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An Immersive Education in Public Affairs Courses on urban trees, safe schools exemplify innovative undergraduate curriculum at UCLA Luskin

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By Mary Braswell and Joanie Harmon

Growing up amid the ancient redwoods of Sonoma County, Amy Stanfield developed a deep connection to trees, even greeting her favorites by the names she gave them as a little girl.

“You can stand in the forest and then look up and you just have this very awe-inspiring feeling looking up at these insanely tall, old, historic trees,” Stanfield said. “Redwood trees are really just a symbolic and beautiful part of my life.”

So when the third-year public affairs major spotted a new course on offer in spring quarter — “Trees in the City,” taught by Associate Professor of Urban Planning Kirsten Schwarz — she quickly enrolled.

“I think all the students came to this course with a love of trees,” Schwarz said. “I don’t want them to lose that, but I do want them to think a little bit more critically about the role of trees in the city, and who might benefit from them.”

Trees tell a complex story, touching on water use, climate change, gentrification and even mundane considerations like sap falling on cars.

Schwarz’s course examines urban forestry through an environmental justice lens, weaving together social sciences, natural sciences and fieldwork with the Los Angeles nonprofit TreePeople.

It’s one of several innovative courses that illustrate the UCLA Luskin public affairs major’s emphasis on deep engagement in civic life and rigorous scholarship that draws from many disciplines.

Also new in spring 2021 has been Public Affairs 125, “Creating Safe and Welcoming Schools,” taught by Social Welfare Professor Ron Avi Astor, an authority on school safety and student well-being.

Astor, who has a joint appointment with the UCLA School of Education and Information Studies, said he designed the curriculum with a holistic approach to enhance how universities prepare future educators, social workers, psychologists, administrators and policymakers.

“The new vision proposes that schools won’t just respond to crisis,” Astor said. “It will recognize the current inequities in the system and create school settings that uplift and inspire students — graciously creating a community of educators, peers and families that will elevate the aspirations of each child.”

The course incorporates lessons from more than a year of upheaval endured by schools around the country.

“The dual global pandemics of COVID-19 and our national reckoning with systemic racism after the murder of George Floyd focused a bright light on many blind spots we have as a society when we discuss and research school safety,” Astor said. “The two pandemics highlighted well-documented health, racial and geographic inequities, and started a widespread public conversation about them.”

Students in Public Affairs 125, “Creating Safe and Welcoming Schools,” learn to develop strong policy positions and convey them to the public using the power of media.

With her keen interest in education policy, Stephanie Tapia Onate was glad she could take the new course in her final quarter as an undergraduate.

“I like that it focused on improving the school environment. As a former student of the LAUSD public school system, I know that there’s a lot of work to be done,” said Tapia Onate, who will soon graduate with a public affairs bachelor’s degree, then pursue a master of public policy at the Luskin School in the fall.

What sets “Creating Safe and Welcoming Schools” apart, she said, is the opportunity to personally engage with a wide variety of experts and to develop the practical skills needed to deliver a policy message to the general public.

Astor’s lineup of guest speakers comes from an impressive array of disciplines, including education, public policy, social welfare, psychology, neuroscience, medicine and law. Scholars from UCLA and across the nation, as well as top officials from the Los Angeles Unified School District, have spoken to the class on topics that included racism, bullying, weapons and drug use, mental health and the unique needs of LGBTQ, homeless or undocumented students.

The course has an expansive view of how to make schools a safe space not just for students but for teachers and staff, Tapia Onata said.

“Teachers do deal with a lot of secondary trauma and sometimes they’re often forgotten in the conversation about mental health resources in schools,” she said. “They are one of the communities at school that we do need to support.”

Students in Astor’s class learn to develop strong policy positions then communicate them to the public through op-eds, TED Talks and TikTok campaigns.

Tapia Onate chose to create a series of one-minute policy videos on TikTok, a platform now used frequently for educational outreach as well as entertainment.

“It’s straight to the point, it can deliver your message really fast, and people are more likely to remember what you say in a short video,” she said.

Immersion in civic life is also central to the “Trees in the City” curriculum. During their quarter-long partnership, students worked with TreePeople to fill the nonprofit agency’s most immediate need — turning a voluminous amount of information about the benefits of trees into messaging tailored to local communities.

One team of students developed a school curriculum on the importance of trees that aligned with Next-Generation Science Standards; they even identified sources of potential funding that TreePeople could pursue.

“Students were really interested in ways that environmental stewardship and curriculum centered around trees could be introduced early on,” Schwarz said.

Amy Stanfield said her team chose to highlight the wisdom of those who “lived on the land the longest and most successfully” — Los Angeles’ Indigenous communities.

Through case studies and an infographic, the team demonstrated how to incorporate time-tested traditions into Westernized systems and provided resources to residents who want to connect with local Indigenous leaders.

“We wanted to center our project on amplifying Indigenous people’s voices in the science world and in this type of urban ecology setting,” Stanfield said.

In a happy coincidence, her work with TreePeople will continue next year as she interns with the nonprofit group for her senior capstone research project.

“Trees in the City” has been a perfect match for Stanfield’s interests, which blend ecology, policy and urban planning, as well as film. She is grateful for the personal attention that Schwarz gives each of the 14 students in the upper-division class, and for the interactive curriculum that has deepened her understanding of urban greenspaces.

“Everyone in my college life can’t hear me say enough about it,” Stanfield said. “I get done with class and say, ‘You guys, my tree class is making me so happy!’ ”

Matute on Low-Speed Travel Network Plans

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Juan Matute, deputy director of the Institute of Transportation Studies at UCLA Luskin, spoke to Spectrum News about the creation of a low-speed travel network in South Bay cities in Los Angeles County. The South Bay Cities Council of Governments recently approved a resolution to implement a Local Travel Network, which would aim to reduce traffic, lower greenhouse gas emissions and improve street safety. The network would designate low-speed streets for neighborhood electric vehicles such as GEM cars, e-bikes, e-scooters, electric skateboards and other forms of zero-emissions personal mobility devices. “The concept is a great idea … but I’m not quite sure about the implementation,” Matute said. He added that it “would really be quite neat to be able to get around some larger swaths of area in L.A. with those types of vehicles that aren’t highway legal but are still practical ways to get around in a place with Southern California’s weather.”

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Matute Reflects on Garcetti’s Legacy as Mayor

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Juan Matute, deputy director of the Institute of Transportation Studies at UCLA Luskin, was featured in a Guardian article about the strengths and shortcomings of Eric Garcetti’s administration during his time as mayor of Los Angeles. There is a possibility that Garcetti will cut his second term as mayor short to take a position as a U.S. ambassador and eventually return to pursue a higher office in the federal government. In Los Angeles, reviews are mixed about his efforts to address climate change, pollution, the affordable housing crisis and economic inequality. On transportation issues, Matute pointed out that the mayor succeeded in pushing a key funding measure in 2016 and set commendable goals for improving mobility and safer streets. However, the “execution of his plans has been slow and haphazard,” Matute said. “There was a lot of promise for changing mobility in Southern California that came through in plans … but they’ve fallen short of implementation.”

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Transformative Climate Communities Built Resilience During Pandemic, Studies Find 

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New reports from the UCLA Luskin Center for Innovation show that the local knowledge, partnerships and established trust that underlie Transformative Climate Community (TCC) partnerships have allowed them to identify changing needs and respond quickly during the pandemic. These responses were bolstered by government-funded community engagement plans that offer leadership opportunities that tackle community goals around climate action and resiliency. TCC was established by the California Legislature in 2016 to provide funds to the state’s most disadvantaged communities while simultaneously reducing pollution, strengthening the local economy and improving public health through community-based projects. Cap-and-trade dollars have funded the first three rounds of the program under the direction of the California Strategic Growth Council, and Gov. Gavin Newsom’s current budget proposal includes $420 million for TCC implementation and planning grants over three years. The latest round of reports by UCLA document the progress of TCC grants in four sites: Fresno, Ontario, Watts/South L.A. and Northeast Valley L.A. A fifth site, Stockton, will soon be added to UCLA’s TCC evaluation cohort. “We can learn a lot from these five living laboratories for holistic climate action,” said Professor JR DeShazo, principal investigator on the ongoing study and director of the Luskin Center for Innovation. “It’s impressive,” said Jason Karpman MURP ’16, project manager of UCLA’s TCC evaluation. “During a year when so much has come to a halt, these initiatives have continued to quickly adapt and meet the needs of residents.”

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On L.A.’s Gridlock in Politics and Traffic

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Los Angeles Initiative Director Zev Yaroslavsky and Urban Planning Associate Professor Michael Manville were featured in a Capital & Main article about the political forces that often derail Los Angeles’ efforts to solve its transit crisis. The gridlock comes as climate change is increasing pressure to transition to greener, faster and more equitable mass transit. Transit-oriented cities like Boston and New York “did not divorce the automobile; they were married to transit from the start,” Manville said. Now, Los Angeles is trying to accomplish the same feat through electoral politics and public policy. As a county supervisor 20 years ago, Yaroslavsky proposed the Orange Line Bus Rapid Transit system, which was expected to carry 7,500 riders daily when it first opened in the San Fernando Valley. By the time Yaroslavsky left office, the Orange Line was carrying 30,000 per day. “Today, if you tried to get rid of the Orange Line, people would lie in front of the tractors,” he said.

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A Case for Removing Minimum Parking Requirements

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A Los Angeles Daily News op-ed written by UCLA doctoral student Nolan Gray featured Urban Planning faculty members Donald Shoup and Michael Manville. The piece focused on minimum parking requirements mandating that homes, offices and shops include parking spaces, as well as on Assembly Bill 1401, which would prohibit California cities from imposing these requirements within half a mile of transit — an area where residents, shoppers and employees are least likely to drive. Nolan pointed out that developers already have an incentive to include parking in order to lease or sell a space. Shoup noted that minimum parking requirements are a key culprit in the state’s affordable housing crisis because the cost of including parking gets added to rent and mortgages. Manville added that providing off-road parking is associated with a 27% increase in vehicle miles traveled and a significant increase in emissions, since people are encouraged to buy and drive cars instead of choosing more sustainable transportation options.

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DeShazo Points to Success of Clean Energy Initiatives

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JR DeShazo, director of the UCLA Luskin Center for Innovation, was featured in an E&E News article about the success of clean electricity standards in California. The state requires that 60% of electricity come from eligible renewable energy resources, including solar, wind, geothermal, biomass and other sources, by the year 2030, with a transition to 100% renewable sources by 2045. California has already hit the first goal, DeShazo said, crediting the clean electricity standards with prodding the state’s utilities to procure more clean resources. The electricity standards have “probably been the single most important emission-reduction force in policy the state has adopted, more effective than cap and trade, and more effective than [our] energy efficiency or transportation initiatives,” said DeShazo, a professor of urban planning and public policy. Spectrum News also highlighted work from the Center for Innovation in a report on the need for California to prioritize issues of equity as it crafts its clean transportation goals. 

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Loukaitou-Sideris on Future of Biking in Los Angeles

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Urban Planning Professor Anastasia Loukatiou-Sideris was featured in a Los Angeles Downtown News article about her involvement in Civic Bicycle Commuting (CiBiC), a new initiative promoting the health and environmental benefits of commuting by bike. While Los Angeles has been dominated by automobiles for decades, a group of UCLA scholars has teamed up to create a digital media archive that will map safe routes, promote biking as an alternative to driving and foster community among bike commuters. Loukaitou-Sideris spoke to the Daily Bruin about CiBiC’s focus on reaching vulnerable groups, including women, people without housing and those from ethnic neighborhoods. In the long term, she hopes CiBiC will build a bicycle infrastructure in low-income neighborhoods through employer partnerships to improve the process of commuting. She added that creating a community of bikers will build safety and protection for vulnerable populations through social capital – the ties that hold together a community when individuals interact and help one another.

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A Focus on Meeting the Demand for Clean Energy

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A National Geographic article highlighted the main points of a report by the UCLA Luskin Center for Innovation about accelerating the transition to clean energy. Many Americans support clean energy but can’t necessarily afford to install solar panels or change where their power is coming from. In California, community choice aggregators (CCAs), which buy energy on behalf of residents, have become increasingly popular. Unlike utilities, CCAs are nonprofits and are governed locally, which makes them familiar with a community’s needs and desires. The Center for Innovation report found that almost all California CCAs exceeded the interim goal of 33% carbon-free power by 2020 — and they also indirectly nudged traditional utilities into a more renewables-heavy energy mix. The report concluded that CCAs are accelerating the transition to green energy that many Americans are demanding. “Especially as the climate crisis gets worse, people are looking for ways to help move the transition forward,” said Center for Innovation project manager Kelly Trumbull.

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

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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.