Map-21 is a highway bill, not a transportation bill, it cuts support for public transit in favor of highway expansion

Many African-Americans have limited access to employment due to limited transportation options

The private automobile is still the most dominant travel mode in every segment of the American population. Private automobiles provide enormous employment access advantages to their owners. Nationally, only 7 percent of white households do not own a car, compared with 13 percent of Asian American households, 17 percent of Latino households, and 24 percent of African American households. Lack of car ownership and inadequate public transit service in many central cities and metropolitan regions exacerbate social, economic, and racial isolation, especially for low-income African Americans who already have limited transportation options. Clearly, a lack of cars for low-income and people of color limits their access to employment, especially when they also live in areas where public transit is inadequate to meet the needs of the surrounding population. African Americans have the lowest car ownership of all racial and ethnic groups in the United States, with 19 percent living in homes in which no one owns a car.

Many jobs become inaccessible for predominantly black areas

Raphael et al 2 (Steven Raphael, Prof of Public Policy at UC Berkeley, Michael A. Stoll, Chair for Dpt of Public Policy, “Modest Progress: The Narrowing Spatial Mismatch Between Blacks and Jobs in the 1990s,” The Brookings Institution, December 2002, p. 1-2.) CO
During the latter half of the twentieth century, changes in the location of employment opportunities within metropolitan areas increased the physical distance between predominantly black residential areas and the locations of important employment centers. While black residential locations have

remained fairly centralized and concentrated in older urban neighborhoods of the nation’s metropolitan areas, employment has continuously decentralized towards suburbs and exurbs. Many social scientists argue that this “spatial mismatch” between black residential locations and employment opportunities at least partly explains the stubbornly inferior labor-market outcomes experienced by African Americans. The difficulties of reverse commuting in many metropolitan areas, coupled with the fact that high proportions of blacks do not own cars, may render inaccessible many jobs for which black workers are suited.

Lack of widespread effective mass transit segregates minorities and lower socioeconomic classes and creates massive inner city unemployment
Bullard 4(Robert, Ware Professor of Sociology and Director of the Environmental Justice Resource Center at Clark Atlanta University, “Addressing Urban Transportation Equity in the United States,” Fordham Urban L.J. 31,2003-2004, p. 1201-2) CO
Subur- ban sprawl has clear social and environmental effects. The social effects of suburban sprawl include concentration of urban core poverty, closed opportunity, limited mobility, economic disinvestment, social isolation, and urban/suburban disparities that closely mirror racial inequities.172 The environmental effects of suburban sprawl include urban infrastructure decline, increased energy consumption, automobile dependency, threats to public health and the environment, including air pollution, flooding, and climate change, and threats to farm land and wildlife habitat.173 Many jobs have shifted to the suburbs and communities where public transportation is inadequate or nonexistent.174 The exodus of low-skilled jobs to the suburbs disproportionately affects central-city residents, particularly people of color, who often face more limited choice of housing location and transportation in growing areas.'75 Between 1990 and 1997, jobs on the fringe of metropolitan areas grew by 19% versus 4% job growth in core areas.176 While many new jobs are being created in the suburbs, the majority of job opportunities for low-income workers are still located in central cities.

Lack of funding for public transit excludes minorities from potential job opportunities

Bullard 5 (Robert, director of the Environmental Justice Resource Center at Clark Atlanta University and author of Highway Robbery: Transportation Racism and New Routes to Equality, Transportation Policies Leave Blacks on the Side of the Road, Crisis Publications Inc., Jan/Feb. 2005, 112(3), pgs. 21-24) PCS
The lack of car ownership and inadequate public transit service in many urban areas exacerbate social, economic and racial isolation, especially for low-income African Americans, who already have limited transportation options. A 2000 study by scholar Michael Stoll of the University of California, Los Angeles, found that no other group in the United States was more physically isolated from jobs than African Americans. Stoll's research revealed that more than 50 percent of Blacks would have to relocate to achieve an even distribution of Blacks relative to jobs; the comparable figures for Whites are 20 to 24 percentage points lower. "Given the difficulties of reverse commuting to suburbs in many metropolitan areas, especially by public transit, coupled with the fact that high proportions of Blacks do not own cars, such spatial mismatch disconnects Blacks from many jobs for which they may be suited, thereby increasing their employment difficulties," wrote Stoll in his study, titled "Modest Progress: The Narrowing Spatial Mismatch Between Blacks and Jobs in the 1990s."
Public policy benefits the white community while ignoring and oppressing other cultures – using race as a tool to trap blacks into neglected urban areas
Bullard 4 (Robert, director of the Environmental Justice Resource Center at Clark Atlanta University and author of Highway Robbery: Transportation Racism and New Routes to Equality, Transportation Policies Leave Blacks on the Side of the Road, Crisis Publications Inc., Jan/Feb. 2005, 112(3), pgs. 21-24) PCS
Although the US has made tremendous strides in civil rights, race still matters in America. In his classic book Invisible Man, Ralph Ellison illustrated that white racism not only harms individuals, but it also renders black people and their communities invisible. By one definition, white racism is “the social organized set of attitudes, ideas, and practices that deny African Americans and other people of color the dignity, opportunities, freedoms, and rewards that this nation offers white Americans.” Racism combines with public policies and industry practices to provide benefits for whites while shifting costs to people of color. Many racist acts and practices are institutionalized informally, and in some cases become standard public policy. For decades, it was legal and common practice for transit agencies to operate separate and unequal systems for whites and blacks and for city, county, and state government officials to use tax dollars to provide transportation amenities for white communities while denying the same services to black communities. American cities continue to be racially polarized. Residential apartheid is the dominant housing pattern for most African Americans- still the most segregated ethnic group in the country. Nowhere is this separate society more apparent than in the nation’s central cities and large metropolitan areas. Urban America typifies the costly legacy of slavery, Jim Crow, and institutionalized discrimination. America’s dirty secret, institutionalized racism is part of our national heritage. Racism is a potent tool for sorting people into their physical environment. St. Claire Drake and Horace R. Cayton, in their 1945 groundbreaking Black Metropolis, documented the role racism played in creating Chicago’s South Side ghetto. In 1965, psychologist Kenneth Clark proclaimed that racism created our nation’s “dark ghettos.” In 1968, the National Advisory Commission on Civil Disorders, the Kerner Commission, reported that “white society is deeply implicated in the ghetto” and that “white institutions created it, white institutions maintain it, and white society condones it.” The black ghetto is kept contained and isolated from the larger white society though well-defined institutional practices, private actions, and government policies. Even when the laws change, some discriminatory practices remain.

Suburban jobs are inaccessible to inner-city residents because there’s no public transportation to get them there

Pugh 98 (Margaret, doctoral student in history at the University of Pennsylvania, policy analyst in the White House and US Department of Health and Human Services, Barriers to Work: The Spatial Divide Between Jobs and Welfare Recipients in Metropolitan Areas, The Brookings Institution Center on Urban and Metropolitan Policy, September 1998, pg. 14) PCS
The findings have been stunning. Using 1990 Census data, researchers have shown that centers of greatest entry-level job growth are often located so far away from central cities that a reverse commute on public transportation -- the primary mode of travel for many low-income urban residents -- becomes impractical. In most of the nation’s sprawling metropolitan areas, the spread of suburban growth has far outpaced the reach of city-based public transit systems. While in some cities there has been a documented wage increase for comparable work the farther one travels into the suburbs, a lack of convenient mass transit means that the cost of the reverse commute in both money and time is often so great that it may match or even exceed any wage increase. In two of the case studies -- one in Cleveland and one in Atlanta -- researchers plotted the residential locations of welfare recipients, entry-level job opportunities, and public transit systems onto a map. The results showed that: (1) welfare households were clustered in central city or inner suburban neighborhoods; (2) a significant number of job opportunities were in outer suburbs far away from recipients’ central city homes; and (3) many of these suburban jobs were inaccessible by any mode of transportation other than a car. Studies underway in other cities indicate that this pattern is replicated elsewhere. The patterns found for welfare recipients also are found to correlate with race. One of the few recent multi-city studies found that central city job growth raised black employment rates, and that job locations play a larger role in black employment than do social interactions.

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