published journal article

Direct measurements of ozone response to emissions perturbations in California

Abstract

A new technique was used to directly measure O3 response to changes in precursor NOx and volatile organic compound (VOC) concentrations in the atmosphere using three identical Teflon smog chambers equipped with UV lights. One chamber served as the baseline measurement for O3 formation, one chamber added NOx, and one chamber added surrogate VOCs (ethylene, m-xylene, n-hexane). Comparing the O3 formation between chambers over a 3-hour UV cycle provides a direct measurement of O3 sensitivity to precursor concentrations. Measurements made with this system at Sacramento, California, between April–December 2020 revealed that the atmospheric chemical regime followed a seasonal cycle. O3 formation was VOC-limited (NOx-rich) during the early spring, transitioned to NOx-limited during the summer due to increased concentrations of ambient VOCs with high O3 formation potential, and then returned to VOC-limited (NOx-rich) during the fall season as the concentrations of ambient VOCs decreased and NOx increased. This seasonal pattern of O3 sensitivity is consistent with the cycle of biogenic emissions in California. The direct chamber O3 sensitivity measurements matched semi-direct measurements of ratios from the TROPOspheric Monitoring Instrument (TROPOMI) aboard the Sentinel-5 Precursor (Sentinel-5P) satellite. Furthermore, the satellite observations showed that the same seasonal cycle in O3 sensitivity occurred over most of the entire state of California, with only the urban cores of the very large cities remaining VOC-limited across all seasons. The O3-nonattainment days (MDA8 O3>70 ppb) have O3 sensitivity in the NOx-limited regime, suggesting that a NOx emissions control strategy would be most effective at reducing these peak O3 concentrations. In contrast, a large portion of the days with MDA8 O3 concentrations below 55 ppb were in the VOC-limited regime, suggesting that an emissions control strategy focusing on NOx reduction would increase O3 concentrations. This challenging situation suggests that emissions control programs that focus on NOx reductions will immediately lower peak O3 concentrations but slightly increase intermediate O3 concentrations until NOx levels fall far enough to re-enter the NOx-limited regime. The spatial pattern of increasing and decreasing O3 concentrations in response to a NOx emissions control strategy should be carefully mapped in order to fully understand the public health implications.

research report

Results of Rancho Cordova “Free $5 to Ride” Ridehailing Discount Coupon Program

Publication Date

April 11, 2022

Author(s)

Brian Harold, Caroline Rodier, Christine Phan, Grace Yang

Abstract

Pilot programs have been implemented in cities across the U.S. to address the first- and last-mile problem with door-to-door shared microtransit, ride-hailing companies, and shared-ride operators with dynamic pick-up locations. The City of Rancho Cordova and Lyft partnered to launch one such pilot in the form of a discount-based door-to-door (D2D) coupon program named “Free $5 to Ride”. The program offers $5 credits to Lyft riders who start or end their trips at one of four Sacramento Regional Transit District (SacRT) light rail stations. The program was designed to reduce rider dependence on personal vehicles and increase the overall convenience of transit use in the region. UC Davis researchers conducted an evaluation of the “Free $5 to Ride” program during its operational period of May 2019 through June 2021. Researchers developed a participant survey and used survey data along with participant trip data, ridership data for the SacRT light rail, and ridership data for the Rancho CordoVan shuttle service to characterize the outcomes of the pilot program. The evaluation shows that the coupon program was generally well-received. Participation levels increased dramatically by early 2020, and while trip activity dropped at the onset of the COVID-19 pandemic, program activity remained fairly constant through the end of the program. Researchers encountered survey sampling limitations due to ride-hailing customer engagement policies, suggesting that future evaluations of similar programs would benefit from increased data access, or modified policies allowing operators to conduct more extensive outreach in support of these studies.

research report

Improving Light and Soundscapes for Wildlife Use of Highway Crossing Structures

Publication Date

April 11, 2022

Author(s)

Aaron Bass, Adetayo Oke, David Waetjen, Fraser Shilling, Travis Longcore, Clark Stevens

Abstract

Transportation and other agencies and organizations are increasingly planning and building under and over-crossing structures for wildlife to traverse busy highways. However, if wildlife does not use these structures due to noise, light, and other factors, then the structures may have a low benefit-to-cost ratio. Several criteria are key for their success— sufficient safety and/or conservation need, cost, location, and anticipated use by wildlife. There is limited information in wildlife-crossing guidance on how wildlife biologists should advise designers, engineers, and architects on the use of structural and vegetation elements that could reduce noise and light disturbances. To address this problem, this study used field measurements and modeling of light and noise from traffic to inform and test the designs of two wildlife overcrossings. Wildlife-responsive designs were developed and tested for two crossings being considered or planned by the California Department of Transportation in California. For the planned crossing of US 101 near the city of Agoura Hills (the Wallis-Annenberg crossing), the three designs consisted of noise/glare barriers; noise/glare barriers + berm; and noise/glare barriers + multiple berms. For the potential crossing of Interstate 15 south of Temecula, one design used noise/glare barriers of 3 different heights, and the other had no barriers. Key limitations and opportunities for each design approach were identified. Creating “dark and quiet paths” using a combination of berms and noise/glare barriers could decrease disturbance in the crossing structure approach zones and increase the wildlife responsiveness of the designs.

white paper

What to Make of Biofuels? Understanding the Market from 2010 to the Present, and Projecting Ahead to 2030 Given Current Policies

Abstract

Low-carbon biofuels are projected to play a critical role in the early and middle stages of a transition away from petroleum fuels, and they will likely have a longer-term role in uses like aviation and maritime transportation that require energy-dense fuels in high volumes. Policies over the last decade aimed to move low-carbon biofuels squarely into U.S. markets. While these policies encouraged the production of conventional biofuels such as crop-based ethanol, cellulosic fuels that can have a significantly lower carbon footprint per unit of energy failed to materialize at commercial scale.

A research team at the University of California, Davis examined the track record of the past decade for clues as to why this happened and looked forward to 2030 to point to how current policies are likely to still fall short in delivering low-carbon biofuels that can reach scales needed for these hard-to-decarbonize sectors. The findings highlight barriers to low-carbon biofuel development that would safeguard against unintended consequences such as additional emissions from land use changes or higher food prices that can come from competition with the use of crops for fuel. This policy brief summarizes the findings from that research and provides policy implications.

research report

Travel Demand Modeling Methodology Recommendations for the Link21 Program

Abstract

This project aims to provide recommendations on the methodology and design specifications for the travel demand model to be built for the Link21 program in the Northern California megaregion. The Link21 program is a major rail investment program that will considerably improve and upgrade the passenger rail services in the Northern California megaregion, centered around the Transbay Corridor between Oakland and San Francisco in the San Francisco Bay Area. To support this effort, the research team reviewed the current and potential travel markets for the Link21 program, assessed the available travel demand models that could be used to support the modeling efforts for the Link21 program, and conducted interviews with experts from academic institutions, metropolitan planning organizations, state and federal agencies, and US DOE national labs. Considering the goals and objectives of the Link21 program, a list of 20 critical, important, and optional modeling features were identified, which should be considered for the Link21 program. The research team reviewed 11 existing travel demand models based on the evaluation of their modeling features and presented four proposed modeling approaches that could be considered to support the Link21 program. For each modeling approach, the research paper summarizes the pros and cons in terms of fulfilling the requirements of the Link21 program. The four modeling approaches include: 1) building on the Metropolitan Transportation Commission (MTC) TM 2.1 regional travel demand model without a dedicated long-distance travel model component; 2) building on the Metropolitan Transportation Commission TM 2.1 regional travel demand model with a dedicated long-distance travel model component; 3) building on the San Francisco County Transportation Authority (SFCTA) regional travel demand model with or without a dedicated long-distance travel model component; and 4) building on the California High-Speed Rail (CHSR) or the new statewide rail model that is currently under development. The study also discusses some sources of uncertainties that might affect future travel demand and the modeling practice in the Link21 regions. These include the impacts of the COVID-19 pandemic on work patterns and activity/travel choices, the introduction of shared mobility services, micro-mobility, the potential deployment of Mobility as a Service (MaaS) solutions, and the forthcoming deployment of connected and automated vehicles (CAVs). Given the complexity of the Link21 program and the requested 18-month timeline for developing a new travel demand model to support the program, the team recommends that the model development for the Link21 program be built on an existing modeling framework and adopt a modular system, which can be updated over time. An initial model release would become available in the proposed timeline of 18 months, while future updates and improvements in the model components could be added to future model updates. This process also would be well-suited to address eventual modeling issues that could arise with the initial model release, and it would benefit from the development and updates of other models in the Northern California megaregion that are being carried out in parallel.

presentation

PSR UTC Congress 2022: Lessons Learned in Vulnerability, Resilience and Recovery

policy brief

Automated Vehicle Technology Has the Potential to Smooth Traffic Flow and Reduce Greenhouse Gas Emissions

Abstract

In an ideal world, all cars along a congested roadway would travel at the same constant average speed; however, this is hardly the case. As soon as one driver brakes, trailing cars must also brake to compensate, leading to “stop and go” traffic waves. This unnecessary braking and accelerating increases fuel consumption (and greenhouse gas emissions) by as much as 67 percent.1 Fortunately, automated vehicles (AVs) — even Level 2 AVs2 which are commercially available today — have the potential to mitigate this problem. By accelerating less than a human would, an AV with flow smoothing technology is able to smooth out a traffic wave, eventually leading to free-flowing traffic (See Figure 1). To demonstrate the potential of flow smoothing on reducing greenhouse gas emissions, researchers at UC Berkeley used a calibrated model of the I-210 freeway in Los Angeles to simulate and measure the effect of deploying different percentages (10%, 20%, 30%) of flow-smoothing AVs on the average miles per gallon (MPG) of non-AVs in the traffic system.

policy brief

Professional Drivers: Automobile Debt and Pandemic Financial Support

Abstract

While a majority of Californians drive to work, a smaller share drive for work. Taxi drivers and gig economy drivers for app-based ride-hail and delivery firms move passengers, food, and groceries, sometimes as part-time jobs. Chauffeurs, truckers, and shuttle and bus drivers also ply California’s roads as integral parts of the state’s personal and goods surface transportation system. Across these driving occupations, drivers have varied but often precarious livelihoods, especially those who take on debt to obtain the very vehicle they use for work.Three primary data sources — credit data from the University of California Consumer Credit Panel (UC-CCP), unemployment claims data, and small business loan and grant data — suggest some important facts about the financial conditions of those who drive for a living, both before and during the COVID-19 pandemic. However, the available data sources examined leave significant gaps.Broadly speaking, a driver can work for a firm under two legal relationships: as an employee or as an independent contractor (also called “gig work,” “freelancing,” etc.). For ride-hail drivers, delivery drivers and truckers, battles over this distinction and the legal protections that hinge on it have occurred in the courts, at the ballot box, and in protests and organizing campaigns in California in recent years. Meanwhile, across classifications, some drivers work full-time, while others use driving as supplementary income or as one of many jobs. The findings below capture each type of driver, to different degrees.

policy brief

Cutting Emissions from Aviation: Is High-Speed Rail the Answer?

Abstract

Per passenger trip, aviation is the most greenhouse gas-intensive mode of transport for intercity travel in California, but there is no clear pathway for decarbonizing this sector. While electrification proves to be the dominant pathway toward decarbonizing ground travel, this pathway is not technically feasible for commercial air travel, at least with currently available technologies.While planners and policymakers wait for breakthroughs in fueling technologies, reducing greenhouse gas (GHG) emissions from aviation will require shifting trips from the air to less GHG-intensive modes of transportation. The California High-Speed Rail project can serve this function, but funding for the full route of the Phase 1 segment⁠ — spanning from Southern California to the San Francisco Bay Area — remains unallocated. In light of the high-speed rail project’s precarious funding status, more information is needed about the potential benefits of the proposed rail network, especially in the wake of the COVID-19 pandemic, which has exacerbated uncertainty around future travel demand.To address this need, UCLA Luskin Center for Innovation staff synthesized recent literature on the environmental and economic impacts of high-speed rail (HSR) projects from around the globe (Table 1). The synthesis looked at studies that examined the effect of HSR on at least one of the following metrics: GHGs, local air pollution, noise, economic value added, employment, property values, societal cost savings, and economic integration. The synthesis also looked at the conditions under which HSR leads to net benefits, so as to potentially reproduce those conditions in California.

research report

Development of a Logistics Decision Support Tool for Small and Medium Companies to Evaluate the Impacts of Environmental Regulations in California

Abstract

Satisfying the demand for goods requires the movement of commercial and private vehicles, which are responsible for multiple negative impacts including noise, emissions, and traffic congestion. While efficiency is crucial for sustainable and profitable freight transportation, operations are typically inefficient with respect to emissions and social impacts. The reasons for such inefficiency are diverse, including the need for several attempts to complete a delivery and the under-usage of vehicle capacity. The arrival of zero-emission and near-zero-emission medium- and heavy-duty vehicles may reduce (tailpipe) emissions. Multiple government agencies have supported the development and promotion of cleaner vehicles through strategies such as economic incentives to support purchases and disincentives to using internal combustion engine vehicles. However, small- and medium-sized companies face challenges in adopting cleaner vehicles, either because of high purchase costs or because the volume of their operations may not justify the expense. To address this issue, this work evaluates cooperative strategies between noncompeting companies that would exploit economies of scale through the sharing of vehicle capacities in joint routing. The work develops a decision support tool named Cargo Aggregator Beta 1.0, which provides companies willing to cooperate with an efficient joint route to pick up and deliver cargo from different origins and destinations. The tool, based on an extension of the vehicle routing problem, allows users to consider different vehicle capacities, decide on charging and/or refueling points, consider multiple depots, and guarantee the completion of all deliveries in a general time window. The tool can be used to better understand the impact of sustainability policies that would limit the amount of pollutant emissions generated or policies that seek to restrict fleet composition. Numerical analyses using study cases in California show the potential benefits of implementing these collaborations in reducing both costs and emissions.