research report

Employing a Modified Delphi Approach to Explore Scenarios for California’s Transportation and Land Use Future

Abstract

There are many methods for engaging experts in interactive groups to explore, clarify, and/or decide on various issues. In an investigation of possible future transportation and land use scenarios for California, the research paper used techniques common to several methods and developed our own variation, a “hybrid policy Delphi,” for use with a panel of 18 experts. The research team applied it to explore the policies that would lead to these scenarios and the consequences that would result from them. Through our process, panel members discussed and reported on the future scenarios they considered most desirable and also the scenarios they considered most likely to materialize by 2050. Panelists reported that the scenario they considered the most desirable was also least likely to occur and that the likely trajectory of California transportation and land use policies and practices will lead to the scenario panelists considered less desirable. This report reflects on the processes behind reaching these panel conclusions, a five-stage sequence of two meetings and three online questionnaires. Our mix of discussion and questionnaires traded the benefit of anonymity (common in Delphi methods) for the benefit of exploratory discussion (used in workshops, focus groups, and the nominal group technique). In addition, our use of surveys before and after meetings allowed tracking changes in panel opinion on a central question (scenario likelihood) and discussing survey results at meetings, at the cost of greater administrative effort. The paper discusses the results of this effort, reflects on how well our combination of methods worked and concludes with a discussion of limitations and future directions.

policy brief

Climate Adaptation Strategies for California Airports will Require a Holistic Approach, Including New Governance Models

Publication Date

July 11, 2022

Author(s)

Aidan Aparri, Jackson Reed, Jasenka Rakas, Matthew Takara, Sarah Lindbergh

Abstract

Airports are complex social, technical, and environmental systems. Understanding their complexity is fundamental for advancing transformative climate adaptation policy. For airports to adapt, climate science must be incorporated not only into standards of specific equipment and facilities, but also into the air traffic network and its interconnected infrastructure systems (e.g., road access, ground-based communications, navigation, and surveillance systems). In addition, airport adaptation requires a shift in the way policy is designed, reinforced, and updated, which in turn relies on an understanding of airport governance models and organizational networks. UC Berkeley researchers recently explored how airport planners and policymakers can use climate science to transform standards and update organizational values to promote climate adaptation. After assessing California airports’ exposure to future coastal flooding and reviewing more than 300 policy documents, the UC Berkeley research team developed guidelines on how international, federal, and state policies can better incorporate forward-looking climate science into airport standards and policies.

research report

Assessing E-retailer’s Resilience During the COVID-19 Pandemic

Publication Date

July 7, 2022

Author(s)

Anmol Pahwa, Miguel Jaller

Abstract

The COVID-19 pandemic led to a significant breakdown of the traditional retail sector, resulting in a substantial surge in e-commerce demand for the delivery of essential goods. The e-retailers coped with this surge in demand, albeit while operating at a much lower level of service than usual, by outsourcing part of their operations through crowdsourced delivery fleets, alternative pickup/delivery locations, 3rd party logistics service providers, etc. Given e-retailers’ role in the supply of essential goods, the pandemic raised concerns pertaining to e-retailers’ ability to maintain and efficiently restore the level of service in similar market disruptions. This study assesses the resilience of last-mile distribution operations under disruptions, by integrating a continuous approximation–based last-mile distribution model; the resilience triangle concept; and the Robustness, Redundancy, Resourcefulness, and Rapidity (R4) resilience framework. The resulting integrated tool, the R4 Resilience Triangle Framework, is a novel performance-based qualitative-cum-quantitative domain-agnostic framework (where “domain” means “discipline,” such as engineering, economics, etc.). Through a set of empirical analyses, this study highlights the opportunities and challenges of different distribution/outsourcing strategies to cope with disruption. For example, the study analyzed the use of an independent crowdsourced fleet (flexible service contingent on driver availability); the use of collection-point pickup (unconstrained downstream capacity contingent on customer willingness to self-collect); and integration with a logistics service provider (reliable service with high distribution costs). Overall, the e-retailers must create a suitable platform to ensure reliable crowdsourced deliveries, position sufficient collection points to ensure customer willingness to self-collect and negotiate contracts with several logistics service providers to ensure adequate backup distribution.

policy brief

How Well Are Newly Sited K-12 Schools Incorporating Vehicle Miles Traveled Mitigation Measures?

Abstract

In response to California law (SB 743, Chapter No. 386, Statutes of 2013), school districts are encouraged to use vehicle miles traveled (VMT) as criteria when evaluating the transportation impacts of new school construction, and identify feasible mitigation measures that eliminate or substantially reduce VMT generated by the new construction. To better understand the implications of this new law on school siting decisions, researchers at UC Berkeley analyzed 301 new schools constructed between 2008 and 2018 with respect to four VMT mitigation measures identified by the Governor’s Office of Planning and Research (OPR) known to minimize VMT – proximity to high quality transit areas (HQTA), proximity to roads with bicycle facilities, proximity to electric vehicle (EV) charging stations, and walkability scores.

published journal article

Longitudinal Analysis of COVID-19 Impacts on Mobility: An Early Snapshot of the Emerging Changes in Travel Behavior

Abstract

The COVID-19 pandemic has caused a huge disruption worldwide with direct and indirect effects on travel behavior. In response to extensive community spread and potential risk of infection, during the early stage of the pandemic, many state and local governments implemented non-pharmaceutical interventions that restricted non-essential travel for residents. This study evaluates the impacts of the pandemic on mobility by analyzing micro panel data (N = 1,274) collected in the United States via online surveys in two periods, before and during the early phase of the pandemic. The panel makes it possible to observe initial trends in travel behavior change, adoption of online shopping, active travel, and use of shared mobility services. This analysis intends to document a high-level overview of the initial impacts to spur future research to dive deeper into these topics. With the analysis of the panel data, substantial shifts are found from physical commutes to teleworking, more adoption of e-shopping and home delivery services, more frequent trips by walking and biking for leisure purposes, and changes in ride-hailing use with substantial variations across socioeconomic groups. The social and environmental implications of these findings are discussed and suggestions for effective policy and directions for future research are made in the conclusion.

published journal article

Planning for and Against Vehicular Homelessness

Abstract

Problem, research strategy, and findings:
Shelter is a necessity, yet approximately 17 out of every 10,000 people in the United States are unhoused. Public attention to homelessness has centered on individuals sitting and sleeping in public spaces. However, as many as 50% of the unsheltered live in vehicles. For people sleeping in vehicles, finding a safe place to park is an ongoing challenge, further complicated by the growing number of ordinances restricting vehicular dwellings. We drew on point-in-time count data from the Los Angeles (CA) Homeless Services Authority to examine spatial patterns of vehicular homelessness in Los Angeles from 2016 to 2020. We tested the relationship between the presence of vehicle regulations and the number of people sleeping in vehicles. Although the data likely underestimated vehicular homelessness, we found that ordinances directly reduced the number of people living in vehicles in particular census tracts. On average, cities with citywide and overnight bans had greater impacts on people sleeping in vehicles than cities with less restrictive ordinances. However, the indirect effects in neighboring tracts were stronger and demonstrated the role of these ordinances in simply shifting the vehicular homeless between areas.

Takeaway for practice:
Given the slow pace of delivering permanent housing for people experiencing homelessness, cities should reduce the harm and precariousness of living in vehicles. Strategies to do this include the reform of punitive vehicle towing and vehicle dwelling regulations. Safe parking programs can provide individuals with a safe place to park their vehicles at night, offer ancillary services, and deter harassment from neighborhood residents and the police. Longer-term, transformative change will require additional policies and programs to place people into permanently affordable housing.

research report

Lessons from Cities Considering Congestion Pricing

Publication Date

June 27, 2022

Author(s)

Jonathon Colner, Mollie Cohen D'Agostino

Abstract

Congestion pricing (CP) is widely considered to have significant potential for effectively reducing vehicle miles traveled, reducing emissions, and providing a reliable revenue source for transportation investments. This study evaluated cities interested in CP—five in the U.S. (Boston, Los Angeles, New York, San Francisco, Seattle) and two in other countries (Vancouver, Canada, and Auckland, New Zealand). This study examines the following features of a CP system for each of these cities: 1) duration of CP investigations, 2) equity mitigations, 3) range of alternatives considered, 4) public engagement, and 5) importance of emissions reductions. Timelines are impossible to predict with certainty, but New York and Auckland appear closest to implementation. Vancouver, San Francisco, and Seattle are well into the process; and Boston and Los Angeles are early in the process. Other key findings include that most of the cities start considering a range of options before narrowing down to comparing more detailed CP systems. Vancouver and San Francisco have made public engagement a cornerstone of their plan development, using polls and workshops to finetune the details of their CP proposals. In contrast, Auckland, while still engaging with stakeholders and experts for guidance, has mainly focused on how to ensure public support and understanding of the proposals they recommend. In terms of equity, discounts are a common and primary strategy proposed among the cities, but some also develop a more comprehensive set of equity policies to accompany a CP system.

policy brief

Geographic and Regulatory Impacts on Vehicular Homelessness in Los Angeles

research report

Planning for and Against Vehicular Homelessness: Spatial Trends and Determinants of Vehicular Dwelling in Los Angeles

Abstract

Problem, research strategy, and findings
Shelter is a necessity, yet approximately 17 out of every 10,000 people in the United States are unhoused. Public attention to homelessness has centered on individuals sitting and sleeping in public spaces. However, as many as 50% of the unsheltered live in vehicles. For people sleeping in vehicles, finding a safe place to park is an ongoing challenge, further complicated by the growing number of ordinances restricting vehicular dwelling. We drew on point-in-time count data from the Los Angeles (CA) Homeless Services Authority to examine spatial patterns of vehicular homelessness in Los Angeles from 2016 to 2020. We tested the relationship between the presence of vehicle regulations and the number of people sleeping in vehicles. Although the data likely underestimated vehicular homelessness, we found that ordinances directly reduced the number of people living in vehicles in particular census tracts. On average, cities with citywide and overnight bans had greater impacts on people sleeping in vehicles than cities with less restrictive ordinances. However, the indirect effects in neighboring tracts were stronger and demonstrate the role of these ordinances in simply shifting the vehicular homeless between areas.

Takeaway for practice
Given the slow pace of delivering permanent housing for people experiencing homelessness, cities should reduce the harm and precariousness of living in vehicles. Strategies to do this include the reform of punitive vehicle towing and vehicle dwelling regulations. Safe parking programs can provide individuals with a safe place to park their vehicles at night, offer ancillary services, and deter harassment from neighborhood residents and the police. Longer term, transformative change will require additional policies and programs to place people into permanently affordable housing.

research report

Understanding the Impact of Charging Infrastructure on the Consideration to Purchase an Electric Vehicle in California

Abstract

This research makes explicit and tests an implicit assumption in policies promoting public investment in plug-in electric vehicle (PEV) charging infrastructure: even people who are not already interested in PEVs see public PEV charging. Data from a survey representing all car-owning households in California are combined with per capita counts of public PEV charging locations and PEV registrations to estimate a structural equation model for two central variables: the extent to which participants have already considered acquiring a battery electric vehicle (BEV) or plug-in hybrid electric vehicle (PHEV), and whether and how many places people see PEV charging. The model controls for socio-economic and demographic measures as well as participants’ awareness, knowledge, and assessments of PEVs. The model also controls for the known spatial correlation between PEV registrations and public PEV charging locations. The conclusion is there is no evidence of a relationship between public charging location density and participants reporting they see PEV charging locations. Nor is there a relationship between public charging location density and PEV purchase consideration. The evidence indicates there is little reason to assume building more public PEV charging means more people will see that charging or that more people will consider purchasing a PEV. Rather, awareness, knowledge, and positive assessments of PEVs allow people to see PEV charging in their local environment. In short, interest in PEVs is a prerequisite to people seeing PEV charging. Concomitant investments to increase awareness of PEVs and engagement in a transition to them as well as in PEV charging infrastructure may be a more effective way to grow the PEV market.