UCLA Institute of Transportation Studies

This report offers starting points for fulfilling objectives identified by Our Streets Action Committee (OSAC), a Los Angeles-based coalition of organizations focused on transportation equity and mobility justice.The report is organized around four topics:1. Indicators of Mobility (In)Justice explores data tools for visualizing the infrastructure and safety deficits we know overburden many of Los Angeles’ communities of color and low-income neighborhoods.2. Change in Paradigm: Reparative Models of Engagement lays out the shift needed to move urban planning from an extractive practice to a reparative one that builds regenerative cities, as well as examples of how planners and community organizations are accelerating this transition.3. The Funding Analysis examines how the region funds Los Angeles’ street infrastructure development and maintenance and suggests directions for increasing priority investments.4. Political Strategy for Mobility Organizing offers analysis of Los Angeles City Councilmembers’ voting records on mobility issues, along with analysis of opportunities for strategic organizing toward equitable and just mobility improvements.

This paper explores the enduring impact of freeway construction on urban neighborhoods and communities, focusing on Los Angeles. The legacy of freeways in Los Angeles, often and purposefully constructed through marginalized communities during the mid-20th century for the benefit of white suburbanites, is reflected in significant social, economic, and environmental symptoms today. This paper also examines de-freeway methods to reconnect these divided communities, assessing their need and effectiveness through data analysis and case studies.The case studies presented in this paper offer a diverse range of solutions. They include the capping of I-5 for Freeway Park in Seattle, the tunneling of the Central Artery for Boston's Big Dig, the activation of I-5 underpasses for Chicano Park in San Diego, and the creation of the Ricardo Lara embankment park along the I-105 freeway in Lynnwood. These examples provide valuable insights into the processes, challenges, and successes of de-freeway and community reconnection efforts, showcasing the adaptability of these solutions in different urban contexts.The paper introduces three design proposals for freeway sites across six communities in Los Angeles. These proposals are guided by urban reformation around freeways and incorporating urban design principles prioritizing social equity, environmental sustainability, and economic revitalization for the most vulnerable and impacted communities. The proposed designs aim to restore community cohesion and foster resilient urban ecosystems.This study contributes to the ongoing discourse on sustainable urban transformation and the reclamation of public spaces for community benefit by providing a comprehensive analysis of historical impacts and contemporary solutions. The paper's findings should help inform and guide urban planning and policy advocates and professionals inspired by the reconnecting communities movement, underscoring the need for innovative approaches to mending bifurcated and ecologically disadvantaged communities.

California has set the goal of being carbon neutral by 2045 to prevent the worst impacts of climate change. Transportation continues to be the largest source of greenhouse gas emissions in the state and even with a shift to zero-emission vehicles, the path to climate neutrality requires a reduction in per-capita Vehicle Miles Traveled (VMT). To meet these goals, various road pricing strategies have been proposed and are being implemented across the state. This report aims to develop a comprehensive understanding of what road pricing can and cannot achieve, and how different projects align with the state’s goals of reducing VMT and greenhouse gas emissions. The study involved interviews with 14 officials from city, regional, and state agencies, and analyzed case studies of existing and proposed road pricing projects.Findings indicate that road pricing can effectively reduce congestion along a corridor and generate revenue. However, differences in perspectives exist between state and local agencies regarding success metrics, equity impacts, and revenue allocation. State agencies prioritize VMT and greenhouse gas reductions, while local agencies tend to focus more on operational performance and travel time reliability. Key recommendations to overcome these goal discrepancies include pricing existing lane capacity, increasing government transparency, and investing revenue in alternatives to car travel, particularly to help low-income households. Road pricing represents a promising strategy to address transportation system challenges in California, but will require more inter-agency coordination and clear policy direction from state leaders.

In this study, I explore the potential of Sidewalk Autonomous Delivery Robots (SADRs) to alleviate traffic congestion and reduce emissions, with a particular focus on the on-demand food delivery industry. As online food delivery continues to expand, the number of delivery vehicles on urban roads has increased, exacerbating traffic congestion and vehicle emissions. SADRs, characterized by their small size, fully electric operation, and primarily sidewalk-based movement, are emerging as a promising technology to mitigate these issues. However, past research on the traffic and environmental impacts of SADRs within the context of on-demand delivery services remains limited.To address this research gap, I utilized data from Coco Delivery, a SADR company based in Los Angeles. Combining these data with continuous approximation (CA), the EMFAC2021 data, and the eGRID dataset, I estimated the vehicle miles traveled (VMT) and emissions of conventional human-operated delivery vehicles under three different scenarios. I then compared these results with corresponding data from SADRs to evaluate their effectiveness in reducing VMT and emissions under the same delivery demands.The findings indicated that SADRs can eliminate 0.7 to 1.59 VMT per order and reduce various types of emissions by 67% to 99.9% under different scenarios. These results suggest that cities should consider SADRs as an effective tool for reducing road traffic and emissions.

This project focuses on carless and car-deficit households in the Westlake-MacArthur Park and Pacoima-Panorama City neighborhoods that have experienced challenges in traveling to their destinations due to their limited access to household vehicles. Car ownership in the U.S. is causally linked with positive economic outcomes such as being employed, gaining employment, working additional hours, and earning higher wages (Brown, 2017). In the U.S., however, “carless” households, or zero-car households, make up 7% of all households, and “car-deficit” households, households with fewer cars than drivers, make up 15% of all households (Blumenberg et al., 2020). Those who do not own a vehicle or do not always have access to one due to financial and health/age constraints, however, are left to navigate on modes other than the private vehicle to meet their transportation needs.Using quantitative and qualitative methods, I find that carless and car-deficit respondents from Pacoima-Panorama City reported carpooling and riding the bus as their most used transportation modes, whereas Westlake-MacArthur Park reported higher use of transit such as bus and rail. Over half of all carless and car-deficit respondents, however, shared that they have skipped and/or rescheduled trips to healthcare, school, work, and other destinations due to transportation issues. Furthermore, both neighborhoods reported similar concerns related to safety, time associated with transit use, and saw low rates of participation in public programs that aim to alleviate the cost of transportation.

The travel experiences of unhoused women in Los Angeles present a critical yet underexplored aspect of urban mobility and homelessness. This report aims to fill the gap in literature addressing the unique travel patterns and challenges this group faces, emphasizing the need for solutions tailored to their mobility needs. Interviews with unhoused women in Los Angeles were conducted to gauge their travel patterns and primary safety concerns. Interviews took place in Van Nuys and Little Tokyo to reflect the differences in travel experiences between the suburbs and the inner city. Homelessness resources are more concentrated in Central City Los Angeles, where Little Tokyo is located, providing a model for what could be possible in terms of mobility, safety, and access to public transportation. Conversely, in Van Nuys, resources are sparse and spread out, compelling unhoused women to travel greater distances and optimize their travel time by multitasking.Key takeaways include reliance on community networks, increasing preference for biking as an affordable and eco-friendly travel mode, and the use of bikes and fare-free transit for feelings of autonomy and independence. Additionally, despite concerns about safety when alone, unhoused women are still wary of law enforcement, and anti-homeless measures like 41.18 lead to continuous displacements, disrupting daily routines.Findings suggest addressing the fundamental issue of housing, implementing robust data collection, partnering with homelessness advocacy groups, securing funding for essential amenities, and making infrastructural improvements to support the autonomy, mobility, and safety of unhoused women. All in all, a comprehensive approach is necessary to provide effective relief.

This report assesses the current and near-future conditions related to the disposal of Battery Electric Buses, specifically their batteries. The report begins by explaining the reasons and legislation in the current day which is pushing the adoption of zero emission buses as well as the growing interest in exploring new reuse and recycling methods. The subsequent section consists of interview responses from various transit agencies currently planning on electrifying their fleet, cataloging their concerns and options for disposal that are currently being considered. Following is a section with interview content from bus manufacturers on the current state of battery design and policies, as well as an exploration of future services possibly offered by these companies. The report then focuses on summarizing general trends in the US battery recycling and reuse market, as well as resources for transit agencies, to determine which disposal strategy is right for them. Finally, the report closes with recommendations for all stakeholders on how to best prepare for future disposal needs, from both the manufacturer and transit agency perspective, and some recommendations to increase battery recycling/reuse capacity domestically addressed to the state and the federal government.

This project aims to improve public transportation in Siskiyou County through data analytics, case studies, and innovative transportation models, with goals to increase ridership, optimize route coverage, and enhance system efficiency. The approach includes quantitative data analysis using LODES, Google Maps POI, and STAGE transit data, alongside a comprehensive literature review and an assessment of current system accessibility. Semi-structured interviews with local planners, city officials, and transit professionals provide additional insights. The access analysis reveals significant gaps in coverage for lodging, tourist attractions, home locations, and work locations. Proposed interventions include a South County Hub-and-Spoke System, Siskiyou Seasonal Explorer Programs, partnered and subsidized rideshare, and community engagement initiatives. Identified grant opportunities, such as the FTA Section 5310 program, the Caltrans Sustainable Transportation Planning Grant Program, and the California State Transportation Agency Transit and Intercity Rail Capital Program, support these enhancements. Implementing these recommendations will create a more efficient, accessible, and user-friendly public transportation system, enhancing mobility, economic development, and quality of life for Siskiyou County’s residents and visitors. These strategies offer a replicable model for other rural regions, emphasizing strategic planning and targeted investment to make rural public transit systems more robust and responsive to community needs.

Los Angeles County's 15-year initiative to overhaul its transportation infrastructure aims to reduce car reliance and promote public transit, walking, and cycling through dense, transit-oriented development (TOD) near stations. Despite significant investment, numerous challenges remain including bureaucratic obstacles, declining per capita ridership, and concerns about displacement and gentrification. The study evaluated LA Metro rail stations' impact on nearby communities, using ACS data from 2009 to 2022 to analyze demographic, housing, and mode choice changes within a half-mile radius of stations built between 2010 and 2020.Findings indicated increased population density, racial diversification, and higher education levels near stations. Median household income and housing costs surged, signaling economic growth and gentrification. Urban renewal was evident with increased construction activity, rising rent and home values, and rise in remote work. Decline in public transportation usage was less significant near stations compared to city-wide. To enhance Los Angeles' existing TOD policies, several recommendations were proposed. Encouraging diverse housing types near transit stations through mixed-use zoning, multi-family homes, and ADUs can increase density without major disruption. Innovative housing models like community land trusts and modular housing can improve affordability. Implementing robust anti-displacement measures, such as extending rent control, can safeguard low-income residents from gentrification. Promoting economic development near transit stations through local hire policies can reduce unemployment and foster economic stability. Lastly, expanded monitoring of TOD areas are necessary to better understand residential and travel behaviors, refining strategies to promote sustainable development and ensure inclusive, resilient, and thriving transit-oriented communities in Los Angeles.

This research is intended to support the implementation of a program led by the Southern California Association of Governments (SCAG) to support new transportation-related pilot projects in the region through 2026. Although pilot projects have become popular in transportation planning and other policy sectors, often to test new technologies or ideas before fully committing to them, agencies are struggling to turn their successful pilots into permanent programs. To further analyze the use of transportation pilots in the U.S., 15 interviews with practitioners were conducted and seven case studies of specific projects were analyzed. Findings revealed many shared experiences across agencies, despite their unique circumstances. Identifying long-term funding and adequate staff capacity were some of the most commonly cited challenges, but pilots can also come up against unexpected external barriers. Pilot-operating staff must be adaptable and willing to make significant adjustments or give up on a project when necessary. Also crucial are the method and scale of pilot evaluation, communication strategies with the public before and during the pilot, and partnerships with local organizations or universities. The recommendations provided for SCAG and other agencies are organized into five categories: long-term planning, goals and evaluation, partnerships, community involvement, and decision-making. This research contributes to a growing interest in the use of pilot projects for streamlining government processes and promoting risk-taking and innovation in public agencies.