The purpose of the report is to answer two broad research questions: (1) how is environmental justice in transportation addressed and

implemented to take into account low-income populations and minority communities and their needs, problems, and aspirations? And

(2) how are environmental justice data and concerns incorporated into the transportation decision-making process? The research

employed multiple methods. These included a literature review; qualitative interviews with transportation planners, practitioners and

policymakers, and other stakeholders in transportation planning and policy in the Baltimore-Washington D.C. metropolitan area; and

a focus group in Baltimore. Our primary analytical framework was drawn from critical ethnography and studies of practice and

discourse in public policy.

Three different views of environmental justice emerged from this study of the Baltimore-Washington D.C. metropolitan area. Most

private consulting firms in the area are engaged in environmental justice, because it’s a source of job and contracts. Most public

officials in the region are engaged in environmental justice and public participation because it’s a federal regulation and requirement.

However, most citizen and advocacy groups in the region consider environmental justice and its implementation as part of the

agency’s mission. The lack of uniform standards regarding environmental justice issues, coupled with scarcity of information, as well

as the complexity of the issues, are all obstacles to implementing and enforcing environmental justice principles. Access to

information is an important issue for community organizations, advocacy groups, low income and minority groups. Public agencies

often hold meetings at places that are not easily accessible, or at times difficult for transit dependent, low-income, and minority

populations to attend.

We recommend that transportation agencies in the Baltimore-Washington D.C. metropolitan area take a proactive stance in involving

low-income and minority communities in the transportation policy and planning process. This should involve establishing outreach

programs through nonprofit organizations, minority institutions, and advocacy groups that already play significant roles in these

communities. The transportation agencies should work with these organizations to set up public meetings and hearings that are

accessible. They should consider holding meetings in the communities themselves, and at times and on days which will allow the

maximum possible participation. One idea that may be effective is holding informal, small-group meetings in neighborhoods, initiated

by community leaders. Another way to boost participation would be to provide child-care during the meeting. Utilizing people who

understand the culture of the targeted communities to initiate contact is also crucial to ensure greater participation among minority

groups. In addition to the process of soliciting community involvement, making information on transportation issues readily available

is critical. Such methods as radio, schools, libraries and churches could prove to be effective means of communications. There is also

the need to translate documents into languages other than English to reach out to the non-English speaking minorities. The findings

also suggest the need for transportation agencies, particularly the MTA, to re-evaluate bus schedules and routes to meet the demand of

low-income and minority populations that depend on the system.