BY JON BALL

Much has been made about the threatened cut in the 55 bus route, but discontent with MBTA service extends beyond the West Fens. Spurred by recent protests—after which Governor Patrick announced postponement of proposed service cuts and fare increases—approximately 50 people attended a November 7 People’s Forum on transit justice, hosted at Northeastern University by the T Riders Union (TRU), a project of Alternatives for Community and Environment, a Roxbury-based environmental justice organization.

The Commonwealth consolidated its transportation agencies into a new Massachusetts Department of Transportation (MassDOT), which incorporates functions of the MBTA, the state’s highway department, and the Mass Turnpike Authority, among others. TRU has spearheaded a “Riders on Board” campaign, and TRU member Stuart Spina noted at the hearing that not only does the new MassDOT board lack a single T rider, but legislation mandating inclusion of at least one T rider on the agency board was defeated in the legislature last January.

Spina noted that due to increases expected in commuter traffic from the Big Dig—and a resulting deterioration of air quality—federal standards required offsetting MBTA improvements. Proposed MBTA projects included a tunnel to connect both sections of the Silver Line; restoration of the abandoned portion of the E branch of the Green Line, and construction of the North-South rail link, which would tie North and South stations together by rail. However, as the Big Dig costs overran all estimates, no Big Dig funding was provided for the MBTA to do the mandated work, forcing the transit authority to take on billions of dollars in debt. Proposed cuts and fare increases are part of MassDOT’s response to Big Dig debt service.

“In 2000 the state gave the T a cut of sales tax revenue, but stuck it with $5.62 billion in Big Dig debt. So we had fare increases in 2003 and in 2007. TRU asks why should T riders be the ones paying for suburban drivers’ debt? The state, not fare increases and cutbacks, should pay that debt.”

David Jenkins, a Roxbury Environmental Empowerment Project organizer, noted that only ten percent of all MBTA users travel on the suburban commuter rail system, yet it gets 60% of the MBTA’s capital budget. “So that’s why there’s no Blue Hill rail line. This isn’t just about history, it’s about who matter in current priorities.”

Louise Baxter, a former Peterborough Street resident who moved to South Boston in 1971, noted, “ I came here from New Hampshire, and worked at the old Robert Brigham Hospital (now part of New England Baptist). In those days, we staff could room there in the basement, and they fed us at a reduced price. And later, at other jobs, the T helped me get around cheaply. Now, it’s harder for young people to get started. I’m glad I’m not young today.

“And now, the T proposes cutting weekend and evening service, while South Boston has changed. All the yuppies take the rush hour buses. But people in the projects working odd hours and the elderly are going to be hurt by service cuts and fare increases. And look how now there’s a luxurious new T station at Broadway just when homeless families are being shipped out of Southie to places without public transportation. How are they ever supposed to get off welfare like they’re expected to do?”

Fenway residents John Kelly and Galeen Jones spoke about disability issues. Jones, a 30-year resident, noted the threat to the 55 bus. And Kelly noted that “The Ride is a stepchild. It’s subcontracted out, and so the drivers are poorly paid. That makes for turnover, so the drivers never learn to take care of their riders. And often, a wheelchair just can’t get off the bus at a stop because of parked cars. Why don’t we treat bus stops like fire hydrants?”

Jon Ball is a longtime contributor to The Fenway News.

This article originally appeared in the December 2009 edition of the Fenway News.