In spite of rising gas prices, worsening traffic, and growing public concern about climate change, voters in two of the largest and most diverse counties in the state rejected transportation tax measures (Measures J and B1) that promised to meet these important transportation needs. Yet, these same voters, only four years earlier, in the case of Los Angeles County, and 12 years before, in the case of Alameda County, approved similar measures (Measures R and B) with strong support. What has changed in that time and what does this mean for transit-dependent communities and their transportation justice allies?
Alameda County’s Measure B1, promoted by Urban Habitat and many of its allies, included many important benefits for low-income bus riders. These were critical funds to improve bus service and restore cuts in service, provide seed money for a county-wide free student bus pass program, make major investments in bicycle lane and sidewalk safety, as well as provide more money for paratransit for seniors and people with disabilities. For this reason, B1 didn’t face the same grassroots opposition that Measure J did.
Like Measure J, B1 was a sales tax measure that would have continued to shift the transportation tax burden onto working families and away from corporations and wealthy individuals. (This is one of the main reasons why, after much debate, Urban Habitat ultimately decided not to endorse the final B1 measure. We were also concerned that the tax would become permanent and that it lacked protections against gentrification and the displacement of low-income renters from neighborhoods well-served by transit.)
The bid by Mayor Antonio Villaraigosa and the Los Angeles County Metropolitan Transportation Authority (MTA) to extend an existing transportation sales tax until 2069 failed to meet the necessary 2/3 threshold, delivering a setback to the Mayor's gentrifying and polluting vision for transportation expansion.
Sunyoung Yang, an organizer with the LA Bus Riders Union, which opposed the measure says, “Despite a multimillion dollar corporate-funded ad blitz and misleading ballot language, substantial numbers of voters heard our message about Measure J.”
The Coalition to Defeat Measure J hailed the result not as a defeat for mass transit progress, but as a rejection of MTA's pattern of running roughshod over civil rights, environmental justice, and community concerns in favor of corporate special interests.
Yang explains: “This is not a denial of funds for the MTA. This result forces a shift in the debate on how to redistribute the ample funds from Measure R that MTA already has, with racial equality, social justice, and good transit policy for all at the core.“
Low-income youth of San Francisco will be able to ride Muni for free during a 16-month trial period starting early in 2013, thanks to the efforts of a broad community coalition. After a two-year campaign, the city’s Municipal Transportation Agency (SFMTA) gave final approval for the funding on December 4, 2012. Campaign organizers want the program to begin in February, with a massive drive to sign up youth for free passes fully underway by March.
In November 2011, the coalition won crucial support when the San Francisco Board of Supervisors lent its support to the campaign. Spirited actions by youth, parents, and community advocates through 2011 had been aimed at winning relief for students and their families from the rising cost of bus and light rail fares following school district cuts to funding for yellow school buses.
James Hill has worked at the same St. Louis, Missouri establishment for over 20 years. And for 20 years, he has been advocating for a bus system that better accommodates his wheelchair. He acknowledges the major improvements to public transit since the early 1980s when he faced incredible discrimination but believes the system still has a long way to go.
“Metro drivers didn’t want to pick up disabled persons,” he recalls. “They’d leave wheelchair [users] sitting at bus stops, or if they did stop, the wheelchair lifts didn’t work.”
Nowadays there are working wheelchair lifts on every running bus in St. Louis, but Hill knows that the fight is far from over. To get to work, he must travel in his wheelchair to the closest bus line, nearly a mile from his home. While the $30,000 electric wheelchair makes this possible, the journey along sidewalks and streets can feel quite hazardous in bad weather and insurance is not forthcoming when it comes to paying for repairs. Still, the wheelchair and the bus line, which drops Hill within a block of his place of work, constitute a lifeline to freedom. Hill has many wheelchair-bound friends who have to make at least one transfer, if not two, to get to their places of employment.
In December 2008, the Republic Windows and Doors Company of Chicago announced that it would be closing its factory because Bank of America had refused to extend a loan. Faced with the loss of their jobs, 200 workers occupied the building and refused to leave.
As Lalos, one of the workers explained: “Bank of America has a lot to do with the problem we’re having now. [It] is one of the banks that received billions of dollars from the government.”
The workers—members of the United Electrical Workers Union (UE)—did not have to go it alone, however, because while they occupied the factory in shifts, outside in the snow, other trade unionists showed their support.
Six days into the sit-in, Bank of America agreed to extend the loan to the company and following a unanimous vote to end the occupation, the workers left the factory through the front doors—declaring victory.
Cleveland rocks!” is the theme song of the long-running Drew Carey TV show. But not all neighborhoods rock equally, at least when it comes to jobs and economic opportunity.
Cleveland—once put down as “the mistake on the lake”—has undergone a dramatic revival in its downtown business district over the past 15 years with popular attractions, such as the Rock and Roll Hall of Fame, the East 4th Street food and entertainment section, and new stadiums and arena for professional sports teams. University Circle—the city’s cultural center—has a vibrant core of health, cultural, and educational institutions, as well as some major international businesses that employ tens of thousands of people in good-paying jobs.