Transportation Tech: From the Mass Pike to the Friendly Skies

“Last night on the Mass Pike, thought I was losing you. Last night on the Mass Pike, I fell in love with you.”

--“Mass Pike,” The Get Up Kids, 1999

Few things are more frustrating than sitting in traffic at a tollbooth, taxiing for takeoff for hours, or standing on crowded trains directed by century-old switches. But what if I told you that we had technologies at the ready to address each of these problems, only to have failed to adequately seize on their potential?

Last week, the Globe profiled forthcoming changes to the Mass Turnpike in Allston, noting that straightening the turnpike will improve safety, smooth traffic, and free up 60 acres of land, some of which is prime territory a stone’s throw from the shores of the Charles River.

Today, I want to focus on one particular aspect of the plan—the introduction of 100 percent cashless (electronic) tolling on the Pike—as well as several other transportation technologies that will pay long-term dividends if we commit to investing in them today.

As the map below from the Pennsylvania Turnpike Commission shows, cashless tolling is being embraced by states across the country as a way to reduce congestion (and the pollution/productivity effects associated with it) and save money on toll collection that can make a small, but meaningful contribution to rebuilding our nation’s roads and bridges. For instance, the Golden Gate Bridge’s new cashless tolling system is expected to save $16 million over eight years (the bridge faces a $66 million budget deficit over the next five years).

This is particularly important in light of the troubles with the national Highway Trust Fund, which is fast approaching insolvency thanks to a gas tax that hasn’t budged in 20 years and the proliferation of more fuel-efficient vehicles.

Cashless tolling should be a requirement for any new federally funded transportation project that includes tolls and the Highway Trust Fund should incentivize states to adopt cashless tolling by providing capital grants for implementation of new systems and cost-sharing arrangements with states.

Another critical transportation technology that has encountered a litany of challenges in recent years is the Federal Aviation Administration’s rollout of Next Generation air traffic control (“NextGen”).

The FAA’s largest-ever procurement, NextGen would replace radar-based ground control with GPS navigation and require airlines to adopt technology that allows pilots and air traffic controllers to have improved access to real time data, allowing planes to fly more direct routes closer together, improving efficiency and productivity in our nation’s skies. When completed, the project is expected to yield a system that can handle three times more air traffic while reducing FAA’s operating costs.

In addition, NextGen is expected to yield the following benefits by 2030:

·       More than $100 billion in net economic benefits

·       27 million hours in flight delays saved

·       Reduce carbon emissions by cutting 4.6 billion gallons of fuel

However, as the Inspector General of the U.S. Department of Transportation recently found, the FAA has failed to embrace NextGen’s potential. This includes a failure to rapidly introduce GPS capabilities at many of the nation’s busiest airports, including those in the NYC-metro region that account for nearly half of all flight delays nationwide.

The list of transportation technologies that are underused goes on and on. In New York, Albany continues to stonewall the City’s efforts to expand the speed camera program—a critical part of Mayor de Blasio’s “Vision Zero” initiative (though Governor Cuomo insists that the issue will be taken up after the holiday recess).

Few cities—including New York—have committed to transforming antiquated street parking with technology (like that in use in San Francisco) that promises to reduce congestion, improve safety (with fewer cars circling for spaces/double parking), and more appropriately value public space.

And we continue to rely on mechanical, switch-based subway systems constructed in the early 20^th century instead of using Communication Based Train Controls (CBTC), which offer improved reliability, lower costs, and greater efficiency. Despite the fact that systems around the world have implemented CBTC, only a single NYC subway line (the L) currently has CBTC, with the 7 slated to have it installed by 2017. Worse, under the current MTA capital needs assessment (2015-2034)—a plan funded almost entirely with debt—it will take until the 2030s (or beyond!) for the entire NYC system to have CBTC installed.

Leveraging technology in transportation will pay for itself. But that will only happen if we generate strong, grassroots support by making these esoteric projects “real” to the public. Indeed, Americans have shown time and again that they are willing to fund infrastructure improvements when they understand precisely how they stand to benefit.

Global Gateway Alliance is trying to generate public awareness of airport improvements in NYC, just as the Straphangers Campaign has long advocated for the interests of bus and subway riders. What’s needed next is recognition by elected officials that the benefits of these technologies will flow to constituents in every corner of the city/state/nation.

The New Gateway to the Middle Class: Tech and the Role of Gov’t

“Education then, beyond all other devices of human origin, is a great equalizer of the conditions of men—the balance wheel of the social machinery.”

--Horace Mann, Secretary of Massachusetts State Board of Education, 1848

Last week, BetaBoston published a piece titled, “Tech, the great equalizer, still struggles to make it to Dudley Square,” about still-nascent efforts to bring the opportunity of the Boston tech ecosystem to neighborhoods in need of economic development, such as Roxbury and Dorchester.

Incubators like DreamFactory and Smarter in the City are essential to ensuring that entrepreneurship—the 21^st century ladder to the middle class—is available to all. However, I believe that the very title of the piece is indicative of a misunderstanding of how government can and should help the tech economy to thrive in all neighborhoods. The great equalizer is not tech. Instead, as Horace Mann noted 165 years ago, it is education.

The clustering effects seen today in New York City’s “Silicon Alley” or the Massachusetts Avenue corridor from Harvard to Kendell Square in Cambridge are the result of proximity to talent—the straw that turns the drink of any industry, particularly one that demands such high-skilled labor.

As important as education is to this puzzle, it is not the only reason why “clusters” have formed in Boston, New York, and elsewhere. Rather, as described in Start-up City, a report I wrote for then-Manhattan Borough President Scott Stringer, creating a tech ecosystem that can power growth for all requires significant public investment in infrastructure, a streamlining of government “red tape,” and measures to ensure that young people can afford to live and work affordably.

When we apply these key ingredients to Roxbury, it becomes clear that we cannot simply divert the tech economy to Dudley Square. Instead, we need to take steps to draw the industry to the neighborhood. Many of these steps are already taking place. Indeed, like many urban neighborhoods across the country, Dudley has experienced substantial change in recent decades, thanks in part to a plunge in crime and innovative programs like Boston Main Streets, which has helped remake neighborhoods into mixed-use, 24-hour communities.

But more must be done. As Ed Glaesar noted in a recent piece on Dudley, private sector investment is essential to the community’s success, which means that Boston must reduce barriers to opening new businesses, including one-stop permitting with guaranteed decision times.

In addition, while Dudley is one of the busiest bus depots in the entire City, the “Silver Line” service that is termed “Bus Rapid Transit” pales in comparison to grade-separated systems in other parts of the world, like Bogota, Columbia or Cleveland, Ohio. The Silver Line doesn’t even qualify as “basic” BRT, let alone warrant a bronze, silver, or gold ranking from the Institute for Transportation and Development Policy.

Thus, 65 years after the Massachusetts Legislature authorized $19,000,000 to build a subway under Washington Street to Dudley Square, the neighborhood continues to be at the margins of the MBTA’s transit network, despite being at the geographic center of the Hub.

As MassDOT found in its 2012 report on transit needs in the neighborhood, the relocation of the Orange Line in 1988 created, “A city with several high-frequency rail lines radiating out from downtown in multiple directions, but with the largest gap between lines coinciding with the location of the city’s highest concentration of minority, low-income, and transit-dependent residents.”

The answer is not to throw out the Silver Line, but to remake it as true BRT, with off-board payment, and a dedicated right-of-way, taking lessons from other cities and transforming the Washington Street corridor in the process.

In college, I taught civics to 8^th graders at Dearborn Middle School in Roxbury, a historic campus that is now in the process of becoming a grade 6-12 STEM-focused institution. In many respects, I had little in common with most of my students. I grew up white and privileged, in a rural town with a two-parent family. Most of my students were black and working class, whose homes were often headed by single parents in multi-story apartment buildings.

But what we lacked in common was more than made up for by their excitement to learn—about how their city/government functioned, about what college was like, about the limitlessness of their own futures.

It is our responsibility to ensure that opportunity is available for these students and all our youth. But it won’t happen overnight and it won’t happen by taking a piecemeal approach to economic development. Instead, government should stick to what it does best—preventing crime, building infrastructure—from transportation to broadband—and making the State a partner, not an obstacle, to business growth.

An Eternal Asset: Making the Most of Essex County’s Waterfront

“She knew they were her woods by the smell of pines and the quality of the air, a scrubbed, cool, clean sensation that she associated with the Merrimack River. She could hear the river, distantly, a gentle, soothing rush of sound that was really in no way like static.”

--Joe Hill, NOS4A2 (2013)

As the story goes, in 1004, Thorewald the Norseman, a seafaring fellow meandered down the New England coast in search of the perfect dwelling place. Upon laying his eyes on Cape Ann (or, as others assert, Nahant), Thorewald declared, “It is beautiful; and here I would like to fix my dwelling.”

Whether he was steering his vessel around the jagged cliffs of Rockport, the brilliance of Dolliber Cove, or the tiny peninsula of Nahant, the truth is that Thorewald couldn’t go wrong. Indeed, with nearly 500 miles of coastline, not to mention flowing rivers from the Merrimack to the Ipswich, Essex County is a beautiful a place to fix a dwelling as it was a millennia ago.

It goes without saying that much has transpired since Thorewald’s voyage. In particular, how we engage with our coastline has undergone a series of shifts—from the pre-industrial economy of the colonial era, to the industrial economy of the 19^th century and now, as we forge ahead in the 21^st, a hybrid of commercial and recreational uses.

Twenty years ago, in a profile of Cape Ann for the New York Times, Suzanne Berne wrote that “[w]hile Gloucester maintains a fishing industry and a palpable grittiness, Rockport has cleated its future to galleries and craft shops.”

The tension between a “working waterfront” and the importance of tourism to Essex County’s economy is an important element in how policymakers and communities approach reshaping waterfronts as part of an integrated economic development strategy.

The future of Essex County’s rivers and shores is one of mixed-uses, fighting to protect fisheries and ports, while simultaneously welcoming people to engage with the water in new ways. This model is on display today in Haverhill, where a plan forged through a public-private partnership is in place to reconnect residents with the Merrimack River by literally tearing down a block of buildings that close off the waterfront and rebuilding downtown with office and retail space, apartments, restaurants, a boardwalk, and—most importantly, perhaps—a new satellite campus for UMass-Lowell.

While Haverhill appears ready to pull shovels in the ground this fall, Lynn’s Master Waterfront Plan is now six years old and progress has been frustratingly slow on the 305-acre site which sits a mere 10 miles north of Boston. 2014 may be the year things speed up, though, as ferry service from Lynn to Boston may finally arrive (thanks in no small part to the efforts of State Senator Thomas McGee). Nothing is more important to jumpstart the private-sector investment that is essential to the plan’s success than the creation of transit links like the ferry and the extension of the Blue Line to Central Square.

Despite delays in getting its master plan off the ground, Lynn’s embrace of mixed-use plans along the waterfront, just like that of Haverhill, Gloucester, and communities throughout Essex County, promises to create an “active” street life that promotes business development and reconnects our communities to their historic roots.

Innovative waterfront development must also exploit modern technology and antiquated infrastructure to draw people to the water and teach both tourists and natives alike about the County’s history.

In Gloucester, Mayor Carolyn Kirk has embraced technology as a way to support both critical economic drivers. In 2012, Mayor Kirk launched the Gloucester Harborwalk, 1.2-mile stroll full of stories about Gloucester’s past and present history and fully integrated into a mobile app.

Similarly, the 4.3-mile Danvers Rail Trail (a grassroots project that has transformed an old, unused rail line into an active recreational space) has used technology to link recreational and commercial opportunities, even creating a hide and seek type game with gift cards from local businesses hidden along the trail that require visitors to download a mobile app (as a sidenote, another unused rail spur stretches from Downtown Salem to Peabody and Danvers, allowing for a potential extension of the Danvers Trail to Cedar Pond and the Crane and Waters Rivers).

Other efforts, like the 1.3-mile Amesbury (or Powwow) Riverwalk (part of the Coastal Trails Network linking Amesbury, Salisbury, Newbury, and Newburyport—see map), hold similar promise.

As one of only 49 National Heritage Areas, Essex County’s many historic assets will continue to play a key role in our economic future. However, more eternal and more vital than any colonial home or ancient artifact is our waterfront. It is essential that our cities and towns work together to make the most of its potential for generations to come.

North Shore Taxis Must be Accessible to All

“With today’s signing of the landmark Americans for Disabilities Act, every man, woman, and child with a disability can now pass through once-closed doors into a bright new era of equality, independence, and freedom.”

-- President George H.W. Bush, 1990

This week, as reported by the Salem Evening News, the Peabody City Council unveiled a compromise for new taxi licenses, dividing the 15 new permits equally among three cab companies. However, the article buried a truly distressing piece of news—none of the new taxi licenses would be for accessible taxicabs. 

Peabody Councilor Tom Walsh rightly grilled taxi owners on their failure to provide this service, saying that if restaurants and hotels can do it, certainly a critical element of the North Shore’s transportation network should be able to as well. Nevertheless, North Shore Taxi’s lawyer, James Mears Jr., described the accessible taxis as “cost-prohibitive,” requiring not only a special vehicle but also a trained driver.

This is a completely insufficient excuse for failing to provide service to people with disabilities on the North Shore (not to mention thousands more who do not technically qualify as disabled, but whose limited mobility makes the features of accessible taxis essential to comfort and accessibility).

Indeed, when Congress passed the Americans with Disabilities Act nearly 25 years ago, it was indicative of a commitment made by the American People to share the costs of making our society—its public institutions, places of accommodation, and, yes, transportation networks—available to all users. Just as we pay slightly higher property taxes to retrofit our schools and Town Halls, so our transportation system must absorb the expense of full and complete access into the cost of doing business.

(as a sidebar, let’s not forget the groups who lobbied aggressively against the ADA—the same groups that have continued to fight landmark legislation to improve conditions for workers and their families, including the U.S. Chamber of Commerce and the National Federation of Independent Businesses)

Furthermore, technology offers several ways of making the system less expensive for business and more convenient for users.  As I noted in a letter to the Boston Globe last year, cabs in Massachusetts should embrace tech-savvy services such as Accessible Dispatch, which serves New York City and allows people to digitally hail accessible cabs through mobile apps or over the phone.

London has a 100 percent accessible taxi fleet. Given the density difference between the North Shore (where a significant portion of cab service is by pre-arrangement) and cities like New York and London (where most cab service is by hail), having a 100 percent accessible fleet may not be necessary to ensure an equivalent level of service for all users in our area.

However, I believe it is essential that every cab company operating in the Bay State have at least one accessible cab on the road 24 hours a day, 7 days a week (or whenever the cab company is serving customers). Taxi passengers, taxi operators, and taxpayers should share the costs associated with this service. For instance, in New York, which recently agreed to adopt regulations requiring that half of the City’s yellow cabs be accessible to people with disabilities within six years, the City and State are providing tax credits to aid companies in converting old cabs to accessible cabs or purchasing new vehicles. 

In the end, if the ADA’s eternal promise is, as President Bush declared, that “people with disabilities are given the basic guarantees…[of] independence, freedom of choice, control of their lives, [and] the opportunity to blend fully and equally into the rich mosaic of the American mainstream,” surely we can do better on the North Shore of Massachusetts than to simply throw up our hands and say that honoring this promise is too expensive.

Sochi 2014 and Boston 2024

http://www.bostonglobe.com/magazine/2014/02/02/boston-should-stop-chasing-its-olympic-dreams/iVMbbRfIwUE6vcQxzGCknL/story.html#

On the night of the Opening Ceremonies of the Winter Olympics in Sochi, I want to take a look at Boston’s bid for the 2024 Summer Olympics and push back against some of the claims made by Shira Springer of the Boston Globe.

Springer lays out the same argument made by many observers of the Olympic Games: namely, that they are very expensive and offer too little in terms of long-term economic development.

However, Springer—like others who denigrate the economic effect of the Games—fails to understand that the lasting legacy of well-run Olympics (like London 2012) is not empty stadiums (London’s Olympic Stadium will soon be filled with a team from the Barclay’s Premier League, its aquatics center is now a world-class community facility, and several of its other arenas have been packed up and sent to Rio de Janeiro for use in 2016). Rather, the lasting legacy is the infrastructure—specifically, transportation and housing—that is built for the participants in and spectators of the Games.

Springer notes that London spent $15 billion on the Games. But what if I told you that nearly $12 billion of that sum was spent on transformative, permanent improvements to London’s transit network, including:

·      Four new or renovated subway lines

·      Dedicated express rail connections between Heathrow Airport and Central London

·      High-speed rail links between East London and Continental Europe

·      Dozens of new bike/pedestrian routes (which paved the way for London’s version of the HubWay to take off in 2010)

These investments—which will support London’s economy for generations to come—would not have been made had London not hosted the Games.

In Boston, we look at our rickety old subway system and wonder if we will ever be able to build out a true 21^st century transit network in the Hub. The fact is that plans for subway expansion in Metro-Boston—from the Blue Line to Central Square-Lynn (first discussed in a 1926 report) to the quixotic effort to build a Silver Line subway (first discussed in 1948)– have gone nowhere for 25 years—since the last Red Line stations opened from Harvard Square to Alewife and the Orange Line extended to Forest Hills.

The Olympics would be a catalyst for those investments, as well as improvements at North and South Stations (including the ever-elusive connection between the two hubs), spurred on by the need to move visitors between venues (such as the TD Garden and the Olympic Stadium—which would be perched on the waterfront).

Boston’s Olympic legacy wouldn’t end with transformative transportation projects. Rather, just as London has used the Olympic village to boost affordable housing, so Boston—desperately in need of additional housing stock—would benefit from thousands of units build for the world’s greatest athletes, but intended for Boston’s families.

Lastly, let us not discount the great civic pride that comes with hosting the world for a fortnight. Londoners of all stripes volunteered with spirit to welcome people from all corners of the Globe to their City.

So it would be in Beantown, where baseball’s cathedral would host soccer; the ancient polo fields in my hometown of Hamilton would be the showcase for equestrian (with the Romney’s attendance an essential component); the Charles River, always packed with rowers in October, would host the world’s best sculls; the ancient stone horseshoe of Harvard Stadium would be lit up by world class field hockey; the windy waters of Marblehead as the perfect setting for sailing; the brilliant sand of Singing Beach in Manchester for beach volleyball; and the 26.2 miles from Hopkinton to Copley Square providing the backdrop to the greatest Olympic Marathon of all time.

So here’s to Sochi 2014…and Boston 2024.