Walder’s replacement hasn’t been found yet, but looking for a luminary with a résumé like his —he’s credited with introducing the Oyster card in London and pushed for a tap version of the MetroCard (coming in 2015, hopefully)— is going to be left up to a task-force headed by New York’s Lieutenant Governor Richard Ravitch and is quite the order. Commissioner Mullan’s job description is broader but relatively easier; more highways, less subways. His replacement is Richard Davey, a sort of Jay Walder-lite, and he is leaving his post as the chief of the MBTA for the commissioner’s desk at the Massachusetts Transportation Building, across the Boston Common from the State House.
Davey isn’t taking over until September 1st, and he’s inheriting a mess of disappointment, anxiety, and general disdain for the Bay State’s infrastructure. Commuters from the West hate the tolls, Bostonians don’t like the prospect of bus and subway fare hikes (there hasn’t been one for the past five years), and there are parking lots doubling as thoroughfares in the suburbs to the south and north. Davey’s office is a crosshair of discontent making a typically easy target for public griping –public transportation—even easier to find.
Reform is the status quo now at MassDOT”
The news isn’t all bad for soon-to-be Commissioner Davey: the shape of the Massachusetts economy is sturdier than the country as whole and unemployment numbers are far below the national average at 7.6%. That means that while Bay Staters may dislike any impending cost increases to their daily commute, they are in a better position to afford it. That won’t be reason enough to refrain from protest should any combination of an unholy trinity occur: toll increases, fare hikes, and gas taxes. These strategies are not levers for the sake of pulling: transportation costs for single drivers commuting from the suburbs outweighs costs for those taking public transportation as a proportion of income and the savings incurred by carpooling would make any frugal commuter from Framingham or Swampscott squeeze in the backseat between Ashley from accounting and Jackson from HR.
Davey is also appreciably realistic and honest about the state of transportation infrastructure in Massachusetts (bad), the implications that has for the economy (also, bad), and the brand of strategies that need to be in play in order to shore it up (rough). But Davey has to equivocate like any holding political office–and running buses and trains in a major American city is a unique political act. “Reform is the status quo now at MassDOT,” he told WBUR’s Meghna Chakrabarti in an interview last week, referring to that department’s efforts to streamline operations and find savings before it went looking for new cash. Remaining mum on anything outside of a general fare increase is a shrewd but obvious reference to Governor Patrick’s failed bid to add $0.19 to the state’s paltry $0.235 gasoline excise tax, a move that would have raised $500 million annually and gone a long way towards disarming the debt bomb ticking away at 10 Park Plaza.
Overseeing a public transportation system, as Davey did for a little more than a year, is slightly worse than a thankless job. Subway and bus riders assume –just like pedestrians and motorists—that there infrastructure lacks considerable complexity in providing service at a high level and low cost. Straphangers have taken on an odd brand of roundabout logic regarding transit: the subway has been there because it’s always been there and –this is critical—it will never not be there. Complaints about efficiencies and delays sound more like an amateur chef criticizing the saltiness of a dish at Le Cirque or O Ya; a problem with a blunt, linear solution. The reality is overwhelming and complex – unless, of course, maintaining personalities, budgets, complaints, politics, and equity while simultaneously attempting to keep one’s job sounds like the managerial equivalent of making grilled cheese. Riders often neglect the basic thermodynamic logic behind a public transportation infrastructure: it is a system, and systems are inherently inefficient. Davey will, hopefully, go a long ways towards “squeezing every ounce of savings [he] can out of the organization”, but more importantly (and potentially more hopelessly) he can also educate riders, drivers, and walkers on what exactly goes into his job, a position that has remained a black box for most American cities.
Of course, these are still difficult times to get anything done in Massachusetts transportation when there is still the echo of overdrawn budgets reverberating through the Big Dig tunnels. It is harder still when you consider that the design and implementation dysfunction at that very same project may push the bottom line even higher. Davey discusses that project with the same tenor a cheater might save for a particularly terminal infidelity: “Was it mismanaged? Yes it was. Was it overpriced? Absolutely. But you know what, we have to manage the situation and that’s what we’re going to do.” Admitting institutional mistakes, even if the missteps were on someone else’s watch, is especially satisfying coming from a transportation official where colossal successes and failures are almost always cut from the same cloth, and only the former ever find an owner.
Was it mismanaged? Yes it was. Was it overpriced? Absolutely. But you know what, we have to manage the situation and that’s what we’re going to do.” -Richard Davey
Chakrabarti’s interview with the commissioner-nominee, his first after Gov. Patrick’s announcement, centered on the one question he says will define his tenure: “What kind of transportation system do we want?” The crystalline rhetoric (what other answer could one have besides “good” or “great” or “really great”?) isn’t pointless. If Davey’s position is geared towards educating Massachusetts residents on the subtle and unglamorous issues facing infrastructure then he will have not only taken his predecessor’s path to its logical extension but also conducted an exhibition in bureaucratic pragmatism, a task only slightly more simple than fixing the Green Line.