Bridge the Gap: Transportation Finance 101

When it comes to transportation infrastructure, Massachusetts--and in particular, the Boston region--is far from progressive. Yes, the T is underfunded, perhaps partly because of a persistent stigma against public transportation in America, and its connection with race, class and suburbanization. And yes, the T operates America’s oldest public transportation network, and newer systems do not have as many maintenance issues.

But surely the T could also manage its finances better. Unfortunately, there is a lack of a profit motive for public authorities, and the T’s bureaucracy is not properly incentivized to perform more effectively and efficiently for the 21st century. Due to this, akin to other public authorities, they lack the expertise necessary to reform themselves. They lack a narrative. Can it even be trusted with more of the public’s money, when customers lose faith in arriving on time, resorting to their vehicles and resulting in more clogged roads?

As a public authority, the T is risk-averse, and it has no will to innovate (especially in terms of transportation finance and real estate development), while it is hard for it to coordinate with private partners. While our Joey certainly has scheduling problems too, the problems facing the T cannot be solved merely by providing more funds to the authority or by raising fares.

While these measures will certainly help, larger structural problems must not be ignored. Radical change is necessary, but there is no will to do it, partly because most people do not understand the core problems facing the authority and partly because people don’t want to pay for improvements. In the city of Boston, only 33 percent commute with the T, so the majority don’t know how bad it can be during rush hour or during blizzards.

Streamlining all transportation agencies (except for Massport) into a single MassDOT in 2009 was a significant step towards greater efficiency, but politics get in the way of most long-term planning. In the New York region, which has many more authorities, and three states to coordinate, more still arguably seems to get done while Boston and its increasing population is left to increasingly congested and delayed roads and rails. (Though the T does have cell service and countdown clocks, while the 24/7 NYC subway continues to work on implementing these services in all 469 stations).

I know that it is a feat to move so much complex machinery every single day and that Boston’s existing infrastructure is crumbling, so it’s hard to focus on the future. But, if leaders don’t act, Boston will be left behind with its early 20th century technology and serious institutional disconnects. In fact, by 2020, without additional investment, the MBTA projects that its annual operating deficit will more than double, to $430 million.

Clearly, we need to find creative ways to finance the renewal, enhancement and expansion of our infrastructure. Because in the end, in order to physically bridge the gap, we’ll first bridge it socially, economically and politically, transporting it into the 21st century.

Rayn Riel is a graduate student in the Department of Urban and Environmental Policy and Planning (UEP).