Transportation 2035 - State of Rhode Island: Division of Planning

December 2012EQUITYInequities in the transportation system can exist as differentials in the levels of benefits (availability or accessibility to facilities, levels of service, investments intransportation systems) provided to different population groups; or in the degree of burdens (negative impacts oftransportation such as inability to access services and jobs, degradation of air quality, noise levels, impacts on water quality,pollution, disruption to communities, etc.) that different communities or geographic areas are called upon to shoulder. Underfederal law (Civil Rights Act of 1964) federal agencies have an obligation to avoid discrimination in the distribution of federalresources and benefits. Executive Order 12898 (Environmental Justice) additionally charges agencies with identifying andaddressing, as appropriate, “disproportionately high and adverse human health or environmental effects” of their programs,policies, and activities on minority populations and low-income populations. Lower income, elderly and minority populations,and persons with disabilities who lack access to an automobile must deal with daunting personal transportation issuescompared to individuals who have automobiles. The transportation needs of suburban and rural populations for access to jobs,medical and other essential services are as acute as in urban areas, and transportation services are generally less available inrural communities. Historically, the participation of lower income, minority, and other transportation-disadvantagedpopulations in the transportation planning processes has been limited by a lack of information, constraints on the time,The statetransportation systemshould be equitableand just in itsdistribution of benefitsand burdens, andshould strive to meetthe needs ofunderservedcommunities.mobility and resources of such groups, and, in some instances, cultural and language barriers. Expanded, community-based, outreach approaches should bepursued to better engage low income and minority populations in transportation decision-making to insure that their legitimate transportation needs are fullyconsidered.FINANCEThe fiscal crisis that was projected in the 2001 and 2004 Plans is now upon us. Transportation finance gaps at the state and federal level threaten to dismantlestate transportation programs as we know them. Construction costs have soared in recent years and that has been reflected inproject costs. Fuel costs have also risen dramatically, which particularly affects RIPTA’s costs. Recent efforts to draw attention tothis include the Massachusetts Transportation Finance Commission and the National Surface Transportation Policy and RevenueStudy Commission. Both of these Commissions published reports documenting the tremendous unfunded needs andrecommending dramatic increases in funding that are required to put the programs back on sustainable courses.Rhode Island needs to continue weaning itself from over-reliance on long-term bonding for regular transportation expenses.Transit and paratransit operating costs are a growing state responsibility, and it is especially critical to identify a sustainable andlong term funding stream for RIPTA to ensure that transit can continue to perform its transportation and social functions in aThe statetransportation systemshould have a financialbase adequate forsupporting neededservices.manner that allows it to increase their ridership. Municipalities need state support for road surfacing. More state-share funds should be found to match theTransportation 2035 (2012 Update)State Guide Plan Element 611Rhode Island Statewide Planning ProgramPage 5-4