I wrote an article some time ago for the CTPP Status Report (April 2006) that discusses transit dependent populations (see link below).  I was struggling with how to identify transit dependent populations in urban areas without double county (elderly disabled, elderly low-income, low income disabled, etc.).  I came up with a very basic equation that subtracted the number of autos available by the number of auto drivers (16+).  This helped define where transit dependent populations live regardless of income, age, disability, etc.  This doesn’t help identify choice riders like myself that live in the suburbs and just prefer to take the bus but it might be useful for those that are looking to create new or expand transit service in the more urban areas.

 

http://www.trbcensus.com/newsltr/sr0406.pdf

 

Todd Steiss

 

Todd A. Steiss, AICP, GISP
Senior Planner

 

Parsons Brinckerhoff

121 West Trade Street, Suite 1950
Charlotte, NC 28202

Direct: 704-342-5411
Main: 704-342-5401

Mobile: 704-906-7706
Fax: 704-342-8472

Email: steiss@pbworld.com

 

 

 

All:

 

My apologies for opening such a can of worms with my reply regarding FHWA/FTA reviews of MPO Benefits & Burdens analysis documents.  Many of you are aware of these issues, but I’d like to address some questions that have arisen, if I may…

 

‘Environmental Justice’ traces many of its origins to Title VI of the Civil Rights Act of 1964, which says that “No person in the United States shall, on the basis of race, color, or national origin be excluded from participation in, be denied the benefits of, or be subjected to discrimination under any program receiving Federal financial assistance.”

 

In 1994, then-President Clinton issued Executive Order 12898 that extends those rights by mandating that “Each Federal agency shall make achieving environmental justice part of its mission by addressing, as appropriate, disproportionately high and adverse human health or environmental effects of its programs, policies, and activities on minority populations and low-income populations.”

 

Furthermore, through various pieces of legislation and legislative guidance, the spirit and intent of Environmental Justice—if not the letter of the law--has been extended to other groups such as the elderly, those with Limited English Proficiency and those with disabilities (see the Americans with Disabilities Act).  These issues are particularly pronounced in the transportation realm in that, through highway, transit, pedestrian and all other modes, movement affects ALL persons from ALL walks of life.  We, as transportation practitioners, need to ensure that we are addressing these persons (note that the legislation specifically says “persons” and “populations”, not “citizens”) in our planning and programming.

 

The question regarding vehicle ownership as a “protected class” under E.J. is interesting.  While vehicle ownership for most of us is a choice, those with limited income and/or certain disabilities are, by virtue of their situations, precluded from vehicle ownership.  For them, it is not a choice.  In our MPO and, I suspect many MPO’s, overlaying a map of low-income households with a map of zero-car households would show striking similarities.  Very walkable and/or expensive cities like New York and Philadelphia have a wealth of transportation options that allow many residents a car-free lifestyle.  Complete transit systems, ZipCar-like institutions, mixed use development (and redevelopment) all work in conjunction with each other to allow car-free CHOICES for residents.  In many smaller cities, that lifestyle is not a choice but a function of circumstance.

 

Sorry for the rant; please don’t exorcise me from this list.  The discussion is inspiring and useful!  Back to DATA crunching…