Practical Approaches for Involving Traditionally Underserved Populations in Transportation Decisionmaking (2012) / Chapter Skim
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From page 33... ...
2-1 As discussed in the prior chapter, this nation has made a commitment to equal protection of the laws through the Constitution's 14th Amendment and its Equal Protection Clause, through Title VI of the Civil Rights Act of 1964 (as extended) , and through regulations and executive orders on environmental justice (Executive Order 12898)
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2-2 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking U.S. Population Size and Growth Trends Between 1970 and 2009, the size of the U.S.
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patterns, trends, and Factors Driving Change 2-3 growing. This spatial redistribution of growth changed the regional balance of political power in the U.S., and how national fiscal resources were allocated.
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2-4 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking and ensure mobility of persons and goods in the face of population growth and to adapt to the nation's changing social composition. Establishing favorable conditions for a productive economy has been an essential responsibility for governing institutions and decisionmakers at all levels of government (federal, state, regional, and local)
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patterns, trends, and Factors Driving Change 2-5 Reinventing the nation's existing metropolitan regions will require persuasive, forward-looking leadership to tackle big issues and to make difficult choices within their region. Technically rigorous research will be needed from agencies and practitioners to inform decisionmakers about these issues and the possible trade-offs associated with solutions.
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2-6 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking minorities, Blacks, Hispanics, and Other (i.e., persons of more than one-race) are the least spatially assimilated -- that is, the most concentrated in the nation's cities.
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patterns, trends, and Factors Driving Change 2-7 Spatial Distribution: Rank Metro Area 2009 Population Share Metro Area Population In Principal Cities Percent of Principal City Principal Cities Share Outside Principal Cities Hispanic 1 Los Angeles, CA 5, 763, 181 44.
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2-8 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Hispanic populations since 2000 were in the Southeast and include Cape Coral–Fort Myers (FL)
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patterns, trends, and Factors Driving Change 2-9 District of Columbia. Cost-of-living adjustments are made for those living in Alaska and Hawaii, but not for the other 48 states and the District of Columbia.
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2-10 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 19 73 19 75 19 77 19 79 19 81 19 83 19 85 19 87 19 89 19 91 19 93 19 95 19 97 19 99 20 01 20 03 20 05 20 07 20 09 Pe rc en t i n Po ve rt y All Races White (not Hispanic) Black Asian Hispanic (all Races)
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patterns, trends, and Factors Driving Change 2-11 Location of the Poor The poor are increasingly spread out over our metropolitan regions, but they are most concentrated in our central cities. In terms of absolute numbers of persons in poverty, those living outside the central city account for nearly as many persons in poverty (17.4 million)
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2-12 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking The foreign-born share of the U.S. population continued to drop in the 1950s and 1960s, bottoming out in the 1970s before steadily increasing until 2009 when the recession slowed the pace of immigration.
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patterns, trends, and Factors Driving Change 2-13 The regions and countries of origin, the customs, English proficiency, and the factors that will drive the nation's future immigrants to the United States may not be fully foreseeable today, but recognition of changing migration patterns and respect for those who arrive will be essential to designing accessible public involvement processes and to reaching a better understanding of the values, needs, and concerns of the nation's increasingly diverse communities and populations. Destinations for Foreign-Born Populations Are Changing Traditional gateways such as California, New York, Texas, and Florida continued to be major points of entry throughout the first decade of the 21st century, but foreign-born persons also arrived in many other states -- more than had ever been recorded in their recent history (see Table 2-7)
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2-14 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Table 2-7. States ranked by number of foreign born: 1990, 2000, 2009.
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patterns, trends, and Factors Driving Change 2-15 they accounted for 80 percent of all foreign-born entering the country in the first decade of the century. Until recently, several Southeastern and Midwestern states had only limited experience as destinations for foreign-born populations.
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2-16 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking (AL) ; Memphis (TN)
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Table 2-8. Metro areas ranked by absolute size and share of foreign-born populations, 2009.
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2-18 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Immigrants are also increasingly settling away from the urban core within metro areas, changing the demographic composition of suburbia. In 1980, 41 percent of immigrants in the U.S.
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patterns, trends, and Factors Driving Change 2-19 residents. This is largely because of the high proportion of immigrants from Mexico.
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2-20 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking But outreach processes through faith-based institutions, social services agencies, settlement organizations, or community centers that work routinely with local foreign-born communities can be particularly valuable in appreciating the extraordinary challenges of adapting to U.S. life and better customizing transportation programs, projects and activities to address their needs and concerns for mobility and accessibility, safety, quality-of-life and participation in civic life.
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patterns, trends, and Factors Driving Change 2-21 but the Near East/South Asian region ceiling was raised to accommodate Iraqi and Bhutanese refugees requiring resettlement.
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2-22 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking with Limited English Proficiency," which reaffirms Title VI of the Civil Rights Acts of 1964 and its prohibition of discrimination on the basis of national origin.
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patterns, trends, and Factors Driving Change 2-23 Linguistically isolated households account for 4.7 percent of all U.S. households and can be particularly difficult to reach without intermediary institutions or individuals to translate communications.
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2-24 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Those who do not speak English at home, often characteristic of the recently arrived foreign born, tend to rely upon public transportation, carpooling, and walking to get to work to a greater extent than those who only speak English at home or who speak English well. The means for transportation to work are compared by the primary language spoken at home in Table 2-14.
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patterns, trends, and Factors Driving Change 2-25 Roughly 3.3 million people, or 1 percent, age 15 and older used a wheelchair or similar device, with 10.2 million, or 4 percent, using a cane, crutches, or walker. About 16.1 million people, or 7 percent of the population 15 years and older, had limitations in their cognitive functioning or had mental or emotional illnesses that interfere with daily activities, including Alzheimer's disease and mental retardation.
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2-26 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking facilities, senior centers, or other community facilities may prove good locations for connecting with persons otherwise unable to attend events. Table 2-16 illustrates that 5.6 percent of those working between 18 to 64 years of age reported having disabilities.
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patterns, trends, and Factors Driving Change 2-27 Means of Transportation and Zero-Car Households Households without a vehicle (i.e., "zero-car") are truly a minority of U.S.
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2-28 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Households without vehicles are also more frequently composed of immigrants (13.1%) than of native-born residents (9.0%)
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patterns, trends, and Factors Driving Change 2-29 (5.2%) and in the principal city within an MSA (8.7%)
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2-30 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking The greatest differences in the median earnings between the higher earners and the lower earners by mode are evident within the MSA outside the principal city. By contrast, the smallest difference in the median earnings by mode can be seen outside the metropolitan regions primarily because median earnings are much lower for most workers (see Figure 2-11)
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patterns, trends, and Factors Driving Change 2-31 "gray" faster than their urban counterparts. Suburban senior growth rates will exceed those in the urban core, and the rise of large numbers of seniors in suburbia -- formerly the destination catering to younger populations and families with children -- will bring new challenges to residents and local governments.
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2-32 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking local levels, understanding these new geographic patterns and demographic changes can assist policy makers in allocating resources for needed transport services, improved service delivery, and facilitation of effective land use planning and public outreach efforts. Low Literacy The National Center for Education Statistics (NCES)
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patterns, trends, and Factors Driving Change 2-33 • Linguistic Isolation -- Foreign-born residents are more likely to have limited English-language skills. Based on current immigration patterns, as the foreign-born population increases, linguistic isolation increases, which is a common characteristic affecting levels of literacy.
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2-34 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Overall, U.S. Internet usage participation rates have increased from 44 percent in 2000 to nearly 80 percent in 2010 of U.S.
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Patterns, Trends, and Factors Driving Change 2-35 between 2000 and 2010, but Whites continue to exhibit disproportionately higher participation rates than Blacks or Hispanics. Similarly, Blacks have also begun to use broadband at home, but their gains are still outpaced by Whites in broadband use at home.
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2-36 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking 0 50,000,000 100,000,000 150,000,000 200,000,000 250,000,000 300,000,000 350,000,000 2000 2001 2002 2003 2004 2005 2007 2008 2009 2010 U.S. Population 0.
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patterns, trends, and Factors Driving Change 2-37 phone access between those earning $75,000 or more versus those earning less than $30,000. This pattern differs from findings often reported for many studies that explore socioeconomic impacts such as housing discrimination, which find correlations between race/ethnicity and income.
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2-38 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking local affected stakeholders, and the like to better connect with others, including governing institutions. As people learn to adapt in this new world, the emerging ICTs will present opportunities and challenges for future civic engagement, public involvement, and effective governance.
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patterns, trends, and Factors Driving Change 2-39 Transportation Cost's Rising Share of Household Budget For people with low incomes, a key limiting factor for where they decide to live is, by definition, the cost of housing. But their rent or mortgage payments do not represent the total cost of living in their home.
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2-40 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking Families living in neighborhoods with a compact urban form were found to enjoy cost savings over those living in dispersed communities. Savings ranged from $1,580 per year in Little Rock or $1,700 in Charlotte to $3,610 in Phoenix or $3,850 in Boston.
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patterns, trends, and Factors Driving Change 2-41 These and other metro areas in their quadrant of the table deliver relatively lower housing costs for working families than other metro areas, but those families on average are likely to endure a trade-off involving higher transportation costs. Notably, their transportation costs also claim a greater share of their household budget than housing -- some by quite significant amounts.
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2-42 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking The demographic composition of the U.S. population will be transformed by economic and social factors such as an aging population and workforce and the need for infusions of students and skilled and unskilled immigrant workers to support the economy and maintain the nation's social institutions and physical infrastructure.
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patterns, trends, and Factors Driving Change 2-43 In 2009, four states were "majority–minority": Texas, Hawaii, New Mexico, and California. The District of Columbia and U.S.
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2-44 practical approaches for Involving traditionally Underserved populations in transportation Decisionmaking media applications that blend traditional media (e.g., film, images, music, spoken and written word) with the interactive power of computers and communications technologies particularly over the Internet.
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patterns, trends, and Factors Driving Change 2-45 transition to a "majority–minority" society over the next two generations cannot become the rationale for weakening the long-standing commitments to the core principles that protect the disadvantaged and traditionally underserved. Transportation systems and services have historically imposed burdens upon communities with disadvantaged populations -- particularly low-income and minority populations and other vulnerable populations who generally did not have access to the decision-making process.
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