor of Los Angeles and for the first time made transit a priority,” Elkind said, noting an “overly ambitious” campaign promise by Bradley to break ground on a new rail line within 18 months of his inauguration.

Rail development in the 1970s was an attractive proposition for municipalities because the federal government granted 80 percent of the funds needed to construct a new rail line, contingent on a 20 percent match by local governments.

Ultimately, several tax-raising measures were passed by county voters that paved the way for the first crop of new rail lines in Los Angeles, beginning with a downtown-to-Long Beach route that opened as the Metro Blue Line in 1990 — nearly 20 years after Bradley’s 18-month promise.

Today, 105 miles of railway track reach different corners of Los Angeles County and draw more than 360,000 riders daily. More tracks are on the way, thanks to the 2016 passage of Proposition M, which raised sales taxes to pay for new rail projects, including an extension of the Purple Line subway to Westwood and a Green Line connector to LAX.

“Two cents of every dollar now go into transit,” Elkind said of Measure M’s passage. “It’s a big win. It will generate over $30 billion for transit over the next 40 years.”

Some obstacles remain for transit in Los Angeles, including an ongoing struggle to make projects more cost effective and efficient and keeping pace with continuing population growth for the region.

Elkind drew much of the material for his lecture from the research for his 2014 book, “Railtown: The Fight for the Los Angeles Metro Rail and the Future of the City.”

Zev Yaroslavsky, former Los Angeles county supervisor and director of the Los Angeles Initiative at UCLA Luskin, introduced Elkind — noting that Elkind had spoken earlier in the day to Yaroslavsky’s undergraduate capstone seminar about the history of transportation in Los Angeles.

“There are a lot of exciting dynamics that are going on in Los Angeles and Southern California in public transportation that are changing the face of the region,” Yaroslavsky said.

The event drew a big crowd that included Luskin and other UCLA students, as well as community members. The lecture was also streamed live online.

First-year MPP student Estefania Zavala attended the lecture because of her interest in transportation policy. “I think it was really interesting to hear about how equity plays a role in the system and what introducing a new Metro station in a really impoverished neighborhood does to gentrifying that neighborhood,” she said. “That’s really interesting to me as a graduate student.”

Transit issues are also personal to her. “It was a little bit frustrating just to hear about inefficiently the system has been laid out,” Zavala said, noting that, as a commuter from Azusa, she wishes that better transit options existed to get her to Westwood.

The Public Policy Department at the Luskin School of Public Affairs co-sponsored the event with the Department of History and the Lewis Center for Regional Policy Studies.

The Problems and Possibilities of Parking Highlights of the latest issue of the Lewis Center’s ACCESS magazine

By John A. Mathews

The UCLA Luskin School of Public Affairs brings you a special edition of ACCESS dedicated to the most controversial topic in transportation: parking. Parking invokes immediate emotional responses. We experience joy when a stranger gives us his or her parking spot and rage when someone steals a space we waited 20 minutes for. And what better thrill is there than running to your car to feed the meter just in time to avoid a ticket?

The issues surrounding parking, however, go beyond our immediate reactions. Parking takes up valuable space that could go to better use. It can cause congestion and inflict additional costs on people who can’t even afford to own cars. But parking can also bring social benefits to a community. In this issue, ACCESS explores the good, the bad and the ugly of parking.

Parking as far as the eye can see

Whether you’re building a bar, a hair salon, or a zoo, you will have to build parking spaces to go with it. Now, after decades of development under excessive minimum parking requirements, parking dominates our cities. But how much parking is there really?

In their article, “Do Cities Have Too Much Parking?” Andrew Fraser, Mikhail Chester, Juan Matute and Ram Pendyala explore the distribution of parking in Los Angeles County and how the county’s parking infrastructure evolved over time. The authors found that, as of 2010, Los Angeles County had 18.6 million parking spaces. This amounts to more than 200 square miles of parking, or 14 percent of the county’s incorporated land area. So now the question is: Do we really need all of this parking?

Fraser is a postdoctoral researcher in Civil, Environmental and Sustainable Engineering at Arizona State University. Chester is associate professor in Civil, Environmental and Sustainable Engineering at Arizona State University. Matute is associate director of the Lewis Center and the Institute of Transportation Studies at UCLA’s Luskin School of Public Affairs. Pendyala is a professor of Civil, Environmental and Sustainable Engineering at Arizona State University.

Keeping people from cruising

One possible solution to cruising for parking comes in the form of performance-based pricing, where the rate at the parking meter changes based on demand. The theory is that, with the right price, there will always be one or two empty spaces for drivers to park. Drivers can then park sooner instead of cruising for parking over longer distances, causing additional congestion. But do performance-based pricing programs actually help reduce cruising?

In “Cruising for Parking: Lessons from San Francisco,” Adam Millard-Ball, Rachel Weinberger and Robert Hampshire evaluate whether SFpark, San Francisco’s performance-based pricing initiative, actually reduced cruising. By simulating parking occupancy using parking sensor data, block length, and the probability that a block is full, the authors were able to conclude that SFpark did indeed work. The average cruising distance fell by 50 percent, but people don’t cruise as far as they think.

Millard-Ball is assistant professor in the Environmental Studies Department at UC Santa Cruz. Weinberger is a transportation consultant based in New York City. Hampshire is assistant research professor in the Transportation Research Group at the University of Michigan.

Parking theories versus parking practice

The idea is simple: Charge more for parking and you should get more open parking spaces. Charge less for parking and parking spaces should fill up. But does this theory play out in the real world?

In their article, “Market-Priced Parking in Theory and Practice,” Michael Manville and Daniel Chatman evaluate how San Francisco’s market-priced parking program affected parking occupancy and cruising. They found that, when parking prices rose on a block, the block’s “average occupancy rate” for parking fell. The problem, however, is that drivers look for vacant parking spaces, not average occupancy rates. The longer the time included in average parking occupancy rates, the more misleading they can be.

Manville is assistant professor in the Department of Urban Planning at UCLA’s Luskin School of Public Affairs. Chatman is associate professor in the Department of City and Regional Planning at the UC Berkeley.

Making do with less

When you’re in a crowded parking lot trying to get in some holiday shopping, you might think there’s not enough parking. But if you drive around that same parking lot after hours, you can see the vast waste of space that occurs daily.

In his latest article, “Parking Management for Smart Growth,” Rick Willson asks how we can transition from too much parking to a more efficient use of a smaller parking supply. He argues that transportation demand management can reduce parking demand by encouraging drivers to carpool, walk, bike, or take public transit. Parking management strategies can further reduce the number of parking spaces needed through increased space efficiency. The use of sensors and sophisticated pricing meters can ensure open parking spots and help drivers find them.

Willson is professor of Urban and Regional Planning at Cal Poly Pomona, and a Fellow of the American Institute of Certified Planners.

London changes its parking requirements

Do we build so much parking because it’s needed or because it’s required? Parking theorists say that the market would provide fewer parking spaces if parking requirements did not exist. The evidence of this has been inconclusive, however, until now.

In his article, “From Parking Minimums to Parking Maximums in London,” Zhan Guo evaluates what happened after London reversed its parking requirements in 2004. The city removed the previous minimum parking requirements and instead adopted new maximum requirements for all metropolitan developments. What’s interesting is that the new maximum parking limits were often lower than the previous minimum requirements. What’s even more interesting is that most developments provided far less than the maximum limit allowed. This means that, with the previous minimum parking requirements, London was requiring far more parking than the market demanded.

Guo is associate professor of Urban Planning and Transportation Policy at the Wagner School of Public Service, New York University.

Parking: the new beachfront property

Many commercial areas have implemented Parking Benefit Districts that spend meter revenue for public services in the metered areas. But can Parking Benefit Districts work in purely residential neighborhoods as well?

In his article, “Parking Benefit Districts,” Donald Shoup argues that a residential Parking Benefit District can manage on-street parking and provide a neighborhood with revenue to clean and repair sidewalks, plant trees, and remove grime from subway stations. He also argues that residential Parking Benefit Districts can help unbundle the cost of parking from the cost of housing to create more affordable housing. If cities manage their curb parking as valuable real estate, they can stop subsidizing cars, congestion, pollution, and carbon emissions, and instead provide better public services and more affordable housing.

Shoup is editor of ACCESS and Distinguished Professor of Urban Planning in UCLA’s Luskin School of Public Affairs.

Gary Segura Named UCLA Luskin Dean A faculty member at Stanford since 2008, Segura is the Morris M. Doyle Centennial Professor of Public Policy and professor of political science and Chicana/o studies

By George Foulsham

Gary Segura, the Morris M. Doyle Centennial Professor of Public Policy and professor of political science at Stanford University, has been named new dean of the UCLA Luskin School of Public Affairs.

“Chancellor [Gene] Block and I are confident that Gary will provide outstanding leadership as dean of the UCLA Luskin School of Public Affairs,” Executive Vice Chancellor and Provost Scott Waugh said in an announcement.

Segura’s anticipated start date is Jan. 1, 2017. He will succeed Lois Takahashi, who has served as interim dean since August 2015.

“I am honored and excited to be selected as dean of the Luskin School of Public Affairs, and to come to UCLA,” Segura said. “The Luskin School and its distinguished faculty represent an outstanding intellectual community whose work makes important contributions in addressing human problems at the individual, community, national and global levels. The three nationally prominent departments and the affiliated centers are asking and answering critical questions about the challenges — personal and structural — that real people face every day.  It will be my privilege to join them and do whatever I can to broaden and deepen their impact in Los Angeles, across California and beyond.”

A member of the Stanford faculty since 2008, Segura is also a professor and former chair of Chicana/o-Latina/o studies. Additionally, he is a faculty affiliate of African and African American studies; American studies; feminist, gender and sexuality studies; Latin American studies; and urban studies. In addition, he is the director of the Center for American Democracy and the director of the Institute on the Politics of Inequality, Race and Ethnicity at Stanford.

In 2010, Segura was elected as a fellow of the American Academy of Arts and Sciences. Prior to joining Stanford, he was a member of the faculty at the University of Washington, the University of Iowa, Claremont Graduate University and UC Davis.

Segura received a bachelor of arts magna cum laude in political science from Loyola University of the South, and a master’s degree and a Ph.D. in political science from the University of Illinois at Urbana-Champaign. His research focuses on issues of political representation and social cleavages, the domestic politics of wartime public opinion and the politics of America’s growing Latino minority.

Segura has published more than 55 articles and chapters, and he is a co-editor of “Diversity in Democracy: Minority Representation in the United States” and a co-author of four books: “Latino America: How America’s Most Dynamic Population is Poised to Transform the Politics of the Nation”; “Latinos in the New Millennium: An Almanac of Opinion, Behavior, and Policy Preferences”; “The Future is Ours: Minority Politics, Political Behavior, and the Multiracial Era of American Politics”; and “Latino Lives in America: Making It Home.”

Active in professional service, Segura is a past president of the Western Political Science Association, Midwest Political Science Association and Latino Caucus in Political Science. From 2009 to 2015, he was the co-principal investigator of the American National Election Studies. Segura has also briefed members of Congress and senior administration officials on issues related to Latinos, served as an expert witness in three marriage equality cases heard by the Supreme Court, and has filed amicus curiae briefs on subjects as diverse as voting rights, marriage equality and affirmative action.

“I am thrilled that Gary Segura is taking the helm as the next dean of the Luskin School,” Takahashi said. “He is the perfect leader to bring the Luskin School into its next phase of growth. I look forward to working with him on what I know will be a smooth transition.”

In his announcement, Waugh praised Takahashi and the search committee.

“I want to thank search/advisory committee members for assembling an outstanding pool of candidates and for their roles in recruiting Gary,” Waugh said. “I also want to recognize and thank Lois Takahashi for her distinguished leadership of the school as interim dean during the past year.”

The search committee was chaired by Linda Sarna, interim dean, UCLA School of Nursing; professor and Lulu Wolf Hassenplug Endowed Chair in Nursing. Other members were: Rosina Becerra, professor of social welfare; Evelyn Blumenberg, professor and chair, Department of Urban Planning; Michael Chwe, professor of political science; Todd Franke, professor and chair, Department of Social Welfare; Vickie Mays, professor of psychology, and of health policy and management; Mark Peterson, professor and chair, Department of Public Policy, and professor of political science and of law; Susan Rice, chair, UCLA Luskin School of Public Affairs Board of Advisors, and senior consulting associate, Brakeley Briscoe Inc.; Daniel Solorzano, professor of social sciences and comparative education, GSE&IS; and Abel Valenzuela Jr., professor and chair, César Chávez Department of Chicana/o Studies, and professor of urban planning.