Globally, the construction industry is responsible for 10% of the greenhouse gas emissions (GHG) produced by human activities. In California, off-road construction equipment is the second-largest contributor to off-road GHGs. The electrification of construction equipment holds promise not only in reducing GHGs but also in curbing air pollution (specifically PM2.5 and NOx emissions), mitigating noise pollution, and minimizing disruptive vibrations, which is of particular significance in densely populated urban areas. However, a key obstacle in transitioning construction equipment to zero emissions, whether on-road or off-road, is the need to establish reliable, high-voltage charging infrastructure at various locations. This infrastructure must be accessible not only at fixed sites like depots and maintenance facilities but also on dynamic construction sites. This project will investigate strategies for establishing and utilizing charging infrastructure for both on-road and off-road construction equipment in California. To achieve this, the researchers will conduct interviews with leading construction rental companies in the United States, survey battery-electric construction equipment manufacturers, collaborate with contractors, survey California's power utilities, consult with the California Air Resources Board, and examine international experiences in promoting battery-electric construction equipment, primarily in Europe. The findings from this project will assist California in formulating suitable policies for transitioning to zero-emission construction equipment and in effectively managing infrastructure projects in collaboration with the industry.

Fares for both conventional fixed-route transit (FRT) and microtransit significantly impact demand, traveler costs, and transit agency revenues. While crowding is typically not an issue for most FRT systems in California, microtransit’s smaller vehicles make it more prone to “crowding,” where demand temporarily exceeds service capacity. This can result in long wait times or service rejections, especially during peak periods. Fares can help manage peak demand, but fare increases can be controversial, as many users rely on transit for essential travel. This study will explore the effects and trade-offs of various fare levels (e.g., $2, $5, $10) and fare structures (e.g., flat, distance-based, time-of-day-based, or means-tested discounts) on microtransit and integrated systems combining microtransit with FRT. The research team will evaluate factors such as transit revenues, ridership by mode, subsidies per trip, traveler costs, wait times, rejection rates, travel times, mode share, vehicle miles traveled, and other key metrics.