Statements

Media Statement - NSRL Feasibility Reassessment

The MBTA’s cost estimate for the North South Rail Link (NSRL), released yesterday, is the most recent in a series of estimates for this project.  Those estimates, from under $4 billion to over $20 billion, run the gamut of construction methods, infrastructure choices, and cost assumptions. These huge disparities underscore that cost estimates for major infrastructure projects have to be assessed based on their underlying assumptions.  TransitMatters believes that there are many reasons yesterday’s cost estimates are as large as they are, not least the assumptions and selective comparisons employed by the MBTA’s consultant. 

In our report on Regional Rail (excluding the NSRL) we estimated the cost range of systemwide electrification, high platforms to enable level boarding, and strategic capacity improvements at bottlenecks to be about $2 to 3 billion. We stand by that estimate and do not believe the electrification and rolling stock costs estimated in yesterday’s MBTA presentation are consistent with the most relevant and appropriate comparative examples of which we are aware.  

We read yesterday’s presentation to the Fiscal Management and Control Board as an affirmation of our view that South Station expansion (SSX) should not move forward – it is, by any measure, too little bang for way too much buck.  The MBTA’s consultant now estimates SSX will cost $4.7 billion, money that simply does not need to be spent in order to improve the functionality of existing tracks at South Station. There are other, much lower cost approaches to improving operations at South Station as we indicated in our Regional Rail report, and we will offer more a more detailed roadmap to doing that in a follow-up report we expect to release in the early fall.

With regard to NSRL itself, we stated in our report, and repeat here: “cost estimates for NSRL, undertaken by MassDOT consultants and independent third parties, significantly vary in range. These variances often are attributable to consultants not comparing like-to-like or using different methodologies. The reality is that actual costs can vary greatly depending on the quality and complexity of project designs, labor costs, and many other factors. Massachusetts has learned valuable lessons in cost containment through its recent Green Line Extension experience, and we would expect the same rigorous approach to providing maximum value for reasonable cost to apply here as well.”

TransitMatters continues to believe that the only route forward for the MBTA is to advance a transition to Regional Rail, an electrified intercity rail system with frequent service during the day. The Regional Rail model is critical. While not critical to implementing a Regional Rail system, the NSRL would be a highly useful enhancement providing the flexibility and connectivity to which many riders and potential riders would be drawn. We hope and expect that a candid and open-minded conversation on both of these initiatives will continue.

Without a commitment to a new Business Model for intercity rail, our region will continue to experience crippling traffic congestion and people will be deprived of the kind of access to jobs and opportunity that is necessary for a thriving economy and decent quality of life.  We look forward to collaborating with the MBTA and all stakeholders as we make Regional Rail a reality.

Media Statement - NightBus Overnight Bus Service Pilot

TransitMatters is grateful for today’s action by the FMCB to advance the NightBus overnight bus service pilot. We began our advocacy for NightBus in early 2016, developing what we believed was a cost-effective response to the MBTA’s decision to end the prior late night service. Over time we were joined by dedicated municipal co-sponsors from Boston, Cambridge, Somerville, Revere and Chelsea. Our collaboration with an equally committed MBTA staff has led to this milestone achievement. Overnight bus transit in Greater Boston, open to all but designed primarily around the transit needs of the late night and early morning workers, needed to keep our city running; in short: NightBus will respond to the economic realities of a city and region that functions on a 24/7 basis.

It has been a long road since we first brought our NightBus concept to the T in March 2016 and now we are close to seeing the tangible results of that effort. Our thanks are extended to the FMCB, MBTA staff, the City of Boston & our other municipal co-sponsors, and all who supported us. We look forward to continued collaboration to provide the transit service people need, want and deserve in a city and region that never stops working.

Media Statement - Regional Rail Report

Today, transit advocacy group TransitMatters released its report calling for modernization of the MBTA Commuter Rail network and an updated business model as part of a larger reimagining of the service. ‘Massachusetts should commit to transitioning from its current Commuter Rail system to a Regional Rail system that offers frequent all day intercity rail service provided by clean electric-powered locomotives’, according to the report.

At a Beacon Hill press conference, TransitMatters President and co-founder Marc Ebuña said, “Our current Commuter Rail system is a vestige of mid-20th Century thinking, based on an antiquated assumption about the kind of mobility choices people expect to have. Many people today do not have 9 to 5 jobs; they require more flexibility from their transit system. Regional Rail offers that flexibility.”

The Regional Rail system recommended by TransitMatters is described in the report as “a reliable and more cost-effective intercity rail system based on a 21st century business model...operating more like a subway service with level platforms and frequent service all day.”  TransitMatters identified five critical components to the Regional Rail business plan: (1) systemwide electrification, (2) high platforms allowing faster and accessible boarding, (3) strategic infrastructure investments to maximize speed and reliability, (4) frequent all-day service – every half hour in the suburbs, every fifteen minutes in denser urban neighborhoods, and (5) fare rationalization, including free transfers between regional trains, subways and buses.

Board member Jarred Johnson explained that the recommendations for a new approach to providing intercity rail service “responds to the way people live today. We are doing our economy and our residents a disservice by continuing to operate and plan for an outdated Commuter Rail system. Our Regional Rail plan takes lessons learned from proven best practices across the US and globally, and offers a highly cost-effective approach to transitioning to a new system.”

According to the group, Regional Rail can begin with affordable pilots projects on the Providence Line — the Commuter Rail’s only electrified line — and the Fairmount Line. The group’s plan proposes cost-effective pilots for these lines as a way to prove the efficacy of the approach and to provide better service and social and environmental justice to Fairmount Line riders and corridor residents.

TransitMatters Board member Tim Lawrence observed that the report responds to the legitimate concern of the MBTA’s FMCB, that the current Commuter Rail system, carries too few riders at too high a cost. “We agree with that assessment,” said Lawrence. “Our plan for Regional Rail addresses this head on — by offering not just a vision, but a new business model. It’s that business model that will be a game changer, moving us away from the unacceptable status quo, and making our intercity rail system operate in a cost-effective, rider-responsive manner.”

The Regional Rail report can be downloaded from regionalrail.net.

Fares & Service - Fact Sheet

Print our fact sheet on fares and service quality to arm yourself for fare increase hearings and fight for better service. Speak up at a public meeting, submit comments and contact your representatives. Your city and state elected officials need to hear from you; remind them that the MBTA benefits everyone in the state and we must make up for our past mistakes. Otherwise the death spiral of high fares and poor service will continue -- more breakdown, delays and late trains/buses -- until our once-proud transit network falls apart for good.

Download the fact sheet (PDF) or read the longer version.

The Case Against MBTA Fare Increases -- And How to Move Forward

The MBTA fare increase proposals (presentation, summary) are unnecessary and not even helpful in closing the budget gap. We summarized all the feedback we've received and proposed alternatives to increase ridership and revenue and reduce operating costs.

THE FACTS ON FARES & SERVICE

  1. MBTA fares have more than doubled since 2000, far outpacing inflation and exceeding even the increase in housing prices. Meanwhile the state gas tax has increased only 3 cents and no longer supports the cost of road maintenance, but MBTA riders are being asked to pay their own way.

  2. Commuter Rail fares and parking fees are some of the highest in the nation despite very infrequent service. Record rents and declining wages are forcing large numbers of people out of the city, to places where Commuter Rail is the only transit but is unaffordable. Low ridership has been cited as a motivation for further service cuts, yet when a day trip costs $84 for a family of four, the Commuter Rail is not living up to its potential as an effective regional transportation network.

  3. Ridership is up over 20 percent on all major lines as the city’s population has increased 10 percent in ten years. Trains and buses are slower, more crowded and less reliable than ever. All major rail and bus lines operate over capacity every day and the system does not effectively serve many trips. Failing to increase service by 20 percent is essentially a service reduction. Riders cannot be expected to pay even more without major upgrades such as increased capacity, faster service and new lines — give us a system worth paying for.

  4. Higher fares turn T riders into car drivers and make traffic congestion even worse, unless accompanied by major service improvements or a gas tax increase to make drivingless appealing. With gas prices approaching 11-year lows, commuters see transit fares rising and service quality declining and make the obvious choice. Rather than continue the death spiral of service cuts (yes, eliminating late night service = service cuts) and fare increases until transit is no longer effective and streets are completely gridlocked, now is the time to reverse course and invest heavily in public transportation, including maintaining or lowering fares.

  5. No major investments have been made to the system’s core since the 1980s and we are now paying the price as the MBTA slowly falls apart. The MBTA has made significant progress on reforms but the promised revenue in “reform before revenue” remains elusive. No efficiencies will ever fill the $7 Billion budget gap -- and that's just to reliably run what we have now, without desperately needed upgrades. If we don’t start investing now, the system will only get worse, and it will only cost more when we eventually have no choice. Riders are not responsible for chronic underinvestment and cannot be asked to shoulder the burden of ever increasing debt service payments.

  6. Soaring housing costs and declining wages are forcing many people to move to places with poor transit access. We have repeatedly cut service and raised fares on these "low ridership" services, while ignoring others with great potential.

  7. Governor Baker said there should be no new taxes or fees — apparently not including T riders. The agency’s 4% cost growth is in line with the Governor’s call for a 5% increase in state spending elsewhere. So why is the MBTA Control Board subjecting T riders to a higher standard?

  8. Good transit provides many benefits to all of society — even those who never use it. Public transportation supports dense, vibrant communities where everyone has access to basic needs and the freedom to move around the region. Last winter showed us just how important the MBTA is to the entire state’s economy: without the T, all of our favorite stores, restaurants, institutions and entertainment venues would be unable to attract sufficient customers and employees. Imagine a transit system with the resources to run excellent service every day and make people actually want to use it.

  9. Traffic congestion on our streets and highways is worse than ever because of our failure to upgrade and expand the transit network. Boston EMS ambulance response times have increased 16 percent since 2009, the Boston Fire Department takes one minute longer to respond to calls, and buses spend much of their trip stuck in traffic. Only by expanding transit so it is useful for more people will we create space for essential services and emergency vehicles. Fare increases only put more cars on the road.

  10. Over 100 years after the first subway construction in Boston, the region’s poorest, most underrepresented neighborhoods still lack rapid transit access. Communities such as Chelsea, Roxbury and Mattapan have the longest trip times (often slower than walking) and least reliable bus service. These riders are also most heavily impacted by rising fares, often cutting back on groceries or skipping social events due to the cost of transportation. Special attention should be focused on bringing fast, frequent and more affordable transit to our most vulnerable riders.

  11. Riders are doing their part to support vibrant communities, reduce traffic and address climate change. We should reward - not punish - those who use the MBTA by maintaining or lowering fares across the system and investing in faster and more effective service. Our transit network is a valuable public service, not a profitable business, and it's time we started treating it like one.

 

ALTERNATIVES

Many simple changes could improve the user experience and help alleviate capacity constraints until service can be expanded. The T should experiment with several options in an effort to upgrade service and reallocate inefficiently used resources, and as alternatives to (or mitigation for) a fare increase. In other words, what improvements are we getting for the higher fees?

  1. Instead of a single transfer, allow unlimited transfers within 2 hours on bus, subway and Commuter Rail, to permit trips through downtown and between non-downtown points. Currently it is impossible to go from Roxbury to Chelsea, Everett to Brighton Center, or Roslindale to Brookline (just a few examples) without two fares or a very long trip with a transfer downtown. Removing the barrier would allow riders to make more efficient trips and access more jobs while increasing ridership (and revenue) and reducing congestion in the downtown transfer stations. An unlimited transfer — think of it as a 2-hour unlimited pass — is in effect on transit systems across the country such as Portland, Minneapolis and San Francisco.

  2. Implement all-door boarding on buses and trolleys. Pass users could board at any door and special fare inspectors would conduct occasional inspections, issuing a fine to riders who haven’t paid. Up to 30 percent of Green Line and bus travel time is spent sitting at stops while riders line up in the cold waiting to tap their card. Keeping buses and trolleys moving means faster service, more frequent service, more evenly spaced trains/buses, reduced fare evasion and lower operating costs. All-door boarding is now standard practice on nearly all North American light rail lines and San Francisco has expanded it to all buses.

  3. Reduce Commuter Rail fares on off-peak and weekend trains. As record numbers of urban dwellers leave the region’s core to escape soaring rents, the Commuter Rail has the potential to dramatically improve their quality of life. Yet commuter Rail fares are too expensive, even off-peak trains operate with hundreds of empty seats that could offer a fast new service to riders of all income levels. Thousands of riders endure long trips on crowded buses or limit their economic and social opportunities because of transportation costs. Many more drive choose driving over the high train fare, adding thousands more cars to our streets every day.

    • Extend Zone 1A (subway fare) to include all stations within 12 miles of downtown Boston, roughly the distance to Braintree, Waltham or Lynn, or anywhere within Route 128. It is expensive to provide very frequent service on slow, crowded buses to places like Hyde Park, Roslindale, Waltham and Lynn while train cars run empty.

    • Heavily discount Commuter Rail fares during off-peak periods and on weekends. Chicago and Philadelphia have seen large ridership increases with their $8 unlimited weekend (Chicago) and $12 unlimited (Philadelphia) off-peak passes.

    • Integrate fares between subway, bus and Commuter Rail so that riders can pay with a CharlieCard. Issue transfers valid between the Commuter Rail and a subway or bus line. Add a credit card payment option.

  4. Coordinate bus connections at terminals, stations and transfer locations. Improve scheduling of connecting services and hold buses and trains for close connections during times of less frequent service.

  5. Upgrade bus stops, stations and terminals to improve service quality and comfort, allow more efficient bus and passenger circulation and increase ridership at very low cost.

  6. Implement transit priority measures on city streets for faster, more reliable and less costly bus and trolley service. Faster service and increased on-time performance were among the top requests from participants in the GoBoston 2030 transportation planning process. Many simple signal modifications and street design changes would help meet these goals.

  7. If fares do increase, offer free and discounted passes for low-income riders through social service programs such as SNAP, WIC and MassHealth. Expand student pass programs through cities and university groups. However, the availability of low-income discounts must not serve as a justification for fare increases.

WHAT CAN I DO?

Speak up at a public meeting, submit comments and contact your representatives. Your city and state elected officials need to hear from you; remind them that the MBTA benefits everyone in the state and we must make up for our past mistakes. Otherwise the death spiral of high fares and poor service will continue -- more breakdown, delays and late trains/buses -- until our once-proud transit network falls apart for good.