No matter what our concern, each of us has a stake in having government operate effectively and accountably, respecting legal rights while being creative and fast-acting enough to deal with public issues.
Some people say this means that government should be run like a business. But government is not business. Its bottom line is much more complicated than profit, its operations are subject to many more constraints, and it operates with far more public scrutiny than any firm could endure. (For more on the differences, see the associated posting “Why the Public Sector – Schools in Particular – Can’t Be Run “Like A Business.”) But there are a lot of business methods that the public sector can adapt to its own unique circumstances and use – needs to use – if it is to do its job. Here are comments about a few of them – measuring performance, involving the public, outsourcing, and technology.Read more
Imagine that you wanted to invent a better public mass transit system. Like a railroad it would run on an exclusive right-of-way, have weather-protected stations where people with already-bought tickets could wait, and multiple cars with comfortable accommodations. Like a subway, each car would have lots of doors so that large numbers of people, standing or in wheelchairs, could quickly get on and off from a platform that is level with the doors. Electronic signposts at every station would display the waiting time before the next pickup. Like a bus it would change its route and stopping locations as changing need requires. It would be clean and safe and fast and high-status enough to attract both rich and poor. It wouldn’t cost nearly as much nor take nearly as long to build as rail. And it would work best where traffic congestion is worst. Pretty good, right?
What you want to invent already exists. It’s called Bus Rapid Transit, or BRT. I’m not talking about Boston’s Silver Line – which is no more BRT than Amtrak’s Acela is a true high-speed rail line. Both use a label that they don’t deserve to cover up their basic failures. They are a sad reminder that the most powerful way to undermine a good idea is with a bad first example. But true BRT already exists in a few cities in this country and many more around the world. We in the Boston area need to erase our negative impressions, start again learning about BRT as if the state hadn’t already spoiled the concept. In fact, there are several places in our own region that could be well served by such a system.Read more
Republicans are claiming that Scott Brown’s election was an affirmation of their conservative ideology. But it is unlikely that the majority of Massachusetts voters have so radically changed their values and views. It is more likely that his election was the result of two other dynamics — the capture of the election process by our reality-show celebrity culture and the widespread anger about the mess that national elites have made of our society. Both have implications for advocates.
Why do so many people get so involved with celebrities? As Joseph Campbell so insightfully taught, throughout human history we’ve celebrated heroes – people, deities, and even creatures who represent our ideals and our fantasies. And we’ve created myths – stories about those heroes that models ways to struggle with the hardships and fears of our existence.Read more
A couple months ago Bikes Not Bombs both celebrated its 25th anniversary and announced that the last of the founding organizers, Carl Kurtz, was leaving. But its core mission of international anti-war solidarity combined with local bicycle and youth services remains. Still based in Roxbury and Jamaica Plain, BNB is now being run by the next generation — people who have grown up with the organization, or connected through the international network of local bike shops that BNB continues to support, or who were attracted by BNB’s combination of political vision and pragmatic services.
It is of enormous credit to the entire BNB community that the organization has lasted this long. And it’s of equal credit to Carl that he has been such a steadfast leader and worker for the entire time. Listening to the speeches, and reflecting on what I know about the organization, helped remind me of what it takes to create sustainable change from the bottom up. The simplicity of the words hides the enormous skill and art of making them happen: compelling vision, optimistic faith, coherent mission, operational efficiency, good leadership, and luck.Read more
Why don’t more people just leave their cars at home? Why do so many people eat such terrible food? I am frequently in conversations where someone asks these types of questions. Sometimes the speaker is just a snob, using the question to really announce their own sense of superiority. But sometimes it’s a sincere bewilderment. Why do people make choices that end up hurting not only themselves but our society in the long run? And how can we get them to change?
Few people are consciously self-destructive. The reason most Americans drive, just like the reason that so many Americans eat bad food, is because given the surrounding context it makes sense to do so. Our homes jobs, shopping centers, schools, and friends are often located far away from each other, extending across the metro region into the suburbs. Public transportation doesn’t typically connect scattered starting points with equally scattered destinations – assuming that’s its available at all. Cars are often a necessity.Read more
(This is the full text and title of a letter that appeared in the Boston Globe on 1/10/10)
We all hate bureaucracy – big, rule-based, inflexible. But the impersonal efficiency of bureaucracy is exactly what big organizations need to run effectively. So the James Michael Curley legacy that is most damaging to today’s Boston is not the corruption or ethnic-neighborhood chauvinism or even the patronage described by Peter Canellos (“Curley’s People”, Jan.1, Ideas), but the pattern of delivering public service entirely on the basis of personal relationships. If you want something done, you have to know someone who works in city hall. Even within City Hall, inter-office coordination is more about calling your cousin than oiling a functional machine.Read more
Aren’t we already walkable? We’ve got short blocks and a decent amount of mixed-use development, which encourage using your feet. Nearly 5% of our adult population walks to work, second only to New York. But most of our advantages are the dwindling remains of our colonial and immigrant inheritance – narrow winding streets, buildings fronting the sidewalk, three-decker density, scattered neighborhood business districts. Unfortunately, we have done our best over the past 50 years to catch up with the rest of car-centric America.
It should not be surprising that pedestrian accidents in Boston have jumped by 21 percent since 2006, reaching 776 last year according to police statistics. Fatalities have increased to 20 in 2008 from eight in 2005. Jaywalking is a local sport, and no one feels safe.Read more
It hasn’t been just the biting cold and the encroaching night that has made this December depressing. The collapse of the Senate’s version of Health Reform into an insurance and drug industry subsidy program, the failure to reach agreement on a climate recovery treaty in Copenhagen, the continued war in Iraq and the announced escalation in Afghanistan….for many of us, these developments have eliminated our little remaining hope that the Obama election would create deeply transformative change – in transportation or anything else.
It’s true that each of these disappointments includes many incremental improvements and sometimes creates a platform for future progress. Simply having an African-American as President is culturally transformative and well worth the effort of his election. But we no longer seem to have enough momentum to push through the structural changes we anticipated. This is important both for what it teaches us about politics and how we have to adjust our strategies going forward.Read more
Mayor Menino says he want to make Boston a “world class bicycling city.” And now that he’s been elected to an unprecedented fifth term, he says that he’s ready to take additional risks to bring significant improvement. So what needs to be done to realize the vision?
Here are ten ideas, and one over-arching concept: All these suggested actions will have a much greater chance of success, and have a much greater impact on local culture, if the city frames them as steps towards achieving an ambitious set of high-level goals – and then measures annual progress. Appropriate goals might include increasing the city’s total number of cyclists by 10% per year and cutting the number of traffic-related pedestrian and cyclist injuries in half every two years.Read more
Despite having a high percentage of transit-dependent households, the mostly low-income and non-white sections of Roxbury, Dorchester, and Mattapan have some of the area’s worst transportation options. The buses are old, over crowded, and slow. There is no trolley or commuter train service. Since the latest estimates are that a two-person Boston household spends up to $12,324 a year more if they use cars rather than trolleys, buses, and feet, many of these people have little choice but to take what’s given them. It’s hard not to see this as discriminatory. And many residents do.
So, the only good that may emerge from the withdrawal of the state’s application for about one hundred and fifty million dollars to upgrade bus service along Blue Hill Ave – because of community opposition to the state’s plans – is that it becomes a case study in how NOT to implement successful transportation projects. What went wrong, and what can we learn?Read more