portland_streetcarIs there a correlation between successful public transportation systems and white population of a city? One of the most provocative and intriguing pieces of urban theory I have read in a while was posted by Aaron Renn of Urbanophile at New Geography.  Renn’s thesis is that what unites “progressive” cities that are dense and emphasizing public transit, like Minneapolis, Austin and Portland, is that they are incredibly white.

Renn points out that the average American city is 12.8% black, some cities much more so, such as Cleveland (29.3%), Nashville (27.4%) and Indianapolis (25.9%).  These cities are compared to said “progressive” cities, such as Austin (8.8%), Portland (6.0%) and Seattle (6.2%).

As the college educated flock to these progressive El Dorados, many factors are cited as reasons: transit systems, density, bike lanes, walkable communities, robust art and cultural scenes. But another way to look at it is simply as White Flight writ large. Why move to the suburbs of your stodgy Midwest city to escape African Americans and get criticized for it when you can move to Portland and actually be praised as progressive, urban and hip? Many of the policies of Portland are not that dissimilar from those of upscale suburbs in their effects. Urban growth boundaries and other mechanisms raise land prices and render housing less affordable exactly the same as large lot zoning and building codes that mandate brick and other expensive materials do. They both contribute to reducing housing affordability for historically disadvantaged communities. Just like the most exclusive suburbs.

In fact, lack of ethnic diversity may have much to do with what allows these places to be “progressive”. It’s easy to have Scandinavian policies if you have Scandinavian demographics. Minneapolis-St. Paul, of course, is notable in its Scandinavian heritage; Seattle and Portland received much of their initial migrants from the northern tier of America, which has always been heavily Germanic and Scandinavian.

In comparison to the great cities of the Rust Belt, the Northeast, California and Texas, these cities have relatively homogenous populations. Lack of diversity in culture makes it far easier to implement “progressive” policies that cater to populations with similar values; much the same can be seen in such celebrated urban model cultures in the Netherlands and Scandinavia. Their relative wealth also leads to a natural adoption of the default strategy of the upscale suburb: the nicest stuff for the people with the most money. It is much more difficult when you have more racially and economically diverse populations with different needs, interests, and desires to reconcile.

Having lived and worked in Philadelphia, New York and Boston I have spent plenty of time pondering the different attitudes and expectations toward transit in those various cities.  Through those experiences I have come to the conclusion that transportation systems work best when there is investment and ridership from the privileged, educated and economically well-off, i.e. white people.

When public transportation is perceived as charity for those who are poor it will never be invested in and respected by those who throw their weight around cities; business leaders, government employees, professors and doctors. Rather, when public transportation is utilized by people throughout a city and when privileged people depend on transit to get them from place-to-place the system will be invested in and respected.

I am frequently taken aback at the differences between the MBTA in Boston and SEPTA in Philadelphia (beyond the propensity to strike).  In Boston public transportation serves such wealthy and privileged places as Harvard, MIT, Boston University, Boston College, Massachusetts General Hospital, Newton, and Beacon Hill.  In Philadelphia, where most of the wealth resides outside the city or in suburb-like areas within the cities, the public transportation system primarily serves poorer black residents in North Philadelphia and West Philadelphia.  In Boston I’ve never seen anyone smoke on a platform or leave tons of trash behind on a train, whereas I see it happen all the time in Philadelphia.

Perception and attitude have as much to do with those riding the buses and trains as with those funding the buses and trains.  There must be a correlation between the two, where those invested see the dividends in daily experience.  Perhaps that is why systems like those in Portland and Seattle are succeeding whereas for those in Cleveland and Indianapolis transit may be seen as nothing more as welfare for those not strong enough to pull themselves up by the bootstraps for a car.

The most critical change in thinking that must occur nationwide is that transit is neither progressive nor liberal, but sound policy for all people regardless of race or class.

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Impact

The National Transportation Safety Board can account to the fact that public transportation is not perfectly safe.  There are occasionally tragic fatalities as the result of accidents on subways, trolleys and buses.  However, when compared to the number of fatalities on America’s roads, public transit appears to wrap passengers in bubble wrap.  For a culture that is obsessed with safety, it is unfortunate that public transportation discussions do not more frequently cover safety.

Our reliance on roads as the primary means of transportation led to 37,261 fatalities in 2008, not to mention however many countless thousands of other injuries were sustained to both person and property.  There have been 419,321 auto-related fatalities over the past decade.  That is like killing off all of Miami, Oakland or Cleveland over the course of a decade.  Keep in mind that people are generally more afraid of flying than driving, but according to the NTSB, ony 706 passengers have died on American flights in this decade.

We all too frequently gloss over the cost of human life when discussing the cost of infrastructure.  If cities and metopolitan areas have the opportunity to devise systems of public transportation that allow more residents to commute to work via train/bus/light rail rather than driving, those opportunities should be taken advantage of.  The cost in human life alone is too much to bear in order to say people should have the freedom to drive.  More importantly, people should have freedom of choice in their means of transportation.  In too many metropolitan areas in this country people are burdened with the necessity of a car.

There are innumerable benefits to public transit, but the human benefit of lives saved or otherwise unaltered by severe injuries, should never be taken lightly.  No transit method is ever free from danger, and that includes the simple act of walking.  However, moving our populaces via mass transit rather than the individually controlled method of the automobile is sure to preserve the sanctity of life going forward.  The more people are on larger systems and the less they must rely on cars the better off both individuals, families, businesses, communities and society will be.