Author: smulder

This task force, associated with The Center for Urban and Regional Policy at Northeastern University, made a variety of recommendations on transit-supportive growth, the financial stability of the MBTA, and strategic investment and expansion. PowerPoint presentation (1.1 MB PPT) Full report (1.4 MB PDF)

Obviously there is large concern regarding the impacts of the planned MBTA fare increases. Consumers who may be understandably upset about the hikes need to take into account that the MBTA is severely constrained fiscally by its huge capital debts and sizable operating deficits. Therefore, concerns should probably be raised with your state representatives first and the MBTA second.
While it is true that public transit does not break even (with the exception of some urban bus routes), and that commuter rail especially represents a handful of subsidy dollars per trip, it is also true that no form of surface transportation in Massachusetts comes close to the subsidy levels supplied to those who drive over Boston’s newly reconstructed Big Dig roadways.
With an annualized cost per year of about $1.5 billion ($15 plus billion/10) and with roughly 75 million vehicle trips per year, the Big Dig is providing $15 to $20 of subsidy per vehicle trip. Those who use Boston’s Big Dig pay only a tiny fraction of the project costs with their gas taxes. It is a shame that the MBTA fare hikes will not be accompanied by new road financing mechanisms.

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Starting in January, subway and trolley fares would increase from $1.25 to $1.70, and bus fares would go from 90 cents to $1.25. Riders who don't use new automated fare CharlieCards would pay even higher fares. The good news is that there will finally be free transfers systemwide. Boston Globe: "MBTA seeks sharp fare hikes" Boston Herald: "T takes 'em for…