Media Statement: MA Senate Climate Bill

BOSTON, April 15, 2022 — TransitMatters is thrilled that the Massachusetts Senate passed a number of amendments to Senate Bill 2819, “An Act Driving Climate Policy Forward”, to make the bill more equitable and comprehensive. In particular, Sen. Brendan Crighton’s (D- Lynn) Amendment 13, which requires the MBTA to begin the process of electrifying the Commuter Rail network, is an essential step towards the Commonwealth’s climate future.

We’re incredibly appreciative of Sen. Crighton’s leadership in guiding this amendment through the Senate. The Senator has long been a champion of Regional Rail for the communities along the Environmental Justice Line and communities across the Commonwealth who would benefit from Commuter Rail electrification. 

TransitMatters would also like to thank the co-sponsors of this crucial piece of legislation: Sen. Paul Feeney, Sen. Rebecca Rausch, Sen. Diana DiZoglio, Sen. Eric Lesser, Sen. Michael Moore, Sen. Pat Jehlen, Sen. Jamie Eldridge, Sen. Sonia Chang-Diaz, Sen. Lydia Edwards, Sen. Patrick O'Connor, Sen. Nick Collins, Sen. Jo Comerford, Sen John Keenan, Sen. John Cronin, Sen. Marc Pacheco, Sen. Jason Lewis, Sen. Mark Montigny, Sen. Joan Lovely, Sen. John Velis, Sen. Walter Timilty,  Sen. Michael Brady and Sen. Sal DiDomenico. 

Additionally, we’d like to thank all of our supporters and partners who have advocated for these measures and have sent letters of support to their Senators: your efforts made the difference. 

The key highlights of the amendment are as follows:

• Requires the MBTA to plan, over the short-, medium-, and long- terms, for a more integrated, productive, equitable, and decarbonized commuter rail system. In making these plans, the MBTA is also asked to maximize “ridership returns on investment” in a manner consistent with the Commonwealth’s climate goals

• Requires the MBTA to include, in the short-term plan, a pathway to running electric service on the Providence/Stoughton, Fairmount, and environmental justice lines. The MBTA is directed to provide a schedule, needed cash flow, and a planning framework for these lines.

• Specifies that capital plans after 2030 may not include the purchase of diesel locomotives

• Requires, in medium- and long- term plans, a framework to electrify all commuter rail lines; this includes a schedule for deployment of the new electric trains

TransitMatters looks forward to working with legislators as this bill goes to conference committee to ensure that this amendment is included in the final legislation and that the MBTA begins implementation immediately. 

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

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Earlier

BOSTON, April 8, 2022 —  The Massachusetts Senate yesterday released a summary of S. 2819, the “Act Driving Climate Policy Forward.” As presented by the summary, the bill’s transportation components appear to entrench failed policies and focus on half-measures that will not achieve the Commonwealth’s 2050 net zero emissions goals. It is, in short, a missed opportunity.  We are concerned about three significant gaps in the Senate bill.

First, its failure to support or fund electrified Regional Rail. Transitioning to an electrified Regional Rail system (replacing today’s dirty diesel locomotives) would greatly improve access to mass transit, provide faster trips, and reduce the MBTA’s carbon footprint. Yet the bill as summarized provides no requirement or money for the MBTA to invest in commuter rail electrification. The Commonwealth cannot afford to delay rail electrification.  TransitMatters has set out a clear, evidence-based pathway to introducing reliable electric multiple units (EMUs) to replace the current locomotive fleet. We stand by our several White Paper reports on this topic, and urge the Senate to adopt this as a critical part of their plan.

Second, its failure to provide for decarbonization equity. The bill establishes a fund of $100 million to incentivize the purchase of zero emission vehicles, with as much as a $3,500 rebate available for passenger cars. These public subsidies will go primarily to wealthier people who can afford new electric vehicles.  While subsidies may be necessary to encourage EV adoption, Massachusetts must commit to providing decarbonization subsidy equity to those who do not drive, especially those who cannot afford to own a car. One effective solution would be acting to prevent the MBTA's predicted operating budget shortfall next year. 

Third, its failure to support mode shift to sustainable modes like transit, cycling and walking. The bill does nothing to encourage more use of sustainable mobility - transit, rail, cycling and walking.The time value of carbon emissions reductions is highly important, as emissions are cumulative in effect. The most effective short-term carbon reduction strategy is one focused on encouraging more transit and rail use.  Massachusetts needs to encourage mode shift by funding public transit service to improve frequencies and reliability and also to prevent future fare hikes and service cuts.

The Massachusetts Senate must not let itself be beguiled by the efforts of major polluters to greenwash their operations. We can do better. Our state should face the fact that the best approach to addressing transportation sector carbon emissions is one that is balanced among all modes. Our transport future lies in equitable sustainability, and this Senate bill does not get us there.

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

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Podcast 27 - Transportation For Massachusetts (T4MA)

We're joined in the studio by Transportation For Massachusetts (T4MA) staff -- Josh Ostroff, Partnerships Director & Charlie Ticotsky, Policy Director -- to let us know what they do and share recent news on their efforts to secure more funding for transit. Visit t4ma.org or follow them on Twitter @T4MASS. Read about MassDOT's improved but still inadequate Capital Improvement Plan on the T4MA blog.

This episode was recorded on April 5. [Our apologies for the long break, we've been busy advocating for better transit. More shows are in the pipeline. If you're interested in helping with podcast editing and blog posting, please email feedback@transitmatters.info.]

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, or email us here.

Podcast 22 - MBTA Raising Fares Again, Overtime Lies, Challenges and Opportunities

The MBTA fare increase proposals (presentation, summary) are unnecessary and not even helpful in closing the budget gap. This is the latest example to the way the Fiscal & Management Control Board is using misleading statistics to support an ideological agenda that has never worked. What happened to being visionary and taking a fresh look?

Short of major investment -- which is needed more than ever -- many simple changes could improve the user experience and help alleviate capacity constraints. For example:

1. The transfer policy could allow unlimited use within 2 hours (instead of the current one-transfer limit) to offer new options for shorter trips, increase ridership, reduce congestion downtown and save money.
2. All-door boarding on buses and trolleys means faster trips, more frequent service, lower fare evasion and operating cost savings.
3. Expanding Zone 1A on Commuter Rail to all Boston stations as well as Waltham and Lynn would offer fast service for thousands of low-income riders while reducing operating costs.
4. Many low-cost changes such as upgrading bus stops, stations and terminals would improve service quality and increase ridership.

UPDATE: See our Fares & Service fact sheet (the longer version is here).

All this and more in this week's show, recorded in the WMBR studio at MIT in Cambridge. Marc offers some insights from this year's TransportationCamp DC on how regional governance could address some of our management challenges, and former T General Manager Beverly Scott was there. We hear a little bit from the growing transit advocacy network, as organizations like TransitMatters start to pop up in cities across the country.

The Transit Matters Podcast is your source for transportation news, analysis, interviews with transit advocates and more. By offering new perspectives, uniting transit advocates and promoting a level of critical analysis normally absent from other media, we can achieve a useful and effective transportation network because Transit Matters.

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 by connect with TransitMatters on Facebook or Twitter. Follow Jeremy Mendelson @Critical Transit, Josh Fairchild @hatchback31, Jarred Johnson at @jarjoh, Marc Ebuña at @DigitalSciGuy, and or email us here.