MassDOT

Media Statement: MassDOT Leadership Transition

BOSTON, January 21, 2021— 

We wish Stephanie Pollack well as she joins the Biden Administration as Deputy FHWA Administrator. As the new Administration puts together its transportation team, we are hopeful that a new federal focus on and commitment to sustainable mobility, multi-modalism, access and equity will guide our path forward, as we seek to build back better.  

As MassDOT transitions to new leadership, the Commonwealth finds itself making almost no progress toward meeting its climate goals or fulfilling the recommendations of the Future of Transportation Commission. Instead, the Administration has doubled down on auto-centric policies including reliance on EVs as proposed in the “2050 Decarbonization Roadmap” and Interim Clean Energy Climate Plan for 2030 reports. The outgoing Transportation Secretary has presided over avoidable cuts to the MBTA and unproductive machinations to shape the Allston I-90 Multimodal project into a highway-first project. Numerous priorities such as the Rail Transformation Process and low-income fares also saw little progress since they were adopted by the FMCB. We hope that we may now enter a new period of collaboration that will support a strong, equitable and sustainable post-COVID economy. 

We welcome Jamey Tesler to the role of Secretary of Transportation. Jamey is a solid, smart and talented public servant who has a strong record of leadership in several leading state transportation sector roles. We hope he will provide the thoughtful leadership that is vital at this crucial time, a time when Massachusetts needs to restore and modernize its public transportation system to support a strong post-COVID economy equitably. This is also an opportunity to repair relationships between the agencies and advocates. We look forward to working with Jamey and his team in an environment of mutual support and respect. 

For media inquiries, please e-mail media@transitmatters.org

###

Podcast 29 - Transit Advocacy with Rafael Mares from the Conservation Law Foundation

We're joined in studio by prominent Boston transit advocate Rafael Mares, Vice President and Director of Healthy Communities and Environmental Justice for the Conservation Law Foundation. CLF has been instrumental in improving access and mobility for MBTA users, including holding the state to transit project commitments they've tried to wiggle out of.

We discuss the current state of transit operations and investment, the Control Board and politics, the fate of long-awaited projects such the Green Line Extension, the Big Dig legacy, and much more. This episode was recorded on May 16 in the studios of WMBR 88.1 FM in Cambridge, engineered by Scott Mullen.  Find Rafael Mares online at @RafaelMares2 or CLF.

TransitMatters advocates for fast, frequent, reliable and effective public transportation in and around Boston. As part of our vision to repair, upgrade and expand the MBTA transit network, we aim to elevate the conversation around transit issues by offering new perspectives, uniting transit advocates and promoting a level of critical analysis normally absent from other media.

Like what you hear? Share it around, tell your friends and colleagues, and subscribe to the blog and podcast (on iTunes) to be notified of new posts and episodes. Support our work by becoming a member, making a donation or signing up to volunteer because we can't do this alone. Let us know what you think: connect with TransitMatters on Facebook or Twitter. Follow Jeremy Mendelson @Critical Transit, Josh Fairchild @hatchback31, Jarred Johnson @jarjoh, Marc Ebuña @DigitalSciGuy, Scott Mullen @mixmastermully or email us here.

When Does "Operational Efficiency" Mean a Better MBTA?

When Does "Operational Efficiency" Mean a Better MBTA?

Recently, a certain lobbying group has been arguing that the MBTA shouldn't be judged by how many people use it to get around, but rather by how many dollars it costs to run a vehicle for an hour or a mile. This cost per mile argument follows on the heels of their recently debunked assertion the that T is overfunded as compared to other transit agencies when looking at cost per trip. Those cost per trip comparisons didn't really make sensebecause they tried to compare the T to transit systems which provide vastly different services, which require different levels of investment to serve different populations (i.e., some agencies run only local bus or rail service, while the T does all of those, plus regional commuter rail, express buses, ferries, etc.).

So let’s address the cost per mile metric...