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This report outlines a framework for mobility equity, or a transportation system that increases access to high quality mobility options, reduces air pollution, and enhances economic opportunity in low-income communities of color. Decades of local, regional, and state transportation plans and investments have not adequately responded to the mobility needs of low-income communities of color, reinforcing unequal land-use patterns and contributing to disproportionate health and economic impacts. Today, technological advancements are making it easier to address community-identified mobility needs with a multitude of clean transportation options. However, we lack the planning, policy, and decision-making structures that will equitably deliver mobility benefits to low-income communities of color. To establish a transportation system that benefits all people, California must embrace an equitable deployment of investments and policy interventions to prioritize the mobility needs of low-income individuals of color and address the historical neglect they have experienced. This type of reform must center social equity and community power as primary values in all transportation planning and decision-making. To get there, this paper proposes a framework designed to elevate these values and address structural inequities through an adaptable, customizable process for community, advocates, and transportation decision-makers.
This issue brief analyzes the inclusion of people of color in the workforce, contracting networks, and supply chains from 2014-2016 of eight federal government offices: Consumer Financial Protection Bureau, Federal Reserve Board of Governors, Federal Deposit Insurance Corporation, Federal Housing Finance Agency, National Credit Union Administration, Office of the Comptroller of the Currency, US Securities and Exchange Commission, and the US Department of the Treasury Departmental Offices.
Supplier diversity is a powerful tool for economic development in communities of color. Minority Business Enterprises (MBEs) are more likely to operate as small businesses and employ locals, making them a pillar for communities of color. Contract opportunities from larger corporations allow MBEs to generate wealth, create jobs, and grow their businesses. Unfortunately, MBEs are still less likely than their white counterparts to break through the “old boy network” and obtain these contracts. Supplier diversity initiatives require neither quotas nor mandates for contracting with diverse businesses. Instead, they consist of intentional practices meant to improve access and opportunities for MBEs and level the playing field. From accounting to paperclips, banks annually spend trillions of dollars contracting with businesses for goods and services. These contract dollars create economic ripples that promote business growth, job creation, anddrive market innovation. In short, how banks spend money matters to the community. This contract spending is especially important to diverse communities and their local minority business enterprises. Even in the volatile economy of 2002 to 2010, MBEs consistently outpaced the growth of their white counterparts by total number of businesses and gross receipts. Nonetheless, MBEs experience barriers to winning contracts and generally do less business with banks. This report analyzes 2012-2014 supplier diversity spending at California’s eight largest banks.
As opposed to conventional data and metrics, this report uses newer data sources and more advanced analytic tools to study Sacramento’s transportation system. In particular, this report utilizes accessibility metrics to identify locations with poor connections to existing transit, explain people’s travel behavior in those places, and evaluate possible improvements at key locations.
Transit is a powerful force for facilitating employment density and therefore, reaping the benefits of firms and people clustering together in cities. In order to counter the rising trend towards job sprawl (which holds important equity implications), policy makers at the local and regional levels are posing transit as a central mechanism for concentrating future employment growth in higher density, more accessible districts. This report explores how industries vary in their proclivity to locate in higher density, transit-served locations and assesses which industries have experienced recent growth near transit in absolute numbers. The outcome of this analysis is a better understanding of the types of industries that may have a greater propensity to be transit-oriented.
Many children of color and children from low-income families enter kindergarten without the academic skills they need to succeed; these disparities in skills early on likely contribute to later achievement gaps observed during elementary school, for children who enter kindergarten already behind are unlikely to catch up. Using empirical evidence, this report suggests that implementing a high-quality universal, publicly funded, pre-k program would significantly enhance children’s development, reduce achievement gaps at kindergarten entry, and even have long-term benefits for children’s long-term school trajectories.
The current federal Child Tax Credit (CTC), which provides up to $2,000 per child, is designed to provide an income boost to parents or guardians of children and other dependents. However, many low-income families do not receive the full benefit of the federal credit due to an earnings requirement and lack of full refundability for families with low incomes. A state-level CTC could redress some of the shortcomings of the current federal credit. By eliminating the requirement for earnings, along with the phase-in, and making the credit fully refundable, low-income families would be eligible for the full benefit, ultimately reducing child poverty.
The benefits of transportation investments are not distributed equally among communities, as some social groups have not reaped the rewards of developed transportation infrastructure. This report uses GIS software, U.S. Census data, and the Bicycle Equity Index to spatially identify populations in relation to the provision of bicycle infrastructure, in order to investigate the city of Chicago’s level of accessible, equitable biking. This analysis is used to create several maps that indicate areas in need of priority investment.
The League of American Bicyclists is a national membership organization that champions bicycling through policy and movement building. Firmly committed to equity, the League believes that bike equity can be achieved through the inclusion of diverse community voices in creating streets for diverse users. This report assesses the Leagues strides towards equity, outlining the organization’s commitment to equity, diversity, and inclusion (EDI), the timeline of their EDI work, where they see EDI influencing their strategic direction and programs, lessons they have learned, and their future plans.
When setting the national bike advocacy agenda, the League of American Bicyclists believes that it is important to include a range of different perspectives, particularly from youth voices; not only does this empower younger participants, but it is a necessary first step toward championing an equitable bike movement where more people of color and others with marginalized perspectives can contribute. This report outlines recommendations for how the League of American Bicyclists could provide a meaningful role for youth and marginalized voices, and provides suggestions for how adults can be allies in supporting youth ideas, rather than expecting them to take on adults’ perspectives.