Skip to content

Monthly Archives: February 2018

EDITORIAL: FEEDBACK REQUESTED

 

DigBoston asks readers to chime in about our coverage, digital presence, and events

 

February 28, 2018

BY JASON PRAMAS @JASONPRAMAS

 

Frequent readers know that my colleagues and I on the new DigBoston staff like to hear from people from all the varied communities that make up our audience, talk with them, and hang out with them. So, it should come as no surprise that we’re very open to suggestions about what we do as a news organization and how we do it.

 

Nevertheless, we believe it’s important that we periodically extend a formal invitation to our audience—our extended community—to give us such feedback. To demonstrate that we’re not only amenable to two-way communication as journalists, but that we actively encourage it. And that, as we’ve said in the past, we think it’s impossible to be good journalists without it.

 

After running this paper for eight months, we can use specific input in three areas: our coverage, our digital presence, and our public events. We’d really appreciate it if respondents put some serious thought into their suggestions, and fill out the fast response form at the bottom of this page.

 

Coverage

The heart of any news publication is obviously its content. DigBoston has a number of regular sections, including News, Music, Theater, Film, Visual Arts, Comedy, and Comics. In addition, we run Chris Faraone’s “Dear Reader” editorial weekly, a number of columns, opinion pieces when we have them, and my occasional editorials (like this one). Increasingly we also have big special features that dive deep into important issues of the day. And nice photos and artwork scattered throughout our publication and featured on the front page of our print edition.

 

In terms of feedback on our coverage, we’d like to hear: a) what people like and want to see more of, b) what people don’t like and want to see less of, and c) what areas readers think we don’t cover but should.

 

General responses are appreciated, but specific responses are always more useful to us.

 

Digital

In this era, it’s expected that a print newspaper like DigBoston will have a robust online presence. We do our best with limited resources, but we know that we still have a ways to go before we’re up to speed on this front.

 

The core of a good digital news operation remains a website. But now that more and more people are getting their news from phones, tablets, and traditional computers alike, websites have to be upgraded to display properly on a variety of screen sizes.

 

At least once a week these days, one or more readers will hit us up to complain about our digboston.com website not being mobile-friendly. And we definitely hear them loud and clear. So this spring we’re building a new website that will look good on any device.

 

Still, since we’re just about to start work on that site, it’s a great time for folks to let us know what kind of other features they’d find useful on it.

 

We’d also like advice on a couple of innovations we’re planning to introduce on digboston.com. Namely, we’re thinking about eliminating ads from the site entirely, and about doing a pop-up on every web article that will take up the bottom third of the reader’s screen (like theguardian.com) and invite them to become sustainers (in exchange for invites to special events, etc.) to help make sure that we’re able to keep providing you all with the kind of hard-hitting news coverage and fun arts and entertainment articles that you can’t find anywhere else in our region. Any advice on those moves would be super helpful.

 

Also, you can find every Dig article on no less than six social media platforms. We post to them pretty much every day. Here they are:

 

 

You can also subscribe to DigBoston content for free on the following news aggregators: Apple News, Google Play Newsstand, and soon Flipboard.

 

We even make the pdf of our print edition available on issuu.com/digboston. And help manage the recently-reactivated /r/bostonjournalism subreddit at reddit.com/r/bostonjournalism/.

 

While that seems like a broad digital presence, there are new social media platforms and news aggregators starting up all the time. So we’d like to know if there are any we should be on, but aren’t. And are we using the platforms and aggregators in question in the best way? If digital mavens have any tips and tricks to share with us, please do.

 

Events

We organize public events all the time, and participate in the events of other organizations as well. We do talks, workshops, courses, concerts, conferences, fairs, and festivals. We now also do a discrete amount of direct political activism by working for the abolition of nuclear weapons.

 

Are you with an organization—particularly a group rooted in one of the many Boston-area communities we cover on a regular basis? Do you like what we do at DigBoston? Are you running an event you’d like us to participate in? Or would you like to propose organizing an event with us? Then drop us a line.

 

And readers in general, are there events we’ve done that you have some input on? Are there events you’d like to see us do? Let us know.

 

Anything else I didn’t mention about DigBoston that you’d like to comment on? Then, again, please fill out the fast response form at the bottom of this page.

 

Look forward to hearing from you all.


 

Jason Pramas is executive editor and associate publisher of DigBoston.

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.

First Mail Post

Capping off a day of WordPress breakthroughs on my new site, it’s only fitting that I do my first post by email. Appendages crossed (ow).

Today’s big achievement, however, was finding a free rss to WP post plugin that actually worked. Third try was the charm, and now viewers can check out everything.

I’m reading day to day in the permanent running archive I’ve created on my Readings page.

Tedious work, but fun to be building my own site on a contemporary CRM platform.

More soon…

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.

Welcome to my new website…

Well isn’t this fun?

 

I’ve got my very own website… hosted in sunny, brisk, and relatively distant Iceland. Known for hotdogs and freedoms.

 

My plan is to use this new platform to experiment with communication tech, post my ongoing work (hence the URL), and probably blog a bit.

 

We shall see what is to be seen.

 

Toodles,

 

Jason

“WON’T SOMEBODY PLEASE THINK OF THE CHILDREN?!”

Apparent Horizon column North Andover MA collage

 

Moral panic hamstrings promising North Andover cannabis farm deal

 

February 6, 2018

BY JASON PRAMAS @JASONPRAMAS

 

 

Last fall, I wrote about the history of Osgood Landing—a large industrial facility in North Andover—as part of a column (“An Andover North Andover Deal?”) slamming a hasty bid to win the Amazon HQ2 contract put together by that town in partnership with nearby Haverhill, Lawrence, and Methuen. For decades, it had been a huge Western Electric manufacturing plant and AT&T research center, the storied Merrimack Valley Works—heavily unionized and employing over 12,000 area residents at its height. After the AT&T breakup in 1984, it began its downward slide. First under Western Electric successor corporation Lucent, then under French multinational Alcatel-Lucent—which killed the facility off completely by 2008. Blowing a hole thousands of jobs wide in the fortunes of a region that had already fallen far from its heyday as an industrial powerhouse between the 19th century and WWII.

 

A small company called Ozzy Properties bought the complex from Lucent in 2003 for a bargain-basement price at the time of its merger with Alcatel, and over the years has only managed to fill about 40 percent of its 1.8 million square feet with a grab bag of companies that together provide about 1,000 jobs and pay North Andover about a third of the $1 million in taxes a year on average that it used to get when Lucent owned the site, according to a 2017 North Andover Citizen article.

 

Well before town leaders decided to court Amazon to set up shop in part at Osgood Landing, its owner, Ozzy Properties’ Dr. Jeff Goldstein, had been floating a proposal to turn the unused 1.1 million-square-foot portion of the facility into one of the world’s largest indoor cannabis-growing farms.

 

After reviewing all the problems I thought that Amazon would be likely to bring to the area should the Merrimack Valley bid for HQ2 have prevailed (which we now know it did not), I closed my “Amazon North Andover” column by reminding the people of Haverhill, Lawrence, Methuen, and North Andover to remember the advice recently proffered by their own regional planners:

 

[T]he 2013 Merrimack Valley Comprehensive Economic Development Strategy produced by the Merrimack Valley Planning Commission stated, “The region’s best prospects for future economic growth are its local entrepreneurs.” Local entrepreneurs like the Osgood Landing owners, if they choose to start their marijuana farm rather than grab for the brass ring Amazon could offer them. A sustainable “growth” industry if ever there was one that could provide an estimated 2,500 good jobs to the region—two-thirds of which would not require college degrees. But it seems like local residents, perhaps with former Lucent employees in the lead, will now have to remind their elected officials. If not in lobby days and protests prior to an Amazon deal, then definitely at the ballot box come next election should such a disastrous initiative ever actually come to pass.

 

Fast-forward to last week and we find Goldstein trying to get his cannabis farm proposal passed by North Andover Town Meeting for the second time in under a year. Now projecting only 1,500 new jobs for the Merrimack Valley region, but upping the ante with a pledge to pay the town $5 million a year for 20 years—$100 million overall—for the privilege of doing business “around the corner” from where he lives. But the town meeting passed a ban on all recreational marijuana establishments instead. Preempting the planned vote on the bylaw changes needed to zone Osgood Landing for a marijuana business, and placing the future of Goldstein’s grand “Massachusetts Innovation Center” plan (which includes the farm and a medical cannabis “research campus”) in serious doubt.

 

Seems like an unfortunate outcome from this corner. And not just because of the usual fact-light, emotion-heavy prohibitionist antics on display at the latest town meeting dustup, according to multiple sources. For the kids, don’t you know. Who are busy getting baked as regularly as the parents who are now trying to “protect” them did when they were teenagers. No, I guess such behavior is only to be expected from North Andover’s still-robust contingent of downwardly mobile, middle-class burghers hoping to keep up bourgeois respectability by not becoming known as the “Pot Town” to some imaginary audience of tut-tutting social betters in Georgetown or Boxford or, god forbid, Andover—and which clearly had the effect desired by such retrograde anti-pot crusaders. Far better, apparently, to be known as yet another “Oxy Town” as they continue to fail to replace all the good jobs they’ve lost and turn to opiates to kill the pain of maxing out their last credit cards shortly before becoming homeless, am I right?!

 

But to my point, even if the planned cannabis facility ended up providing half the 1,500 jobs currently being promised by Goldstein and company—750 jobs—that would at least go most of the way toward replacing the 800 jobs and attendant tax revenue lost earlier in the decade when Converse and Schneider Electric both left North Andover (the former to Boston’s Seaport District, the latter to evil twin Andover). And while I’m not in the habit of suggesting that backing corporations as a municipal economic development strategy is any kind of optimal solution, at least Dr. Goldstein is offering to actually give $100 million to the town, rather than just trying to extract huge bribes from local government like most companies do when they set up shop pretty much anywhere these days.

 

Which is not to say that he hasn’t at least tried to benefit from government largesse before. He has, as when Osgood Landing was designated the Osgood Smart Growth Overlay District (yes, OSGOD, of all acronyms) in 2006. And there was supposedly a tax increment financing (TIF, aka a significant corporate tax break) plan of the type I often criticize attached to the district. But in a 2015 North Andover Citizen article, Selectman Rosemary Smedile was quoted saying the TIF wasn’t activated.

 

Regardless, it seems highly unlikely North Andover is going to find a better deal anytime soon. And certainly not with any company that has the kind of built-in market that an industrial cannabis concern would have in a state with a robust recreational market for the “demon weed.” What it will get instead is some version of the bad Amazon deal from large corporations that will demand millions in tribute from local and state governments before ever putting two sticks together anywhere near the town.

 

And that’s a shame. Now Goldstein will have to find a way to get some version of his proposal passed before his investors abandon him, or his clever idea for a modicum of municipal renewal (and a tidy profit to be sure) will go the way of most clever ideas. Into the dust heap of history.

 

While the teenagers of North Andover remain as stoned as ever.

 

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.