Using Public Transportation to Reduce the Economic, Social and Human Costs of Personal Immobility (1998) / Chapter Skim
Currently Skimming:
2. Immobility Issues
2. Immobility Issues
Pages 17-42
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From page 17... ...
, has a lower than average income, and lives in the central part of a large urban area, according to an analysis of the 1990 Nationwide Personal Transportation Survey.
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According to the 1990 Nationwide Personal Transportation Survey, there is a relationship between ethnicity and travel. Nearly 40% of central city AfricanAmerican households were without access to an automobile, compared to fewer than one out of five white central city households.
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Geography and Economics of Opportunity Job Opportunities for Inner-CitY Residents Changing land use patterns and resulting economic development locations have had a profound impact on employment opportunities for residents of the inner city. During the past 40 years, nearly two out of every three new jobs have been created in the suburbs of metropolitan areas, and most of the new jobs are not accessible by public transportation.~7)
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Overall, among the lessons learned is that reverse commute transportation services alone will not address the employment mismatch between the suburbs and inner-city residents. Transportation access is not the problem, but it is certainly part of the problem.
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Efforts to Improve Basic Services Within Inner CitY Site visits to both Philadelphia and Los Angeles point to the lack of basic services, such as a grocery store, in many inner-city neighborhoods. Residents have to rely on more expensive convenience stores and spend a higher percentage of their low incomes on food.
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, fanfare for the demolition of the old abandoned station overpass is expected to draw continued external political support for the project. Improving public transportation services and attracting basic services go hand-to-hand, according to · commum ;y orgamzers.
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Deficient Rural and Small Town Transit Services Much of rural America remains unserved by public transit. According to the Community Transit Association of America (CTAA)
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The Rio Grande Valley Empowerment Zone Corporation is reluctant to use Empowe~-~ent Zone funds as seed money because it is fearful that longer term operating assistance will not be available after the demonstration period is over. Federal Transit Administration staff who were interviewed said that a constraint on public funding and a failure to develop more diverse sources of funding is a primary barrier to improving mobility.
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4. The transit industry generates indirect benefits to the local, state, and national economy in terms of jobs created and business revenues from operating and capital investments.
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In urban transportation, as in other areas, government programs proliferated to meet the problems faced by the transportation disadvantaged. This section describes six significant public policy efforts to provide public transportation that addresses the economic, social, and Herman costs of immobility: Development of Public Transportation Reverse Commute Services Demand Responsive Services Fare Subsidy Programs Livable Communities Social Services Coordination 2-10
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The development and maintenance of core public transportation services, however, has been reliant on a number of public policy efforts to ensure that public transportation services remain a viable choice. The twentieth century has seen a significant transformation in public transportation service levels and in how transit agencies are organized and funded.
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After hitting a low in the 1970s, the infusion of public funding enabled the maintenance of core public transportation services, and patronage continued to rise slowly through 1990. While this basic network is widely available, and transit service has improved in many cities, Arthur Saltzman conclucles that "most passengers are still those who do not have easy access to an automobile and are thus captive to the transit system".~23)
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l990s Reverse Commute Programs There has been renewed interest in reverse commute programs in the l990s. According to a 1993 survey by the American Public Transit Association, 458,500 riders were utilizing 37 reverse commute programs.
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For every $! invested in the program, there is an annual net economic benefit of $26.60 SEPTA's Horsham Breeze Shuttle Developers initiated discussions with the Southeastern Pennsylvania Transportation Authority (SEPTA)
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Another example, from the Compendium in Chapter 5, further illustrates these keys to success in the 199Os reverse commute programs: Bridges to Work Bridges to Work is an $S million project funded primarily from the Ford Foundation and the federal Housing and Urban Development Department. Its goal is to combine reverse commute transportation services with job placement and support services in five metropolitan regions.
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(27) An array of state programs also provide significant funding for demand responsive services directed at the transportation disadvantaged.
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City of Fremont's Travel Training Project Unlike the two programs described above, the Travel Training Project developed by Fremont, a suburban city of 190,000 located in Northern California, seeks to increase mobility for the elderly and people with disabilities by decreasing their reliance on demand responsive services. Goals are to expand travel options and create long term behavioral change by training this population to ride fixed-route, public transit.
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The Compendium includes additional examples of demand responsive services, such as the San Diego DART in California, which uses vans as feeders to fixed routes, picking up callers in suburban and rural areas and transporting them to a transfer point for the mainline bus routes. Reduced Fares Historically, mechanisms to reduce fares have been focused on the elderly and people with disabilities.
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increasing access to or generating employment through high quality communityoriented transit services and facilities; and 4) serving, where appropriate, as the transportation component for the Empowerment Zones and Enterprise Communities (EZ/EC)
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While not formally Livable Communities Initiative projects, examples in the Compendium of a Neighborhood Travel Center in Texas and the BroadwayManchester Transit Center in Los Angeles follow the Initiative's principle of strengthening the link between transit and community planning. Social Services Coordination While coordination of public transportation with the transportation provided through the social service system has long been a goal, the goal has been difficult to achieve.
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Florida has developed a five-year plan and has designated an official planning agency in each county to coordinate services for the transportation disadvantaged. California state law allows for the designation of a consolidated transportation service agency to coordinate social service agency demand responsive services through such actions as joint dispatching, purchase of vehicle insurance, driver training and shared vehicle use.
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refer to these practices described above in other sections: MDTA's Medicaid Metropass Program ; MTA's Immediate Needs Transportation Program; PDRTA's 24-hour rural commute service; and OATS, INC.
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hi) Blake, S., Inner City Minority Transit Needs in Accessing Suburban Employment Centers: Final Report of the Project to Assess and Address Suburban Employment Centers.
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(11) Blake, S., Inner City Minority Transit Needs in Accessing Suburban Employment Centers: Final Report of the Project to Assess and Address Suburban Employment Centers.
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(25) American Public Transit Association, Access to Opportunity, A Study of Reverse Commute Programs, Washington, D.C.
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