This study investigates the impact of urban form and landscaping type on the mid-afternoon microclimate in semi-arid Phoenix, Arizona. The goal is to find effective urban form and design strategies to ameliorate temperatures during the summer months. We simulated near-ground air temperatures for typical residential neighborhoods in Phoenix using the three-dimensional microclimate model ENVI-met. The model was validated using weather observations from the North Desert Village (NDV) landscape experiment, located on the Arizona State University's Polytechnic campus. The NDV is an ideal site to determine the model's input parameters, since it is a controlled environment recreating three prevailing residential landscape types in the Phoenix metropolitan area (mesic, oasis, and xeric).

After validation, we designed five neighborhoods with different urban forms that represent a realistic cross-section of typical residential neighborhoods in Phoenix. The scenarios follow the Local Climate Zone (LCZ) classification scheme after Stewart and Oke. We then combined the neighborhoods with three landscape designs and, using ENVI-met, simulated microclimate conditions for these neighborhoods for a typical summer day. Results were analyzed in terms of mid-afternoon air temperature distribution and variation, ventilation, surface temperatures, and shading. Findings show that advection is important for the distribution of within-design temperatures and that spatial differences in cooling are strongly related to solar radiation and local shading patterns. In mid-afternoon, dense urban forms can create local cool islands. Our approach suggests that the LCZ concept is useful for planning and design purposes.

The City of Phoenix (Arizona, USA) developed a Tree and Shade Master Plan and a Cool Roofs initiative to ameliorate extreme heat during the summer months in their arid city. This study investigates the impact of the City's heat mitigation strategies on daytime microclimate for a pre-monsoon summer day under current climate conditions and two climate change scenarios. We assessed the cooling effect of trees and cool roofs in a Phoenix residential neighborhood using the microclimate model ENVI-met. First, using xeric landscaping as a base, we created eight tree planting scenarios (from 0% canopy cover to 30% canopy cover) for the neighborhood to characterize the relationship between canopy cover and daytime cooling benefit of trees. In a second set of simulations, we ran ENVI-met for nine combined tree planting and landscaping scenarios (mesic, oasis, and xeric) with regular roofs and cool roofs under current climate conditions and two climate change projections. For each of the 54 scenarios, we compared average neighborhood mid-afternoon air temperatures and assessed the benefits of each heat mitigation measure under current and projected climate conditions. Findings suggest that the relationship between percent canopy cover and air temperature reduction is linear, with 0.14 °C cooling per percent increase in tree cover for the neighborhood under investigation. An increase in tree canopy cover from the current 10% to a targeted 25% resulted in an average daytime cooling benefit of up to 2.0 °C in residential neighborhoods at the local scale. Cool roofs reduced neighborhood air temperatures by 0.3 °C when implemented on residential homes. The results from this city-specific mitigation project will inform messaging campaigns aimed at engaging the city decision makers, industry, and the public in the green building and urban forestry initiatives.

In an extreme heat event, people can go to air-conditioned public facilities if residential air-conditioning is not available. Residences that heat slowly may also mitigate health effects, particularly in neighborhoods with social vulnerability. We explored the contributions of social vulnerability and these infrastructures to heat mortality in Maricopa County and whether these relationships are sensitive to temperature. Using Poisson regression modeling with heat-related mortality as the outcome, we assessed the interaction of increasing temperature with social vulnerability, access to publicly available air conditioned space, home air conditioning and the thermal properties of residences. As temperatures increase, mortality from heat-related illness increases less in census tracts with more publicly accessible cooled spaces. Mortality from all internal causes of death did not have this association. Building thermal protection was not associated with mortality. Social vulnerability was still associated with mortality after adjusting for the infrastructure variables. To reduce heat-related mortality, the use of public cooled spaces might be expanded to target the most vulnerable.

Public transit systems have been identified as a critical component to reducing energy use and greenhouse gas emissions associated with the transportation sector to mitigate future climate change impacts. A unique aspect of public transit is its use almost always necessitates environmental exposure and the design of these systems directly influences rider exposure via rider ingress, egress, and waiting. There is a tension between policies and programs which promote transit use to combat climate change and the potential impact an uncertain climate future may have on transit riders.

In the American Southwest, extreme heat events, a known public health threat, are projected to increase between 150 and 840% over the next decade, and may be a health hazard for transit riders. There are opportunities to incorporate rider health risks in the overall planning process and develop alternative transit schedules during extreme heat events to minimize these risks. Using Los Angeles Metro as a case studies, we show that existing transit vehicles can be reallocated across the system to significantly reduce exposure for riders who are more vulnerable to heat while maintaining a minimum level of service across the system. As cities continue to invest in public transit it is critical for them to understand transit use as an exposure pathway for riders and to develop strategies to mitigate potential health risks.

The leading source of weather-related deaths in the United States is heat, and future projections show that the frequency, duration, and intensity of heat events will increase in the Southwest. Presently, there is a dearth of knowledge about how infrastructure may perform during heat waves or could contribute to social vulnerability. To understand how buildings perform in heat and potentially stress people, indoor air temperature changes when air conditioning is inaccessible are modeled for building archetypes in Los Angeles, California, and Phoenix, Arizona, when air conditioning is inaccessible is estimated.

An energy simulation model is used to estimate how quickly indoor air temperature changes when building archetypes are exposed to extreme heat. Building age and geometry (which together determine the building envelope material composition) are found to be the strongest indicators of thermal envelope performance. Older neighborhoods in Los Angeles and Phoenix (often more centrally located in the metropolitan areas) are found to contain the buildings whose interiors warm the fastest, raising particular concern because these regions are also forecast to experience temperature increases. To combat infrastructure vulnerability and provide heat refuge for residents, incentives should be adopted to strategically retrofit buildings where both socially vulnerable populations reside and increasing temperatures are forecast.

With potential for automobiles to cause air pollution and greenhouse gas emissions relative to other modes, there is concern that automobiles accessing or egressing public transportation may significantly increase human and environmental impacts from door-to-door transit trips. Yet little rigorous work has been developed that quantitatively assesses the effects of transit access or egress by automobiles.

This research evaluates the life-cycle impacts of first and last mile trips on multimodal transit. A case study of transit and automobile travel in the greater Los Angeles region is developed. First and last mile automobile trips were found to increase multimodal transit trip emissions, mitigating potential impact reductions from transit usage. In some cases, a multimodal transit trips with automobile access or egress may be higher than a competing automobile trip.

In the near-term, automobile access or egress in some Los Angeles transit systems may account for up to 66% of multimodal greenhouse gas trip emissions, and as much as 75% of multimodal air quality impacts. Fossil fuel energy generation and combustion, low vehicle occupancies, and longer trip distances contribute most to increased multimodal trip impacts. Spatial supply chain analysis indicates that life-cycle air quality impacts may occur largely locally (in Los Angeles) or largely remotely (elsewhere) depending on the propulsion method and location of upstream life-cycle processes. Reducing 10% of transit system greenhouse emissions requires a shift of 23% to 50% of automobile access or egress trips to a zero emissions mode.

A corresponding peer-reviewed journal publication is available here:
Greenhouse Gas and Air Quality Effects of Auto First-Last Mile Use With Transit, Christopher Hoehne and Mikhail Chester, 2017, Transportation Research Part D, 53, pp. 306-320,

There is increasing evidence that vehicle travel in developed countries may have peaked, contradicting many historical travel demand forecasts. The underlying causes of this peaking are still under debate and there has been a mobilization of research, largely focused at national scales, to study the explanatory drivers. There is, however, a dearth of research focused at the metropolitan scale where transportation policy and planning are frequently decided.

Using Los Angeles County, California, as a case study, we investigate the Peak Car theory and whether social, economic, and technical factors, including roadways that have become saturated at times, may be contributing to changes in travel behavior. After peaking in 2002, vehicle travel in Los Angeles County declined by 3.4 billion (or 4.1%) by 2010. The effects of changing fuel prices, fuel economy, population growth, increased utilization of alternate transportation modes, changes in driver demographics, income, and freight are first assessed. It is possible, and likely, that these factors alone explain the reduction in travel. However, the growth in congestion raises questions of how a constricting supply of roadway network capacity may contribute to travel behavior changes.

There have been no studies that have directly assessed how the maturing supply of infrastructure coupled with increasing demand affect travel behavior. We explore regional and urban factors in Los Angeles to provide insight into the drivers of Peak Car at city scales where the majority of travel occurs. The results show that a majority of the decline in VMT in Los Angeles can be attributed the rising fuel prices during the 2000s. While overall roadway network capacity is not yet a limiting factor for vehicle travel there is some evidence that suggests that congestion along certain corridors may be shifting some automobile travel to alternatives. The results also suggest that the relative impact of any factor on travel demand is likely to vary from one locale to another and Peak Car analysis across large geographic areas obscures the nuisances of travel behavior at a local scale.