Environmental Justice and Transportation: A Citizen's Handbook

Whether the resulting distribution
constitutes environmental justice also
depends on what is considered fair or
a p p ropriate. More discussion of common
concepts of distribution is included in
the box titled “Who Gets How Much?”
on page 16.
One concern with this regional
approach is that it combines detailed
information about individuals into a
general profile of a group or neighborhood
and results in decisions based on
this “aggregated data.” Adding up the
benefits and burdens for all the individu
a l s in a group provides a proximate
idea of how an average person in that
group is faring. But individuals aren’t
averages. If one person making $15,000
a year lives next to a commuter rail line,
and 20 others with the same income
live in quiet residential neighborhoods,
an analysis using aggregated data will
suggest that the average person making
$15,000 is being subjected to a little bit
of noise. This analysis overlooks the
larger burden placed on the $15,000-ayear
earner living near the train tracks.
Aggregate analyses show how well the
plan is performing as a whole, but they
don’t show whether specific individuals
or groups within these larger groups
experience disproportionate burdens or
benefits. Protecting against this requires
a corridor-level analysis for areas where
burdens are concentrated, such as along
rail lines or around airports. Such an
analysis led to the expansion of the Los
Angeles International Airport being
limited. Read about this case in the box
titled “Responding to Community
Needs (I),” on the facing page.
RESPONDING TO COMMUNITY NEEDS (I)
NOISE ANALYSIS CHANGES AIRPORT PLAN
The Southern California Association of Governments (SCAG) evaluated the distribution
of noise impacts from aircraft on the basis of a geographical unit, called a traffic analy s i s
zone (TAZ).SCAG identified the portion of each zone that would have residences
within the area significantly impacted by airport noise. SCAG assumed that forecast
growth in these areas would have the same demographic composition as the growth
forecast for the entire TAZ.The findings of this analysis are summarized in the table
below, with the right most column indicating the distribution of residents that would
be impacted by airport noise.
Low-Income and Minority Residents in Airport Noise Areas
Demographic SCAG Region Within Airport Noise
Group in 2025 Impact Areas
Non-minority 29% 11%
Minority 71% 89%
Below Poverty 13% 10%
These findings indicate that minority populations would be dispro p o rt i o n a t e ly affected
by the proposed airport expansion plan:89 percent of the forecast population in the
airport noise impact areas is minority, compared to 71 percent in the whole region.
This analysis contributed to the decision to limit the expansion of the Los A n g e l e s
International A i r p o rt in favor of a more re g i o n a l ly balanced airport expansion plan.
Source: Desk Guide: Environmental Justice in Transportation Planning and Investments, California
Department of Transportation, forthcoming.
E nv i ronmental Justice & Tr a n s p o rt a t i o n
14
Institute of Tr a n s p o rtation Studies U n i ver s it y o f Ca li for nia Berke l ey
15