The Future of California Transportation Revenue

Stable, predictable, and adequate transportation revenues are needed if California is to plan and deliver an excellent transportation system. This report provides a brief history of transportation revenue policies and potential futures in California. It then presents projections of transportation revenue under the recently enacted Senate Bill 1, the Road Repair and Accountability Act of 2017. Those revenue projections are compared with projections of revenue should SB 1 be repealed by voters in the November 2018 election. State-generated transportation revenues will be higher under SB1 than if the act is repealed. For 2020, the mean projection is that the state will collect $10.4 billion with SB1 in place and$6.6 billion without it, a difference of $3.8 billion. Over time, changes in fuel economy and other factors will change annual revenue By 2040, the mean projection is that the state will collect$8.6 billion with SB1 and $3.4 billion without it, a$5.2 billion difference. The total of all state transportation revenue collected between 2018 and 2040, assuming no other revisions to transportation revenue programs during these years, will be about $100 billion less if SB 1 is repealed than if the law is retained. The final section of the report addresses public attitudes toward transportation tax and fee policies, since future any policy changes must be informed by public willingness to consider revenue increases and opinions about which taxes or fees would be most appropriate

The Impact of ZEV Adoption on California Transportation Revenue

Former California Governor Jerry Brown set an ambitious target for the state to reach five million zero-emission vehicles (ZEVs) by 2030. The policy is intended to reduce greenhouse gas emissions, but progress toward this target will also affect future state-generated transportation revenues collected from vehicle owners and operators. A central concern for policymakers is to estimate the magnitude of the revenue impact. We used a simple spreadsheet model to project future transportation revenue in California through 2040 under two scenarios. The first scenario assumes that ZEV ownership continues at its historical rate of net increase, approximately 26,000 vehicles per year (the “low-adoption scenario”). The second scenario assumes that California reaches its goal of five million ZEVs by 2030 (the “high-adoption scenario”). The projections are for light duty vehicles and do not address the possibility that heavy trucks may over time also adopt alternative fuels

The Impact of the COVID-19 Recovery on California Transportation Revenue: A Scenario Analysis through 2040

The COVID-19 public health emergency has affected every aspect of life in California, reducing social and economic activity. Less activity translates to less travel, and less travel leads to less revenue generated from taxes on motor fuels. As California emerges from the COVID-19 crisis and returns to more normal levels of activity, the state must plan transportation system operations and maintenance in the context of deep uncertainty regarding future revenue. To help decision makers navigate that uncertainty, we used spreadsheet models to estimate the impacts of different economic recovery scenarios from the COVID-19 pandemic on state-generated transportation revenue. Because it is not possible to anticipate future economic conditions, travel volumes, and vehicle markets with certainty, we created six potential economic recovery scenarios and projected future transportation revenue in California through 2040 under each. Scenarios cannot foretell which conditions will predominate in future decades, but scenario analysis helps state officials assess the impact of different economic futures and policy choices, including policies to change the rates of adoption of alternative-fueled vehicles. Key findings include: The projections from the six scenarios demonstrate that California transportation revenue by 2040 could range widely, from as little as $6.5 billion to as much as$10.9 billion, if the assumptions and conditions used to create particular scenarios are realized over time. The cumulative revenue raised between 2020 and 2040 varies by more than $40 billion across the scenarios, from$153 billion to $195 billion. In 2020, taxes on fuels will generate roughly three-quarters of state-generated transportation revenue. By 2040, however, taxes on fuels will generate a much smaller percentage of overall revenue. For example, in four of the six scenarios they generate less than a quarter of revenues

Differences in ride-hailing adoption by older californians among types of locations

Ride-hailing services such as Lyft and Uber can complement rides offered by family, friends, paid providers, and public transit. To learn why older adults might wish to use ride-hail, we conducted an online survey of 2,917 California respondents age 55 and older. Participants were asked whether they would value four features hypothesized to be benefits of ride-hailing. We specified binary logit models and used market segmentation to investigate whether there were location-based differences in the use of ride-hailing. Our analysis showed that women, city dwellers, persons with disabilities, and those who rely on others for rides were more open to ride-hailing. Women in suburbs or small town/ rural settings were more likely to ride-hail than their male counterparts for reasons of independence, fear of being lost while driving, or getting help with carrying bags. Urban women, in contrast, were less likely than their male counterparts to ride-hail for these reasons. High-income individuals in suburbs or small town/rural locations were more likely to ride-hail than low-income respondents, while high-income urban residents were less likely to ride-hail. Adoption of ride-hailing services and the reasons for doing so showed strong variability by location even among respondents with similar socio-demographic attributes

Will Ride-Hailing Enhance Mobility for Older Adults? A California Survey

Ride-hailing services such as Lyft and Uber offer a potential mobility option for the growing numbers of aging Californians who risk social and economic isolation if they cannot drive for health or financial reasons. They could also serve older adults who currently have mobility options but would prefer a ride-hailing alternative for at least some trips. This study addressed whether and how older Californians use ride-hailing, as well as the potential of this travel mode to meet the needs of older adults now and in the coming decade. An online survey was completed by 2,917 California adults aged 55 and older. This age range was chosen to include both current seniors (age 65 and older) and individuals who will soon be entering that age group (age 55 to 64). The survey explored whether older Californians who have access to the internet used ride-hailing, how comfortable they were with ride-hailing service features that might present barriers to usage, whether they would value potential new ride-hailing service features designed to improve safety, accessibility, and payment options, and what reasons (if any) they saw to use ride-hailing. We also collected data on various factors hypothesized to influence ride-hailing use and behaviors, such as use of the internet and online banking. Key survey findings indicated that 44% of respondents 65 years old and older had experienced ride-hailing and 27% had booked a ride themselves via phone or using the app. Also, the potential new ride-hailing service features that appealed to large numbers of today’s and tomorrow’s seniors include having a driver trained to help older passengers and the option to pay with a ride-hailing card that is not linked to a bank account or credit card. Results also indicated that there were fewer large variations by personal characteristics than we anticipated would influence ride- hailing behavior and attitudes, such as gender, age, and regular use of technology. However, there were some clear differences by population subgroups, most noticeably by income, education, community type (e.g., urban vs. rural), and use of public transit

The Immune Adaptor SLP-76 Binds to SUMO-RANGAP1 at Nuclear Pore Complex Filaments to Regulate Nuclear Import of Transcription Factors in T Cells

While immune cell adaptors regulate proximal T cell signaling, direct regulation of the nuclear pore complex (NPC) has not been reported. NPC has cytoplasmic filaments composed of RanGAP1 and RanBP2 with the potential to interact with cytoplasmic mediators. Here, we show that the immune cell adaptor SLP-76 binds directly to SUMO-RanGAP1 of cytoplasmic fibrils of the NPC, and that this interaction is needed for optimal NFATc1 and NF-κB p65 nuclear entry in T cells. Transmission electron microscopy showed anti-SLP-76 cytoplasmic labeling of the majority of NPCs in anti-CD3 activated T cells. Further, SUMO-RanGAP1 bound to the N-terminal lysine 56 of SLP-76 where the interaction was needed for optimal RanGAP1-NPC localization and GAP exchange activity. While the SLP-76-RanGAP1 (K56E) mutant had no effect on proximal signaling, it impaired NF-ATc1 and p65/RelA nuclear entry and in vivo responses to OVA peptide. Overall, we have identified SLP-76 as a direct regulator of nuclear pore function in T cells

Development of gene‐based SSR markers in winged bean (Psophocarpus tetragonolobus (L.) DC.) for diversity assessment

Winged bean (Psophocarpus tetragonolobus) is an herbaceous multipurpose legume grown in hot and humid countries as a pulse, vegetable (leaves and pods), or root tuber crop depending on local consumption preferences. In addition to its different nutrient‐rich edible parts which could contribute to food and nutritional security, it is an efficient nitrogen fixer as a component of sustainable agricultural systems. Generating genetic resources and improved lines would help to accelerate the breeding improvement of this crop, as the lack of improved cultivars adapted to specific environments has been one of the limitations preventing wider use. A transcriptomic de novo assembly was constructed from four tissues: leaf, root, pod, and reproductive tissues from Malaysian accessions, comprising of 198,554 contigs with a N50 of 1462 bp. Of these, 138,958 (70.0%) could be annotated. Among 9682 genic simple sequence repeat (SSR) motifs identified (excluding monomer repeats), trinucleotide‐repeats were the most abundant (4855), followed by di‐nucleotide (4500) repeats. A total of 18 SSR markers targeting di‐ and tri‐nucleotide repeats have been validated as polymorphic markers based on an initial assessment of nine genotypes originated from five countries. A cluster analysis revealed provisional clusters among this limited, yet diverse selection of germplasm. The developed assembly and validated genic SSRs in this study provide a foundation for a better understanding of the plant breeding system for the genetic improvement of winged bean

Insights from the media into the bird trade in India: an analysis of reported seizures

India has an extensive bird trade that provides income and livelihoods for many people but involves considerable unregulated and illegal activity, threatening both native and exotic species and posing potential health risks to people and wildlife. Action to curb illegal trade is vital, but there is currently a lack of information on trade routes and the species involved to inform the development of strategies to address such trade. We therefore examined media reports of bird trade seizures published during 2010–2020 as a cost-effective approach to gaining insights into the composition and structure of the bird trade in India. We collected 182 media reports referring to 109 seizure events by searching for keywords on popular search engines and Indian newspaper websites. We found that 25,850 birds were seized, most frequently members of the family Psittacidae. Of the 58 species identified, 18 were native and 40 non-native to India. The greatest numbers of birds were seized in Uttar Pradesh. Analyses of trade networks indicate that Uttar Pradesh is an important trade hotspot particularly for native species and has strong transnational connections with neighbouring Nepal. We identified West Bengal as an important trade hotspot, particularly for non-native species, probably because of its extensive land borders with neighbouring countries, including Bangladesh. Our study highlights priority areas for interventions as well as key knowledge gaps that need to be addressed to facilitate the development of strategies to manage illegal, unsustainable and otherwise harmful trading of birds