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

/0 Comments/in , , , /by

LUSKIN UP-CLOSE

By Claudia Bustamante

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

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

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

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

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

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

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

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

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

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

— Mikhail Chester

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

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

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

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

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

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

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

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

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

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

Madison Hayes presents research into sexually exploited youth, completed as part of Social Welfare's capstone requirement. Photo by Les Dunseith

Graduating Students Seek Out Solutions Near and Far The capstone research projects that are now part of all UCLA Luskin programs tackle local challenges or examine issues that extend far beyond campus and California

/0 Comments/in , , , , , , , , , , , , , , , , , , , , , , , , /by

By Stan Paul

Newly graduated Social Welfare master’s degree recipient Deshika Perera’s research project extended across the United States and as far north as Alaska.

Evan Kreuger helped create a nationwide database as a basis for his research into LGBT health and health outcomes to culminate his Master of Social Welfare (MSW) studies at the UCLA Luskin School of Public Affairs.

Perera and Kreuger are members of the first graduating class of Social Welfare students to complete a capstone research project as a graduation requirement for their MSW degrees. Like their UCLA Luskin counterparts in Urban Planning and Public Policy who must also complete capstones, working individually and in groups to complete research and analysis projects that hone their skills while studying important social issues on behalf of government agencies, nonprofit groups and other clients with a public service focus.

“It’s been fun; it’s been interesting,” said Perera, who worked with Associate Professor Ian Holloway. Her qualitative study examined the relationship between the Violence Against Women Act and nonprofits, focusing on programs that provide services to indigenous survivors of sexual assault and domestic violence on reservations and in remote areas of the U.S.

As a member of the pioneering class for the MSW capstone, Perera said that although the new requirement was rigorous, she enjoyed the flexibility of the program.

“I feel we got to express our own creativity and had more freedom because it was loosely structured,” Perera said, explaining that she and her fellow students got to provide input on their projects and the capstone process. The development of the requirement went both ways. “Because it was new, [faculty] were asking us a lot of questions,” Perera said.

“We strongly believe that this capstone experience combines a lot of the pieces of learning that they’ve been doing, so it really integrates their knowledge of theory, their knowledge of research methods and their knowledge of practice,” said Laura Wray-Lake, associate professor and MSW capstone coordinator. “I think it’s really fun to see research come alive and be infused with real world practice.”

Krueger, who also was completing a Ph.D. in public health at UCLA while concluding his MSW studies, previously worked as a research coordinator for a national survey on LGBT adults through the UCLA School of Law’s Williams Institute. He said he had a substantial amount of data to work with and that he enjoyed the opportunity to combine his research interests.

“I’m really interested in how the social environment influences these public health questions I’m looking at,” said Kreuger who has studied HIV and HIV prevention. “I kind of knew what I wanted to do, but it was a matter of pulling it all together.”

For years, MSW students have completed rigorous coursework and challenging educational field placements during their two-year program of study, and some previous MSW graduates had conducted research in connection with sponsoring agencies. This year’s class included the first MSW recipients to complete a new two-year research sequence, Wray-Lake said.

◊

Oceana Gilliam shares her team‘s research on juvenile justice in L.A. County. Photo by Les Dunseith

View more photos from Public Policy’s APP presentations.

Applied Policy Projects

In UCLA Luskin Public Policy, 14 teams presented a year’s worth of exacting research during this year’s Applied Policy Project presentations, the capstone for those seeking a Master of Public Policy (MPP) degree.

Public Policy students master the tools to conduct policy analysis during their first year of study. In the second year, they use those tools to create sophisticated policy analyses to benefit government entities and other clients.

The APP research is presented to faculty, peers and curious first-year students over the course of two days. This May’s presentations reflected a broad spectrum of interests.

Like some peers in Social Welfare, a few MPP teams tackled faraway issues, including a study of environmental protection and sustainable tourism in the South Pacific. Closer to home, student researchers counted people experiencing homelessness, looked at ways to reform the juvenile justice system, sought solutions to food insecurity and outlined ideas to protect reproductive health, among other topics.

“Our students are providing solutions to some of the most important local and global problems out there,” said Professor JR DeShazo, chair of UCLA Luskin Public Policy.

After each presentation, faculty members and others in the audience followed up with questions about data sources, methodologies and explanations for the policy recommendations.

◊

MURP Jesse Flores talks about his project during the poster session. Newly admitted students to UCLA Luskin Urban Planning are among those invited to CCC each year. Photo by Les Dunseith

View more photos from Urban Planning’s capstone presentations.

Careers, Capstones and Conversations

Recently graduated UCLA Luskin urban planners displayed their culminating projects in April at the annual Careers, Capstones and Conversations networking event, following up with final written reports for sponsoring clients.

Many planning students work individually, but a cohort of 16 Master of Urban and Regional Planning (MURP) students worked together to complete a comprehensive research project related to a $23 million grant recently received by the San Fernando Valley community of Pacoima. The project was the culmination of almost six months of analysis in which the MURP students helped the nonprofit Pacoima Beautiful, other community partners and government agencies prepare a plan seeking to avoid displacement of residents as a result of a pending major redevelopment effort.

“I think our project creates a really amazing starting point for further research, and it provided concrete recommendations for the organizations to think about,” said Jessica Bremner, a doctoral student in urban planning who served as a teaching assistant for the class that conducted the research. Professor Vinit Mukhija, chair of UCLA Luskin Urban Planning, was the course instructor.

◊

UCLA Luskin faculty, students and guests gather to hear MSW students present their capstone research. Photo by Les Dunseith.

View more photos from Social Welfare’s capstone presentations. 

MSWs Test Research Methods

In Social Welfare, the projects represented a variety of interests and subject matter, said Wray-Lake, pointing out that each student’s approach — quantitative and/or qualitative — helps distinguish individual areas of inquiry. Some students used existing data sets to analyze social problems, she said, whereas others gathered their own data through personal interviews and focus groups. Instructors provided mentoring and training during the research process.

“They each have their own challenges,” said Wray-Lake, noting that several capstones were completed in partnership with a community agency, which often lack the staff or funding for research.

“Agencies are very hungry for research,” she said. “They collect lot of data and they have a lot of research needs, so this is a place where our students can be really useful and have real community impact with the capstones.”

Professor of Social Welfare Todd Franke, who serves as a lead instructor for the capstone projects, said his students worked on issues that impact child welfare. Others studied the relationship between child neglect and involvement with the juvenile justice system. Another capstone focused on predictors of educational aspirations among black and Native American students. The well-being of caregivers and social workers served as another study topic.

Assistant Professor Amy Ritterbusch, who also served as a capstone instructor, said her students focused on topics that included education beyond incarceration, the needs of Central American migrant youth in schools, and the unmet needs of homeless individuals in MacArthur Park. One project was cleverly titled as “I’m Still Here and I Can Go On: Coping Practices of Immigrant Domestic Workers.”

“They all did exceptional work,” Ritterbusch said.

Congresswoman Karen Bass provided the keynote address at the summit. Photo by George Foulsham

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

/0 Comments/in , , , , , , , , , , , , , , , , , , , , , , , , , , , /by

By Les Dunseith

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Her takeaway from the summit?

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

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

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

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

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

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

Mary Braswell and Stan Paul also contributed to this story. 

—

View additional photos from the UCLA Luskin Summit

UCLA Luskin Summit 2019: Livable L.A.

Watch videos recorded during the event:

Lewis Center Director Evelyn Blumenberg at the inaugural InterActions LA event on regional growth and equity. Photo by Amy Tierney
“There is a window of opportunity to do something different,” says Lewis Center Director Evelyn Blumenberg at the InterActions LA event. Photo by Amy Tierney

First Conference on Regional Growth and Equity Tackles Transportation and Communities UCLA scholars, nonprofit representatives discuss how to use multibillion-dollar investment to address regional inequities

/0 Comments/in , , , , , , , , , /by

By Claudia Bustamante

Los Angeles is populous and diverse, but that distinction also produces inequality. There are disparities in housing costs. Amenities vary across neighborhoods. Many low-income families struggle to make ends meet despite impressive gains in employment.

During an inaugural event focusing on regional growth and equity, the UCLA Lewis Center for Regional Policy Studies convened a group of experts to discuss how to leverage a sweeping, taxpayer-supported $120-billion investment in Los Angeles’ transportation system to address decades-old disparities.

Following the 2016 passage of Measure M, Metro committed $52 billion in sales tax revenue for capital investments throughout the county. The agency is looking to accelerate 28 projects by the time Los Angeles hosts the 2028 Summer Olympics. Senate Bill 1 approved in 2017 designated another $54 billion to fix roads, to relieve congestion, and to improve transit and trade corridors throughout California.

“The question is how can we improve the quality of communities by taking advantage of the ongoing and major regional investments in public transit,” said Evelyn Blumenberg MA UP ’90 Ph.D. ’95, director of the Lewis Center and professor of urban planning, at “InterActions LA: Inspiring Quality Transit Neighborhoods,” held April 18, 2019, at The California Endowment.

“It is precisely in these moments of rapid change when there is a window of opportunity to do something different,” Blumenberg said. “Hopefully, it’s to engage in more equitable outcomes that better connect residents to economic opportunities, that protect and expand affordable housing, and that improve the health and robustness of the L.A. region.”

Paul Ong, UCLA Luskin research professor and director of the Center for Neighborhood Knowledge, has done extensive research on the role of urban structures on the reproduction of inequality. He said this topic is an important one for discussion.

“We, as a society, make neighborhoods,” Ong said, “and neighborhoods make us. The type of neighborhood we live in determines not only today’s quality of life but the trajectory over generations.”

Julia Stein of the UCLA Emmett Institute on Climate Change and the Environment leads discussion. Photo by Amy Tierney
Paul Ong, UCLA Luskin research professor and director of the Center for Neighborhood Knowledge. Photo by Amy Tierney Presenters and participants network at InterActions LA. Photo by Amy Tierney Madeline Brozen, deputy director of the Lewis Center. Photo by Amy Tierney

Multiple approaches to improve neighborhoods were discussed. They include progressive housing and land use policies, stationary design, neighborhood amenities and community engagement.

Key among the discussion was the need to focus on people who use transit and their specific needs. For example, women, older adults and people with disabilities make up about 60 percent of Los Angeles’ transit ridership. Those transit users have specific concerns about safety and security while walking to stations, waiting and riding transit, said Madeline Brozen MA UP ’11, deputy director of the Lewis Center.

“If we’re not planning for specific groups in an intentional way, it’s not likely we’re going to see the shifts we want to see from these investments,” Brozen said.

Julia Stein, project director at the Emmett Institute on Climate Change and the Environment at UCLA Law, said the city’s Transit Oriented Communities program, which provides incentives to developers to build near major transit stops and include affordable housing units, provides an opportunity to address some issues.

Since the program’s inception in 2017, about 2,400 affordable units have been proposed, of which 42 percent are reserved for extremely low-income households.

Attendees also heard about specific efforts being conducted in the city by nonprofit organizations, including improvements along Avenue 26 near Lincoln Heights and Cypress Park spearheaded by LA-Mas. The nonprofit agency engaged with community members to generate design improvements and creative wayfinding on a quarter-mile stretch near the Metro Gold Line station.

The end result was impressive, but Avital Aboody from LA-Mas said the permitting process was complex, expensive and time-consuming.

“We had the expertise and time to navigate this process, but that may not be the case for community members or grassroots organizations that may want to do this in their community,” she said.

Lessons Learned Outside L.A.

Outside California, the Twin Cities region in Minnesota has a reputation for being progressive. But the community deals with stark racial disparities, which date back to decades of systemic racism, like redlining, according to Owen Duckworth, director of organizing and policy at the Alliance, a Minnesota-based coalition of community-based organizations and advocacy groups.

Now that the region is investing in transit infrastructure such as an expansion of a rail line that connects downtown Minneapolis to St. Paul, there is an opportunity for communities to have greater impact.

“Government agencies want to deliver on equity. That’s the buzzword,” Duckworth said. “We can’t have equitable outcomes by continuing inequitable processes in planning.”

Another theme echoed by many panelists is community engagement — making sure residents’ input is not merely tokenized by developers and government organizations.

Community members provide valuable insights as experts in their own neighborhoods.

“Our partners want to be partners to government agencies in community development, but there’s no compensation for these organizations. They mostly volunteer their time,” said Thomas Yee of LA THRIVES.

“Everything from here on out needs to be collaborative. We need to get away from silos. We need to work together,” Yee added.

Multiple Objectives

Blumenberg ended the event by saying it is clear that multiple objectives must be met to ensure quality transit neighborhoods. To name a few, planners must consider housing, traffic, environmental concerns, access to opportunities, safety and security issues around mobility.

The solutions must be equally diverse — tailored to the different neighborhoods and communities throughout the region, she said.

 

Respondents said home affordability is the No. 1 factor influencing their satisfaction with life in Los Angeles County. Photo by iStock

Housing Costs Dampen Residents’ Satisfaction With Life in Los Angeles UCLA’s Quality of Life Index finds that renters and younger people are particularly vexed by sky-high prices

/0 Comments/in , , , , , , , , , , , /by

By Les Dunseith

The rising cost of housing continues to be the single biggest factor undermining residents’ satisfaction with life in Los Angeles County, according to the fourth annual Quality of Life Index.

The survey, a joint project of the UCLA Luskin School of Public Affairs and The California Endowment, found dissatisfaction with housing affordability to be particularly strong among a group designated by researchers as “struggling,” which includes mostly younger residents, those with household incomes of $60,000 or less per year, renters and people without a college degree. Their housing satisfaction rating of 37 was in contrast to the 48 rating among a group designated as “comfortable,” which includes mostly older homeowners with higher incomes and more education.

The cost of living category is the lowest-rated of any in the survey. More than half of respondents said that what they “pay for housing, mortgages or rents” is the most important factor in their cost of living and the primary reason that satisfaction with cost of living has declined by eight points since the first index was released in 2016.

‘In Los Angeles County, the one thing that everyone seems to agree on is that we are paying too much money just to have a place to live.’ — Zev Yaroslavsky, director of the Los Angeles Initiative at UCLA Luskin

“Since the inception of the report, people have been concerned about their cost of housing, and their level of dissatisfaction just continues to get worse,” said Zev Yaroslavsky, director of the Los Angeles Initiative at UCLA Luskin.

At a rating of 42, cost of living was again the lowest-rated category in the 2019 survey — below education at 49. Transportation and traffic (50) also rated negatively in the survey, which has a midpoint of 55. Three categories fell into a middle tier of satisfaction: the environment (56), jobs and the economy (59), and public safety (60). Survey respondents expressed the most satisfaction in the categories of race relations and neighborhood quality (both 68), and health care (69).

Residents were asked to rate their quality of life on a scale of 10 to 100 in the nine categories and 40 subcategories of the survey. The overall rating this year among all nine issues was 56, the same as 2018 but a decline from 59 in the first two years of the survey. Researchers noted that the overall Quality of Life Index score would have been 60 this year if the rating for housing had simply been .

“In Los Angeles County, the one thing that everyone seems to agree on is that we are paying too much money just to have a place to live,” Yaroslavsky said.

More than half of respondents (57 percent) said they, a close friend or a family member has considered moving from their neighborhood in the last few years because of rising housing costs. This is an increase of 10 percentage points since the question was first asked in 2017. About two-thirds of respondents younger than age 50 said they had considered such a move.

A quarter of all respondents — the same number as in the previous survey — said they or someone they know have worried about becoming homeless in the last few years.

Key transportation findings

In addition to the questions used to develop the Quality of Life Index, the survey asked a number of other questions about important issues facing the Los Angeles region. Several of those questions were on topics of transportation and traffic.

  • Half of respondents said they commute longer than 30 minutes a day, a slight increase from 2017.
  • Nearly four in 10 people said they use on-demand, shared transportation — such as Uber or Lyft, and Bird or Lime scooters — at least once or twice a month. The number varied widely by age, with just over half of those under age 50 saying they use shared transportation but less than a third over age 50 reporting such usage. Six in 10 of respondents over age 65 have never done so.
  • Almost two-thirds (64 percent) of respondents said they oppose charging a fee for use of designated roadways at peak periods of the day, an idea known as congestion pricing that has been touted by proponents as a way to reduce traffic and improve driving speeds on California streets and freeways.

“Even if policymakers who are studying congestion pricing determine that it presents the best hope of reducing the time we are stuck in traffic, it’s clear that officials face an uphill battle in trying to get the public to support it,” Yaroslavsky said.

Key growth and development findings

  • Respondents were asked whether they believe that people whose homes were burned in recent wildfires should be allowed to rebuild, and 76 percent said yes.
  • Conversely, 73 percent of respondents do not think that construction of new homes should be allowed in areas of Los Angeles County that are identified as being at high risk of wildfires.
  • A majority of people surveyed (62 percent) believe that the construction of new apartment buildings should be confined to areas zoned for multiple-family dwellings. Less than a third (29 percent) say apartments should be allowed anywhere, including in single-family zones.
  • Respondents are split about the impact of recent building development and growth in their community: 44 percent say they are having a positive impact, but 47 percent say they are having a negative impact.

Yaroslavsky pointed out that respondents’ household incomes have risen over the four years that the index has been conducted. In 2016, for example, 27 percent of respondents reported household incomes under $30,000 a year. By 2019, that income level was reported by 19 percent of respondents. Similarly, the percentage reporting an annual household income of more than $150,000 rose from 9 percent in 2016 to 13 percent in the latest survey.

The 2019 UCLA Luskin Quality of Life Index survey is based on interviews with a random sample of 1,406 county residents from March 1 to 20. Interviews were conducted in both English and Spanish.

The Quality of Life Index was prepared in partnership with the public opinion research firm Fairbank, Maslin, Maullin, Metz & Associates.

The survey results are being released this year to coincide with a research-informed, cross-sector conference about the major issues facing the Los Angeles region known as “Luskin Summit 2019: Livable L.A.” The inaugural Luskin Summit also commemorates the 25th anniversary of UCLA Luskin.

 

Read a Summary of the 2019 L.A. County Quality of Life Index

Terry White is deputy general manager at King County Metro Transit in Seattle. Photo by Stan Paul

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

/0 Comments/in , , , , , , , , , , , , , /by

By Claudia Bustamante

Across the country, public transit ridership has been declining.

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

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

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

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

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

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

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

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

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

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

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

Partnerships and Pilots

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

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

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

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

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

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

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

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

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

Disruption

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

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

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

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

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

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

View additional photos

Among the featured speakers was John Zimmer, Lyft co-founder and president. Photos by Will Livesley-O'Neill

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

/0 Comments/in , , , , , , , , , , /by

By Will Livesley-O’Neill

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

Motorized scooters are often seen at UCLA.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Professor Brian Taylor of UCLA Luskin Urban Planning

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

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

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

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

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

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

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

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

be mobile.”

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

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

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

Surveys of diverse, older Angelenos explored their travel patterns, use of technology and the mobility problems they face, which include long rides on public transit. Photo by AARP California

Transportation and Isolation: Serious Challenges for Diverse, Older Angelenos Research conducted by UCLA Luskin and USC Leonard Davis — and supported by AARP — examines travel, technology and mobility issues

/0 Comments/in , /by

In an effort to identify solutions to improve the lives of older adults and people of all ages and abilities, the UCLA Luskin School of Public Affairs and USC Leonard Davis School of Gerontology, with the support of AARP, recently conducted surveys of diverse, older Angelenos, exploring their travel patterns, use of technology, and the mobility problems they face.

“We united on one common goal, the importance for understanding community needs, opportunities, and barriers that can support, create and sustain livable and age-friendly communities in Los Angeles,” said Nancy McPherson, State Director of AARP. “We know that the more connected and engaged people are with their community, the more likely they are to age successfully and remain living in their homes for as long as possible, as the vast majority wish to do.”

The UCLA research team focused on identifying mobility and travel patterns by conducting focus groups and interviews with 81 older adults in the neighborhoods of Koreatown, Westlake and East Hollywood, including adults visiting St. Barnabas Senior Services (SBSS), a local organization that provides health and social services. The UCLA report, “Bolstering Mobility and Transportation Options for Low-Income Older Adults,” found that:

  • Participants expressed difficulty in getting around, often endure long transit trips and uncomfortable or scary walking environments and social hazards that could cause them to trip and fall, significantly reducing their independence and quality of life.
  • For many, walking around their neighborhoods is the primary mode of transportation; however, there are significant physical and social impediments that constrain mobility.
  • A small number own cars and many rely on family and friends to drive them. Use of point-to-point travel services (e.g., taxis, ride-hailing services) is rare and constrained by finances.
  • Many lack competency with technology to order ride-hailing services.
  • Mobility constraints affect the number and frequency of trips.
  • Differences exist among study participants in regard to the numbers of social and recreational trips. Older adults visiting SBSS take a larger number of daily trips and have a higher likelihood of making social and recreational trips than those who are not visiting SBSS.

“Mobility affects the quality of life. Decreased mobility means also decreased access to city amenities or jobs, and socialization opportunities, as well as a higher risk for social isolation. Our findings suggest that certain improvements both in the physical environment and in the transit and paratransit services can help increase the mobility of low-income, older adults, and we articulate these improvements in our report,” said Anastasia Loukaitou-Sideris, Associate Dean of the UCLA Luskin School of Public Affairs. “We are welcoming the opportunity to join forces with the AARP and our USC colleagues and advocate for more age-friendly California cities.”

For more information on the UCLA Lewis Center for Regional Policy Studies report, “Bolstering Mobility and Transportation Options for Low-Income Older Adults,” click here.

In recent years, there has been a growing focus on the consequences of loneliness and isolation, especially among older adults. While adoption of technology and social media has the potential to reduce isolation, issues such as cost, disinterest and lack of the skills needed to use various devices may hinder older adults’ adoption. Los Angeles’ ethnically, linguistically and geographically diverse population of older adults made it an ideal location for the USC Leonard School of Gerontology to explore how this population uses technology and the extent to which they believe it can improve connectivity and reduce isolation.

The USC research team conducted six focus groups in English, Spanish and Korean at SBSS with 48 older adults living in a low-income area of Los Angeles, home to a diverse, largely immigrant population. Key findings from this report, “Aging in Place in Los Angeles: Recognizing Challenges to Social Connectedness,” include:

  • A relatively high use of some technology among this engaged group, as well as a wide range in social connectivity with family, friends, and members of the community;
  • Although some older adults did not have the resources or the desire to use technology, others used mobile phones, smart phones, tablets, and computers – either in combination or alone – for purposes of contacting their family and friends, accessing health care information, getting the news, shopping, and watching television;
  • Cost, disinterest, and lack of the skills needed to use various devices hindered older adults’ adoption of technology and social media;
  • Many older adults indicated a reluctance to adopt newer technology because they preferred to communicate in-person and they expressed concerns that technology is too complicated or too expensive; others used it for entertainment, to plan local and long-distance travels, and to communicate with their loved ones.

“Our findings suggest that although technology isn’t a cure all for loneliness, it can be a tool in the tool box for addressing social isolation. Policy makers and tech developers need to consider how older adults currently use technology, how it can better suit their needs, and barriers that prevent them from using it effectively,” said Kate Wilber, USC Leonard Davis School of Gerontology professor. “We are thankful that AARP and our UCLA collaborators recognize the importance of addressing social isolation and look forward to working toward solutions that benefit older adults in Los Angeles and beyond.”

For more information on USC’s “Disrupting Isolation in Housing for an Aging Population,” click here.

Housing-related concerns are among the major findings in the 2018 survey. Photo by iStock

Rising Housing Costs Cause Serious Concerns — Especially for Young People — New UCLA Luskin Survey Finds Third annual Los Angeles County Quality of Life Index reflects impact of skyrocketing home prices on the lives of residents

/1 Comment/in , , , , , , , , , , , /by

By George Foulsham

More than half of Los Angeles County residents — especially those under the age of 50 —are worried that they might have to move because of the rising costs of housing in the region. This is one of the key findings in the 2018 Quality of Life Index (QLI), a project of the UCLA Luskin Los Angeles Initiative and The California Endowment.

Zev Yaroslavsky

The QLI is an annual survey that asks Los Angeles County residents to rate their quality of life in nine different categories and to answer specific standalone questions on important issues facing them and the Los Angeles region.

Housing-related concerns are among the major findings in this year’s survey. When respondents were asked whether they, a close friend or family member has considered moving from their neighborhood in the last few years because of rising housing costs, 55 percent answered in the affirmative — a percentage increase of 8 over last year’s survey.

Among younger respondents, that number soars. Sixty-eight percent of 18-29-year-olds, 73 percent of 30-39-year-olds, and 65 percent of 40-49-year-olds say that they or someone close to them has considered moving out of their neighborhoods due to housing costs.

“It is troubling that younger county residents are less hopeful and less positive about their quality of life in Los Angeles,” said Zev Yaroslavsky, director of the Los Angeles Initiative at the UCLA Luskin School of Public Affairs. “Historically, young people, especially in Los Angeles, could look forward to a great future, but today they have the highest level of negativity and anxiety, especially between the ages of 18-29. This should be a matter of concern to all of us.”

Survey respondents are asked to rate their quality of life on a scale of 10-100 in nine different categories and 40 subcategories. This year, the overall rating among all nine issues was 56, a drop from 59 in the first two years of the survey in 2016 and 2017. All nine categories experienced a more negative rating this year over last year, and most have continuously declined since 2016.

The lowest-ranked categories of cost of living, education, and transportation and traffic lost an average 7 points since 2016, and the highest-ranked categories of ethnic and race relations, your neighborhood and health care lost an average 3 points. In the middle tier, two of the three categories lost ground (public safety and the environment), while the ranking for jobs and the economy improved (see chart).

On the positive side, health care, race/ethnic relations and quality of respondents’ neighborhoods received the highest ranking — in all three cases a 67 on the scale, well above the midpoint. The most pronounced drops since 2016 were in cost of living, where the rating dropped from 50 to 43, education from 54 to 48, and transportation/traffic from 58 to 50.

Other key findings of the QLI include:

Twenty-seven percent of county residents have worried about becoming homeless, an increase of 4 percent over last year. Among residents with an annual household income of less than $30,000 that number jumps to 47 percent; among residents 18-29 years of age that number jumps to 38 percent; and among renters that number jumps to 41 percent.

Seventy-one percent of county residents favor rent stabilization legislation that would cap annual rent increases on all rental housing, including 78 percent of renters and 65 percent of homeowners.

Sixty-eight percent of county residents think new apartment buildings should only be built in neighborhoods already zoned for multi-family housing, and only 30 percent believe they should be built everywhere, including in single-family neighborhoods.

Nearly 60 percent of residents say that local police should refuse to help federal immigration authorities in the deportation of undocumented residents, even if cities could lose federal funds, while 38 percent believe local police should cooperate with federal authorities.

Residents continue to be split on the impacts of new development and growth in their community, with 44 percent saying it has a positive impact on their area and 52 percent saying it has a negative impact. However, the negative responses jump to 59 percent for those with annual household incomes below $30,000, and to 54 percent for those with annual household incomes of $30,000-$60,000, reflecting the challenges of gentrification in many low-income Los Angeles communities.

The number of residents who worry about themselves, a member of their family or a close friend being deported from the United States dropped to 23 percent this year from 37 percent last year. The drop in anxiety over deportation dropped nearly 50 percent among Latinos and Asian/Pacific Islanders. However, among those who are worried about deportation, 71 percent are worried that enrolling in a government program would increase their risk of deportation.

“While there is still a significant anxiety level over deportation in this survey, it is clear that in the last year that level has subsided,” Yaroslavsky said. “Court decisions and legislative efforts aimed at blocking the Trump administration’s immigration policies have clearly been reassuring, especially to our immigrant communities, but there is still an unhealthy level of fear in those same communities.”

The UCLA Luskin Quality of Life Index survey is based on interviews conducted with nearly 1,500 county residents from March 3-20, 2018. Interviews were conducted in both English and Spanish.

The QLI was prepared in partnership with the public opinion research firm Fairbank, Maslin, Maullin, Metz & Associates.

Download the 2018 QLI (PDF)

 

 

 

 

 

 

 Review the data (PDF)

 

Summary Narrative (PDF)

Donald Shoup, distinguished research professor of urban planning at the UCLA Luskin School of Public Affairs.

UCLA Parking Guru Releases Follow-Up to Groundbreaking Book Donald Shoup’s ‘Parking and the City’ highlights progress in parking reform research and action, as former doctoral students form a new generation of planning scholars making important contributions

/1 Comment/in , , , , , , , , , , /by

By Stan Paul

“A city where everyone happily pays for everyone else’s free parking is a fool’s paradise.”
— Donald Shoup, “Parking and the City”

“Parking is no longer uncool,” says Donald Shoup, whose newly published book, “Parking and the City,” highlights the remarkable interest, implementation of reforms and growth of research that followed his landmark 2005 publication, “The High Cost of Free Parking.”

The new book, by the distinguished research professor of urban planning at the UCLA Luskin School of Public Affairs, serves as an update to work that has caught the attention of leaders and lawmakers, and proven influential locally, nationally and internationally.

“Parking is the Cinderella of transportation,” writes Shoup in his introduction, explaining that the field received little attention or status for many years. More recently, “many academics have joined in what is now almost a feeding frenzy. … Parking is far too important not to study,” asserts Shoup, who started as a lone pioneer in the field more than four decades ago.

“Parking is the single biggest land use in most cities; there’s more land devoted to parking than there is to housing or industry or commerce or offices,” said Shoup in an interview. Citing “The High Cost of Free Parking,” he reminds readers that Los Angeles has more parking spaces per square mile than any other city.

In his new book, Shoup reiterates and distills the earlier 800-page work into three recommended parking reforms designed to improve cities, the economy and the environment:

  • Remove off-street parking requirements
  • Charge the right prices for on-street parking
  • Spend the parking revenue to improve public services on the metered streets

“Each of these policies supports the other two,” writes Shoup. They counteract what he describes as “three unwisely adopted car-friendly policies” that arose from the beginning of the automobile age: separated land uses, low density, and ample free parking to create drivable cities while undermining walkable neighborhoods.

Shoup persistently advocates for removal of off-street parking requirements, allowing developers and businesses to decide how much parking to provide. Charging the “right price,” or lowest price — varying dynamically throughout the day — that can keep a few spaces open, will allow convenient access, ease congestion, conserve fuel, and reduce pollution caused by unnecessary idling and block-circling. In support of the third point, Shoup hypothesizes, “If everybody sees their meter money at work, the new public services can make demand-based prices for on-street parking politically popular.”

Shoup first wrote about parking in 1975. “I don’t think my ideas have changed at all,” he says. “But, I’ve learned an enormous amount since then.”

As part of his ongoing research, Shoup visits cities, talks to public officials and asks what works and what doesn’t.

“Parking and the City” includes 51 chapters that summarize recent academic research on parking, detailing the experiences of practitioners who charge market prices for on-street parking. In addition, the chapters explain how Shoup’s three recommendations, if followed, “…may be the cheapest, fastest, and simplest way to improve cities, the economy, and the environment, one parking space at a time.”

Among the 46 contributors are 11 former UCLA Luskin Urban Planning master’s and doctoral students who are making their own significant contributions to the field. Former planning student Michael Manville, now an assistant professor of urban planning at UCLA Luskin, contributed four chapters.

“The way cities approach parking has massive consequences for how we travel, how our cities look, and how and where we build housing,” Manville says. “Don saw this before almost anyone else, and pursued it unlike anyone else.”

“What this book showcases is Don’s equal talents as a researcher, mentor and activist. His talents as a researcher are evident in the groundswell of parking research that he inspired.  It is safe to say that many of the chapters in this book would not have been written had Don not published “The High Cost of Free Parking.” His talents as a mentor are on display in the number of former students who are doing that research,” Manville says.

“I think they have gone completely in their own direction,” Shoup says of his former students. “I hope I helped in that regard.”

“Parking and the City,” a Planners Press Book, is available through Routledge.