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CC)sar CuauhtC)moc GarcC-a HernC!ndez - Malthus Lives in Anti-Immigrant Ads

Malthus Lives in Anti-Immigrant Ads

By César Cuauhtémoc García Hernández . Posted July 4, 2008.

Since the rampant anti-Chinese xenophobia of the late 1800s that led to our modern immigration laws, debate about immigration has been a wellspring of racism. Last month an advertisement in the New York Times (also printed in The Nation magazine) linking high gas prices, population control, and immigration proved that immigration restrictionists have not forgotten the tired arguments of the past.

The ad, paid for by "America's Leadership Team for Long Range Population-Immigration-Resource Planning," shows a traffic-clogged highway above the caption "One of America's Most Popular Pastimes." It argues that traffic jams will only get worse as the nation's population grows and that 82 percent of growth between 2005 and 2050 will result from immigration. "[Q]uality of life for future generations will be gone unless we take action today," the ad urges, leaving the unmistakable impression that the answer to our traffic problems--and to the "stress with our schools, our emergency rooms, our public infrastructure, even our water resources"--is to be found in ending, or at least seriously curtailing, immigration.

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Second, it is ludicrous to suggest that the country's traffic jammed highways are caused by immigration. The great critic of urban planning Lewis Mumford must be shouting from his grave the same lessons that he taught in the 1950s and 1960s: "The fatal mistake we have been making is to sacrifice every other form of private transportation to the private motorcar . . . . we need a better transportation system, not just more highways."

Even to suggest that immigrants are the cause of transportation congestion is beyond disingenuous; rather, it reveals the lengths to which nativists now — like nativists of generations past — are willing to invent and distort facts for the sake of irrational tirades. Highway traffic is not caused by too many people trying to go about their lives.

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This is not to say that there is no link between traffic and immigrants. There is. Like poor people and people of color generally, immigrants bear the brunt of traffic-related pollution and highway-related neighborhood displacement. The environmental justice movement has long argued that poor people and people of color are more likely to suffer respiratory and other medical problems because of the poor air quality near highways. And as anyone who has traveled on an interstate highway through a major city knows, highways are more often than not built straight through working class neighborhoods and areas where people of color live.

Though these misrepresentations are troubling, the most disturbing aspect of the ad is the barely concealed racism embedded in its references to population control. Our cherished pastime of jumping into private cars and driving for relaxation is at risk (literally stopped), the ad implies, because immigrants, especially those pesky "Hispanics," just won't stop reproducing

Faculty Profile : Natural Resources and Environment : University of Michigan

Paul Mohai, Ph.D.
Professor of Natural Resources and Environment
Environmental Justice; Environmental Policy; Environmental Sociology

Center for Neighborhood Technology

About the Center for Neighborhood Technology

Since 1978, the Center for Neighborhood Technology (CNT) has worked to show urban communities locally and all across the country how to develop more sustainably. With smarts, creativity and innovation, and before the term sustainable development was even widely used, CNT has been demonstrating its unique brand of sustainable development: development that is good for the economy and the environment; makes better use of existing resources and community assets; and improves the health of natural systems and the wealth of people-today and in the future.

CNT's organizational model is part think tank, part incubator. While the organization carries out complex research and analysis, it's the application of that research for the benefit of real neighborhoods and real people, especially those most in need, that really drives the organization to excel. Sometimes this application is about changing markets, and other times public policies. Sometimes it requires changing both.

Over the years, CNT's work, especially in the areas of energy, transportation, materials conservation and housing preservation, has paid off by fueling a generation of community development institutions and learning, garnering CNT a reputation as an economic innovator and leader in the field of creative sustainable development.

1990 U.S. Dist. LEXIS 10895 - Committee for a Better North Philadelphia v. Southeastern Pennsylvania Transportation Authority (SEPTA)

COMMITTEE FOR A BETTER NORTH PHILADELPHIA and TYRONE REED, Plaintiffs, v. SOUTHEASTERN PENNSYLVANIA TRANSPORTATION AUTHORITY, ROBERT J. THOMPSON, LEWIS F. GOULD, JAMES C. McHUGH, FRANKLIN C. WOOD, RICHARD E. KURTZ, BRIAN W. CLYMER, THOMAS M. HAYWARD, FRANK W. JENKINS, MARY C. HARRIS and H. PATRICK SWYGERT, Defendants
Civil Action No. 88-1275
UNITED STATES DISTRICT COURT FOR THE EASTERN DISTRICT OF PENNSYLVANIA
1990 U.S. Dist. LEXIS 10895

August 9, 1990, Decided
August 14, 1990, Filed
COUNSEL: [*1]

Deborah Harris, Esq., Irv Acklesberg, Esq., COMMUNITY LEGAL SERVICES, INC., Philadelphia, Pennsylvania.

ALL DEFTS EXCEPT ROBERT J. THOMPSON, David P. Bruton, Esq., Michael Kubacki, Esq., DRINKER BIDDLE & REATH, Philadelphia, Pennsylvania.

JUDGES: Daniel H. Huyett, 3rd, United States District Judge.

OPINION BY: HUYETT

OPINION: MEMORANDUM AND ORDER

In this civil action, plaintiffs n1 allege that the means utilized by defendants n2 to allocate federal subsidies received pursuant to the Urban Mass Transportation Act, 49 U.S.C. §§ 1601-13, has a discriminatory impact upon the black community of Philadelphia in violation of Title VI of the Civil Rights Act of 1964, 42 U.S.C. § 2000d. SEPTA has filed a motion for summary judgment, and oral argument was held on October 3, 1989. At the time of oral argument, it appeared that the parties wished to discuss an amicable resolution of this dispute. Therefore, I stayed disposition of SEPTA's motion for summary judgment pending the outcome of settlement negotiations. After several months, the parties advised that negotiations had proved unfruitful and sought disposition of the instant motion. For the reasons stated below, I will now grant SEPTA's motion for summary judgment. [*2]

935 F.2d 1280; 1991 U.S. App. LEXIS 12485 - Committee for a Better North Philadelphia v. Southeastern Pennsylvania Transportation Authority (SEPTA)

COMMITTEE FOR A BETTER NORTH PHILADELPHIA and TYRONE REED, Appellants v. SOUTHEASTERN PENNSYLVANIA TRANSPORTATION AUTHORITY, ROBERT J. THOMPSON, LEWIS F. GOULD, JAMES C. McHUGH, FRANKLIN C. WOOD, RICHARD E. KURTZ, BRIAN W. CLYMER, THOMAS M. HAYWARD, FRANK W. JENKINS, JUDITH E. HARRIS, MARY C. HARRIS, H. PATRICK SWYGERT
No. 90-1656
UNITED STATES COURT OF APPEALS FOR THE THIRD CIRCUIT
935 F.2d 1280; 1991 U.S. App. LEXIS 12485

February 1, 1991, Argued
May 29, 1991, Filed
NOTICE:
[*1]
RULES OF THE THIRD CIRCUIT COURT OF APPEALS MAY LIMIT CITATION TO UNPUBLISHED OPINIONS. PLEASE REFER TO THE RULES OF THE UNITED STATES COURT OF APPEALS FOR THIS CIRCUIT.

PRIOR HISTORY:

APPEAL FROM THE UNITED STATES DISTRICT COURT FOR THE EASTERN DISTRICT OF PENNSYLVANIA; (D.C. Civil No. 88-01275); District Judge: Hon. Daniel H. Huyett, 3rd.

JUDGES: Sloviter, Chief Judge, Nygaard, Circuit Judge, and Barry, District Judge. *

* Honorable Maryanne Trump Barry, United States District Judge for the District of New Jersey, sitting by designation.

OPINION: Affirmed

Planners Network: Publications - Fighting for Balanced Transportation in the Motor City

Fighting for Balanced Transportation in the Motor City

By Joe Grengs

No other governmental program comes close to influencing the divided geographic patterns of our metropolitan regions like that of federal transportation. Yet most citizens would be hard-pressed to name who decides how and where transportation dollars are spent. Metropolitan planning organizations, or MPOs, are the bodies through which billions of federal dollars are distributed to state and local governments each year in support of transportation projects. Nearly every transportation project you see-new roads, fixed roads, interchanges, bus lines-has federal transportation dollars behind it. MPOs decide which projects get funded and which do not. These projects, in turn, influence where homes, jobs and stores are located. Yet the people who make up these MPOs, and the manner in which they arrive at their decisive choices, are mysterious to all but the most dedicated citizen activists.

The problem with MPOs is that most of them are biased against central cities in their voting structure. By allotting votes on a "one government-one vote" basis instead of a "one person-one vote" basis, MPOs grant outlying suburban jurisdictions considerably more political power in the decision-making process compared with center cities. Scholars and activists contend that this bias exacerbates sprawling urban development and further disadvantages poor households and people of color in the urban core. Whether this bias leads to worsening social equity remains an open question, but on a procedural basis a highly skewed representational scheme within an MPO may be in violation of the Fourteenth Amendment's equal protection clause, thus making such a structure unconstitutional.

Should the actions of transportation officials be subject to democratic accountability? Not in the state of Michigan, according to a judge's ruling in August 2004. A civil rights lawsuit alleged that transportation officials in the Detroit metropolitan region choose projects and spend public dollars in a way that favors the largely white and wealthy suburbs and unfairly ignores the needs of the central city and its inner suburbs. At issue was the voting structure of the MPO. The judge found that voting strength of an MPO need not be in proportion to population because an MPO has limited responsibility as a special-purpose government. Unfortunately, as a result of the ruling, Detroit's famously segregated metropolis will continue to develop under the influence of a skewed procedure that builds in a bias toward building roads for suburban commuters over strengthening transit service for inner-city bus riders. But the case does offer important lessons that planners elsewhere can learn from to mount challenges against undemocratic practices in transportation funding.

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