Los Angeles County (LAC) low-income communities of color experience uneven asthma rates, evidenced by asthma emergency department visits (AEDV). This has partly been attributed to inequitable exposure to diesel particulate matter (DPM). Promisingly, public parks and open space (PPOS) contribute to DPM mitigation. However, low-income communities of color with limited access to PPOS may be deprived of associated public health benefits. Therefore, this novel study investigates the AEDV, DPM, PPOS nexus to address this public health dilemma and inform public policy in at-risk communities. Optimized Hotspot Analysis was used to examine geographic clustering of AEDVs, DPM, and PPOS at the census tract unit of analysis in LAC. Ordinary Least Squares (OLS) regression analysis was used to examine the extent to which DPM and PPOS predict AEDVs. Finally, Geographic Weighted Regression (GWR) was employed to account for spatial dependence in the global OLS model. Optimized Hotspot Analysis confirmed significant clustering of elevated AEDVs and DPM in census tracts with reduced PPOS. After controlling for pertinent demographic characteristics (poverty, children, race/ethnicity), regression analysis confirmed that DPM was significantly positively associated with AEDVs, whereas PPOS was significantly negatively associated with AEDVs. Furthermore, GWR revealed that 71.5% of LACs census tracts would benefit from DPM reductions and 79.4% would benefit from PPOS increases toward redressing AEDVs. This is the first study to identify AEDV reductions in census tracts with higher concentrations of PPOS. Thus, reducing DPM and increasing PPOS may serve to improve asthma outcomes, particularly in low-income communities of color.
When COVID-19 swept into the United States in early 2020, it upended two patterns of behavior critical to transportation funding: how people traveled and where economic activity occurred. This study explored how, one year into the pandemic, experts in California believed that the COVID-19 pandemic was impacting local transportation budgets. We interviewed 34 funding experts who represented local transportation and public works departments, state officials, and municipal finance experts. In these conversations, conducted from December 2020 to March 2021, we asked interviewees how they saw COVID-19 impacting their overall local transportation budgets in the short and long term as well as which specific revenue sources were particularly effected. Key findings were as follows: the transportation revenue impacts from COVID-19 varied greatly by place, mode, and type of local government; public transit was the mode that experienced the most drastic change in transportation revenues; federal coronavirus relief funds allowed essential services to continue through the pandemic; the shift to telework had an enormous impact on transportation budgets by changing the location of taxable activities and thus reallocating revenue differently across local jurisdictions; and COVID-19 spotlighted long-term challenges with both motor fuel taxes and the distribution of sales tax from online purchases.
Urban street networks in the United States have been primarily designed for automobile traffic with negligible considerations to non-motorized transportation users. Due to environmental issues and quality of life concerns, communities are reclaiming street spaces for active modes and slowing the speeds in their downtown. Moreover, tactical urbanism, i.e., the use of street space for innovative purposes other than moving automobile traffic, is becoming attractive due to reduced automobile travel demand and the need for outdoor activities in the age of the COVID-19 pandemic. This study provides details of the modeling of an urban downtown network (in the City of San Jose) using microscopic traffic simulation. The model is then applied to evaluate the effectiveness of street design changes at varying demand scenarios. The microsimulation approach was chosen because it allows for the detailed modeling and visualization of the transportation networks, including movements of individual vehicles, bicyclists, and pedestrians. The street design change demonstrated here involves one-way to two-way street conversion, but the framework of network-wide impact evaluation may also be used for complete street conversions. The base conditions network was also tested under different travel demand reduction scenarios (10%, 20%, and 30%) to identify the corridors in the city network in which the tactical urbanism strategies (e.g., open-air dining) may be best accommodated. The study provides framework for the use of a microscopic model as part of a decision support system to evaluate and effectively implement complete streets/tactical urbanism strategies.
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