Low-income households in the U.S. suffer from disproportionate exposure to air pollution from transportation sources, such as trucks, trains, and planes. Low-income households also use transit more frequently than affluent households do; however, they still rely heavily on vehicles to fill their mobility needs. Due in part to the high cost of housing near job and transit centers, many other low- and moderate-income individuals are stuck with long commutes in vehicles than are older, less efficient, and costlier to maintain than the average privately owned vehicle. This is especially true in high-housing-cost states like California.
California is also at the forefront of progressive environmental initiatives, including many innovative transportation-related environmental justice programs. The following research from the Luskin Center for Innovation (LCI) has informed the design and implementation of transportation equity programs in California.
Clean Transportation Programs and Policies
Informing Policy Incentives for Zero-Emission Trucks (Current project)
Researchers: James Di Filippo, Colleen Callahan, Britta McOmber, and Naseem Golestani
Heavy-duty truck traffic is the main source of diesel particulate matter pollution and a major contributor to smog precursor and greenhouse gas emissions in California. Exposure to diesel particulate matter disproportionately affects the communities of color located near ports and freight movement corridors. Zero-emission truck technologies will become widely available in the near future. LCI is working on two studies to support the rollout of these new zero-emission trucks.
The first project focuses on drayage trucks operating at the adjacent Port of Los Angeles and Port of Long Beach, the first and second, respectively, largest ports by container volume in the U.S. The mayors of Long Beach and Los Angeles signed a joint executive directive confirming commitment to transition to a zero-emission freight transportation system. Their stated goal is “zero emissions for drayage trucks serving the ports by 2035.” In collaboration with a coalition of environmental justice organizations, LCI is analyzing opportunities and challenges to meet that goal.
The second project will explore strategies to incentivize zero-emission heavy-duty truck adoption in the Inland Empire of Southern California. This work is supported by a Climate Change Research partnership grant from the Strategic Growth Council.
Supporting Electrification of Ridesharing Fleets (Current and proposed projects)
Researchers: James Di Filippo and J.R. DeShazo
California Senate Bill 1014, passed in 2018, makes California the first state in the U.S. to regulate the GHG emissions produced by ride-hail vehicles. The bill requires transportation network companies like Uber and Lyft to account for and reduce the per-passenger-mile GHG emissions of trips taken through their service.
In support of California’s regulatory goals, LCI will analyze statewide and regional incentives that could spur greater use of EVs among ride-hail drivers. Research will focus on alternative policies that target fuel supply and fueling infrastructure, driver vehicle choice, and ride-hail platform operations. This research is partially supported as part of a Climate Change Research partnership grant from the Strategic Growth Council as well as from a gift from the ClimateWorks Foundation.
Future research will provide siting guidance for the targeted deployment of fast-charging electric vehicle service equipment to fuel electric ride-hail vehicle fleets. Using data obtained through a partnership with Lyft, LCI will develop data-driven tools to predict the spatial distribution of charging demand by electric ride-hail vehicles in the Los Angeles Metro Area and recommend siting locations to optimally serve charging needs.
Designing Light-Duty Vehicle Incentives for Low- and Moderate-Income Households (2019 report)
Authors: Gregory Pierce, Britta McOmber, and J.R. DeShazo
California will require a transformation of its light-duty vehicle fleet in order to meet statewide air quality and climate change goals. As a percentage of household earnings, lower-income populations face disproportionate costs to maintain and operate a vehicle. Optimally priced incentives and financing options can therefore promote household economic well-being while generating broader environmental benefits. To do so, financial incentives should be designed to accelerate the retirement and replacement of older, high-polluting vehicles and increase the adoption of clean vehicles. Yet several challenges persist in enabling low- and moderate-income households to adopt near-zero and zero-emission vehicles in California.
This report, based on an LCI survey of 1,604 low- and moderate-income households, assesses current policies and informs future strategies intended to improve clean vehicle access and use by low- and moderate-income households in California. The results help identify effective policy approaches to improve access to, and adoption of, clean vehicles.
Evaluating a Smog Repair Program for Low-Income Californians (2018 report)
Authors: Gregory Pierce and Rachel Connolly
LCI researchers analyzed data from the San Joaquin Valley’s smog test and vehicle repair program known as Tune In & Tune Up. We found that the program is a model that other regions could use to efficiently reduce emissions from cars and other light-duty vehicles while addressing the mobility needs of low-income households. It is one of the first transportation programs in the nation premised on jointly achieving efficiency, equity, and environmental objectives, and is now informing a grassroots outreach pilot program, led by the Liberty Hill Foundation, bringing clean vehicle, clean energy, and financial assistance programs to low-income households in Los Angeles County.
Assessing the Design and Implementation of a Clean Vehicle Program for Low-Income Households (2017 report)
Authors: Gregory Pierce and J.R. DeShazo
The Enhanced Fleet Modernization Program (EFMP) Plus-Up pilot program is helping hundreds of low-income drivers get out of old, inefficient vehicles and into cleaner, more efficient cars. This LCI report describes how the EFMP Plus-Up pilot was implemented in the two air districts chosen for the pilot phase, the San Joaquin Valley Air Pollution Control District and South Coast Air Quality Management District, during the first year of program operation. The research is informing the state’s expansion of the program (now renamed Clean Cars 4 All) to other parts of California.
A previous study and article from LCI informed the design of the EFMP Plus-Up pilot. That research found that policymakers could facilitate more emission reductions by strategically linking vehicle purchase incentives with vehicle retirement incentives, which consequently the California Air Resources Board designed EFMP Plus-Up to do in support of low- to moderate-income households.
Increasing Clean Vehicle Rebates for Low- and Moderate-Income Drivers (2016 paper)
Authors: Tamara Sheldon, J.R. DeShazo, and Richard Carson
More Californians can now afford clean vehicles, in part thanks to research involving the LCI. The researchers assessed the performance of alternative rebate designs for plug-in electric vehicles and compared these alternatives in terms of cost-effectiveness and equity. They found that providing progressive rebate levels based on consumer income levels would provide benefits within those performance criteria. These findings helped inform the adoption of California’s progressive rebate system in which low- and moderate-income drivers receive an additional $3,000 to $6,500 in financial incentives to purchase a clean vehicle. Additionally, income rules for most rebates limit eligibility to households with less than $500,000 in annual income.
See the LCI’s Transportation Program page, including our Clean Mobility for Low-income Households initiative, for other examples of how LCI scholars are influencing transportation policy and programs to benefit low-income households and communities.
Electric Vehicle Infrastructure Planning
High Power Electric Vehicle Charging for Residents of Multi-unit Housing (Current project)
Researchers: James DiFilippo and J.R. DeShazo
LCI is partnering with EVgo, America’s largest public network of electric vehicle fast chargers, on a high-power charging pilot program. The collaborative study is evaluating the potential for centralized fast charging as a model – similar to gas stations – to support electric vehicle ownership by residents in apartments and other multi-unit dwellings (MuD). The research consists of three main tasks:
- assess baseline infrastructure availability and fast-charging use in the MuD resident customer segment,
- evaluate service that MuD residents receive at the fast charging pilots, and
- analyze charging behavior at the pilot locations compared to other fast chargers.
The research could reveal whether the centralized fast-charging model influences the adoption of electric vehicles. As such, it could inform future infrastructure investments to support the electrification of cars driven by MuD residents, who are often low- and moderate- income.
Overcoming Barriers to Electric Vehicle Charging in Multi-unit Dwellings: Westside Cities Case Study and South Bay Case Study (2017 and 2016 reports)
Authors of 2017 report: Jason Karpman, Norman Wong, and J.R. DeShazo
Authors of 2016 report: Alex Turek and J.R. DeShazo
These two reports explore barriers and opportunities to plug-in electric vehicle adoption for residents of apartments and other multi-unit dwellings, using the South Bay and the Westside Cities subregions of Los Angeles County as case studies. The lessons learned are relevant to other areas as well. The studies were supported by the Southern California Association of Governments and the California Energy Commission.
See the LCI’s EV Infrastructure Planning page for other examples of how LCI scholars are informing a strategic expansion of EV infrastructure.