Michael Manville, associate professor of urban planning, was featured in a Sierra Club article about the prospect of congestion pricing in major U.S. cities. Earlier this year, paralyzing traffic delays in New York City prompted the state to approve a plan to implement congestion pricing by 2021, and Los Angeles recently approved a two-year study to investigate the feasibility of the traffic-management strategy. By charging people to drive on traffic-clogged roads, congestion pricing encourages people to drive at different times, carpool or take public transit, all while reducing carbon emissions and raising revenue for transportation projects. Manville explained that congestion pricing is “the only thing that has ever been demonstrated to reduce [congestion]. So either we can do this or everyone has to stop complaining.” Manville reiterated his support for congestion pricing as one of the most viable solutions to traffic gridlock in a Shift article.
A CityLab story on the city of Los Angeles’ efforts to pursue “cool pavement” technologies to address rising urban temperatures featured the research of V. Kelly Turner, assistant professor of urban planning. While other cool pavement studies have measured surface and air temperature, Turner’s research is the first to focus on “mean radiant temperature,” which is most related to thermal comfort. Turner and Ariane Middel, assistant professor of arts media and engineering at Arizona State University, studied unshaded streets in Pacoima and Sun Valley that had been coated with an asphalt mixture called CoolSeal, which reflects, rather than absorbs, the energy from sunlight. They measured air temperature, wind speed, humidity and radiation from morning to sundown, and their preliminary findings will soon be published by the American Meteorological Society. The project is one part of a greater effort to collect data on the effectiveness of strategies to address so-called urban heat islands.
By Colleen Callahan
The two San Pedro Bay ports — Los Angeles and Long Beach — form the largest container port complex in North America. While an important economic engine for Southern California, port-related activity is one of the largest contributors to air pollution in a region that regularly violates air quality standards.
Concerned about the public health and climate impacts of drayage trucking — which moves cargo from the ports to train yards, warehouses and distribution centers — the mayors of Los Angeles and Long Beach set a goal to transition the fleet to 100% zero-emission vehicles by 2035. A new report from the UCLA Luskin Center for Innovation, however, finds that an accelerated transition starting in the 2020s could be both feasible and advantageous.
The UCLA researchers analyzed the significant challenges and opportunities of replacing diesel drayage trucks with zero-emission trucks, specifically battery electric trucks, beginning in the 2020s. One advantage of an earlier transition is a quicker reduction in tailpipe emissions, they found. Unlike current diesel trucks, zero-emission trucks do not directly emit any regulated pollutants and can be fueled by renewable energy sources like wind or solar.
However, there are barriers to adoption of battery electric zero-emission trucks by the drayage industry. The UCLA report finds that current constraints include nascent technology not yet proven in drayage operations; limited vehicle range; high capital costs for trucks and charging infrastructure; uncertainty about which entity would shoulder the upfront costs; and space and time constraints for vehicle charging.
“Despite these challenges, we conclude that there is significant potential for zero-emission trucks to be used in drayage service,” said James Di Filippo, the lead researcher on the UCLA study. “Operationally, the range of early-state battery electric trucks is suitable for most drayage needs at the ports.”
The technology is advancing quickly. One manufacturer already has a zero-emission battery electric truck on the market, while five other leading manufacturers plan to do so by 2021. New entrants into the battery electric truck market expect to bring longer ranges and lower costs.
“We made a surprising finding: When incorporating incentives and low-carbon fuel credits, the total cost of ownership for a battery electric truck is less than near-zero-emission natural gas trucks,” Di Filippo said. “Even more surprising is that battery electric trucks can even be less expensive than used diesel trucks. This supports our finding that, even in the short and medium term, there is opportunity to electrify a meaningful portion of the drayage fleet at the ports.”
The Clean Trucks Program, adopted by the two ports in 2007, successfully spurred the replacement of the oldest, dirtiest diesel trucks in the fleet with cleaner diesel and natural gas models. UCLA researchers expect another nearly complete turnover of the drayage fleet in the 2020s. This presents a tremendous opportunity to transition to zero-emission trucks.
As demonstrated by the 2007 program, the strongest lever in the ports’ policy toolbox is the ability to assess differentiated fees to trucks entering the ports based on compliance with emission standards. The ports’ new clean truck program is set to differentiate between near-zero-emission trucks and zero-emission trucks by 2035. However, additional incentives to switch to zero-emission trucks from the start of the program could support a transition to the cleanest trucks sooner, the researchers concluded.
A swift move to zero-emission trucks could avoid the expense and disruption of two sharp technology transitions — one to near-zero in the 2020s and then to zero-emission in the 2030s. Meanwhile, early adopters could take advantage of current generous state and regional incentives for zero-emission trucks that make battery electric trucks less expensive to own and operate than all alternatives.
The UCLA report analyzed other options that the ports could pursue, including investing in technology that allows electric trucks to specialize in routes that suit their range. It also recommends that the ports collaborate with stakeholders — such as utilities and air regulators — to coordinate a wraparound strategy that provides technical assistance to trucking companies and drivers.
Other recommendations target incentives adopted by utilities and air quality agencies, which the researchers said could be updated to meet evolving needs.
The report by the Luskin Center for Innovation, which unites UCLA scholars and civic leaders to solve environmental challenges, was made possible by two separate funding sources: a partnership grant from California’s Strategic Growth Council, and members of the Trade, Health and Environmental Impact Project (THE Impact Project).
Liz Koslov, assistant professor of urban planning, spoke with Vice about “managed retreat” — the politically and emotionally complex process of moving entire populations away from escalating climate hazards. Common perceptions of retreat involve force — the government mandating the removal of a population or people barred from returning to their homes in the wake of a major disaster, Koslov said. This was not the case in many Staten Island neighborhoods that had experienced repeated floods for decades before they were devastated by Hurricane Sandy in 2012, she said. Many residents were not only on board with managed retreat; they were actually impatient for state buyouts of their properties, her research found. “These are some of the most politically conservative parts of New York City, so I was really struck by watching older people who prided themselves on being individual homeowners — many of whom had longstanding, multigenerational ties to these neighborhoods — come together to organize essentially to disperse themselves,” Koslov said.
A New York Daily News opinion piece about communities that choose to retreat from coastal areas threatened by climate change highlighted the research of Liz Koslov, assistant professor of urban planning. The world is witnessing storms that are increasing in frequency and severity, as well as a dramatic rise in sea levels as massive ice sheets melt. As a result, some coastal communities are considering relocation. Koslov noted that some Staten Islanders who participated in a buyout of their property after 2012’s Superstorm Sandy viewed retreat not as surrender but as a form of resilience. “They spoke of retreat very differently — as a moral achievement, a sort of sacrifice for the greater good,” she said. “They felt that that was a very profound and meaningful act.” Koslov shared her research at a conference on “managed retreat” at Columbia University’s Earth Institute this summer.
By Claudia Bustamante
For the next year, the Institute of Transportation Studies at UCLA Luskin will benefit from the research and expertise of a climate adaptation specialist.
Mikhail Chester, an associate professor of civil engineering at Arizona State University, has joined the institute as a visiting scholar, focusing his yearlong appointment on studying infrastructure vulnerabilities in a changing environment.
Specifically, Chester will study how roads are vulnerable to wildfires.
“Roads are not designed for the worsening conditions of climate change,” Chester said.
The old, conventional thinking about this problem was to map the hazards: Where will it be hotter? Where will it flood? Where do the roads and bridges intersect?
“Infrastructure are not fragile, brittle things. They’re tough,” he said. “What I’ve been trying to do is shine a light on how we can think more critically about what ‘vulnerability’ means.”
Last year, California experienced its largest and deadliest wildfire season. And despite a wet winter, the state is again braced for an active wildfire season spurred by rising heat and driven by winds.
In recent years, Californians have seen wildfires burn near, and eventually cross, freeways.
And yet, “for the most part, the asphalt is OK,” Chester said. “It turns out the biggest danger to roads is after the wildfire.”
‘As infrastructure professionals ― planners and engineers ― if we can’t recognize issues and make changes, we’re going to be irrelevant.’
— Mikhail Chester
A fire will burn up vegetation, creating ground debris. It will also shift the soil chemistry, making it less likely to absorb water. The two can combine to disastrous effects following heavy rains. In what has become a routine post-wildfire concern, rocks, mud and other debris flow down hillsides left barren from recent fires and wreak havoc on roadways and other infrastructure.
While at UCLA, Chester ― who hopes to engage with professionals across multiple campus disciplines, such as urban planning, engineering, climate science and public health ― plans to connect the state’s fire forecasts and transportation infrastructure with various environmental indicators, like terrain, vegetation and soil characteristics.
“When you connect the dots and put all these things together, ideally, you come up with a better way of characterizing vulnerability,” Chester said.
Once the risks are identified, local officials and policymakers can draft an array of responses ranging from strengthening infrastructure and managing forests to detouring traffic away from vulnerable roadways.
A civil engineer with a public policy background, Chester is a leading researcher on the interface between infrastructure and urbanization. His work on the environmental impact of transportation looks beyond tailpipe emissions to assess the role of roads, fuel supply chains and manufacturing.
In Arizona, with high temperatures and flash flooding, he has explored climate adaptation and resilience. He is also currently involved in an interdisciplinary study with UCLA on the sun and heat exposure a person experiences in their day-to-day travels.
All of this work, as Chester explains, is the groundwork for a larger question: How will we manage infrastructure for the next 100 years?
The world is rapidly changing and new technology constantly emerging. People will continue to demand more from an infrastructure that is rigid and not designed to quickly and efficiently accommodate changes such as, for example, autonomous vehicles.
“I think we are woefully unprepared for how we manage infrastructure or how we think about the problem,” said Chester, whose work aims to reimagine these concepts for the 21st century and beyond.
“We are so stuck with the status quo that I’m worried whether or not we can make substantive change fast enough. I think as infrastructure professionals ― planners and engineers ― if we can’t recognize issues and make changes, we’re going to be irrelevant.”
Four members of the UCLA Luskin faculty have received research grants from the Institute on Inequality and Democracy. The 2019-20 grants, among 10 awarded to faculty across the UCLA campus, support research, scholarship and teaching that challenge established academic wisdom, contribute to public debate and/or strengthen communities and movements, the institute said. UCLA Luskin recipients are:
- Amada Armenta, assistant professor of urban planning, who will study undocumented Mexican immigrants in Philadelphia and their layered, complex relationship with the legal system in their everyday lives.
- Kian Goh, assistant professor of urban planning, who will use the lessons of Hurricane Sandy to research the key role public housing and infrastructure play in the quest for climate justice.
- Paul Ong, research professor and director of the Center for Neighborhood Knowledge, who will create multimedia public narratives that document the stresses of gentrification, displacement and other community changes.
- Amy Ritterbusch, assistant professor of social welfare, who will develop a restorative justice initiative to take research to the streets, producing knowledge about historically misrepresented communities beyond the confines of academic publication traditions.
In addition to awarding faculty grants of up to $10,000, the Institute on Inequality and Democracy supports research by graduate student working groups. The six groups announced for the 2019-2020 academic year include several urban planning and social welfare students from UCLA Luskin.
Liz Koslov, assistant professor of urban planning, spoke with the New York Times about a new study on “managed retreat” as an option for communities threatened by climate change. The study, published in the journal Science, found that choosing to relocate rather than rebuild can create new opportunities for communities damaged or threatened by climate disaster. Strategic, orderly and equitable relocation plans should be one of several options available to these communities, the researchers said. They added that regularly updated climate hazard maps should be provided to citizens so that they can make informed choices. “I’m so glad that these kinds of pieces are getting written,” said Koslov, noting that the debate over managed retreat is “inevitably thorny and conflictual.” She added that decisions about whether retreat is the best option should factor in social, economic and cultural considerations, not just physical geography.
R. Jisung Park, assistant professor of public policy, spoke with KPCC’s “Take Two” about his research linking extreme heat with the racial education achievement gap. Students who experience more hot days during the school year perform worse on standardized exams, Park and his colleagues found. In addition, black and Hispanic students are 9 percent less likely than white students to attend schools with functioning air conditioning, they found. “We know that that can have effects on the economic opportunities that these students can have access to,” Park told “Take Two” in a segment beginning at minute 23:40. Park, associate director of economic research for the Luskin Center for Innovation, advocates for air conditioning powered by clean energy. “In the meantime,” he said, “we need to protect the most disadvantaged communities from the effects of climate change that are already coming down the pike.” Park’s research was also highlighted in USA Today and the Washington Post.
Colleen Callahan, deputy director of the Luskin Center for Innovation, spoke to the Los Angeles Times about an L.A. City Council runoff election that highlights the debate over the “Green New Deal.” John Lee and Loraine Lundquist are vying for the seat representing the northwest San Fernando Valley — site of the massive Aliso Canyon methane leak that pushed thousands of people out of their homes. Lundquist has endorsed Mayor Eric Garcetti’s package of environmental proposals; Lee says the mayor’s plan is too costly, and his supporters have called Lundquist’s agenda “extremist.” The Valley campaign is “a little bit of a microcosm of what’s happening on the national stage around the Green New Deal,” Callahan said.
Sorry, no posts matched your criteria