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Hecht on 50 Years of Engagement with Amazonia

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Susanna Hecht, professor of urban planning at UCLA Luskin and director of the UCLA Center for Brazilian Studies, was a recent guest on the ’74 Podcast series “Urban Nature.” Hecht, who holds appointments in geography and UCLA’s Institute of the Environment and Sustainability, discussed her five decades of research and engagement with the Amazon as well as changes in the region over the past century. Topics of the program, recorded in July, included the ideological view of the Amazon as a frontier. “It was not actually ever a frontier,” said Hecht, arguing “that ideology of frontier is the ideology of conquest. It doesn’t reflect a reality.” Hecht, an authority on forest transitions and sustainable agriculture, as well as a founding thinker in the field of political ecology, described the Amazon as a “major center of civilizations … a major area with large-scale urban structures with linkages between those structures,” as opposed to a void that is subject to what she calls a “development tsunami.”

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UCLA Teams Up With LADWP for Equitable Energy Solutions

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More than 20 UCLA faculty and researchers have entered into a $2.6 million agreement to conduct research for the Los Angeles Department of Water and Power to help the city achieve its goal of producing all of its energy from carbon-free and renewable energy sources by 2035 and doing so in ways that benefit all Angelenos equitably. The Luskin Center for Innovation, Center for Neighborhood Knowledge and Latino Policy and Politics Institute are among several UCLA research entities collaborating with the LADWP’s LA100 Equity Strategies, which will guide the department as it creates the first justice-focused, carbon-free energy transition of any major city. The effort builds upon interdisciplinary work already being done across campus, including the Center for Innovation’s research on energy affordability. “It takes careful intent to ensure that the costs associated with the transition to renewable energy get translated equitably through rates, and to protect low-income households in disadvantaged communities from bearing too much of that cost,” said Gregory Pierce, co-director of the center. “Historically, sustainability investments have not been equitable, so in some ways this project is trying to tackle that transition.” Recommendations from Pierce’s team could include enhanced rate discounts, speeding up energy efficiency and solar programs, and adjusting what criteria would trigger the shutoff of a household’s water or energy if it falls behind on payments. The university’s participation was made possible through an existing agreement between the LADWP and the UCLA Sustainable LA Grand Challenge. — Jonathan Van Dyke

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Most Major U.S. Cities Are Underprepared for Rising Temperatures Study led by Luskin Center for Innovation highlights gaps in municipal planning for often dangerous heat

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By Michelle Einstein

This month, Denver, Las Vegas and Phoenix all posted record high temperatures. And across the nation, Americans are ramping up for a scorching summer. Yet despite more frequent and intense heat waves on the horizon, cities are underprepared to deal with the challenge, according to a UCLA-led research team.

Their new study, published in the journal Environmental Research Letters, analyzed municipal planning documents from 50 large cities across the country. The researchers found that 78% of these cities’ climate plans mentioned heat as a problem, but few offered a comprehensive strategy to address it. Even fewer addressed the disproportionate impact heat has on low-income residents and communities of color.

“Just a couple of years ago, very few cities were talking about preparing for rising temperatures, so it’s an important step that heat is becoming a larger part of the conversation,” said V. Kelly Turner, lead author of the study and co-director of the UCLA Luskin Center for Innovation. “But without concrete steps to protect residents, cities are lagging behind the problem.”

Heat, exacerbated by climate change, has become one of the deadliest weather hazards in the nation, the researchers said, accounting for more deaths in a typical year than hurricanes, floods or tornadoes. In California, according to a recent Los Angeles Times  investigation, heat killed some 3,900 people between 2010 and 2019. And UCLA research has shown that heat leads to more preterm births, makes it more difficult for students to learn and increases the risk of injuries to workers on the job (PDF).

Despite these damaging and wide-ranging effects, governance for heat has historically fallen behind other climate change-related hazards.

To assess heat planning, the researchers — from UCLA, Arizona State University and the University of Southern California — examined 175 municipal plans from the 50 most populous cities in the United States, drawing from an open-source database they created. They conducted a content analysis to understand the types of solutions and interventions cities proposed in response to heat and why.

The team found that, overall, solutions to rising temperatures didn’t match the severity or complexity of the problem. How municipal plans framed the issue of urban heat, they said, strongly influenced how cities addressed it, and in most cases limited the scope of their approach.

For instance, many plans looked at heat through a “hazard” lens, focusing on extreme events like triple-digit heat waves. When identifying the issue as a crisis akin to a hurricane or flood, the solutions often fit into a disaster response-style approach — like text alert systems and air-conditioned public cooling centers.

Other plans defined the issue in terms of the “urban heat island effect,” a phenomenon whereby cities — because of their heat-absorbing infrastructure, like asphalt — become and remain hotter than surrounding rural areas. In framing the issue as a land-use problem, these plans often focused on physical ways to cool cities. Adding more trees was the most common intervention, while sun-reflecting cool roofs and vegetation were also mentioned.

However, the study found that these two approaches to heat governance rarely overlapped. And while each approach has its benefits, such narrow framings don’t get at the full issue, the researchers emphasized.

“If cities are not painting a complete picture of heat — how chronic it is, and its disparate impacts on the ground — we’re not going to be able to fully protect residents, and we could end up exacerbating existing social and environmental injustices,” said co-author Emma French, a doctoral student in urban planning at the UCLA Luskin School of Public Affairs.

Even some seemingly obvious solutions, such as providing outdoor shade for residents, received short shrift in planning documents, noted co-author Ariane Middel, an assistant professor at Arizona State University. “Shade is the most effective way to protect pedestrians from exposure to sunlight, but few cities mentioned shade in their plans.”

Further, heat was only identified as an equity issue one-third of the time, despite a growing body of evidence that urban communities of color are disproportionately affected by rising temperatures as a result of longstanding social, structural and health-related inequities. Cities that don’t address this disparity can expect to see increasingly adverse implications down the road, the researchers stressed.

Among cities with more robust preparations for heat, membership in environmental networks like the National League of Cities and the Urban Sustainability Directors Network was more common. These groups bring together sustainability practitioners from across the country, and their broader governance structures can offer opportunities to share best practices.

“Peer-to-peer knowledge exchange through networks that connect large and small communities is going to be essential to implementing the most effective solutions as quickly as possible,” said co-author David Hondula, an associate professor at Arizona State University and director of the Office of Heat Response and Mitigation for Phoenix.

Read more about the Luskin Center for Innovation’s heat-related research and policy recommendations in their Adapting to Heat in California (PDF) report and Protecting Californians From Deadly Heat (PDF) policy brief.

Callahan on Defining Objectives of Justice40

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Colleen Callahan, co-executive director of the UCLA Luskin Center for Innovation,  spoke to E&E News about President Biden’s executive order regarding environmental justice in disadvantaged communities. The Justice40 Initiative calls for 40% of federal benefits from climate and energy programs to reach disadvantaged communities. Identifying and prioritizing these communities will be critical, said Callahan, who co-authored a report on implementing Justice40 with an equity lens. “There’s a fear that the states could have a big role in implementing the Justice40 dollars, but without a strong history of equity-centered investments in that type of area — clean energy, climate issues and environmental justice — we’re not actually going to achieve the outcomes that [Biden’s] executive order calls for,” Callahan said. “There’s still a lot of work that needs to be done to really define what our objectives are with Justice 40.”

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

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By Jonathan Van Dyke
A UCLA project intended to make cycling to work safer and more accessible — in part by using digital art and the spirit of community — has earned a $1 million award in a competition backed by the National Science Foundation and the Department of Energy.

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

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

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

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

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

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

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

Manville on Environmental Consequences of Driving

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Associate Professor of Urban Planning Michael Manville was featured in an article in the Cut discussing ways to combat climate change at an individual level. “The thing that is heating up the planet is that people get into cars, turn the key and start burning fossil fuels,” Manville said. According to the EPA, personal vehicles account for about one-fifth of the United States’ total greenhouse gas emissions. Manville and other experts recommended reducing driving time by shopping local, consolidating errands into single trips and avoiding driving during rush hour. Manville also expressed support for policies that make driving less convenient and more expensive, such as raising parking fees, increasing gas taxes or implementing congestion pricing. Manville called zoning codes that require new construction to include parking “one of the biggest subsidies to car ownership and use that exists” and recommended getting rid of them in order to encourage more sustainable transportation habits.

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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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Unpaid Utility Bills Are Disproportionately Piling Up in L.A. Study shows 25-30% of Angelenos have unpaid energy and water bills, with debts unevenly impacting people of color

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A new report authored by the UCLA Luskin Center for Innovation and Center for Neighborhood Knowledge measures the extent of utility debt accumulation among customers served by the Los Angeles Department of Water and Power. 

Disparities in unpaid bills predate COVID-19 but have deepened since the pandemic’s outbreak. Using data from a November 2020 California State Water Resources Control Board survey, the researchers found one-quarter to one-third of all Los Angeles households faced financial difficulties paying for their utilities. 

“We didn’t expect the magnitude to be this big,” said Silvia R. González, co-author of the study and a senior researcher at the Luskin Center for Innovation. “For many families, this means choosing between keeping their lights on or skipping meals or medical treatment.”

The debt burden is unevenly distributed across Los Angeles — 64% of the population in severely affected neighborhoods are Latino. Black communities also face disproportionate debt, and racial disparities persist even after accounting for socioeconomic characteristics. Further, the study found that lower-income neighborhoods, residents with limited English proficiency and renters face unequal debt burdens. 

Early on in the pandemic, Gov. Gavin Newsom suspended water and energy utility shut-offs, which has provided continued utility access for households in California. But accumulating debt has not been forgiven, and this crisis will need to be resolved once the suspension is lifted. 

Researchers said they hope to guide policymakers and utility operators in formulating targeted debt-relief programs, and calls for financial support from COVID-19-related aid to ensure that vulnerable Angelenos will still have access to water and energy after the pandemic.  

“We need an equitable relief plan,” González said. “These communities are already historically underserved areas and they’ve been left behind more broadly during the pandemic. These debts will be impossible for many families to repay.”

Shoup on Reclaiming Land for People, Not Cars

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Urban Planning Professor Donald Shoup and California Assemblywoman Laura Friedman co-authored a CityLab article calling for an end to minimum parking requirements, arguing that the outdated mandates drive up poverty, homelessness and carbon emissions. “We’ve essentially built many of our cities for cars and made housing for humans incidental to that use,” the authors wrote. Across the United States, they noted, there is an average of 1,000 square feet of parking per car but only 800 square feet of housing per person. Shoup and Friedman urged passage of Assembly Bill 1401, which would end California parking mandates for new buildings near public transit and in walkable neighborhoods, while still giving developers the option to add parking if needed. If the bill becomes law, it would reduce the cost of housing and serve as a model of sustainability, they argued. “In this era of climate change and a crisis of affordability, we have to reclaim urban land for people,” they wrote.

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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.