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Hecht Joins Podcast to Discuss Deforestation in Latin America

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UCLA Luskin Professor Susanna Hecht joined the LatinNews Podcast to talk about deforestation and other environmental issues in the Amazon. Hecht, a professor of urban planning who also serves as director of the Center for Brazil Studies at UCLA, spoke about the region’s history and the complex dynamics relating to forest resurgence in the tropical world. To begin, she noted with a laugh that the interview was taking place “from climate-battered Southern California. My road is closed from landslides, so just to keep things in proportion, climate change is pretty generalized these days, even in places that view themselves as immune from it.” As the podcast proceeded, she spoke about geopolitical issues and provided an overview of the various types of resource depletion that continue to plague the Amazon and how these practices contribute to climate change. 

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State Investments to Fight Climate Change Are Working, Reports Show

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Watts is a leader in local solutions to the climate crisis, according to new progress reports for a state-funded project. This year, 300 Watts residents received energy efficiency upgrades like smart thermostats and LED lighting to cut down on greenhouse gas emissions and reduce energy bills. Volunteers delivered 261,000 pounds of fresh food to almost 10,000 residents by rescuing produce that would have otherwise ended up in landfills. And the community also started planting 2,250 trees, which will cool down streets and sequester carbon. These projects in Watts are part of the Transformative Climate Communities (TCC) program administered by California’s Strategic Growth Council, which is providing millions of dollars in grants for climate action and community benefits in partnership with local government, residents and organizations. The UCLA Luskin Center for Innovation analysis documents the progress of TCC-supported action in five communities across California: Fresno, Ontario, Stockton, and the northeast San Fernando Valley and Watts neighborhoods of Los Angeles. The annual reports are part of an ongoing evaluation that UCLA is conducting in collaboration with TCC grantees. “Learning from these pilots is important,” said Jason Karpman, project director at UCLA. “As one of the most comprehensive community-scale climate programs in the world, lessons from TCC can support equitable climate action elsewhere.” Policymakers are considering how to bring elements of TCC to more underserved communities, and a previous report from the Luskin Center for Innovation identified the TCC program as a nationwide model for such efforts.

 

Ong Honored for Work Advancing Environmental Justice

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Paul Ong, director of the Center for Neighborhood Knowledge at UCLA Luskin, has received the 2020-2021 Haagen-Smit Clean Air Award from the California Air Resources Board. Ong is one of six individuals from around the world to receive the honor, which recognizes career accomplishments related to air quality and climate change. Ong was cited for his work on matters of community service and environmental justice. “Professor Ong’s more than 100 publications addressing racial inequalities have had an outsized influence on concerns for environmental justice,” the board said in announcing the award. “He has worked for more than three decades as a scientist and educator on interdisciplinary social science and environmental teaching, policy-focused research and community engagement.” The Haagen-Smit Clean Air Awards will be presented today at 9 a.m. PDT at a California Air Resources Board meeting that will be webcast via Cal-Span. Later in the day, the board will host the Clean Air Leadership Talks featuring presentations on the work of the six award recipients, who are known for their accomplishments in the field of air quality and climate science, environmental policy and environmental justice. The talks will be livestreamed beginning at 2 p.m. and available for viewing later on the board’s YouTube channel. The award program was named after Arie J. Haagen-Smit, a native of Utrecht in the Netherlands, who was a leader in developing air quality standards based on his research efforts. Due to a hiatus during the COVID-19 pandemic, this set of prizes is for the combined years of 2020 and 2021.

 

Connecting the Dots on Climate Change Environmental scholar Robert Bullard charts a path to a more equitable future — if America can avoid repeating past mistakes  

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By Les Dunseith

Robert Bullard has been called professor, dean, author, policy influencer, important thinker, movement starter and the father of environmental justice. But that’s not how he chose to describe himself during a May 12 talk at UCLA.

“I do what’s scientifically called kick-ass sociology,” Bullard said playfully in his opening remarks to a roomful of students, faculty, staff and other interested parties, plus an online audience. “And what I’ve tried to do is to make it simple, make it plain, make it real and connect the dots.”

The renowned scholar from Texas Southern University has written 17 books. “But it’s really just one book — don’t tell anybody,” Bullard said slyly. “The central glue that connects all of those volumes? Fairness, justice and equity.”

He often blended humor into his discussion of serious topics such as America’s history of racial discrimination and the growing global climate crisis. Titled “The Quest for Environmental and Climate Justice,” Bullard spoke and took audience questions for more than an hour in the Bruin Viewpoint Room of Ackerman Union as part of the UCLA Luskin Lecture series. It was presented in conjunction with the Harvey S. Perloff Environmental Thinkers Series and UCLA Urban Planning’s 50th anniversary celebration.

In his introductory remarks, Dean Gary Segura of the UCLA Luskin School of Public Affairs said, “At the Luskin School, we try to have conversations about things that actually matter — climate degradation, environmental degradation and its impact on working class and poor people of color — and for which there is a desperate need for solutions.”

Bullard is known for his courage and “his insights into how questions of race figure into environmental justice,” said the evening’s emcee, Susanna Hecht, a geographer and professor of urban planning who also serves as director of the Brazilian Studies Center at UCLA.

“He is a person who has a broad perspective and broad horizons,” Hecht said. “His work has expanded to embrace a range of topics that evolved at the center of environmental, civil rights, human rights and the question of race and vulnerability under climate change, as well as patterns of pollution in both urban and industrial landscapes.”

So, what is environmental justice?

Bullard sees it as an essential notion that all people and communities are entitled to equal protection to ensure they have adequate housing, quality health care, and access to the energy and transportation they need in their daily lives. Civil rights and human rights.

The reality rarely matches the ideal, however. He cited as an example a study that showed government relief after a natural disaster going primarily to wealthier, predominantly white communities rather than to poorer, predominantly Black areas.

“We know that all communities are not created equal,” Bullard said. “There are some that are more equal than others.”

Without action, disparities are likely to grow as industrial pollution further degrades our planet, he said.

“Climate change will make it worse on the populations that are already suffering,” Bullard said. “Those who have contributed the least to the problem will suffer the most. That’s the inequity that we’re talking about. You can’t have your basic human rights if even the right to breathe has been taken away from you.”

closeup of the face of speaker Robert BullardCalifornia is a leader in environmental equity and climate change responses, Robert Bullard told the audience during his UCLA Luskin Lecture on May 12.
closeup of the face of speaker Robert Bullard
closeup of the face of speaker Robert Bullard
a female professor from UCLA and a male professor from Texas sit in the front of a lecture room after a lecture at UCLA
a female professor from UCLA and a male professor from Texas sit in the front of a lecture room after a lecture at UCLA
a crowd of people sit in chairs in a lecture room
a crowd of people sit in chairs in a lecture room

Despite decades of experience documenting human nature at its worst, Bullard has not given in to despair.

“I’m hopeful and optimistic that we can get this right. I’ve been working on this for 40 years, but we don’t have another 40 years. We only have, maybe, a dozen to get this right,” Bullard said.

He cited California as a leader in environmental equity and climate change responses and noted the state’s history of finding out-of-the-box solutions in technology and government, as well as its highly regarded universities.

“Let California be California. That’s my answer. Push the envelope as far as you can,” Bullard said.

“And so, I’m looking to young people. I’m looking at your faces,” he told his audience of mostly young scholars. “You are the majority now. I’m a boomer and proud of it. But millennials, zoomers, Gen X, Y and Z — you outnumber my generation. Take the power.”

—

View photos from the event on Flickr.

Robert Bullard Luskin Lecture

Taylor Encourages More Responsible Driving

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Brian Taylor, director of UCLA’s Institute of Transportation Studies, spoke to Vox about how to end the American obsession with driving. The transportation sector is one of the biggest sources of pollution, but many U.S. cities are built for drivers. Taylor explained that parking is often capitalized into the costs of the goods you buy, as opposed to selling parking spaces at their true value. “The default is that the storage of private vehicles tends to get priority if you look at how we’ve allocated curb space, and that creates all sorts of problems,” said Taylor, a professor of urban planning and public policy. To disincentivize street parking, Taylor suggested that municipalities raise the price at meters, manage curbs differently or remove parking altogether in some areas, allowing only for loading, unloading, and scooter and bike traffic. He imagined a future where drivers are more responsible for these costs and are more judicious of their car use.

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Manville on Improving Communities by Pricing Roads

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Urban Planning Associate Professor Michael Manville spoke to Innovation Hub about the dim chances that traffic congestion will improve post-pandemic. Empty roads invite more drivers to use them, he said. And even if more employees work from home, they’ll still use the roadways to satisfy the craving for human connection after a year of quarantine. Offering a one-sentence summary of congestion — “because we’re all in a hurry, we all slow each other down” — Manville argued that the best strategy for managing traffic is charging drivers to use the roads, just as governments charge for utilities. Higher prices during peak traffic hours would help keep traffic moving at a consistent speed, and revenue could be used to keep the system equitable for people who must drive but cannot afford the fees. Manville also noted that reducing congestion would benefit the often low-income neighborhoods that line highways, which are currently inundated with pollutants from nearby traffic.

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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.

State Risks Falling Short of Carbon Reduction Benchmarks Unless It Puts Equity First

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To reach Gov. Gavin Newsom’s net-zero emission vehicle goal by 2035, officials should put equity goals at the forefront of the state’s strategy or risk falling short of benchmarks and worsening community disparities, according to new research by the UCLA Luskin Center for Innovation. The report highlights challenges and opportunities amid California’s push to cut carbon emissions and local air pollution. The study comes as state lawmakers consider Newsom’s 2021-22 budget proposal, which includes $1.5 billion toward zero-emission vehicle efforts. “As California transitions to a zero-emission transportation system, it needs a robust and multifaceted agenda for equity-centered clean transportation policies,” said JR DeShazo, director of the Luskin Center for Innovation. “Pursuing this agenda of recommendations elevates and builds equity into the next generation of California’s clean transportation policies.” The study, commissioned by the Los Angeles Business Council, underscores that previous clean transportation policies did not equally benefit all Californians. Low-income communities hit hardest by pollution have been largely left behind in the green transition, and disparities threaten to impact communities of all income levels through climate change. The greatest hurdle to meeting environmental goals appears to be directing clean vehicles to moderate- and low-income drivers who are more likely to own older, emissions-heavy vehicles. Researchers recommend lowering the purchase price of new and used zero-emission vehicles, subsidizing vehicle financing, and reducing the cost of charging infrastructure and the electricity or fuel itself. A key recommendation is for zero-emission fleets to be deployed first to disadvantaged communities.

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Building Momentum to Address Plastic Pollution

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Daniel Coffee MPP ’20, associate project manager at the UCLA Luskin Center for Innovation, was featured in an Orange County Register article about new legislation to address plastic pollution. There are a dozen state bills in California proposing reduction of single-use plastics and refilling of returnable beverage bottles, as well as a federal proposal that would place the responsibility for plastic reduction and recycling on companies that make and utilize single-use plastics. “In the past few years, we’ve had a breakthrough in terms of public awareness, but I don’t think we quite have the political will yet,” Coffee said. “The plastics industry and the fossil fuel industry aren’t shy about pouring money into influencing policymakers.” The state proposals, which are more incremental, are more likely to become law than the landmark federal proposal. “If SB 54 passes, then other states could see what’s possible and follow suit,” Coffee said. “California is often the leader in this type of legislation.”

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Clean Energy Transition Should Benefit Communities of Color, Callahan Says

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Colleen Callahan, deputy director of the UCLA Luskin Center for Innovation, spoke to Health about how to address environmental racism. “Race matters in the distribution of environmental hazards, dirty air, and polluted soil and water,” Callahan said. Communities of color are more likely to be burdened with environmental hazards, such as toxic waste and industrial pollution, that put residents at greater risk of illness and negative health outcomes, she said. They also experience fewer positive environmental benefits, such as quality parks, compared with white communities, she added. According to Callahan, it is not enough for environmental policies to be race neutral. “Communities of color and low-income households disproportionately harmed by pollution from our fossil-fueled economy should also disproportionately benefit from the transition to a clean economy,” she said. “Health disparities, education disparities, economic disparities and more are linked to where we live — our environment.”

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