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SOME THOUGHTS ON TRANSPORTATION POLICY

Image courtesy of pxhere.com. Creative Commons CC0 Public Domain.
Image courtesy of pxhere.com. Creative Commons CC0 Public Domain.

 

August 16, 2018

BY JASON PRAMAS @JASONPRAMAS

 

Transportation is a subject I address frequently in my columns. But, as is often the case in journalism, it’s usually necessary to write about it piecemeal given various editorial constraints. So I might cover flooding subways one week and a gonzo proposal for sky gondolas over the Seaport the next. But rarely do I have the luxury of looking at such a major policy area in its entirety. Which is nonideal because a good journalist is always interested to spark discussion and debate—and it’s difficult to have a proper conversation with readers if they aren’t aware of my general views on the topic at hand.

 

Such was the case a three weeks ago when I published a piece that took a dim view of Bird Rides dumping its dangerous electric rental scooters all over Cambridge and Somerville without first discussing the move with officials in either city… following a nationwide pattern of flouting relevant laws that is clearly its business model. About a day later, a few wags took to Twitter to slam me for having the temerity to suggest that motorized skateboards with handlebars might not be the ideal vehicles to allow on area streets in numbers. On both political and safety grounds.

 

I didn’t mind the hazing, of course. But it was vexing to watch Bird fans that clearly hadn’t even bothered to read the article in question—let alone my broad and deep back catalog—attack me as some kind of car-loving anti-environmental reactionary in the service of flogging their hipster transportation fetish du jour. Be they paid marketers or merely geeks with an idée fixe.

 

With that in mind, I thought it would be useful to run through my general views on transportation policy in this epistle. To clarify why I don’t think that any electric conveyance thrown at us by sociopathic West Coast frat boy CEOs is automatically the best way to save the planet while safely getting people around town with their groceries and pets. I will, however, leave long-distance intercity travel by land, sea, and air aside for now for the sake of space.

 

Carbon

It’s not possible to hold forth on transportation without first addressing the absolute necessity that humanity stop burning carbon to meet our civilization’s power needs. If we fail to shift from getting power from oil, gas, and coal to clean renewable energy sources like wind, water, and solar, then we are well and truly doomed. Not in centuries, but mere decades from now. Among the largest sources for global warming inducing carbon emissions are cars, trucks, and motorcycles. And with carbon multinationals like ExxonMobil dominating American politics, it’s going to be extremely difficult to institute the major changes that will be required to replace those vehicles—and the “car culture” that has built up around them—with zero carbon alternatives that will be acceptable to a broad array of communities. Yet without such a transition, anything else we might do will merely be tacking colorful bunting onto our species’ collective coffin. That said, any decent transportation network will have to be based on electricity. Unless some of our cleverer scientists and engineers come up with sufficiently powerful and portable renewable power sources (tiny cold fusion reactors, harnessing evil spinning gnomes, etc.) that don’t require plugging vehicles into charging stations for periods of time every day or three.

 

Planning

We’re not going to be able to move millions of people to new green transportation alternatives without redesigning the places where they live and work. One appealing way of doing that over time is to build dense clusters of housing and offices around major multimodal transportation hubs that are connected to each other by mass transit. Which will, among other salutary effects, help solve the “last mile” problem of getting commuters from such hubs to their homes and workplaces in weather conditions that are only going to get more unpredictable and dangerous as climate change accelerates.

 

But while it’s become fashionable and profitable for developers to build such high-density enclaves for rich people, it is generally not being undertaken for everyone else. Until it is, it’s going to be extremely difficult to successfully introduce the transportation alternatives we need. Probably the toughest issue will be converting existing urban neighborhoods and suburban tracts based on square miles of individual atomized domiciles over to sort of more compact and connected urblets without upending people’s carefully constructed lifeways by government fiat. Though, ironically, the global warming-driven imperative of our moving entire cities like Boston away from flooding lowlands onto higher ground—and eventually northward to cooler climes—will provide us an opportunity to start development from scratch in many locales. Since given the choice between staying in aging housing stock with ever worsening service and transportation options, and moving to new clusters of high-rise and low-rise buildings hooked up to a robust grid, people will likely move of their own accord.

 

Alternatives

And what are the cheaper, ubiquitous, and more efficient transportation modalities that will get us to a carbon-free future? I think trains, trolleys, monorails, and similar mass transit options will still play a vital role in moving large numbers of people from neighborhood to neighborhood and city to city. In fact, I believe we need to massively expand rail lines to reach far out into the exurbs. And figure out ways to use such lines for cargo containers as well. Buses—with dedicated lanes—will remain vital in many areas. Especially where it’s too expensive or impractical to build out rail lines. Boats can also be very useful for the same purpose in most weather conditions in areas adjacent to oceans, lakes, and rivers.

 

And cars? Well, that’s a big complicated discussion, but here’s my brief take. Carbon-burning cars need to be relegated to museums and antiquarian societies for collectors and hobbyists. But there’s no getting around fact that despite all their myriad problems, most people currently like being able to jump into a car and go where they want to go. So what can replace that? At first, shifting over to electric cars will be a big help. Then there will be a debate over robot cars. And that’s a tricky one because that technology won’t work well at first, and will displace many driving jobs if not introduced deliberately without corporate malice aforethought. Don’t be surprised, therefore, if you see me attacking “public-private” initiatives to shove such cars down people’s throats.

 

Nevertheless, society will gain much if we can make the new technology work. Because fleets of robot cars can likely replace the individually owned car entirely. Allowing people to get between areas well away from major transportation hubs at will—simply by using the future equivalent of a rideshare app to order a robot car for the trip. Robot trucks will be able to deal with moving cargo point to point. And simple electric golf carts—either robotic or not—will suffice for trips around neighborhoods.

 

We can then gradually reduce or eliminate motor vehicle traffic from many roads over time—allowing bicycles (on ubiquitous dedicated bike lanes) to really come into their own. As for electric scooters? In most locales it will probably be best if they remain an idiosyncratic vehicle choice for young individuals who like to stand out from the crowd, and not accepted as a serious transportation alternative. Because they’re not. Meanwhile, flying cars, jetpacks, and the like will have to be a topic for a future article.

 

Labor

Building out transportation alternatives needs to be seen as an opportunity for new job creation, not just an excuse for job destruction for the purpose of corporate profit extraction. Such jobs should be “good jobs” with living wages, shorter work weeks (something we’ll need worldwide to compensate for the rise of the robots), and generous benefits. People losing jobs in the existing transportation sector should be retrained at government expense and get priority placement in jobs in the new transportation sector. All of said jobs should be unionized.

 

Public

As many of these transportation alternatives as possible should be public. Leaving our transit future to private companies like Uber, Lyft, Lime, Bird Rides, etc. is a prescription for disaster. Because all such corporations look out for their bottom lines first, and the public good second (if at all). And every entrant to that new sector has sought to end-run public planning processes and government regulators in a never-ending quest to make a fast buck—to the point of Uber purposely designing their payment algorithm so that their drivers would keep driving while making as little money as possible, according to Vanity Fair.

 

So if we’re going to ensure that commuters have a voice in a reasonably democratic and rational transportation planning process going forward, then we have to expand public transportation to control the commanding heights of its sector. And regardless, the role of privately owned vehicles must be minimized if we’re going to reduce carbon emissions enough to save ourselves from the worst depredations of human-induced global warming.

 

That’s my basic thinking on at least regional transportation. Happy to participate in civic dialogues on the subject any time.

 

Thanks to Suren Moodliar, co-author of the forthcoming A People’s Guide to Greater Boston [University of California Press], for ongoing ever-illuminating conversations on transportation, housing, and many other policy areas.

 

Apparent Horizon—winner of the Association of Alternative Newsmedia’s 2018 Best Political Column award—is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

FLIPPING US THE BIRD: SCOOTER-SHARING COMPANY LITTERS CAMBERVILLE WITH DANGEROUS VEHICLES NO ONE ASKED FOR

Bird’s model looks to be entirely profit-driven and completely mean-spirited. No matter how much CEO Travis VanderZanden tries to equate the unasked-for and unwanted service to “freedom.”

STOP BAKER’S ‘MORE SCHOOL COPS AND SURVEILLANCE’ PLAN

school parody image

Why the Mass budget surplus is better spent on infrastructure needs

 

July 7, 2018

BY JASON PRAMAS @JASONPRAMAS

 

Having just been handed an estimated $1 billion budget surplus for the 2018 fiscal year, Gov. Charlie Baker was quick to make a proposal last week to divide up the unexpected spoils.

 

According to MassLive, “Around half of that will be placed in the state’s reserve account to be available in case of emergency. Gov. Charlie Baker on Friday laid out how he is proposing to spend the rest of that money, introducing a $583 million supplemental budget bill.”

 

And where does the surplus come from, readers might well ask? Well, the details are still a bit fuzzy, but the Trump administration’s drastic changes to the federal tax code months back seem to have resulted in what’s likely to be a very temporary state tax revenue increase.

 

Which explains why the Boston Globe paraphrased Noah Berger of the Mass Budget and Policy Center opining that “it would not be prudent for the state to spend the extra money from last fiscal year in the current one.” His preference being that “it should be spent on one-time capital expenses like roads or schools, or put away in the state’s savings account.”

 

But that’s not what Baker is proposing.

 

To be sure, there is money allotted for roads and the like. But only two items seem clearly earmarked for infrastructure expenditures: $50 million for cities and towns to fund local road and bridge maintenance and improvement projects, and $30 million for municipal clean water projects. Both worthy candidates for what is likely to be a one-time windfall.

 

The rest of the proposal is more problematic, however. Especially in its stated focus.

 

According to a July 13 press release from the governor’s office, “The administration is proposing a wide-ranging $72 million package to make school security upgrades in the Commonwealth’s schools and provide resources to students, staff, and first responders to better respond to threats within schools.”

 

Which is probably just red meat for Baker’s right-wing supporters. Massachusetts is definitely in dire need of more funding for K-12 and higher education. But it needs that funding on an ongoing basis.

 

What it doesn’t need is a supplemental budget better dubbed the “More School Cops and Surveillance Plan.”

 

Yet that’s exactly what Commonwealth students will get from the following proposed items that are part of the aforementioned $72 million section of the governor’s larger supplemental budget proposal:

 

  • $20 million in matching grants for security and communications upgrades in K-12 schools and at public colleges and universities

 

  • $4 million to provide training to school resource officers

 

  • $2.4 million to create a tip line to provide public safety and school personnel with timely information on potential risks

 

  • $2 million for a statewide “Say Something” campaign

 

It’s true that the proposed $40 million in additional aid to school districts in that same section to hire more social workers, mental health counselors, and psychologists is a good idea in general terms. But such an effort can’t amount to much if the funding evaporates next year. Something also true of most of the line items outside the ed-targeted package in the supplemental budget proposal that would provide funding for a variety of decent-sounding programs for K-12 and higher education, and “substance use prevention, education, and screening.” Plus a grab bag of other one-offs of varying importance like “$35.4 million for snow and ice removal costs in FY18” or wastefulness like “$8 million for multi-year municipal police training needs” (in a state that already spends vast sums on cops).

 

And, sure, we don’t want students (or school staff and faculty) to be vulnerable to killers with automatic weapons. But then we don’t want them to be vulnerable to asteroid strikes either, and most of what we could conceivably fund in the way of preparedness on that front would be about as useless as what the governor is proposing to fund for “school security.” Worse than useless, since the main result of such measures will inevitably be to increase official harassment of students of color and poor and immigrant students in their own schools. And the concomitant danger of their being shot for no reason. As the militarization of police proceeds apace. And their well-documented trigger-happiness is validated by the likes of Weymouth police Chief Richard Grimes in shockingly opportunist remarks at yesterday’s memorial for Weymouth Officer Michael Chesna—who was felled by a rock before being disarmed and executed by a random criminal over the weekend. Even as the K-12 school districts and the state colleges that serve those populations remain starved for funds with or without the FY18 surplus.

 

Regardless, there’s already a general decades-long trend toward stationing armed police on campuses nationwide, but that hasn’t stopped mass shooters from slaughtering students. There’s a veritable panopticon of surveillance measures from all levels of government on the population in general and on students in particular. Which also hasn’t prevented mass shooters from slaughtering students nationwide.

 

The things that might actually stop mass shooters from appearing in the Commonwealth—like stronger welfare and public jobs programs and more stringent gun control measures—are not in the cards in the current political climate. Even here in a supposedly left-leaning state that is unable to provide the first of those two needed reforms because it’s constitutionally prohibited from having a progressive income tax. The second, naturally, being blocked by a powerful and triumphalist gun lobby in this Age of Trump.

 

Fortunately, the legislature hasn’t weighed in on the FY18 supplemental budget yet—having failed to send the regular FY19 budget to the governor’s desk for his signature as of this writing either. So there’s still time for constituents to weigh in on how the surplus funds get spent.

 

And my suggestion would be to push your state reps and senators to fight for spending whatever part of the supplemental budget is not put into the “rainy day fund” on key capital projects. Like fixing public transportation infrastructure that stubbornly continues to disintegrate no matter how much Gov. Baker’s hand-picked MBTA flacks claim they don’t need any more money—as they had the temerity to do yesterday.

 

Once that’s done, then start agitating for the progressive tax system that would better fund state education, transportation, and social safety net programs for the foreseeable future. Because we badly need such reforms, and because—for those of you worried about a mass shooting at a Bay State school—families that have a stable income are less likely to produce violent misogynists and racists and nazis (oh my!), since they won’t need to find scapegoats for economic instability anymore.

 

Progressive taxation will be a very hard reform to win in the Commonwealth, as I’ve written many times in the past. But then so will better gun control legislation. Yet both are needed if we are going to have a more just, stable, and safer society.

 

We’ve got our work cut out for us. So let’s get cracking.

 

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

GRAND SCHEME

workers protesting

 

Mass legislature helps, harms workers in “deal” with labor and business lobbies

 

June 26, 2018

BY JASON PRAMAS @JASONPRAMAS

 

No sooner did the Supreme Judicial Court shoot down the “millionaires’ tax” referendum question last week than the Mass legislature rammed a so-called grand bargain bill (H 4640) through both chambers. A move aimed at shoring up tax revenue threatened by the Retailers Association of Massachusetts referendum question that is virtually certain to lower the state sales tax from 6.25 percent to 5 percent if it should go before voters in November.

 

The house and senate did this by rapidly completing the brokering of a deal that had been in the works between pro-labor and pro-business forces on those issues for months. Giving each side something it wanted in exchange for encouraging the Raise Up Mass coalition to take its remaining two referendum questions—paid family and medical leave, and the $15 an hour minimum wage—off the table, and the retailers association to do the same with its sales tax cut question. Both organizations have not yet made the decision to do so.

 

If passed, the so-called grand bargain bill will give labor watered-down versions of its paid family and medical leave and $15 an hour minimum wage ballot questions, and give business something that’s explicitly anti-labor: the end of time-and-a-half wages for people working Sundays and holidays, and their ability to legally refuse to work Sunday and holiday shifts.

 

While Gov. Charlie Baker still has to sign the bill, as of this writing it’s looking like he will do so. Soon.

 

Which is a pity because it’s not such a great deal for working people as written. True, the grand bargain does ensure that the state minimum wage will raise to $15 an hour for many workers. But it moves up to that rate from the current $11 an hour over five years, instead of the four years it would take with the referendum version. Plus it betrays tipped employees, whose wage floor will only rise from a pathetic $3.75 an hour now to a still pathetic $6.75 an hour by 2023. Keeping all the cards in the bosses’ hands in the biggest tipped sector, the restaurant industry. Although it’s worth mentioning that even the referendum version of the $15 an hour wage plan would have only raised tipped employees to $9 an hour. When what’s needed is a single minimum wage for all workers.

 

It also makes Massachusetts one of the first states in the nation to institute paid family and medical leave for many workers. Which is truly a noteworthy advance. Yet again, the referendum version is better for workers than the grand bargain version.

 

But legislators gave away another noteworthy advance from 20 years ago in the process: time-and-a-half wages for many employees who work on Sundays and holidays. Which will hurt some of the same people who the new minimum wage and paid and family medical leave will help.

 

Thus far, the labor-led Raise Up Massachusetts coalition has had mostly positive things to say about the deal. However, the main union representing supermarket workers—many of whom currently take Sunday and holiday shifts—is already vowing to torpedo the grand bargain. Even though their union contracts also mandate time-and-a-half pay for working Sundays and holidays. And they’ve resolved to take down legislators who backed it over their protest.

 

Jeff Bollen, president of United Food and Commercial Workers Local 1445, minced no words on the subject in a recent video message to his members:

 

“I am really pissed off at our state legislature for stabbing retail workers in the back by taking away time and a half on Sundays and holidays for all retail workers in Massachusetts.


“Remember, it was this local union in 1994 with big business and the retail association wanting to get rid of the blue laws; so they could open up their supermarkets, their big box stores, and their liquor stores and make money on Sundays that we fought hard to get a law passed to protect you, the retail worker. And we did.”

 

The supermarket union leader went on to explain that state lawmakers “panicked” when the millionaires’ tax was derailed and pushed through the grand bargain to avoid losing any more revenue from the referendum question to lower the sales tax. He swore the union was “going to remove those individuals that voted against you. We’re going to get them removed and replaced with pro-labor legislators who are going to fight for the rights of working people.” And defiantly concluded: “We’re going to continue to fight. We’re going to continue to try to get this whole thing repealed.”

 

How much support the UFCW can expect to get from the rest of the labor movement remains to be seen. But the fact is that some Bay State working families are going to suffer nearly as much pain as gain from the grand bargain.

 

Worse still, there’s a deeper problem with the bill. It potentially stops the retailers’ referendum drive to lower the sales tax—which they’ve definitely put on the ballot to ensure that big businesses make more profits. But it must not be forgotten that the sales tax is a regressive tax that disproportionately harms working families. And even though the state desperately needs money for many programs that help the 99 percent, it remains a bad way to raise funds compared to a progressive tax system that would force the rich to pay higher tax rates than everyone else. Like the federal government has done for over a hundred years.

 

Yet since the rich and their corporations continue to rule the roost in state politics, and since a state constitutional amendment would be required to allow a progressive tax system in Massachusetts, there is no way that is going to happen anytime soon. As I wrote last week, the millionaires’ tax would have at least increased the amount of progressivity in the tax system had it been allowed on the ballot (where it was projected to win handily). But business lobbies got the SJC to stop that move.

 

Given that, the revenue lost from a sales tax cut would really hurt in a period when many major state social programs are already being starved for funds.

 

Nevertheless, many working families will take a big hit from the grand bargain bill as written: They’ll see the full introduction of the $15 minimum wage delayed by an extra year, they’ll get a worse version of paid family and medical leave, they’ll lose time-and-a-half wages on Sundays and holidays, they’ll see the sales tax remain at 6.25 percent… and if they’re tipped employees, they’ll still be made to accept a lower minimum wage than the relevant ballot question would get them and still have to rely on customers to tip them decently and their bosses to refrain from skimming those tips.

 

So, it would behoove Raise Up Massachusetts and its constituent labor, community, and religious organizations to stay the course with the paid family and medical leave and $15 an hour minimum wage referendum questions that are still slated to appear on the November ballot. And pro-labor forces should also be ready to lobby harder for a better deal should Gov. Baker refuse to sign the grand bargain bill.

 

Of course, it could very well be that the bill will be signed into law before this article hits the stands, and that labor and their allies will throw in the towel on their ballot questions. And that would be a shame.

 

Here’s hoping for a better outcome for Massachusetts workers. Even at this late date.

 

Note: Raise Up Massachusetts announced that it had accepted the “grand bargain” bill shortly before this article went to press on Tuesday evening (6.26), according to the Boston Business Journal.

 

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

CAPITALIST VETO

Money tips the scales of justice image

 

Popular “millionaires’ tax” referendum question blocked by a pro-business SJC

 

June 19, 2018

BY JASON PRAMAS @JASONPRAMAS

 

The Fair Share Amendment—better known as the “millionaires’ tax”—that would have gone before voters this November as a statewide referendum question was shot down this week by the Massachusetts Supreme Judicial Court (SJC). So the effort to increase taxes on people making $1 million-plus a year and spend the resulting funds on social needs is over. For the moment.

 

Organized over the last three years by Raise Up Massachusetts, a major coalition of labor, community, and religious organizations, the initiative had the support of two-thirds of Bay State voters in recent polling and had a good shot at passing.

 

The campaign was spearheaded by the Commonwealth’s two largest unions, Service Employees International Union and Mass Teachers Association. And naturally, most Massachusetts rich people had no intention of letting anyone—let alone a bunch of union leaders, social workers, and priests—raise their taxes.

 

Flunkies and front groups were then unleashed. The Massachusetts High Technology Council put together a bloc of capitalist lobby groups—including the Massachusetts Taxpayers Foundation, Associated Industries of Massachusetts, and the Massachusetts Competitive Partnership—and challenged the amendment’s constitutionality.

 

They were aided in this push by the fact that Gov. Charlie Baker, a Republican, was able to appoint five of seven justices to the SJC since taking office in 2015. Including one that, in fairness, wrote the dissenting opinion on the Fair Share Amendment ruling.

 

Thus, it was no big surprise that the SJC shot the millionaires’ tax down on a legal technicality. Since the wealth lobby had no convincing political argument against the tax beyond “we don’t want to pay it.” But they had high-powered lawyers, plenty of money, and a court stacked in the right direction. Theirs. A capitalist veto in the making.

 

Professor Lawrence Friedman of New England Law | Boston explained the decision succinctly on a special edition of The Horse Race podcast—hosted by Lauren Dezenski of Politico Massachusetts and Steve Koczela of the MassINC Polling Group:

 

“What a majority of the court concluded was that this petition didn’t satisfy the requirements of article 48 [of the Mass constitution] for a valid petition that can go before the voters in November. Because it failed what’s called the ‘relatedness’ requirement—the various parts of the petition didn’t relate to each other sufficiently to pass constitutional muster.

 

“So the three parts of the petition involve the revenue raising measure, the so-called millionaire’s tax, and then two distinct dedications—one to education and one to transportation. And the court essentially said that, except at a very abstract level, those things are not sufficiently related to satisfy the relatedness requirement.”

 

The minority of the court, for their part, had a very different view. According to Justice Kimberly Budd (joined by Gov. Deval Patrick appointee Chief Justice Ralph Gants, and pardon the legalese here):

 

“Disregarding the plain text of art. 48, The Initiative, II, § 3, of the Amendments to the Massachusetts Constitution, as amended by art. 74 of the Amendments, which requires that an initiative petition contain ‘only subjects … which are related or which are mutually dependent,’ the court concludes that, in drafting this language the delegates to the Constitutional Convention of 1917-1918 inserted the words ‘or which are mutually dependent’ as superfluous text. … The court goes on to conclude that the people may not express their opinion on a one section, four-sentence petition because it contains subjects that are not related. … That analysis is flawed.”

 

In plain English, to rather brutally paraphrase further remarks by Friedman on The Horse Race, activists amended the state constitution a hundred years ago to allow the people of Massachusetts to make laws by referendum because even then the legislative process had been captured by corporations and the rich in ways perhaps unforeseen by John Adams when he drafted the document in 1780.

 

To block the Fair Share Amendment referendum from going on the ballot for a vote is therefore not in the spirit of the sentence at the core of the SJC majority’s case. The court’s pro-business majority focused on the “relatedness requirement.” Its pro-worker minority countered that referendum questions that contain “unrelated” items that are “mutually dependent” pass constitutional muster. But with five votes to two, the majority prevailed.

 

The result? The tiny percentage of Mass residents who make more than a cool million a year will not see their state taxes rise from 5.1 to 9.1 percent. And the estimated $2 billion that was expected to be raised from that levy annually will not be applied to the Commonwealth’s education and transportation budgets. Both areas that are ridiculously underfunded given our state’s wealth relative to much of the rest of the nation.

 

Worse still, the spurious myth that the Mass capitalists’ “coalition of the willing” flogged—and continues to flog in the case of the Boston Herald’s ever fact-light columnist Howie Carr—that rich people leave states that increase their taxes will continue to seem like reality to less careful onlookers of the local political scene. Despite the fact that a major study and a book entitled The Myth of Millionaire Tax Flight: How Place Still Matters for the Rich by Stanford University sociology professor Cristobal Young have used big data to dismiss the idea as mere scaremongering, according to Commonwealth magazine.

 

Now Raise Up Massachusetts has two options: 1) start the referendum process all over again with language that will pass muster with the narrowest and most conservative interpretation of the “relatedness’ requirement,” or 2) take the fight to the legislature.

 

With the chances of the legislature passing any kind of tax increase being approximately zero as long as Robert DeLeo is House speaker, starting the referendum process again from scratch is pretty much the only way to go.

 

Unless Raise Up leaders decide to make some kind of “deal” with the legislature. Which I sincerely hope is not the case. Because the whole Fair Share campaign is already a major compromise given that the real goal of any forward-thinking left-wing reformer in this arena has to be the repeal of article 44 of the state constitution that prohibits a graduated income tax system. Followed by the passage of such a system.

 

While I’m well aware that every attempt to do that has been defeated in the past, I’m also aware that if referendum questions aimed at the much broader goal of winning a fair tax system were on the table, then it would be possible to negotiate for something smaller like the “millionaires’ tax” if the effort ran into trouble.

 

As things stand, Raise Up Mass appears to have little room to maneuver. So, better to start preparing for a win in 2022 on an improved referendum strategy—preferably aiming for a graduated income tax to replace our anemic flat tax system—than to make a bad deal merely to be able to declare a false “victory” to its supporters and switch its public focus to the two other drives it still has in play: paid family and medical leave, and the fight for a $15-an-hour minimum wage.

 

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

TERROR AT 50 FEET

Catapult on Summer Street

 

Acrimony over Seaport gondola plan speaks to need for expanded MBTA service

 

March 13, 2018

BY JASON PRAMAS @JASONPRAMAS

 

Much ink has been spilled in the Boston press over a plan by luxury developer Millennium Partners and its subsidiary Cargo Ventures to spend $100 million to build an aerial gondola system from South Station up Summer Street across Fort Point Channel to the possible future site of what may one day be either its 2 million-square-foot (Boston Globe) or 2.7 million-square-foot (Boston Business Journal) “office campus.” Millennium and Cargo have development rights on “at least three major parcels in South Boston’s Raymond L. Flynn Marine Park and adjacent Massport Marine Park,” according to BBJ. All of which is public land.

 

According to the Globe, “The proposed gondola system on the South Boston Waterfront would include a hulking terminal across Summer Street near South Station, 13 large towers spanning the one-mile route to the marine industrial park, and about 70 cable cars that can fit 10 passengers each, running every 9 seconds.” The cable cars are currently slated to run from 30 to 50 feet above the street.

 

An early version of the plan would have had the gondola system traveling as high as 160 feet and traversing a Mass Pike interchange to go directly to the Millennium campus, according to BBJ, but the company just released a scaled-back version that terminates on its Summer Street side—after pushback from state port authority Massport over safety concerns and from the owners of the future $550 million Omni hotel.

 

News coverage of Millennium’s Seaport project has focused on the gondola itself over the last several months. Which is understandable because it’s an easy target. In fact, my first reaction to the plan was that a giant catapult would be a better idea—if the developer’s goal was simply to get buzz for its project. But it’s a rather specific solution to a real transit logjam that could help keep lots of cars off Seaport roads daily. And, as Boston.com pointed out, it has been proposed before—in 2016, by the office real estate quarterly Blue by Encompass. So I don’t think that it’s just a marketing scheme. And I don’t think the support it’s garnering from South Boston politicians Mayor Marty Walsh, Rep. Stephen Lynch, Rep. Nick Collins, and Councilor Michael Flaherty is necessarily ill-considered either. Especially since Millennium is already discussing a “second phase” for the gondola project that will go—surprise, surprise—across the Reserved Channel into the heart of South Boston proper.

 

Millennium has an agreement with the city to spend up to $100 million to mitigate the negative effects to Seaport transportation of dumping a big new job site on an already crowded neighborhood, according to Boston.com. The existing transportation options in that district currently being the MBTA Silver Line restricted access bus service, some regular MBTA bus lines, cars, walking, and bicycles.

 

My problem with the proposed gondola system, then, is not the idea itself. I don’t think it’s practical, but I do think that some kind of elevated mass transit system makes a hell of a lot of sense if you want to avoid existing vehicular traffic and prepare for future global warming-induced flooding.

 

If crosswinds and storms are a serious concern for gondolas—and, in a Twitter dustup with project boosters, critics like former Mass Secretary of Transportation Jim Aloisi have made clear they are—then perhaps a sturdier alternative like a monorail would fit the bill.

 

Sure, the idea would trigger mocking laughter even faster than a gondola system, given how much of the population has seen The Simpsons’ infamous monorail boondoggle episode. But the biggest issue with any private alternative transportation proposal for the Seaport is that it would be yet another example of major corporations having too much power to set public policy agendas. Developers like Millennium both dominate policy that applies to their core business and literally get to change the face of the city by completing their developments. With little or no meaningful input and control by the various communities affected by its several projects around Boston. From the completed Millennium Tower to the nearly greenlighted Winthrop Square Tower.

 

From that perspective, Millennium is cooking up a new way to privatize what should be part of improved and expanded MBTA service. Just like the MBTA’s On-Demand Paratransit Pilot Program—currently extended to April 1—is already doing by contracting some of its “The Ride” service to Uber and Lyft. Instead of developing a municipal ridesharing program that’s a more equitable deal for both drivers and riders like Austin, Texas, did.  

 

If more transportation options are required, then better to focus on ideas already under study by government planners and transit advocacy groups like Transportation for Massachusetts. Create more dedicated bus lanes throughout the Seaport, add more buses, and build separated bike lanes. Also, consider one active proposal that hasn’t been mentioned much in the feeding frenzy around the gondola idea—revive passenger service on the unused Track 61 that runs from Back Bay Station to the Seaport. The MBTA is already adding a third rail to part of that track and using it to test new Red Line subway cars between 2019 and 2023. So it should be possible to fund its reactivation all the way out to Marine Park, as Rep. Collins proposed to the Globe last summer.

 

However this particular fight plays out, local and state governments should never invest in expanded transit alternatives to serve the needs of one particular corporation or group of corporations. And they certainly shouldn’t allow companies like Millennium to create unfunded mandates like a private gondola system that could simply shut down the moment there’s a market downturn or the initial investment is spent. Rather, Boston and Massachusetts should carefully plan public transit expansion that best meets the needs of all the communities it would serve. And properly fund it by taking the Big Dig debt burden off the MBTA, and increasing taxes on corporations (again, like Millennium) and the rich (like its owners) to pay for the markedly improved service that the public at large deserves.

 

If, after a deliberative public process, it turns out that a gondola actually makes sense for parts of Boston like the Seaport, then let the MBTA build and maintain it out of government funds. In a MassLive article last August when the plan was first being floated, Rep. Lynch “said he would prefer the gondola system to be part of the MBTA, rather than a standalone system.


“‘If it goes to a private firm, they can pretty much charge whatever the market will bear, which might not accommodate everyone.’”

 

If, as is more likely the case, there are a number of other tried-and-true ways to reduce traffic congestion in the Seaport while increasing development, then do that instead.

 

Just remember that if the city doesn’t construct major defenses around the harbor soon, then ever fiercer and more frequent global warming-driven storms coupled with ongoing sea level rise induced by that same warming—like the three nor’easters we’ve now suffered in a mere 10-day span as of this writing—will wipe the floodplain that is the Seaport cleaner than the surface of the moon within a few decades.

 

Rendering the entire debate over the Millennium gondola even more pointless than it would otherwise be.

 

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.      

TOWNIE: MASS REGIONAL TRANSIT AUTHORITIES FACE MAJOR BUDGET CRISIS

RTA bus

 

Gov. Baker’s proposed cuts throw gasoline on raging policy fire

 

February 21, 2018

BY JASON PRAMAS @JASONPRAMAS

 

A quarter-century ago, I lived in Lawrence for a few months. Because it was the closest place to Boston that I could find a cheap apartment on short notice. Unfortunately, I had a low-paying job in the city and couldn’t afford a car. So I took the commuter rail over an hour each way back and forth whenever I had a shift. Then at the end of the day, I was faced with getting to my apartment a couple of miles away from the station. Merrimack Valley Regional Transit Authority (MVRTA) bus service ran near my place. But even in the early 1990s with a state budget that looks more humane in retrospect, it was infrequent at best. And my bus dropped me off a few blocks away from where I lived when it was running.

 

Now that was during rush hour on a weekday. If I got home later than early evening—especially on weekends—MVRTA buses had already stopped running. I moved there in December. And until I moved back to Boston the following March, through what proved to be a very cold winter, I would often get off my train, watch all but a handful of people get into waiting cars and leave, and then begin the long, frozen slog home. Across the Merrimack River, on sidewalks that were mostly unshoveled and roads that were indifferently plowed.


Standing in the middle of Duck Bridge one Sunday night in mid-February during a fierce snowstorm, I experienced a moment of nearly perfect alienation. The scene was completely desolate. No vehicles were on the road. It was pitch black except for the occasional street light with the darker black of largely abandoned textile mills looming in the middle distance. Snow was piling up all around me. The brutal wind off the water cut through my coat. My sneakers were entirely insufficient to the task of keeping me consistently upright—let alone keeping my feet warm and dry. And I remember thinking that if I had slipped and fallen into the river, no one would have the slightest idea of where I’d gone until spring. Because in the era before ubiquitous cell phones or texters, I could not have typed “aaaaaaah” to my girlfriend as I fell. So who would be the wiser?


Fast-forward to this week, and that memory immediately sprang to mind when I read the transportation section of Gov. Charlie Baker’s annual state budget proposal. And discovered that he’s planning to level-fund the 15 regional transit authorities (RTAs) for $80.4 million, according to the Mass Budget and Policy Center, while most Bostonians are focusing on the ongoing fight to keep the MBTA solvent. Authorities like the Merrimack Valley Regional Transit Authority… which is already cutting back bus, van, and Boston commuter service and eliminating that Sunday service I kept missing in the early ’90s. Since level-funding means a budget cut, given annual cost increases. And it’s not looking like the legislature is likely to swoop in to save the RTAs later in our now-normalized austerity budget process.


After all, if the legions of working- and middle-class Bostonians that rely on public transit can’t yet force elected state officials to properly fund the MBTA, the smaller numbers of riders in outlying cities like Brockton, Fitchburg, Lowell, and Lawrence are in even worse straits. Especially when many of them are immigrants who can’t vote.


Yet the need for public transit gets more dire the farther you get from Boston. If you don’t have a car in places like Athol, Greenfield, Holyoke, and Pittsfield, literally your only inexpensive transit option is bus service run by your regional transit authority. Which I’ve already made quite clear is of limited usefulness at the best of times. RTAs don’t go everywhere riders need to go and don’t run many of the times riders need to use them. As I experienced during my brief, unpleasant Lawrence sojourn.


People without cars in the many parts of the state that aren’t reached by the MBTA’s main bus and subway lines are already at a major disadvantage in terms of their ability to access jobs, laundry, shopping, education, social services, daycare, and healthcare in the best of times. If RTA service continues to be whittled away year by year, eventually there will be no public transportation left in many locales. And taking an Uber or Lyft won’t be an option for people that can’t even afford a hike in bus fare. Even while those private transportation services are angling to replace public transit for those that can pay their largely unregulated fares.

 

That is no minor problem—lest readers think that only small numbers of people lack cars in Mass cities outside of the Boston metro area. It’s a major crisis. For example, according to a Governing magazine article looking at car ownership in US cities with a population over 100,000, 19.3 percent of Worcester households and 22.2 percent of Springfield households did not have a car in 2016. Meanwhile, my colleague Bill Shaner at Worcester Magazine just reported that “[t]he Worcester Regional Transit Authority Advisory Board voted to send proposed service cuts to a public hearing after decrying the possible changes as a ‘death spiral’ for the bus system.


He continued, “WRTA officials unveiled several possible measures to bridge a $1.2 million budget gap, due mostly to budget cuts to the RTA system at the state level. The possible measures include routes cut wholesale, cut weekend service, and diminished routes, which would increase wait times between buses.”

 

Both WRTA Board Chairman William Lehtola and WRTA Administrator Jonathan Church agreed that the system would “cease to exist in a few years” if the funding crisis continues unabated.

 

Meanwhile, the Republican reported that Springfield RTA “the Pioneer Valley Transit Authority has proposed a 25 percent across-the-board increase in fares and pass prices and a slate of service cutbacks, all to take force July 1.”

 

So make no mistake, this is a significant escalation in the war on Mass working families by Baker and any legislators that back similar cuts to public transit around the state. Cuts that RTAs have already been struggling with for years. As with the battle to save the MBTA and other public services, the RTAs can only be defended with a concerted fight from their riders. Whose goal must be to increase taxes on corporations and the rich in the Commonwealth, and to change state and local budget priorities to better serve the needs of all Mass residents.

 

Failing that, you’ll see a lot more people walking long distances in inclement weather statewide. And all too many of them won’t be able to escape their “transit desert” like I did. They will simply become more and more isolated. Until they literally disappear. The way I feared doing on a lonely bridge in the depths of a Merrimack Valley winter half a lifetime agone.

 


Townie (a worm’s eye view of the Mass power structure) is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

CRISIS AVERTED

MBTA workers protest privatization. Image courtesy INVEST NOW.
MBTA workers protest privatization. Image courtesy INVEST NOW.

 

MBTA bus mechanics beat back privatization… at a cost

 

February 14, 2018

BY JASON PRAMAS @JASONPRAMAS

 

Unionized bus mechanics represented by the International Association of Machinists Local 264 won an important victory last week when they agreed to a four-year contract with the MBTA—effectively ending a two-year effort by the transportation authority’s Fiscal and Management Control Board to privatize three bus garages, eliminate 150 good jobs according to IAM District 15 Assistant Directing Business Representative Mike Vartabedian, and crush the union.

 

The attack on the bus mechanics, and all unionized MBTA workers, actually began in 2015 when Gov. Charlie Baker (with plenty of help from his pals at his old stomping grounds, the right-wing libertarian Pioneer Institute) pushed a three-year suspension of the landmark anti-privatization Pacheco Law through the Mass legislature as part of the annual budget. The suspension applied only to the T. Shortly thereafter, Baker appointed the five-member FMCB—one of them, Steve Poftak, being a former Pioneer staffer like the governor—to get to work privatizing a public transit system serving much of eastern Massachusetts.

 

Because, you know, reasons. Most of them involving transferring as much public wealth into private hands as possible. And freedom. For the rich to get richer and the poor to starve.

 

The 1993 law, officially known as the Taxpayer Protection Act, protects unionized state workers and the people of Massachusetts from outsourcing and related corporate malfeasance in six ways that the Institute for Local Self-Reliance was thoughtful enough to summarize:

 

  1. Agencies seeking to contract out a service must prove not only that the move would save money, but that it would save money even if state employees were to work in the “most cost-efficient manner.”

 

  1. Firms cannot win business if they’ll pay less than the lowest amount the state pays its employees for similar services.

 

  1. Every privatization contract must contain provisions requiring the contractor to offer positions to qualified regular employees of the agency whose state employment is terminated because of the privatization contract.

 

  1. The contractor must add lost tax revenues to the cost of the bid if any work is to be performed outside Massachusetts.

 

  1. Private bids must also include estimated costs of monitoring contractor performance.

 

  1. Public employees have the opportunity to submit bids to keep the work in-house and “the agency shall provide adequate resources for the purpose of encouraging and assisting present agency employees to organize and submit a bid to provide the subject services.”

 

In suspending the law, the Baker administration meant to allow corporations free reign to eliminate huge numbers of good unionized public transit jobs and replace them with bad underpaid jobs with few or no benefits and little security. All in the service of reigning in costs at a quasi-independent transportation agency that is only having budget trouble because the state government—including the dominant Democratic legislative leadership that absolutely does not put its money where its collective mouth is—refuses to return to fully funding it based on its actual needs (see my 2016 column “Squawk or Walk” for more background). Rather than hobbling the MBTA with insufficient annual support and then dumping a huge amount of Big Dig debt on it for good measure. Because that might involve finally raising taxes on corporations and the rich. And corporations and the rich don’t want that. Just ask Raise Up Massachusetts—the folks pushing for the upcoming referendum fight for the “Millionaires’ Tax” that would devote money to properly funding public transit, among other worthy goals.

 

The expected script happily got flipped by the Machinists union and the labor-led INVEST NOW coalition, who fought hard for many months to demonstrate that privatizing the MBTA bus garages was a bad move. For everyone but the fat cats that stood to make millions off the misery of T workers and T riders alike. Since the already-overburdened, underfunded T bus system would basically collapse without the skilled union mechanics keeping its bus fleet in good order for short money.

 

The union coalition and allies like Attorney General Maura Healey scored major points when they demonstrated that only one private transportation company, First Transit, had submitted a bid to run the T bus garages in question. The same company that paid a $7.3 million settlement to the Commonwealth in 2012 after backing out of a contract to run the T’s The Ride, a door-to-door service for disabled commuters.

 

Advocates and labor-friendly legislators—including the author of the Pacheco Law, Sen. Marc Pacheco (D-Taunton), himself—testified to the Fiscal and Management Control Board that First Transit’s action resulted in a $66 million deficit for the state, according to State House News Service.

 

Ultimately, the union’s grassroots campaign worked, and the FMCB, the governor, conservatives from both parties in the legislature, and the ideologues at the Pioneer Institute were forced to back off this latest privatization push. But all battles exact a cost. So while the T bus mechanics scored a solid win overall, their new contract looks to be a mixed bag. On the upside, it keeps all nine MBTA bus garages plus one support facility in Everett public and includes Taxpayer Protection Act provisions that will help provide Local 264 members legal cover against privatization until the law’s suspension ends later this year.

 

On the downside, it forces the workers to accept low cost-of-living raises over the contract term and allows the T to bring in new workers for worse money and benefits than they would have started with previously, according to the Patriot Ledger. And, like the Carmen’s Union contract that preceded it, the Machinists’ agreement allows the T to hire private contractors to perform work outside its 955-bus core service. But only if they “maintain the same procedures and quality standards followed by the machinists,” according to Commonwealth magazine.

 

Since the devil is often in the details of such statements, it’s hard to tell if that will really stop T management from undercutting the union should bus service expand. Which it very well might—since the Boston Globe reported that T capital expenditures have risen under the Baker administration, even while it has done its level best to ram through cuts in operating expenditures on the backs of workers. Like the 406 bus mechanics and fuelers in Local 264’s MBTA bargaining unit, who are essentially having $4.1 million a year in concessions forced on them in the service of a completely avoidable budget deficit.

 

Still, all in all, the contract demonstrates that fighting for justice in the workplace remains far better than not fighting. If the union had been defeated, many workers would have lost their jobs and their families would have been immediately thrown into poverty. Their replacements would have been un-unionized and unable to easily defend themselves against T management. So, readers observing this fight should think twice before criticizing the bus mechanics, and think carefully about their own work situation. If your bosses decide to outsource your jobs to some fly-by-night company tomorrow, could you and your co-workers defend yourselves? For nearly 90 percent of American workers who aren’t unionized, the answer remains “probably not.”

 

The only thing that can change that sorry situation is for workers to stand their ground. Those of you interested in doing that should check out the website of the main US labor federation, the AFL-CIO, for more information on how to form a union at your workplace: aflcio.org/formaunion.

 

It’s not easy to do, no lie. I lost a job for helping lead a union drive not three years back. Fortunately, all the other workers in my former unit at that employer are now unionized. So it’s worth the risk. And it’s necessary. And everyone who lives from paycheck to paycheck should consider it.

 

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2018 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

REAL RIDESHARING

AH-TOP-PIC-200-DPI

 

Evolving the way the world moves … beyond Uber (and Lyft)

July 7, 2017

BY JASON PRAMAS @JASONPRAMAS

The following column was written as commentary for the July 2017 episode of the Beyond Boston monthly video news digest — produced by the Boston Institute for Nonprofit Journalism and several area public access television stations. It’s aimed at suburbanites, but fun for the whole Boston area family.

Over the years, I’ve often written about how to improve public transportation in the Bay State. But this time out, rather than rehash my standing call for the legislature to raise taxes on the rich and corporations to properly fund such a necessary service, I’d like to take a different tack and discuss a topic germane to the future of both transportation in general and public transportation in particular. Specifically, the so-called ridesharing industry pioneered by corporations like Uber and Lyft.

Ridesharing is a transportation system in which riders and drivers interact via software on cell phones, rather than going through human dispatchers. The software allows riders to see which drivers are near them, and to have the closest one assigned to them. It provides price estimates for rides, features seamless automatic payments from rider to driver at the end of each trip — and it incentivizes simple but important things like drivers keeping their vehicles clean.

One would think this ridesharing system would be great for riders and drivers alike, but that’s not the case. The problem with ridesharing … is that it’s not really ridesharing. That is, Uber and Lyft and smaller companies like Fasten completely control their operations from top to bottom. Including the economic structure that determines how much riders will pay in fares — and what cut of those fares go to drivers. This system is non-transparent and largely unregulated.

An actual ridesharing system would be controlled by its riders and drivers. It could, and I would posit should, be publicly managed. In short, rather than allow ridesharing companies to assist in the dismantling of existing public transit systems like the MBTA by gradually privatizing them, those systems — or agencies set up by individual cities — could run municipal ridesharing services at cost.

Fares would be regulated in ways that would ensure riders the best fares — which poor and working class riders would be able to consistently afford. A small percentage of each fare would go to the municipal rideshare service to develop and maintain the necessary software and infrastructure. Then all the extra money that presently flows into the coffers of Uber and Lyft top brass and investors would be paid to drivers in the form of the best possible wages.

Such a service would be an excellent adjunct to public trains and buses, and would make it much easier for everyone to get from point A to point B. Plus it would be far more democratic because it could be organized to ensure that riders and drivers would play a large role in managing the service. It could even be run as a hybrid of a consumer and a worker cooperative. And democratically controlled from top to bottom. Restricting the growth of Uber and Lyft to something like their natural share of the private transportation market by its mere existence.

Going the public route — or at least a similar nonprofit route being experimented with by RideAustin in Austin, TX — would satisfy the needs of the loyal base of Uber and Lyft clients by providing comparable service at a better price point. And it would also satisfy the needs of a whole new layer of riders who will be able to afford access to new municipal ridesharing services on a regular basis — in addition to public buses, trolleys, and trains. All while paying living wages to drivers. Who are, after all, the backbone of the current corporate ridesharing system. But who are also the most exploited by it.

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director, and executive editor and associate publisher of DigBoston. Copyright 2017 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

 
 

ACTION CALL: SAVE PUBLIC TRANSPORTATION WITH INVEST NOW MASS

Photo of giant Charlie - Chris Faraone

Photo of giant Charlie by Chris Faraone

  

March 21, 2017

BY JASON PRAMAS @JASONPRAMAS

Over the long four months since the election of President Donald Trump, this column has focused more on national politics than usual — with special attention to the promising wave of broadly progressive grassroots activism that has resulted. However, it’s important that our newly restive populace also keep related developments on the state political scene on their radar. So, here’s the first installment of an occasional “Action Call” series to review hot-button issues in Bay State politics, and to point readers toward forward-thinking advocacy groups they can join to take action in the public interest.

This time out, a look at the public transportation crisis. We may have just dodged a bullet with Gov. Charlie Baker backing off a plan to cut weekend commuter rail service for a year to ostensibly save $10 million while making upgrades to the rail lines — which would doubtless have been disastrous for the regional economy. But the MBTA — and 15 regional transit authorities across the Bay State — have been in serious trouble for some time. Though not for the reasons most news media focus on.

The origin of the present dilemma goes back to 2000, when the state eliminated the T’s “backward funding” system where any costs it could not cover with fares and other income were simply paid by state government, and replaced it with a “forward funding” system where the T received an annual outlay at the start of each fiscal year based on a fixed percentage of the state sales tax. Later, the budgets of the other regional transit authorities were “reformed” along similar lines.

Making the deal worse for populous eastern Massachusetts, debt that should be part of the state budget was loaded onto the T in “exchange” for getting the cut of sales tax revenue. Then those revenues failed to meet projected targets, leading to more debt. All of which caused the rising fares, worsening service, and diminishing investment in physical plant and rolling stock that riders have been made to suffer through — even as T ridership grew 15 percent between 2004 and 2014.

The solution to this problem is to return to funding the T and the regional transit authorities as the public services they are, and to stop pretending that they’re businesses — or that eliminating good union transit jobs and slashing desperately needed services with various privatization schemes will do anything more than line the pockets of favored consultants and contractors. Such a move will require tax increases on corporations and the rich that they will fight tooth and nail to stop. And that’s why large numbers of people will have to take to the streets to make it possible.

Readers interested in taking action to defend and expand public transportation statewide should check out the big new labor-community activist coalition, Invest Now Mass. Its member organizations range from T workers unions to public transit advocacy groups to civic associations. According to Invest Now lead organizer John Doherty, the coalition plans to pursue organizing in five areas: investment, equity, economic development, climate, and transparency. Plug in at its website: investnowma.org. Anyone interested in having an Invest Now organizer give a public talk in their city or town can click the “Host a Speaker” link in the “Take Action” section of the website or contact Doherty directly at 617–592–2230.

Apparent Horizon is syndicated by the Boston Institute for Nonprofit Journalism. Jason Pramas is BINJ’s network director and senior editor of DigBoston.

Copyright 2017 Jason Pramas. Licensed for use by the Boston Institute for Nonprofit Journalism and media outlets in its network.

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