Stories of Philanthropic Leadership in Advancing Regional and ...

REGIONAL OPPORTUNITYsystem than suburban riders, in effect subsidizingsuburban transit;• Regressive pricing structures—Many transitagencies offer discounts for bulk purchases in theform of cost savings for customers that buymonthly or annual passes or books that containmultiple tickets. But these discounts areinequitable because they favor those who canafford the more expensive, one-time expenditure,and result in greater out-of-pocket transit costsfor low-income people;• Decisionmaking—Often, low-income and peopleof color in urban communities do not haveconsistent and meaningful opportunities toinfluence a region’s transit decisions; and• Fare increases—Many city residents do not own acar, some of out of choice, others because theycannot afford car ownership’s many expenses(purchase, maintenance, repair, insurance, gas,and parking). For these individuals, public transitis an integral part of daily life and for low-incometransit riders, form a significant part of theirmonthly budget.A focus on equity in the region was not a drivingforce for the grant decision or an impact concern forthe coalitions’ funders in any of the abovementionedcities. Yet most major metropolitanurban public transit systems connect communitiessignificantly beyond the urban center. If atransportation situation impacts the accessibility oflow-income transit riders, it can catapult the localequity issue into a regional struggle.ResultsAccording to Greenwood, the Sloan Foundationhopes that the Straphangers work will be replicatedin other places. This goal has already been met inseveral other municipalities, some where theFoundation specifically encouraged its replicationthrough grantmaking (e.g., Chicago, Philadelphia),and some where groups saw a potential local valuein Straphangers’ work (e.g., Los Angeles, Toronto).The Foundation also anticipates that theStraphangers will be able to build on its existingtrack record and by so doing have a clear impact onthe quality of the New York City Transit System.Finally, the Foundation believes that Straphangersshould institutionalize their work so that theorganization can sustain its efforts absent theFoundation’s support.The CCHD’s respective grants to the Boston andBaltimore coalitions are in their first year of a threeyeargrant cycle, so results are fairly preliminary. Eachgroup has seen initial successes in empowering transitriders to engage their region’s transit policymakersand build a more inclusive decisionmaking structure.Additionally, each coalition has developed and begunto advance specific policy proposals and has hadsuccess in minimizing the impact or extent of aproposed fair increase.Lessons LearnedAccording to the Sloan Foundation, the capacity toanalyze data and use it to inform policy andadvocacy is a key to success for transportationadvocates. But these skills are not yet widespread.Additionally, data collecting and analysis from bothtransit agencies andtransit riders is notwidely available.Demonstrating If a transportation situationmeasurable results,impacts the accessibility ofevaluating policylow-income transit riders, itimpacts,formulating can catapult the local equityalternativeissue into a regional struggle.methodologies andoptions, andsurveyingstakeholders gives advocates the tools to effectivelyparticipate in policymaking and articulate theirconstituents’ needs and demands.Field representatives from CCHD state that their mostimportant lesson is that community organizing has apersistent, proven ability to influence public policydecisions. It is the relationship-building aspect amongdifferent community organizations and constituentsthat demonstrates the potential of communityorganizing. Currently, CCHD is revising its grantapplication format and its grant reporting requirementsin order to collect more information from applicants orgrantees so as to better evaluate the impact of theirfunding and monitor the field, ultimately providing amethod to share the progress and growth of theirgrantees through the funding cycles.Though at different stages of their growth and withdifferent funders, all three community-based coalitionspursued varied strategies in order to develop theiradvocacy capacity, eliminate transit access barriers, andensure that transit policy decisions do not perpetuate99Funders’ Network for Smart Growth and Livable Communities