Equity has been a key consideration for MassDOT throughout the NEVI implementation process and the development of this Plan. MassDOT has continued to utilize numerous tools and measures to identify disadvantaged communities and ensure they are incorporated into the Plan and outreach process.
For example, equity is a criterion in the ongoing selection process for specific sites for EV charging stations. The Program Team is taking care to ensure equitable access to charging stations for populations including disadvantaged communities. Additionally, MassDOT utilized a range of equity criteria to help identify the highest priority roadways to nominate as EV AFCs. Several of the corridors pass through environmental justice (EJ) communities in Massachusetts and enabled MassDOT to pursue NEVI DCFC investments on roadways that serve these communities.
10.1 Identification and Outreach to Disadvantaged Communities in the State
Engagement with disadvantaged communities and equity considerations continue to be at the forefront of stakeholder and public engagement activities, as described in Section 3.0.
MassDOT has utilized numerous resources to help identify disadvantaged communities. This includes the Electric Vehicle Charging Justice40 Map, the Commonwealth’s definition of an Environmental Justice (EJ) population, and USDOT’s Climate and Economic Justice Screening Tool (CEJST).
The Justice40 map shows that many of Justice40 communities in Massachusetts are in urban centers such as Pittsfield, Springfield, Worcester, and Boston.
Massachusetts defines a community as an “Environmental Justice population” if the Census block group meets one or more of the following criteria:
- Annual median household income is not more than 65 percent of the statewide annual median household income;
- Minorities comprise 40 percent or more of the population;
- 25 percent or more of households lack English language proficiency; or
- Minorities comprise 25 percent or more of the population and the annual median household income of the municipality in which the neighborhood is located does not exceed 150 per cent of the statewide annual median household income.
To conduct a thorough Environmental Justice (EJ) analysis, the Transportation is Supportive Index (TIS)/Regional Environmental Justice (REJ+) tool was utilized, underscoring the demographic and socioeconomic diversity throughout various regions in Massachusetts. Data on income, race, limited English proficiency (LEP), disability, zero vehicle households (ZVH) and aging populations is shown in the table below by Metropolitan Planning Organization (MPO). Some key statistics are identified here:
- Both the Boston Region MPO and Montachusett MPO share similar demographics, with the second highest percentages of non-white populations and highest LEP rates in the state.
- Pioneer Valley has the lowest median household income at $44,706, exhibits the highest non-white population at 60% and the highest disability rate at 38.
- Cape Cod has a significant senior population at 44% and has a disability rate of 31%, highlighting the need for age and ability-specific interventions.
- Seven MPOs show over 5% LEP populations, underscoring the necessity for linguistically and culturally tailored outreach.
The TIS Index, developed by MassDOT, identifies places with land use and transportation infrastructure features that support a high quality of life and degree of destination accessibility. TIS scores are derived from Census data and range from 0 (less supportive) to 5 (most supportive). Compared with the average Transportation Index Score (TIS) across different MPOs, areas with high REJ+ factors often coincide with lower TIS scores, indicating potential transportation accessibility issues.
For instance, the Boston Region, Cape Cod, and Pioneer Valley, which show high REJ+ factors, have TIS scores of around 2.5. Conversely, some regions with minimal to no REJ+ factors have some of the lowest TIS scores. For example, Nantucket has the lowest TIS score despite having the highest median household income among all MPOs. With 90% of its residents owning personal vehicles, reliance on public transportation is minimal, resulting in less emphasis on developing and maintaining public transit infrastructure in the region.
This correlation suggests a need for increased outreach and targeted interventions in these regions to ensure equitable access to transportation services and address the barriers faced by these vulnerable populations.
USDOT’s Climate and Economic Justice Screening Tool (CEJST) also maps which communities are disadvantaged and underserved. This tool helps ensure that equity initiatives are applied efficiently and accurately. Communities are identified as disadvantaged when they are (1) meeting or exceeding the limit for various environmental, climate, or other burdens, and (2) reaching or surpassing the limit for a related socioeconomic burden.
In Massachusetts, 335 out of 1479 (22.7%) census tracts are listed as disadvantaged communities. Many of these communities are in urban centers such as Pittsfield, Springfield, Worcester, and Boston. As a result, the Program team has selected locations in or near these communities for the upcoming open houses and public meetings.
Much of the socioeconomic burden within these communities can be attributed to vehicle ownership as U.S. households earning less than $25,000 spend 50% of their income on vehicle ownership and operation annually, or about $7,400 (U.S. Bureau of Labor Statistics, 2020).
NEVI implementation is not anticipated to have disproportionately high or adverse effect on disadvantaged communities or Environmental Justice populations. However, the diversity in demographics across the state necessitates that all public outreach for this project is implemented in a thoughtful, inclusive, and accessible manner so that all groups regardless of race, color, national origin (including limited English proficiency), gender, and disability have access to the same resources and information.
For example, community groups serving EJ populations have been added to the stakeholder database and will be contacted about upcoming public events. Leveraging these existing networks and partnerships will help optimize outreach to disadvantaged populations ensure their input and feedback is incorporated into the Program.
In compliance with federal and state policies, all public meeting locations and services will be accessible to all populations. Project handouts will be available in English and Spanish, and additional languages depending upon the meeting location or requests made by members of the public. Public meeting notification materials will include contact information for the project team and MassDOT’s Office of Diversity and Civil Rights, where members of the public can request language or access accommodations.
The online comment tool is also available in English and non-English Languages based on MassDOT Engage Tool data. Users will be prompted to identify their language preference at the beginning of the form. Additionally, all videos and recordings developed for this project will include closed captioning in compliance with MassDOT’s Title VI policy.
All outreach efforts will comply with state and federal Title VI policies to prohibit discrimination based on race, color, or national origin, English proficiency, income, religious creed, ancestry, disability, age, gender, sexual orientation, military service, or gender identity or expression. Al meeting materials posted to the website will be made fully accessible in compliance with Section 508 of the Rehabilitation Act.
10.2 Process to Identify, Quantify, and Measure Benefits to Disadvantaged Communities (DACs)
The goal and principal direct benefit of DCFC sited along highway corridors is the reduction in range anxiety and associated increased ability for community members to benefit from electromobility. This includes the ability of households to make trips to and from their communities in electric vehicles and for goods and services to be delivered to and from their communities using electric vehicles.
Stakeholders have continued to express strong support for serving disadvantaged communities as part of building out charging networks. This continues to be a key focus for the MassDOT NEVI Program.
Anticipated benefits include but are not limited to the following found in Table 11 below:
Table 11: Benefits and Methodology to Disadvantaged Communities
| Benefit | Methodology |
|---|---|
| Improve access to clean transportation options with the location of chargers in DACs | Analyze relation of charging stations to DCAs and EJ communities. Data to be utilized includes the Electric Vehicle Charging Justice40 Map, the Commonwealth’s definition of an Environmental Justice (EJ) population, and USDOT’s Climate and Economic Justice Screening Tool (CEJST). |
| Reduced transportation energy cost burdened by enabling reliable access to affordable charging | Analyze total kilowatts of energy used at all NEVI funded EV charging stations, calculating savings against petroleum. |
| Decreased transportation related emissions and exposure to emissions. | Analyze total kilowatts of energy used at all NEVI funded EV charging stations, calculating emissions reduced through use of electricity versus petroleum as fuel. |
| Strengthen the job pipeline and workforce creation in disadvantaged communities. | Determine Disadvantage Business Enterprise participation in NEVI program funded projects, calculate jobs in DACs. |