Archive for category: Urban Planning

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

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By Les Dunseith

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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By Mary Braswell

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

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

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

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

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

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

City workers apply a cooling paint on roads in Pacoima

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

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

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

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

Putting MaRTy into action

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

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

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

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

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

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

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

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

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

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

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

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

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

Participation in 2020 U.S. Census Is Falling Behind UCLA analysis shows the current rate of response is at least 11 percentage points lower than in 2010

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By Les Dunseith

The national response rate to the U.S. Census is lagging well behind where it was at a similar point a decade ago, according to an analysis spearheaded by Paul Ong, a research professor and director of the UCLA Center for Neighborhood Knowledge.

Ong said shutdown orders related to the novel coronavirus pandemic seem to be a factor in suppressing the response rate, which is now at least 11 percentage points lower than it was for the 2010 census through late April.

The UCLA researchers noted that the self-response phase of the current census began March 12, which happened to coincide with mandated restrictions on gatherings and physical movements imposed in the state of Washington by Gov. Jay Inslee — some of the earliest such rules in the nation. His order also closed all schools in the three counties most affected by the coronavirus at the time.

Within a week, even more extreme physical distancing measures were in effect in states such as Washington, California and New York — and soon throughout the nation — as public officials ordered businesses to close and citizens to remain at home in an attempt to slow the advance of COVID-19.

Paul Ong is director of the Center for Neighborhood Knowledge at UCLA Luskin. Photo by UCLA Luskin School of Public Affairs

“April 1 was designated as Census Day in an effort to highlight the importance of a complete and accurate count of American citizens,” said Ong, who has served as an adviser to the U.S. Census Bureau as part of his scholarly activities at the UCLA Luskin School of Public Affairs. “But that designation proved to be ceremonial at best, drawing little media notice or public attention with the vast majority of Americans hunkered down at home as a result of the shelter-in-place strategy.”

Ong said his findings are worrisome and seemingly at odds with the positive message coming from the Census Bureau. A bureau email blast sent in late April, for example, declared “an important milestone in the 2020 Census. More than half of all the households in the country have responded — that’s 77,500,000 households so far!”

Ong said crossing the halfway mark in the census count is less impressive when one looks below the surface. He noted, for example, that on April 18, the New York Times reported that the COVID-19 crisis had seriously hampered the response to the census, causing the Census Bureau to adjust its timeline and prolong the collection process to counter any shortfalls. The agency had earlier extended deadlines to complete its operations.

“The adjustments are framed and justified as necessary to protect the health of census workers and the public, which is obviously valid and prudent,” Ong said. “But nothing was mentioned about the need to extend census operations because of any possible lack of progress.”

The 2020 census is the first to allow people to respond online, by phone or by mail, while the 2010 census was limited to mail responses only.

In its analysis, the Center for Neighborhood Knowledge compared the overall response rate so far to the mail-in rate at the same point for the 2010 census. The researchers looked at both the 2010 mail-response rate — the total number of filled-in and returned forms divided by the total number of addresses in the government’s master address file — and the mail-return rate, the number of returned forms divided only by the number deliverable and non-vacant addresses.

 

When the three measures are plotted on a graph, it is apparent that a slowdown in 2020 census responses coincides with the timing of the COVID-19 crisis. By March 22, the 2020 rate had slipped below the rate of return for both of the 2010 measures and has continued to lag since then. Since April 24, the date of the email blast from the Census Bureau, the 2020 response rate has never gotten closer than 11 percentage points below both of the 2010 measures, the UCLA analysis shows.

The researchers note that because the 2010 mail-return rate has a smaller denominator, it has a higher value than the 2010 mail-response rate. According to the Census Bureau, the 2010 mail-response is more compatible with how the 2020 response rate is being calculated.

Besides the COVID-19 pandemic, other factors may be hindering 2020 responses, Ong said. Those barriers may include a lack of access to the internet, which is the primary mode of data collection for the 2020 census; a nationwide increase in vacant and seasonal housing; and the growth of the historically harder-to-reach Hispanic population.

The decennial census is required so that congressional seats can be reapportioned to account for geographic shifts in the population. The official count is also used for redrawing electoral district boundaries for congressional, state legislative and local jurisdictions. Equally important, the numbers are used in allocating public funds and helping to provide a clearer picture of the nation’s population and housing stock.

Unless steps are taken immediately to boost response rates, Ong is worried that the 2020 census is experiencing “a real and present danger of having one of the most incomplete census enumerations in history.”

Based on historical precedent, the Center for Neighborhood Knowledge analysis predicts that an undercount would disproportionately affect low-income residents, people of color and immigrants.

“The Census Bureau is not to be blamed for the dire circumstances that have upended everyone’s life,” Ong said. “What is required now, however, is mobilizing community organizations and groups to work collaboratively with public agencies to minimize the damage. We need to focus scarce resources to do everything in our power to ensure inclusion in the census of society’s most marginalized people and neighborhoods.”

Questions about the study may be directed to Paul Ong at pmong@ucla.edu

To inquire about the proprietary data used to build the chart, contact Les Dunseith at the UCLA Luskin School of Public Affairs, ldunseith@luskin.ucla.edu

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

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By Lauren Hiller

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

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

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

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

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

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

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

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

Safe Transit During COVID-19

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

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

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

Ensuring Women’s Safety

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

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

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

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

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

View a video about transit safety:

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

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By Les Dunseith

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

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

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

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

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

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

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

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

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

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

Other key findings

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

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

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

 

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

 

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

Residents in L.A.’s Latino Neighborhoods Less Likely to Receive Relief Funds Researchers from UCLA Luskin combine forces to recommend that local leaders fill gaps in COVID-19 stimulus funding

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By Eliza Moreno

Fifty-six percent of Latino-majority neighborhoods in Los Angeles County have a high proportion of residents at high risk for not receiving individual relief funds from the federal Coronavirus Aid, Relief and Economic Security Act, known as the CARES Act, according to a UCLA report.

The paper was written by researchers from the UCLA Latino Policy and Politics Initiative and the UCLA Center for Neighborhood Knowledge.

Its findings provide information that local and state officials can use to target resources and communications efforts in neighborhoods that are experiencing widespread economic distress. The CARES Act was passed by Congress in response to the economic disruptions associated with COVID-19; the measure includes payments to cover citizens’ basic needs.

“The global pandemic has put a spotlight on the cracks in our social safety net that often fail to catch those living in poverty, which disproportionately are people of color and immigrants,” said Sonja Diaz, founding director of the UCLA Latino Policy and Politics Initiative and a co-author of the report. “Entire neighborhoods will face economic uncertainty, and a public health crisis is not the time to ignore their needs. We are only as healthy as our most vulnerable, and many communities in Los Angeles County will need targeted assistance.”

The Los Angeles neighborhoods where residents are least likely to receive a stimulus check are concentrated in downtown Los Angeles, including Westlake/MacArthur Park, Koreatown, Chinatown, Skid Row and Pico Union.

Those most at risk for not receiving relief funding tend to be lower income, people of color, and live primarily in renter neighborhoods. Immigrants also have an elevated risk, according to the report.

“The lack of support puts entire communities at risk here in Los Angeles County and requires immediate attention,” said Paul Ong, the study’s lead author and director of the Center for Neighborhood Knowledge, which is housed in the UCLA Luskin School of Public Affairs. Ong also is the founder of Ong & Associates, an economic and policy analysis consulting firm specializing in public interest issues, which provided services pro bono for the study.

The report recommends that state and local governments in the affected neighborhoods provide targeted support, including cash assistance and other social benefits, regardless of recipients’ citizenship status.

The report is the second analysis by the Latino Policy and Politics Initiative and the Center for Neighborhood Knowledge on the economic effects of the COVID-19 crisis on underserved neighborhoods. A report published on April 1 examined economic vulnerability due to retail and service sector closures across Los Angeles County neighborhoods.

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

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By Claudia Bustamante

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

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

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

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

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

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

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

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

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

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

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

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

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

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By Lauren Hiller

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Has Los Angeles made progress over the last 30 years?

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

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

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

Paving a Path to Homeownership Lewis Center hosts panel to contemplate ways that homeownership can be an attainable goal for more low-income families

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By Lauren Hiller

Despite the promise of homeownership enshrined in the American Dream, many people in low-income communities of color remain far from owning their own homes, and this challenge served as a focal point for a recent discussion at UCLA Luskin.

During the Housing, Equity and Community Series event held on Feb. 26, the UCLA Lewis Center for Regional Policy Studies and the UCLA Ziman Center brought together scholars and housing experts to discuss what it would take to ensure access to homeownership for communities historically locked out of it, particularly low-income families. The conversation was moderated by Michael Lens, associate faculty director of the Lewis Center and an associate professor of urban planning and public policy at the UCLA Luskin School of Public Affairs.

Rocio Sanchez-Moyano, a doctoral student at UC Berkeley’s Department of City and Regional Planning, opened the panel by providing context about homeownership in the United States.

According to U.S. Census statistics, homeownership rates have fallen below 50% in Los Angeles County, which is below the current 60% nationwide average and far below rates observed before the Great Recession. These rates are even lower for black and Latino households, and Sanchez-Moyano said this situation is compounded by predatory lending practices by banks that contribute to foreclosure rates in those communities that are among the highest.

Barriers to homeownership are particularly concerning given the benefits that homeownership can confer, Sanchez-Moyano said. These include greater household wealth, better neighborhood safety and quality, lower rates of perceived stress, and increased civic participation.

Discriminatory mortgage terms and higher income volatility among black and Latino households are among the reasons that these families are disproportionately shut out of homeownership opportunities, she said.

Panelists, from left, were John Perfitt, Dorian Young, Ashraf Ibrahim and Rocio Sanchez-Mayano, and the moderator was Michael Lens, associate professor of urban planning and public policy. Photo by Stan Paul

Ashraf Ibrahim, office director at the Neighborhood Assistance Corporation of America (NACA), spoke about his experience helping families apply for mortgages. He explained that housing affordability is the largest hurdle faced by families seeking to secure financing to buy homes. A household needs an annual income of at least $125,000 to be able to afford a home in Los Angeles County, Ibrahim noted.

Housing costs are also not rising linearly, said Dorian Young, a mortgage counselor at NACA. As of January 2020, the median sales price of a home in Los Angeles was $744,000, according to Zillow — up from $474,000 as recently as 2015. Housing costs are quickly outpacing income growth in cities such as L.A.

Sanchez-Moyano said this problem is exacerbated by high rents, meaning that lower-income households have less spare income to save up for a down payment.

John Perfitt is executive director at Restore Neighborhoods Los Angeles, a nonprofit that builds and improves homes for low-income families. He said that land values are the largest determinant of housing costs. High land values produce high housing costs, which reductions in construction costs are unable to offset.

Despite these challenges, options exist to increase homeownership rates. Counselors can educate families on practical steps needed to save up for a home, Young said. As a mortgage counselor, he and others in his field also can inform households of other approaches to securing home financing, including leveraging future rent to be collected from multi-family properties as part of the loan process.

Perfitt said that Los Angeles offers a low-income and moderate-income homeownership program that provides down payment assistance. More people sign up every year than there is help to give, however.

Sanchez-Moyano reminded the audience that homeownership has never been attainable for all families. Still, she hopes people will support efforts to make owning a home more accessible, particularly to communities of color, and ensure that “being a renter doesn’t mean being left behind.”

View additional photos from the event in an album on Flickr:

Promise and Peril: Homeownership in Southern California

UCLA Luskin Faculty Win Prestigious Transportation Award for 3rd Time Co-winner Martin Wachs receives the honor from the Transportation Research Board for a second time — four decades apart

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By Lena Rogow

Professor Evelyn Blumenberg of Urban Planning and colleagues who include Professor Emeritus Martin Wachs have won the 2019 Pyke Johnson Award from the Transportation Research Board (TRB) for a recent paper about the mobility needs of aging adults, marking the third time someone from UCLA Luskin has won the prize since its inception.

Wachs has been studying transportation and aging for decades and won the same award more than 40 years ago, in 1976.

The award-winning paper, “Physical Accessibility and Employment Among Older Adults in California,” explores the relationship between car ownership, transit accessibility and older adults’ employment status. The paper found that adults age 60 and older are able to stay in the workforce longer when they have access to a car or to public transit — if they live in a dense urban area.

Blumenberg MA UP ’90, Ph.D. ’95 said that she and Wachs decided to collaborate on the winning paper after realizing they had not previously worked together on a research paper.

“This topic seemed to perfectly align our respective areas of research,” said Blumenberg whose work examines the effects of urban structure — the spatial location of residents, employment and services — on economic outcomes of low-income workers.

“I also knew that it was essential for us to shed light on this topic together,” she said. “I think we’ve been able to showcase an important transportation need to serve an aging population. I’m thrilled that TRB shares our opinion about the importance of this work and I’m honored to be included with a long list of former distinguished scholars who have also received this award.”

 

In addition to Blumenberg and Wachs, the paper’s other authors are Andrew Schouten Ph.D. ’19, who is currently a postdoctoral fellow at the UCLA Institute of Transportation Studies, and Miriam Pinksi, a doctoral student in urban planning.

Pinski said the paper’s focus on low-income adults and their particular access to jobs was notable. Many older adults continue to rely on employment as their main source of income, in part because pensions are becoming rarer in the United States.

“Without transportation, many of these adults would have no way to sustain their lives. I hope our paper has provided more insight into yet another reason why maintaining a functioning transportation infrastructure is critical for many populations,” Pinski said.

“For TRB to recognize our work with this prestigious award is an honor,” Schouten said. “I hope this will bring more attention to important issues that lie at the intersection of transportation, employment and aging.”

ABOUT THE AWARD

TRB established the Pyke Johnson Award in 1971 to give annual recognition to an outstanding paper published in the field of transportation systems planning and administration. It honors the 23rd chairman of the Highway Research Board, who was influential in TRB from its inception.

UCLA has won three times since the first award was given in 1971. Brian Taylor Ph.D. ’92, professor of urban planning and public policy, won in 2000. Wachs is one of three two-time winners and the only person to repeat as winner more than five years apart. The gap in his case was 43 years. In each instance, the research involved faculty and doctoral students.

When Wachs first heard the news, he burst out laughing, recalling how much his life has changed since he first won. His 1976 paper also dealt with mobility and older adults.

“At that time, I was simply writing about the topic from an academic perspective,” Wachs said.  “And now my work is coming true in my own personal life.”

“What’s different about this paper is I’m honored to now collaborate with young people,” he said. “This paper benefited from the combination of their sharp methodological skills with my longstanding focus on this topic. It has been an enormous pleasure collaborating with them, and I’m proud to share this honor with them.”

The presentation took place Jan. 13 at TRB’s annual meeting in Washington, D.C.