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Archive for category: Transportation

Insights From an Environmental Pioneer Mary Nichols, longtime champion of emission regulation in California, offers a roadmap toward a cleaner transportation future

April 6, 2022/0 Comments/in Climate Change, Electric Vehicles and Alternative Fuels, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Public Policy, School of Public Affairs, Social Welfare, Transportation, Urban Planning Colleen Callahan, Gary Segura, Tierra Bills /by Les Dunseith

By Les Dunseith

What comes to mind for Mary Nichols after 50 years as a leader of California’s environmental policy?

“As a lawyer, what I know is how to take laws … and actually make them do something for people,” she said. “If there’s a principle that I have tried to conduct my work by, it is that you don’t get appointed to one of these government jobs to fill the seat. You get appointed to actually do something with the job.”

After four terms as California Air Resources Board chair, Nichols told an in-person crowd of about 75 people and others watching online during the April 4 UCLA Luskin Lecture that getting things done requires dedication, persistence and, perhaps most importantly, good science.

Nichols pointed to her experience in leading the agency to set gasoline efficiency and anti-pollution standards in the automotive area. 

“We had our own engineers who knew just as well as the people inside the car companies that we were regulating what could be made available and what could be made affordable — like the catalytic converter — if you could just get the companies over their reluctance to change and overcome their constant desire to hold onto what they have until they can figure out how to make a profit on it.” 

If policymakers know what needs to be done and have the data to support it, Nichols said, “then you have a pretty good chance of bringing people along with you and moving forward.”

Nichols is an attorney who began working as an environmental regulator in response to the federal Clean Air Act of 1970. She first joined the state’s top environmental agency in 1975 and served as chair between 1979 and 1983, then from 1999 to 2003, and again from 2007 to 2020. She is also a distinguished counsel for the Emmett Institute on Climate Change and the Environment at UCLA Law and has associations with the UCLA Institute of the Environment and Sustainability and with the UCLA Luskin Center for Innovation. 

The Luskin Lecture welcomed guests back to campus after two years of remote gatherings. Photo by Les Dunseith

In his introductory remarks, Dean Gary Segura of the Luskin School of Public Affairs said, “If you’re interested in the environment and you’re a longtime resident of California, the first name that would come to your mind in shaping the environmental policy of this state is Mary Nichols.”

Nichols’ appearance was the first Meyer and Renee Luskin Lecture Series event to occur in person in more than two years because of the COVID-19 pandemic. It took place in the Charles E. Young Grand Salon at Kerckhoff Hall on the UCLA campus. 

Nichols was joined in a discussion about the past and future of clean transportation by Tierra Bills, assistant professor of public policy and civil and environmental engineering at UCLA, and Colleen Callahan MA UP ’10, co-executive director of the UCLA Luskin Center for Innovation.

They touched on issues that included air pollution, the future of clean energy and how to overcome resistance from businesses, government officials and the public to new, cleaner technology, including fostering wider acceptance of electric cars.

“We start with the fact that electric vehicles are expensive. There’s no question that they are more expensive than gasoline cars,” Nichols acknowledged. “And new gasoline-powered cars are expensive to begin with.”

She noted that electric vehicles are a growing segment of the used car market, but the reality is that many people are never going to purchase an electric car unless manufacturers — many of which see electric vehicles as their future — receive government incentives to bring costs down. 

“Otherwise, we’ll be looking at nothing but a luxury market,” Nichols said.

In California, a related need is starting to get more attention — making charging stations readily available. 

“If people find a way to afford to buy an electric vehicle, but they don’t have a place to charge it, then it’s not doing any good,” Nichols said. “We still have a long way to go in terms of … providing charging in public places and charging at workplaces.”

Bills pointed out that technological innovation has historically bypassed disadvantaged communities. 

Nichols said greater recognition of the need for equity now exists among decision-makers, but challenges remain. “I think there are ways of attacking the problem,” she said, “but it is going to require much bigger thinking than most of what has been going on up to now.”

Plus, dealing with environmental problems requires widespread buy-in.

Nichols joked, “Just saying that the Air Resources Board thinks you should do something isn’t going to be a winning argument, right?” 

Regulation and innovation are important, she said, but federal and state agencies also must look to build partnerships at the municipal level, enlisting assistance from local businesses and community-based organizations. 

She recalled an instance in which funding became available to advance air pollution goals by replacing old buses. To their surprise, government officials soon found themselves working not so much with school districts and large transit agencies as with religious organizations. 

“That’s who had old buses that they wanted to turn in and get new, clean buses so they could take kids on field trips,” Nichols recalled. “So, sometimes it requires a new way of delivering services.”

Callahan spoke about the increasing alarm among scientists that more must be done — and soon — if humankind is going to persevere in the face of climate change. How does one remain grounded and optimistic when faced with so many dire predictions?

“You just have to keep working at it,” Nichols said. “It requires you to stay flexible in the sense that you look for new allies. You look for new resources. You look for new energy, which is one of the reasons why I like hanging around universities.”

Gesturing toward the crowd of environmental advocates, faculty, staff and students, Nichols continued.

“You get to know some of the people who, hopefully, are not just going to do what I did, but who are going to do it more and better.”

The Meyer and Renee Luskin Lecture Series enhances public discourse on topics relevant to the betterment of society, bringing together scholars as well as national and local leaders to address society’s most pressing problems. The event with Mary Nichols was co-hosted by the UCLA Luskin Center for Innovation, along with several campus partners: the UCLA Center for Healthy Climate Solutions, UCLA Center for Impact@Anderson, UCLA Emmett Institute on Climate Change and the Environment, UCLA Institute of the Environment and Sustainability, UCLA Institute of Transportation Studies, UCLA Samueli Department of Civil and Environmental Engineering, and the UCLA Sustainable LA Grand Challenge.

View photos from the event on Flickr.

Watch the lecture on Vimeo.

 

Mayoral Roundtable Highlights Launch of Luskin Summit 2022 With a theme of “Research in Action,” the fourth annual series resumes with five webinars spotlighting UCLA’s role in understanding and solving issues of current public concern 

January 19, 2022/0 Comments/in Business and the Environment, Climate Change, Development and Housing, Diversity, Education, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Global Public Affairs, Health Care, Latinos, Politics, Public Policy, Public Policy News, Research Projects, School of Public Affairs, Social Welfare, Social Welfare News, Social Welfare PhD, Transportation, Urban Planning /by Les Dunseith

By Les Dunseith

A roundtable discussion about the upcoming election of a new mayor in Los Angeles and four other sessions focusing on timely policy issues made up the agenda when the UCLA Luskin School of Public Affairs launched its fourth annual Luskin Summit.

Of the 10 currently declared mayoral candidates, U.S. Rep. Karen Bass has the advantage of name recognition and national political experience, panelists agreed. But City Councilman Kevin de León was also cited as a favorite of many voters based on his prior experience in Sacramento and name recognition from an unsuccessful 2018 bid for U.S. Senate. 

The panelists included Steve Soboroff and Wendy Greuel, former mayoral candidates themselves. 

Soboroff, who ran for mayor in 2001 in a race won by James K. Hahn, said, “At this point, I think it’s Karen, plus one. And everybody else is trying to be that one.”

He cited Bass’ experience as an elected official at both the state and national levels. “A lot has to do with bringing resources from D.C. and from Sacramento to Los Angeles. And she has the best chance of bringing resources that the others can’t.”

Greuel, who ran for mayor in 2013 in a race won by Eric Garcetti, sees this year’s mayoral election as very close, with even greater uncertainty because of COVID-19 and its ever-evolving impact on society and public opinion. 

“Normally, if you were ahead [in polls] five months out, you’re good, you know, and it’s not going to change,” Greuel said about speculating on a political candidate’s prospects for victory. “Now, it changes on a weekly basis.”

Like the mayor’s race, the Luskin Summit was impacted by COVID-19, with the launch event taking place on a remote platform after having been originally planned as an in-person conference. This year’s theme is “Research in Action,” and the sessions include recent research from the Luskin School that relates to current policy issues. The Summit series will continue through April.

The other sessions on Jan. 19 were moderated by faculty members at UCLA Luskin whose areas of expertise include housing policy, climate change, transportation, and class and racial inequality. Recordings of all five sessions are available online.

Author and UCLA Luskin faculty member Jim Newton, the editor of UCLA Blueprint magazine, led the questioning during the mayoral panel. The panelists were Soboroff, Greuel, longtime officeholder and current UCLA faculty member Zev Yaroslavsky and Antonia Hernandez, the president and CEO of the California Community Foundation.

They agreed that homelessness is likely to remain a dominant issue as the mayoral candidates vie for voter attention and approval prior to the June 7 primary and a likely Nov. 8 runoff election.

“I think in every public opinion survey that’s been done in town for candidates … homelessness is No. 1 and nothing else comes close,” Yaroslavsky said. “But it’s more than just homelessness. From my point of view, many people just feel that the wheels are coming off the city and it’s just not working.”

Hernandez said voters are eager for leadership and trustworthiness. 

“They want to have a sense of the person —  not the political person but the real person. You’re electing a whole package, a whole human being,” she said. “I think the public is really tired of platitudes, you know: ‘I’m going to solve homelessness in the first year.’ Well, it took us 40 years to get to where we are.”

Yaroslavsky said candidates also must navigate sometimes unrealistic voter expectations. 

“It’s better to underpromise and overdeliver,” he said. “You’ve got to be honest with the people. One of the lessons I learned in 40 years in politics is that the electorate has a very sensitive BS-sniffing meter. They know when they’re being conned.”

Hernandez expressed similar thoughts:  “If it’s not honest, it’s not realistic, then the platitudes aren’t going to get you any votes,” she said.

Homelessness was also the focus of the Luskin Summit session led by Ananya Roy, a professor of urban planning, social welfare and geography who is director of the UCLA Luskin Institute on Inequality and Democracy.

In opening remarks, Miguel Santana of the Weingart Foundation set the stage for a discussion about expanding housing security for L.A.’s unhoused population without losing sight of each individual’s right to self-determination. 

“The thing that’s been missing at the heart of homeless service solutions are the actual voices of the people who have been impacted,” said UCLA alumna Ashley Bennett, a founding member of the community organization Ground Game LA. 

Joining Roy and Bennett was Gary Blasi, a UCLA professor emeritus of law whose scholarship has shed light on the plight of renters in California. 

“Homelessness begins with eviction,” he said. “These are not two separate things, they’re tightly linked.”   

A third session taking place during the Summit launch event focused on another issue of huge current public concern: climate change. The session zeroed in on the dangers of rising heat.

Climate change has increased the frequency and lethality of wildfires, floods and hurricanes, said moderator Kirsten Schwarz, associate professor of urban planning. “This session will explore design and policy interventions that can create more livable and resilient cities, specifically focusing on interventions aimed at protecting the most vulnerable populations,” she said.

Among the panelists was Kelly Turner, assistant professor of urban planning and the interim co-director of the Luskin Center for Innovation at UCLA. She spoke about possible mitigation strategies and the importance of partnering with communities that are most vulnerable to extreme heat.

“The burden of heat is incredibly inequitable,” Turner said. “We learn more from talking to the community members about all the pernicious ways heat can impact people and their daily lives. Involving these community groups is going to be essential to any solution.”

Other panelists were Veronica Padilla-Campos MURP ’06, executive director of the nonprofit Pacoima Beautiful; Kristen Torres Pawling MURP ’12, sustainability program director at the Los Angeles County Chief Sustainability Office, and Helen Dowling, data manager for the Public Health Alliance of Southern California. 

The Luskin School of Public Affairs is well-known for its research on transportation issues, and Adam Millard-Ball, associate professor of urban planning, moderated a session that included new research on the widespread impact of Uber, Lyft and other ride-hailing companies on a community’s economic, environmental and equity goals.

 “How can ride-hailing best serve the public interest?” he asked. “Certainly, on the positive side, ride-hailing is an important mobility option, particularly for people who don’t have a car or perhaps people who can’t drive. But at the same time Uber and Lyft mean more traffic and more local air pollution.”

About a fifth of drivers simply drive around, burning more gasoline and creating more congestion and pollution, according to Millard-Ball and fellow presenter Joe Castiglione, deputy director for technology, data and analysis at the San Francisco County Transportation Authority. 

Also participating in this panel was Saba Waheed, research director at the UCLA Labor Center, who noted that gig workers have few employment protections.

The fifth panel discussion of the Summit launch event focused on the impacts of the COVID-19 pandemic on systemic class and racial inequality.

Paul Ong, research professor and director of the Center for Neighborhood Knowledge at UCLA Luskin, was joined by Silvia González, a former colleague at CNK who now works with the UCLA Latino Policy and Politics Initiative; Karen Umemoto, a professor of urban planning and director of the UCLA Asian American Studies Center; and Vickie Mays, a professor of psychology and health services at UCLA.

“Clearly we all understand the last two years has transformed the way we live, work and socialize,” Ong said. “The pandemic has been a once-in-a-century public health crisis, but beyond that, it’s also a pandemic that has generated dramatic economic disruption.”

He noted that racial disruption has been another byproduct, including a rise in hate crimes directed at Asians and health disparities experienced by other races.

The panelists also discussed the so-called digital divide and how unequal access to high-speed internet connections have impacted education, social and racial relationships during the pandemic. 

“I think one of the things that we don’t really know exactly the impact of yet is the impact on children for those who don’t have internet access,” Umemoto said.  

Leading the city toward solutions to such issues is an expectation of the Los Angeles mayor. Among voters’ biggest concerns is rising crime and how the LAPD should approach it. Los Angeles is among the cities increasingly turning to community policing tactics. 

“It’s preventative policing. It’s getting involved with the communities. It’s having a hundred different programs to keep kids from submitting to gangs and submitting to the influences that make them break laws,” said Soboroff, a longtime member of L.A.’s Board of Police Commissioners. “A candidate needs to understand that.”

Yaroslavsky, whose legacy as an officeholder includes police reform, is interested in seeing how the mayoral candidates talk about crime. 

“How will the candidates frame it? Are you going to land on one end or the other?” he asked. “I’ve always maintained that good community and police relations, and public safety, are not mutually exclusive.”

The choice of mayor is important, the panelists said, even though the mayor of Los Angeles has limited authority to enact unilateral change.

“In Los Angeles, we have 21 people — 15 council members, one mayor and five supervisors — that control everything,” Soboroff said. “The issue is not about taking power; it’s about giving up power … so something can get done.” 

Hernandez said candidates like Bass, de León, City Attorney Mike Feuer and City Councilman Joe Buscaino all have solid records as public servants. 

“They are good, decent people. They have served in different positions in government, and … you know that they care deeply about the place,” she said. “So, the real issue is how are they going to bring us together and make us believe that government can work for the people.”

Greuel, whose deep public service experience includes being the current chair of the Board of Advisors at UCLA Luskin, said winning the San Fernando Valley remains pivotal to the mayor’s race. Yaroslavsky agreed, but noted that changing demographics in the Valley, and throughout Los Angeles, mean that strategies that won past elections may not hold true anymore.

“It’s a much more complicated electorate now,” he said. 

The Luskin Summit is scheduled to resume Feb. 15 with a session focusing on voter suppression attempts. Sessions to follow will look at policy issues from a global perspective. Details about the Luskin Summit series can be found online, and interested parties may register at this link. 

Luskin Summit 2022 will close April 22 with a two-session event focusing on the Quality of Life Index, a project under the direction of Yaroslavsky in his role with the Los Angeles Initiative at UCLA, and a roundtable discussion about the importance of governors in California moderated by Newton. It will be presented both virtually and in-person on the UCLA campus if COVID-19 protocols allow. 

This year’s Luskin Summit sponsors are the Weingart Foundation, the Wasserman Foundation, the David Bohnett Foundation, the California Wellness Foundation and the Los Angeles Rams. The media partner is ABC7 in Los Angeles.

Stan Paul and Mary Braswell also contributed to this story.

Bike Commuting Project Designed by UCLA Team Earns $1 Million Award CiBiC initiative, which will create digital art in real time, advances in NSF competition

September 23, 2021/0 Comments/in Climate Change, For Faculty, For Policymakers, For Students, For Undergraduates, School of Public Affairs, Transportation, Urban Planning Anastasia Loukaitou-Sideris /by Mary Braswell
By Jonathan Van Dyke
A UCLA project intended to make cycling to work safer and more accessible — in part by using digital art and the spirit of community — has earned a $1 million award in a competition backed by the National Science Foundation and the Department of Energy.

The prize will allow UCLA researchers to begin a one-year pilot program that they hope will help establish the plan as a lasting part of the Los Angeles commuting landscape.

The Civic Bicycle Commuting team, or CiBiC, was one of 17 groups chosen to receive awards of up to $1 million in the NSF’s Civic Innovation Challenge — and one of just six in the competition’s mobility track, which invited plans to improve urban transit while considering disparities between housing affordability and jobs.

Distinguished Professor of Urban Planning Anastasia Loukaitou-Sideris is one of three co-leaders of the UCLA project, which will take aim at the daily commute in Los Angeles by creating bicycle “flows” that produce real-time digital art exhibitions throughout the city. The planners are creating a smartphone app that would not only organize riders into groups, but also would encourage inexperienced cyclists to participate by suggesting routes that are optimized for enjoyability and safety over efficiency or speed, and would enable all participants to share their experiences.

“Our team is honored by this investment on our interdisciplinary, community-driven, art-based solution to the challenges of commuting in Los Angeles, making our city more sustainable and a better place to live,” said Fabian Wagmister, the project’s principal investigator and the founding director of the UCLA Center for Research in Engineering, Media and Performance, known as UCLA REMAP. “We look forward to collaborating with our community partners and taking this from concept to reality.”

In addition to Loukaitou-Sideris and Wagmister, CiBiC is co-led by Jeff Burke, co-director of REMAP and a UCLA professor in-residence of theater. Their mission was to create a ready-to-implement project that would address local sustainability challenges while minding inequality gaps. The project also is aligned with the goals of the UCLA Sustainable LA Grand Challenge, a campuswide initiative to help transform Los Angeles into the world’s most sustainable megacity by 2050.

During CiBiC’s pilot phase, it will focus on working with communities in Northeast Downtown Los Angeles that are most in need of better bicycling transportation options, including Chinatown, Solano Canyon, Lincoln Heights, Cypress Park and the William Mead Homes. The project leaders intend to gather input from community members as they finalize plans for the pilot phase.

CiBiC’s community partners include Los Angeles Metro, the Los Angeles County Bicycle Coalition and Los Angeles River State Park Partners; the team also is working with industry partners RideAmigos, Sorkhabi and SudoMagic, and Duke University’s Center for Advanced Hindsight.

ITS, Lewis Center Win Research Awards to Help Shape California’s Future UCLA Luskin-based centers join an ambitious initiative aimed at forging strategies for the state's long-term success

July 19, 2021/0 Comments/in Development and Housing, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Public Policy, Public Policy News, Research Projects, School of Public Affairs, The Lewis Center, Transportation, Urban Planning Brian D. Taylor, Evelyn Blumenberg /by Mary Braswell

Two centers housed at UCLA Luskin have received research awards from California 100, an ambitious statewide initiative to envision and shape the long-term success of the state.

The Lewis Center for Regional Policy Studies will evaluate current facts, origins and future trends in housing and community development, while the UCLA Institute of Transportation Studies will look into transportation and urban planning. In total, researchers from four UCLA organizations will spearhead three of the 13 California 100 research areas.

The Lewis Center will summarize California’s housing market and outline a vision for how policy changes could lead to a brighter future for the state’s residents, with a particular focus on increased equity and housing production. Working alongside cityLAB UCLA and the Terner Center for Housing Innovation at UC Berkeley, the Lewis Center team will also create a visualization of this future through creative techniques of diagramming, drawing and rendering to help readers picture the possibilities for California’s communities.

UCLA ITS will delve into transportation policy contradictions: California has invested substantially in public transit, while other public policies encourage driving and work against transit. As the state looks to meet its climate and equity goals, transportation systems — and the land use context surrounding them — will play a key role.

Research for both projects is slated to begin over the summer and be complete by December 2021, and will lead to a set of policy alternatives for the future of California. The policy alternatives will be developed in conjunction with research teams from the other California 100 issue areas.

The California 100 Commission is a multi-generational advisory body that will develop recommendations for the state’s future and test those recommendations across a broad set of policy areas by directly engaging Californians.

“From climate change to aging populations and rapid changes in industry, California will face enormous challenges in the years ahead,” said Kathrick Ramakrishnan, California 100 executive director. “We are fortunate to be able to draw on the deep talent of researchers in California to produce evidence and recommendations that will inform robust public engagement and set the state on a strong, long-term trajectory for success.”

About the California 100 Research Grants

California 100 is a new statewide initiative being incubated at the University of California and Stanford University focused on inspiring a vision and strategy for California’s next century that is innovative, sustainable and equitable. The initiative will harness the talent of a diverse array of leaders through research, policy innovation, advanced technology and stakeholder engagement. As part of its research stream of work, California 100 is sponsoring 13 research projects focused on the following issue areas:

  • Advanced technology and basic research
  • Arts, culture and entertainment
  • Education and workforce, from cradle to career and retirement
  • Economic mobility and inequality
  • Energy, environment and natural resources
  • Federalism and foreign policy
  • Fiscal reform
  • Governance, media and civil society
  • Health and wellness
  • Housing and community development
  • Immigrant integration
  • Public safety and criminal justice reform
  • Transportation and urban planning

Narrower Streets in New Developments Could Help Amid Housing Crisis New research by Adam Millard-Ball of UCLA Urban Planning considers the schools, parks and other infrastructure that go unbuilt because Americans prefer wide streets

July 7, 2021/0 Comments/in Complete Streets, Development and Housing, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Public Policy, Public Policy News, Research Projects, School of Public Affairs, Transportation, Urban Planning Adam Millard-Ball /by webteam

By Clark Merrefield
The Journalist’s Resource

With cities and suburbs across the United States facing well-documented affordable housing shortages, researchers for years have studied how government planning standards affect housing costs.

Those studies often examine how planning and zoning decisions affect traffic noise, whether neighborhood amenities can be reached by foot and other factors that can make a home more or less valuable.

A new paper expands this body of research by considering the housing, schools, parks and other infrastructure that go unbuilt in favor of wide streets.

The U.S. has some of the widest streets in the world. In 20 of the most populous counties, the median residential street plus sidewalks is 50 feet wide, with the dollar value of land used for streets sometimes stretching into six figures, according to the research in the Journal of the American Planning Association.

Wide streets
A narrow street in Shibuya City, Tokyo. Photo by Tim Foster / Unsplash

Wide streets are less common in some other countries. Certain streets in Japan, for example, are much narrower. Developments in Tokyo since 1990 have average street widths of 16 feet, noted Adam Millard-Ball, an associate professor of urban planning at the UCLA Luskin School of Public Affairs and author of the new paper.

“One of the best ways to alleviate the housing crisis is to build more housing,” he said. “To the extent that narrower streets allow developers to build more housing, that will address the No. 1 issue with housing right now.”

The median residential street in Arizona’s Maricopa County, which includes Phoenix, is 50 feet wide, according to Millard-Ball’s sample of counties.

The median width of a residential street in Middlesex County, Massachusetts, which includes Cambridge, is 40 feet — the narrowest of the group.

The widest streets in the sample are in Cook County, Illinois, which includes Chicago. There, the median residential street is nearly 65 feet wide.

The 50-foot standard

For urban planners, a street is called a right of way. The paved section is the roadway.

A right of way includes the roadway as well as sidewalks, if any, along with space for drainage, utility poles and other public infrastructure. It’s the land usually owned by a city or county that the public has the right to use and make its way through by car, bicycle, foot or other mode. Neighbors waving hello across the sidewalk’s edge of their properties are waving across the right of way.

The median 50-foot right of way Millard-Ball documents stems from nearly a century of history in U.S. planning. After the home mortgage system collapsed during the Great Depression, the federal government stepped in and established the Federal Housing Administration in 1934.

The agency’s mortgage insurance and financial assistance for homebuyers represented “the most ambitious suburbanization plan in United States history,” wrote Michael Southworth and Eran Ben-Joseph in a 1995 Journal of the American Planning Association article that reviews the historical rise of U.S. suburbs.

To protect the government’s unprecedented investment in home ownership, mostly for white Americans, developers had to have detailed plans approved by the agency. The agency encouraged cul-de-sacs for new developments and favored plans that discouraged through traffic.

“Moreover, the FHA, unlike other planning agencies, was largely run by representatives of real estate and banking, so developers felt that its intervention protected their interests,” Southworth and Ben-Joseph wrote.

If developers wanted to build homes that would benefit from federal financial backing, rights of way had to be at least 50 feet wide, Millard-Ball explained in his new paper, “The Width and Value of Residential Streets.”

Six-figure values

To understand the value of land used for streets, Millard-Ball drew on research from the Federal Housing Finance Agency that estimates the value of quarter-acre lots zoned for single-family homes across the country. The value of the land used for streets can be substantial in places where low population density and high housing costs converge.

Santa Clara County, California, which includes San Jose, has the most valuable streets in the sample at $146,000 per tax parcel. That’s roughly 40% of the median price of an existing single-family home sold in the U.S. in April 2021, according to data from the National Association of Realtors.

“One of the best ways to alleviate the housing crisis is to build more housing. To the extent that narrower streets allow developers to build more housing, that will address the No. 1 issue with housing right now.”

— Adam Millard-Ball, UCLA Luskin

New York City, by contrast, has high housing costs but also high density — large apartment buildings are common. Tens of thousands of people live within each square mile. The land beneath streets in Queens, for example, is worth $36,000 per parcel.

At the other end of the value spectrum, streets are worth $7,000 per parcel in Bexar County, Texas, which includes San Antonio. But land values and street widths can vary greatly within counties.

Terra Vista, a small street in a subdivision 25 miles north of San Antonio, is 52 feet wide and has a land value of $43,288 per parcel. All the land under residential streets in Millard-Ball’s 20 counties is worth nearly $1 trillion in total.

Millard-Ball noted that street land value estimates per parcel are likely low for high-cost, dense cities, which often zone for multifamily buildings over single-family homes.

For example, an Italian specialty food store in the Mission District of San Francisco sold its parking lot for $3 million in 2018 — roughly $36 million per acre, by Millard-Ball’s calculation — to make way for a five-story, 18-unit building, according to the news site Mission Local.

Click to explore the value of land used for streets in 20 of the largest U.S. counties.

Most U.S. counties regulate how and where new housing and business developments are built, according to the National Association of Counties, a nonprofit organization that represents U.S. county governments.

Many large cities do the same.

It would be overly costly for cities and counties to change the width of existing streets, particularly with local governments facing budget shortfalls during the pandemic.

Still, the estimates in the new paper can be instructive for planning officials in places like Bexar, one of the fastest growing counties in the U.S., as they permit developments to accommodate new and current residents.

“The values are an indication that cities should be making it easier to use streets for something other than roadways and parking,” Millard-Ball said. “A good analogy is that during COVID, one use of streets has been for outdoor dining. It’s recognition that this land is more valuable to the community if we can use it for people to get together and eat in a safer environment outdoors, than as a parking space or travel lane for cars.”

He continued: “The point is that desolate asphalt is doing nobody any good — not the city, not property owners, not anyone. Cities are often keen to widen the right of way with new developments. Say you want to develop a new apartment building. Often, the city will say, ‘Sure, but you have to give up some land so we can add a turn lane, or widen the sidewalk.’ If cities can widen the right of way, why can’t they narrow it in exchange for improvements that will benefit the public?”

Indeed, when a new residential building goes up, cities commonly require developers to widen streets, according to a 2017 paper in the Journal of Transport and Land Use by Michael Manville, another UCLA Luskin urban planner.

In the paper, Manville looked at how the requirement played out in Los Angeles from 2002 to 2012. He found the city’s predictions of increased traffic with the arrival of new buildings were often wrong, and “the standards the law is based on are in some ways unverifiable. Thus the law likely does little to reduce congestion and probably impedes housing development.”

Flexible design

City and county planning standards vary and change, but the federal 50-foot standard still often dominates residential street design. Still, it’s not always true that counties with more land to expand, like those in Texas, have wider streets. Dallas County, for example, specifies that new residential streets in subdivisions be at least 50 feet wide. The median width of residential streets there is exactly 50 feet, Millard-Ball finds.

Surveyor's chain
A surveyor’s chain owned by John Johnson, appointed Surveyor General of Vermont in 1813. Photo by John Johnson Allen / National Museum of American History

Residential streets in Chicago, meanwhile, are typically 66 feet wide, according to city design standards. That roughly matches the length of the typical surveyor’s chain as the city grew throughout the 1800s and early 1900s. The surveyor’s chain was a tool made up of interlocking metal bars that land surveyors used to measure and mark the shapes of streets to be built.

Uniformity in street design made sense as the nation was expanding and infrastructure technologies were less advanced. But the takeaway for Millard-Ball is that maintaining rigidity in street design means fewer amenities and, potentially, less housing.

He wonders, for example, whether more streets could be built with parking cutouts only where there are no private driveways — providing a unique residential landscape alongside opportunities to use more of the built environment for activities other than driving.

“That would make construction drawings more complex,” Millard-Ball said. “The tradeoff is visual interest — and saving a lot of valuable land.”

The prospect of narrower streets raises the question of whether emergency vehicles would be able to pass, though some planners, and at least one report from the U.S. Department of Transportation, suggest smaller emergency vehicles could be an answer.

This article first appeared on The Journalist’s Resource and is republished here with slight revisions for local style under a Creative Commons license.

Traffic on the 405 Can Be Awful, but Let’s Get Real ‘The idea that someone would take this seriously is, well, alarming,’ says UCLA Professor Brian Taylor

April 23, 2021/0 Comments/in School of Public Affairs, Transportation, Urban Planning Brian D. Taylor /by Les Dunseith

By Les Dunseith

Anyone who has driven through the Sepulveda Pass during rush hour knows that traffic on Interstate 405 can be a nightmare. Still, it’s not as bad as it was made to seem in an altered photo that’s making the rounds on Facebook.

The image shows 19 (!) lanes of bumper-to-bumper traffic snaking along the freeway just north of the Getty Center, about 3 miles from the UCLA campus. And when an Associated Press reporter decided to fact-check the photo, she turned to Professor Brian Taylor, director of the UCLA Institute of Transportation Studies. 

Not only did Taylor have the insight necessary to debunk the altered photo, but he even had a recent picture of the real 405 to prove it. 

Here’s the fake picture:

And here’s the photo by Taylor, taken in approximately the same location (although looking southbound, the opposite direction), which offers proof that there are not 19 lanes in that stretch of freeway, but 12 — including carpool lanes in each direction that were added in 2011 and 2012 during the infamous “Carmageddon” project.

A photo of the 405 taken in March by UCLA Institute of Transportation Studies Director Brian Taylor because, he says, “who wouldn’t go around taking pictures of freeways?”

In its story about the picture, the AP provides a link to the original photograph that had been doctored to produce the viral fake, saying it appears to have been captured in 1998. It shows five lanes of traffic in each direction, with far fewer cars.

Taylor, a professor of urban planning and public policy at the UCLA Luskin School of Public Affairs, wrote to the AP reporter that the false image “has been bouncing around for years.” 

“It’s a bit of obvious hyperbole to (I assume) make a point about continually widening freeways to address growing traffic levels,” Taylor wrote. “The idea that someone would take this seriously is, well, alarming.”

Thanks to the AP and Taylor, Facebook has now added a notification that the photo has been altered.

Decarbonizing California Transportation by 2045 Report to state outlines policy pathways to meet the zero-carbon time crunch

April 21, 2021/0 Comments/in Business and the Environment, Climate Change, Development and Housing, Electric Vehicles and Alternative Fuels, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Luskin Center, Public Policy, Public Policy News, School of Public Affairs, Transportation, Urban Planning J.R. DeShazo /by Les Dunseith

Transportation is the largest source of greenhouse gas emissions in California. In order to achieve the state’s goals of carbon neutrality by 2045 and avoid the worst impacts of climate change, decarbonizing this sector is essential. But such a transition is unlikely to occur rapidly without key policy intervention, according to a new study that included research from the UCLA Luskin Center for Innovation.

A team of transportation and policy experts from the University of California released a report April 21 to the California Environmental Protection Agency (CalEPA) outlining policy options to significantly reduce transportation-related fossil fuel demand and emissions. Those policy options, when combined, could lead to a zero-carbon transportation system by 2045, while also improving equity, health and the economy. A second study, led by UC Santa Barbara, identifying strategies to reduce in-state petroleum production in parallel with reductions in demand, was released simultaneously.

The state funded the two studies through the 2019 Budget Act. The studies are designed to identify paths to slash transportation-related fossil fuel demand and emissions while also managing a strategic, responsible decline in transportation-related fossil fuel supply.

The University of California demand study was conducted by researchers from the UC Institute of Transportation Studies, a network with branches at UC Davis, UC Berkeley, UC Irvine, and UCLA. The UC Davis Policy Institute for Energy, Environment, and the Economy coordinated the report’s policy management, and the UC Davis Center for Regional Change led the study’s equity and environmental justice research.

Bringing about a zero-carbon transportation future will be challenging but not impossible, the report states. Doing so requires urgent actions and a long-term perspective. Importantly, a major upfront investment in clean transportation through incentives and new charging and hydrogen infrastructure will soon pay off in net economic savings to the California economy, with net savings in the next decade growing to tens of billions of dollars per year by 2045.

The report recommends flexible policy approaches that can be adjusted over time as technologies evolve and more knowledge is gained.

“This report is the first to comprehensively evaluate a path to a carbon neutral transportation system for California by 2045,” said Dan Sperling, director of the UC Davis Institute of Transportation Studies. “We find that such pathways are possible but will rely on extensive changes to existing policies as well as introduction of some new policies. The study also prioritizes equity, health and workforce impacts of the transition to zero-carbon transportation.”

Researchers from the UCLA Luskin Center for Innovation led the study’s workforce analysis. Achieving carbon neutrality in California’s transportation sector could create over 7.3 million job-years of employment over the next 25 years, according to the researchers. These jobs would result from “greening” many existing occupations and creating new occupations.

“This presents the state with a golden opportunity to create not only new, high-quality jobs, but also ensure that many existing industries and occupations transition to better practices,” said J.R. DeShazo, director of the Luskin Center for Innovation and professor of public policy.

KEY POLICY STRATEGIES

 Zero emission vehicles: Many of the report’s policy options are centered on a rapid transition to zero-emission vehicles (ZEVs), which is expected to dramatically reduce greenhouse gas emissions and improve local air pollution as the state’s electric grid is also decarbonized.

Light-duty and heavy-duty vehicles are responsible for 70% and 20% of the state’s transportation emissions, respectively. The report suggests a combination of enhanced mandates, incentives, and public charging and hydrogen infrastructure investments to speed the adoption of ZEVs. For medium and heavy-duty vehicles, key policy priorities include increasing the availability of charging stations for long-haul freights, electricity pricing reform to make depot charging more affordable, and priority lanes and curb access for zero-emission trucks, among other possibilities.

Vehicle miles traveled: Even with widespread ZEV use, reducing overall vehicle miles traveled is necessary to reduce traffic congestion and emissions from vehicle manufacturing, and to enhance quality-of-life and land-use benefits related to traffic. The report suggests policies that encourage active, shared and micromobility transportation, telecommuting, and land-use changes that reduce people’s reliance on automobiles and enhance community connectivity.

Fuels: About 86% of transportation fuel is petroleum. Shifting toward low-carbon clean energy requires major investments in electricity and hydrogen. Low-carbon liquid fuels compatible with internal combustion engines will be needed to reduce emissions while the transition to ZEVs progresses, as well as in some specialized applications, like aviation. California can support the needed investments in clean fuels with mandated blending levels, new incentives and credits to stimulate investment in very low-carbon liquid fuels for aviation, shipping and legacy combustion engine vehicles.

Getting to zero: Some residual emissions remain in every scenario examined. The report states that at least 4 million to 5 million metric tons per year of negative emissions capacity (equal to 2.5% of current transportation emissions) is needed by 2045 to counteract those residual emissions. These could come from carbon capture and sequestration projects that pull carbon from the air to store it underground, as well as so-called sequestration by natural or working lands.

BENEFITS

In addition to direct economic benefits beginning around 2030, the transportation decarbonization policies could also lead to health, equity and environmental justice, and workforce and labor benefits.

Health: Transportation is a major cause of local air pollution and contributes to climate change. Particulate matter harms lungs and hearts, while nitrogen oxide compounds contribute to ozone pollution and other health impacts. The report found that cleaner heavy-duty vehicles would significantly reduce pollution in many of the state’s most vulnerable communities. The health benefits of reducing local pollution will grow with the deployment of clean transportation technologies and could translate to more than $25 billion in savings in 2045.

Equity and environmental justice: Transportation in California carries a legacy of inequity and damage to disadvantaged communities. These communities often lack quality public transportation or viable transportation choices. Highways have been built with little consideration for displacement, and many communities of color have been divided by freeways, perpetuating historic segregation policies like redlining. The report identifies options that prioritize equity in transportation investments and policies.

For example:

  • Continue to support electric vehicle incentives targeted to lower-income buyers and underserved communities, including used vehicles.
  • Prioritize deploying electric heavy-duty vehicles in disadvantaged communities and magnet facilities such as commercial warehouses in those communities.
  • Support transit and zero-emission services and charging stations in disadvantaged communities. This can help reduce vehicle miles traveled and increase accessibility while avoiding displacement.
  • Avoid siting non-renewable fuel production facilities in disadvantaged communities, engage communities disproportionately affected by transportation sector emissions in decision-making concerning the siting of new infrastructure and investments associated with achieving carbon neutrality, and continue to carefully monitor and control local pollutants.

“We must confront the legacy of the lack of public and private investment where Black, indigenous and people of color live and work,” said Bernadette Austin, acting director of the UC Davis Center for Regional Change. “This report identifies ways to strategically invest in sustainable infrastructure while intentionally avoiding disruptive and damaging infrastructure in our most vulnerable and disadvantaged communities.”

Workforce: The transition to a carbon-neutral transportation system will disrupt jobs in some sectors while creating new jobs in others, like clean vehicle manufacturing and electric and hydrogen fueling infrastructure. The report suggests that California prioritize the needs of impacted workers. In addition, wherever ZEV-related industry expansion creates quality jobs, state policy should focus on creating broadly accessible career pathways.

Economy: The transition to ZEVs is expected to generate savings for consumers and the economy well before 2045. Within the next decade, the cost of owning and operating ZEVs is projected to drop below that of a conventional gasoline or diesel vehicle. That is because battery, fuel cell and hydrogen costs will continue to decline; electricity costs will be much less than petroleum fuel costs; and maintenance costs of ZEVs will be less. These savings can be invested elsewhere by households and businesses.

For further information about this report, contact Samuel Chiu or Kat Kerlin at UC Davis.

Using Art and Technology, Proposal Aims to Increase Bike Commuting in L.A. Project by UCLA faculty envisions collaborative bicycle 'flows' that generate digital exhibitions across the city

March 23, 2021/1 Comment/in Environment, For Faculty, For Policymakers, For Students, For Undergraduates, School of Public Affairs, Transportation, Urban Planning Anastasia Loukaitou-Sideris /by Mary Braswell
By Jonathan Van Dyke

For many Los Angeles residents, the daily commute is frustrating. A project by three UCLA faculty members aims to change that — especially for those who ride to work on two wheels — by creating bicycle “flows” that produce real-time digital art exhibitions throughout the city.

One of the project’s goals is to make cycling to work feel as accessible and safe as other modes of travel, so the professors envision groups, or flows, of cyclists that would be organized by a smartphone app. The app would encourage reluctant or inexperienced cyclists to participate by pointing them toward those flows, suggest routes that are optimized for enjoyability and safety over efficiency or speed, and enable participants to share their experiences.

Those experiences, in the form of text, photos, videos and other creative submissions, would feed directly into digital murals throughout Los Angeles. The murals would be located in community spaces and transportation hubs around the city — including, for example, a large interactive display at the Los Angeles State Historic Park, adjacent to Chinatown — elevating biking to work to a collective creative experience.

“We envision the cooperative bike flows as a type of performative media artwork that is shared live with all of Los Angeles in public spaces and on the internet,” said Fabian Wagmister, the project’s principal investigator and the founding director of the UCLA Center for Research in Engineering, Media and Performance, known as UCLA REMAP.

“By inviting communities to think about bicycle riding as a way to express themselves in the urban landscape, we can strengthen commuters’ ownership of the system and offer a deeper level of engagement in the future of the city.”

The project, called Civic Bicycle Commuting, or CiBiC, is co-led by Anastasia Loukaitou-Sideris, distinguished professor of urban planning at UCLA Luskin, and Jeff Burke, co-director of REMAP and a UCLA professor in-residence of theater.

The project already is gaining some traction: In February, the initiative received $50,000 in funding  from the Civic Innovation Challenge, which is funded by the National Science Foundation in partnership with the U.S. Department of Energy and the U.S. Department of Homeland Security. CiBiC is now in contention for an additional grant of up to $1 million, which the researchers would use to create a prototype of the project.

CiBiC’s art-led approach makes it somewhat of an anomaly among most of the competitors in its category, “communities and mobility.” Most of the other proposals have origins in the STEM fields and social sciences.

To ensure the project incorporates the diverse experiences and needs of Los Angeles commuters, the researchers are soliciting input from Los Angeles neighborhood groups. Loukaitou-Sideris said the team will especially seek participation from low-income residents of Chinatown, Solano Canyon, Dogtown and Lincoln Heights.

“We want to hear from community groups and residents and understand how we can create something that is tailored to their needs,” she said.

The researchers also are collaborating with Eli Akira Kaufman, executive director of the Los Angeles County Bicycle Coalition, who said the project could demonstrate how transformative bicycle culture could be in Los Angeles if bicyclists could help create infrastructure that reflected their needs.

“Instead of allowing the built environment to dictate the culture of bicycling in Los Angeles, we need to uplift the culture of bicycling to make sure the built environment is defined by the social infrastructure and the people who use it,” he said.

Aggregated data from the app could also eventually be used to influence Los Angeles’ long-term infrastructure planning.

And Wagmister said the project stands to both reflect and amplify the city’s creative spirit: “We want to create an alternative transportation system in Los Angeles, one that values our collective creative capacity to transform the city for all.”

Assembly Speaker Anthony Rendon Opens UCLA Luskin Summit Legislative priorities relating to police reform and climate change are topics of focus in the keynote webinar to begin the third annual conference

January 20, 2021/0 Comments/in Alumni, Business and the Environment, Development and Housing, Diversity, Education, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Politics, Public Policy, Public Policy News, Resources, School of Public Affairs, Social Welfare, Social Welfare News, Sustainable Energy, Transportation, Urban Planning Gary Segura, Zev Yaroslavsky /by Les Dunseith

By Les Dunseith

California Assembly Speaker Anthony Rendon spoke about California’s policy priorities during remarks Jan. 28 when the UCLA Luskin School of Public Affairs opened its third annual Luskin Summit.

As one of the state’s top political leaders, Rendon outlined his legislative priorities for 2021 — police reform, climate change and broadband internet access —  as the first presenter in a virtual series of discussions set to continue in February, March and April.

Dean Gary Segura said Rendon was invited to open the Summit in part because his background and political views are of interest to UCLA students, faculty and alumni. “In his career as educator, child well-being advocate and policy innovator, Rendon represents the best values of the Luskin School and our mission.”

Addressing the COVID-19 pandemic, Rendon, a Democrat, said Californians are already seeing benefits from the election of Joe Biden as president.

“One thing we can be sure about is the importance of having a plan. Throughout 2020, when COVID first appeared on our radar, we did not have a national plan,” Rendon said. “Biden came in, and he released a plan in his first week.”

He noted the tension that existed on many issues between the Trump administration and California officials, which led state leaders to work independently of the federal government on issues such as immigration and climate change.

“With Biden in the White House … I think we’re going to have a little bit more help and more opportunities to work with this administration instead of against it,” Rendon said.

As a legislative leader, Rendon has stressed inclusion and diversity, and he noted that more women hold committee chairs today in the state assembly than at any time in the past. He also pointed to his appointment of the first Muslim, Imam Mohammad Yasir Khan, to serve as assembly chaplain.

His leadership style emphasizes sharing of responsibility, Rendon told the online audience of more than 100 scholars, social services advocates, philanthropic and public leaders, and other interested parties. 

“I believe that the assembly works best when the individual members of the assembly, particularly the chairs, are able to utilize their skills, to utilize their life experiences,” he said. For example, Rendon said he has sought to embolden the chairs of legislative committees related to health and education whose expertise exceeds his own. “That’s been my philosophy, that I can be the best leader if I’m enabling others to do their jobs.”

In terms of legislative priorities, Rendon acknowledged that California lawmakers “fell short” on police reform in 2020, including failing to pass a bill that would have changed the disciplinary processes for police officers.

“We need to change those processes so that public safety is not just about officer protection,” he said. “Of course, we want to make sure that we’re not endangering the people we trust with patrolling our streets and neighborhoods, but we also have to make sure that they are careful.”

Rendon said California is already a national and international leader in dealing with climate change, but more work can be done.

“We need to ask if our climate change actions benefit disadvantaged communities,” he said, noting that his assembly district includes some of the most densely populated areas in the nation. “Southeast L.A. communities have around 17,000 people per square mile, but we have severe park shortages.”

Parts of his district were once farmland, but when they were developed for housing, the emphasis was placed on building high-density apartment dwellings without retaining open spaces. “Parks and vegetation are really important ways to reduce the heat island effect that drives warming in urban communities,” Rendon said.

His third legislative priority for 2021 also focuses on disadvantaged communities. In the past, discussions about a lack of broadband internet access centered around rural communities in the extreme north and south of the state.

“When COVID happened and when folks started having to go online for schooling, we discovered that there was a lack of broadband access all over the place,” Rendon said. “And those problems really started to manifest themselves, particularly in disadvantaged communities.”

He views the internet today as a critical public utility. “It’s not just a rich and poor issue; not just an urban and rural issue,” Rendon said. “It’s an issue that affects every single part of the state.”

In answer to a question posed by Segura about housing affordability, Rendon talked about visiting a neighborhood where he had once lived and noticing a flurry of housing construction. He reached out to a local official to praise the effort, only to be told to take a closer look at the upper floors of the newly occupied buildings.

“Those are all dark, right? Nobody lives there.”

In Rendon’s view, this example illustrates an ongoing problem in a state in which high-end housing continues to be built without enough pressure being brought on developers to balance their projects with affordable units.

When he first got to Sacramento, Rendon said, he noticed a disconnect in people’s minds between housing and homelessness. Over time, this misconception has slowly changed, in part because of “incredible data that show the number of people who would become homeless if they missed one month of pay, if they missed two months of pay.”

To further illustrate his point, Rendon noted that as assembly speaker he serves on the UC Board of Regents and the Cal State Board of Trustees. The statistics on housing scarcity among university students are staggering, he said, noting that many students can be found sleeping in their cars or couch surfing with friends from one night to the next.

“We know that housing and homelessness are linked,” said Rendon, whose 20 years of work in the nonprofit sphere often leads him to look for solutions in service delivery mechanisms. “I think if we’re going to solve the housing crisis, we need to address homelessness. And if we’re going to address homelessness, we really need to think about comprehensive services for homeless folks and for near-homeless folks.”

Additional information about the Luskin Summit, including previews of other sessions and a registration link, can be found online. Sponsors include the Los Angeles Rams, Gensler, the Weingart Foundation and the California Wellness Foundation. The media partner is ABC7 in Los Angeles.

In late April, the final event of Luskin Summit 2021 will be unveiling of the 6th annual Quality of Life Index, a project at UCLA Luskin that is supported by The California Endowment and Meyer and Renee Luskin under the direction of 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. Last year’s survey happened to coincide with the early stages of the pandemic.  

Watch a recording of the keynote session:

Bruins Play Key Roles in Report Calling for Sweeping Reforms in L.A. Dean Gary Segura and Luskin School students are among the many UCLA contributors to ambitious effort to reimagine life in the region from a racial justice perspective

September 21, 2020/0 Comments/in Alumni, Development and Housing, Diversity, Education, Environment, For Faculty, For Policymakers, For Students, For Undergraduates, Health Care, Latinos, Politics, Public Policy, Public Policy News, Research Projects, School of Public Affairs, Social Welfare, Social Welfare News, Transportation, Urban Planning Gary Segura /by Les Dunseith

By Les Dunseith

A new report that lays out a road map for the transformation of the Los Angeles region built on racial equity is rooted in research from the UCLA Luskin School of Public Affairs. The report’s co-authors are Gary Segura, dean of the Luskin School, and Manuel Pastor, director of the University of Southern California’s Equity Research Institute.

The paper, “No Going Back: Together for an Equitable and Inclusive Los Angeles,” was issued Sept. 9 and shared with a UCLA audience Sept. 15 at a virtual salon. At more than 250 pages, the report is a comprehensive examination of the hidden barriers to success that limited many of the city’s residents even before COVID-19, but have been exacerbated since the pandemic began.

A wide swath of the Bruin community contributed to the paper. Numerous faculty and staff members provided new research, offered historical context and analyzed existing data. UCLA alumni serve on the Committee for Greater LA, which developed the report. And a handful of current UCLA students conducted research that fed the recommendations.

UCLA Contributors

Julie Aguilar 

Fred Ali

Yohualli Baldera-Medina Anaya 

Eraka Bath

Isaac Bryan

Jae Canas

Sonja Diaz

Rodrigo Domínguez-Villegas

Debra Duardo

Antonio Elizondo

Dan Flynn

Silvia R. González 

Raúl Hinojosa Ojeda

Michael Lens

Patricia Lester

Kelly Lytle Hernandez

Paavo Monkkonen

Michael Manville

Laura Martinez 

Michael Méndez

Pedro Noguera

Jonathan Ong

Paul Ong

Chhandara Pech 

Meredith Phillips

Ananya Roy

Mariesa Samba

Miguel Santana

Lucrecia Santibañez

Ellen Schwartz

Abel Valenzuela

Arturo Vargas Bustamante 

Carla Vasquez-Noriega 

Jacqueline Waggoner

 

Those students, Antonio Elizondo, Dan Flynn, Mariesa Samba and Ellen Schwartz, share a passion for building a new Los Angeles grounded in social justice and racial equity.

Flynn, a second-year graduate student, contributed to the report’s sections on health and homelessness. His experience working with nonprofit agencies has made him acutely aware of the need to think differently about the region’s homelessness crisis.

“You’re looking at 70,000 unhoused people in Los Angeles at any given point,” Flynn said. “There’s no way to look at that issue and describe it as anything other than a failure — and a catastrophic one, with immense human cost. There has been a failure to build systems of accountability and to hold people responsible and accountable.”

Setting forth a strategy to create accountability to end homelessness is among 10 guiding principles (PDF) that underlie the report, which also tackles economic justice, mental and physical health, child and family well-being and other topics.

Samba is pursuing a master’s in social welfare and is a graduate student researcher at the Black Policy Project at UCLA. She contributed to sections of the report that related to children, families, mental health and justice.

“A lot of the work that I do is within the community with folks who are directly impacted by the pandemic,” she said. “Especially with this project, my top-line goal was to uplift those voices and experiences into the research.”

The report builds on the personal insights of the researchers and the people they interviewed to identify social problems, pairing those lived experiences with data to point toward solutions. For example, research findings about the impact of the COVID-19 pandemic on education highlighted the region’s racial disparities. Under Los Angeles’ safer-at-home orders, Black and Latino schoolchildren have been far less likely to be able to engage successfully in remote learning because of a lack of computers and access to high-speed internet connections.

As Segura noted during a Sept. 9 webinar to unveil the report to the general public, public officials are expected to ensure that residents have access to electricity, trash collection and a sewer system — so why not something as vital as the internet?

“The time has come for us to think about the internet as what it has become,” he said. “It is a civil right.”

The opportunity to think about such issues in new ways appealed to the UCLA Luskin students who played a role. Plus, there were practical benefits. For example, Schwartz was happy to work on the transportation section of the report because that’s her area of concentration as an urban planning master’s student. But her biggest takeaway from the experience was the mindset of the project’s leaders.

“What I loved seeing is how the community leaders on the committee really focused on empowerment. That’s something that I want to take with me into my own career,” she said.

“… work remains to be done to prevent those long-term effects from being catastrophic.”

—Antonio Elizondo

Elizondo, a master’s student in urban planning, said during the virtual salon that the most impactful aspect of his involvement in the project came during his review of interviews with people impacted by the health crisis and thinking about the repercussions.

“At the moment, it’s an unfolding crisis, so every policy response is a short-term response,” Elizondo said. “This project helped me realize that there will be long-term effects, and how much work remains to be done to prevent those long-term effects from being catastrophic.”

The Committee for Greater LA comprises a diverse group of civic and community leaders and a joint research team from UCLA Luskin and the USC Equity Research Institute. Initially, the committee intended primarily to address the racial disparities exposed by the pandemic, but in the wake of the recent police-involved killings of Black people and the nationwide protests that followed, its focus expanded to encompass a broader understanding of systemic racism.

The UCLA students helped Segura with the policy-related aspects of the report, which cover issues like housing affordability, immigrant rights, alternatives to incarceration, transportation and equitable access to health care, among others. Because of the pandemic, the work had to be coordinated via phone, email and Zoom sessions.

Flynn, who is pursuing a master’s in public policy, said he appreciated the chance to work directly with the dean on a project of such ambition and scope.

“What makes UCLA such a special place is that you have world-class academics and practitioners who are not just interested in generating work but are interested in mentorship and teaching and in giving opportunities to the next generation of policymakers,” he said.

As gratifying as the work was, the students realize the real work is still to come. Schwartz said she’s hopeful that society is ready to adopt the meaningful change advocated in the report.

“We live in a world where people are really isolated and don’t always know what’s going on in the community,” she said. “I hope that this report will just shed some light on issues that people are facing and that it will inspire elected officials to take action and make real, lasting changes to the system.”

Samba said her participation offered a unique opportunity to process her emotions about the extraordinary impact of the COVID-19 crisis, particularly because of how it coincided with the growing racial justice movement — and she sees cause for hope.

“We’re at a point in time where we are trying new things,” Samba said. “We’re able to experiment with our justice system, with our foster care system, with what social services look like, with what community care looks like. I would like to see some of those social experiments — some of those new ideas and visions — become real, and for us not to revert to the status quo. I would love to see us really, actually reimagine what a more racially equitable future looks like for the people of Los Angeles.”

Among the other UCLA connections to the effort: The Committee for Greater LA is chaired by Miguel Santana, a member of the Luskin School’s advisory board, and the project is funded in part by philanthropists who have also supported UCLA.

The Committee for Greater LA has invited interested parties, including policymakers and candidates for elected office, to join in making the #NoGoingBackLA promise, a commitment to build a more equitable and inclusive Los Angeles. Sign up at nogoingback.la.

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