Equity

A piece in the Detroit Free Press about 56-year-old factory worker James Robertson and his 21-mile round-trip walking commute to the Detroit suburbs is going viral this week. It is both an amazing story of individual perseverance and a scathing indictment of a failing transportation system.

Stephanie Pollack was one of the first transportation experts who made a serious impression on me. A few weeks after I started working at Streetsblog, at my first Rail~volution conference, she gave a presentation on the complex relationship between transit, gentrification, and car ownership. Her energy, intellectual rigor, and passion for social justice were apparent in her nuanced work exploring the reasons why car ownership rates tend to rise in neighborhoods with new transit services -- and how it hurts not just the transportation system and the environment, but the poor.

When the news came out yesterday that a Staten Island grand jury had failed to indict officer Daniel Pantaleo for killing Eric Garner with an illegal chokehold, like many people I found the outcome difficult to comprehend. With clear video evidence showing that Pantaleo broke NYPD protocol and a coroner's report certifying that Garner's death was a homicide, this grand jury should have reached the conclusion that had eluded grand jurors in the Michael Brown case in St. Louis County: There should be a trial to determine if Pantaleo had committed a crime. But apparently that's not how our justice system works.

Today is the first federal general election since the Supreme Court struck down key portions of the 1965 Voting Rights Act. Texas and other states have taken full advantage of their new ability to make changes to their voting rights laws without federal approval. And under the new law, people without a driver's license are finding themselves disenfranchised.

Since the 1960s and the earliest days of job sprawl, the theory of "spatial mismatch" -- that low-income communities experience higher unemployment because they are isolated from employment centers -- has shaped the way people think about urban form and social equity.

Do people of color and low-income people ride bikes? Not as much as they could, given all the great benefits biking offers, particularly to people without a lot of disposable cash. But yes, non-white and non-rich people ride bikes -- in high numbers compared to the general population, by some measures.

Of all the possible ways to break the law on a bicycle, pedaling on the sidewalk ought to be one of the most sympathetic.

Many bicycle advocacy groups find themselves in a sticky position today: They’re increasingly aware that their membership doesn’t reflect the diversity of the broader population, but they’re not sure how to go about recruiting new members, or how to do it in a way that doesn’t amount to tokenism.

Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.