►
Description
Docket #0879 - Hearing on the proposed North-South Rail Link
A
Rotation
and
presiding
over
this
hearing
on
docket
number
zero.
Eight,
seven,
nine
order
for
a
hearing
on
the
proposed
north-south
rail
link,
sponsored
by
my
colleague,
city
councilor,
at-large,
Aneesa,
asabi
George
I
want
to
recognize
that
I
have
several
colleagues
here
and
I'll
recognize
more
as
they
come
in
again
to
my
left
is
the
lead
sponsor
of
this
hearing
order?
A
Councillor
at-large,
Aneesa,
sabe
George
to
my
right
is
district
councillor,
Edie
Flynn
and
at
the
the
table
to
my
left
is
district
councillor
Frank
Baker
I
wonder
mind
everyone
that
this
hearing
is
being
recorded
and
will
be
re
broadcasted
on
Comcast
eight
are
cnat
to
Verizon
1964
and
is
live
streaming
online.
So
if
you
could,
please
silence
your
cell
phones
and
other
devices
we'd
appreciate
not
having
those
distractions.
A
We
will
take
public
testimony
throughout
the
hearing,
so
make
sure
to
sign
in
and
check
the
appropriate
box
by
the
door
and,
as
you
are
testifying,
if
you
could
state
your
name,
affiliation
residents
and
limit
your
comments
to
two
minutes
to
ensure
that
all
comments
and
concerns
can
be
heard.
So
just
to
outline
the
format
of
this
evening.
I
would
like
to
hand
it
over
to
my
colleagues
to
make
an
opening
statement.
A
Then
we
will
take
just
a
little
bit
of
public
testimony
from
the
first
three
people
who
signed
in
to
ensure
that
the
public
is
heard
throughout
our
evening.
Then
we
will
have
a
presentation
by
Lucas
Santos,
who
will
show
a
presentation
over
the
screens,
and
then
we
will
dive
into
the
first
half
of
our
illustrious
panel
here.
So
I'd
like
to
turn
it
over
to
the
sponsor
councillor,
any
so
sabe
Jorge.
B
Both
for
public
testimony,
then
our
panelists
that
we're
going
to
lean
on
for
more
information
I'd,
also
like
to
thank
Cameron
Lease,
who
has
who
is
a
student
at
Northeastern
University
who's,
really
supported
my
office
through
some
of
this
effort
leading
up
to
today.
I
am
a
supporter
of
the
north-south
rail
link
and
have
been
so
for
a
little
bit
of
time.
B
B
That's
happened
so
fine
to
understand
where
we
can
go
from
here,
so
that
we
can
leave
the
the
space
of
just
meeting
and
discussing
to
get
to
a
place
of
action
and
planning
for
the
future,
so
I
think
the
chair
for
hosting
today's
meeting
I.
No
doubt
you
will
run
a
very
well
organized
and
efficient
meeting
and
I
hope
that
the
panelists
and
public
will
humor
us
with
with
following
suit.
Thank
you,
madam
chair
Thank,
You
councillor
sabi,.
D
Baker,
thank
you,
madam
chair
and
I
also
want
to
thank
a
councillor.
Asabi
George,
longtime
proponent
of
the
north-south
rail,
like
one
of
the
I,
was
fortunate
enough.
Early
after
I
was
elected
to
have
lunch
with
the
formula
god
former
governor
and
we
went
through
the
north/south
link
and
also
billboards
and
I'm
still
fighting
the
billboards
and
we're
still
talking
about
the
north-south.
So
he
had
a
show
of
support
and
we
have
a
look
like
we
have
an
information
packed
panel.
So
thank
you.
Thank
you
all
for
coming
tonight.
Thank.
A
E
Hi
I'm
I
am
Franny
Osman
from
Acton
Massachusetts
I'm
on
various
local
transportation.
Boards
I
also
have
a
daughter
who
lives
in
Jamaica
Plain
and
works
at
Commonwealth
kitchen
in
Dorchester.
I
am
in
support
of
the
north-south
rail
link
and
I
would
be
very
disappointed
to
see
us
not
be
creative
and
visionary
and
move
forward
with
it.
I
don't
want
to
see
in
the
future
continued
limitations
on
where
people
live
and
work
based
on
the
very
limited
diesel
engines
going
in
to
stub
end
stations.
E
I
have
heard
countless
engineers
and
economists
explain
why
it's
really
important
and
I
have
also
heard
people
working
for
various
transportation
organizations
saying
well,
of
course,
I
see
the
importance,
but
they
still
seem
very
timid
and
I.
Don't
know
why
I
think
it's
something
related
to
the
Big
Dig
I,
don't
know
what
it
is,
but
I
think
we
need
to
get
that
message
across
I.
E
Don't
want
to
see
it
continue
that
when
I
went
across
the
city,
I
can't
get
there
by
train
because
we
don't
have
electrified
trains
or
a
connection
between
the
two
stations.
It's
an
obvious
answer
and
I
appreciate
the
council
supporting
it
and
helping
us
move
along
specifically
asking
for
funding
soon
from
Governor
Baker.
Thank
you.
Thank
you.
F
F
You
know
great
examples
of
economic
development
in
this
country,
but
there
still
is
a
lot
of
potential.
This
gets
completely
wasted,
there
are
jobs,
there's
housing,
there's
education,
medical,
cultural
activities
and
they're
all
scattered
around
and
they're,
not
very
well
connected,
and
our
congestion
is,
is
really
bad
in
terms
of
traffic
and
the
MBTA
really
is
showing
great
signs
of
stress.
In
fact,
I
was
worried.
I
was
going
to
get
here
late,
because
I
couldn't
get
on
to
the
Green
Line
I
was
just
so
crowded.
F
F
The
the
connections
to
the
West
would
need
to
be
improved,
but
it
wouldn't
do
any
good
for
them
to
be
improved
if
they
just
run
into
a
dead
end
at
South
Station,
which
is
like
what
they
currently
do
and
actually
there's
a
lot
of
benefits
for
all
of
New,
England
and
I
think
that
Boston
needs
to
not
only
do
outreach
to
the
rest
of
eastern
Massachusetts.
It
really
needs
to
also
talk
to
people
in
New
England
at
large
and
help
them
understand
how
important
it
is
to
support
this.
F
Otherwise,
we
have
this
dead-end
train
parking
and
extremely
expensive
real
estate
and
we're
going
to
have
to
expand
the
dead-end
train
parking
at
both
North
Station
and
South
Station.
If
we
don't
connect
them
and
it's
just
crazy,
it's
a
waste
of
resources
and
it's
just
a
waste
of
precious
space
and
closing
I'll
mention
that
in
Philadelphia,
which
is
another
northeastern
city,
has
not
done
as
well
economically
as
Boston.
They
still
had
the
vision
in
the
1980s
to
do
their
equivalent
of
connecting
to
dead
ends
that
were
separated
and
routing
their
their
trains.
F
All
the
way
through
and
they're
really
glad
they
did
it.
They
took
the
old
one
of
the
old
stub
and
dead
end
terminals
and
turned
into
a
something
like
Daniel
market.
You
know
a
market
and
with
food
and
also
entertainment,
and
so
on.
It's
basically
using
all
that
space
that
was
freed
up
right
at
the
core
of
the
city,
and
so
the
summary
I
would
say:
Boston
and
eastern
Massachusetts
and
actually
New
England
have
a
lot
of
untapped
potential.
F
People
that
should
be
entertaining
themselves
should
be
having
good
time
should
be
living
in
better
housing
if
they
could
only
get
to
it,
working
at
jobs
and
learning
and
in
all
the
educational
opportunities,
and
instead
they're
spending
a
lot
of
times
stuck
in
traffic
or
waiting
for
the
train
or
trying
to
get
on
the
train
and
not
being
able
to
get
on.
Thank
you
thank.
G
Maybe
it
I
want
to
thank
the
members
of
the
council
for
holding
this
hearing.
My
name
is
Wayne
Davis
I
am
from
Portland
Maine
and
I'm
the
surviving
founder
of
train
riders
northeast,
which
is
the
citizens
organization
nonprofit
that
was
formed
and
created
Amtrak's
Downeaster
service
running
from
Boston's
North
Station
to
Portland
now
to
Brunswick
as
well.
G
It's
an
amazing
sitting
here
and
thinking
how
many
years
we've
been
trying
to
promote
the
linkage
of
the
stations
and
to
me
it's
it's
amazing.
The
Downeaster
runs
back
and
forth
every
day
last
year
and
I
don't
know
how
many
would
realize
I'm
sure
your
papers
don't
pick
up
on
it
probably,
but
the
train
is
carrying
close
to
600,000
passengers
a
year,
and
that
puts
a
lot
of
people
into
North
Station
and
a
pretty
good
percentage
of
them
come
to
Boston
and
they're
spending
money.
G
Closing
this
century-old
break
in
our
rail
system
will
transform
what
is
now
a
very
19th
century,
stub
in
terminal
system
and
transferring
it
into
a
modern,
efficient
and
convenient
run
through
system
that
can
accommodate
growth.
Well
into
this
century,
the
entire
New
England
region
will
benefit
economically
and
environmentally.
When
we
are
united
with
the
rest
of
the
National
passenger
rail
system,
when
the
link
is
built,
no
longer
will
it
be
said
you
can't
get
there
from
here.
Thank
you
for
your
time.
Thank.
A
A
Of
course,
you
will
hear
shortly
from
senator
Jamie
Eldridge
former
former
governor
Mike
Dukakis
and
former
representative
John
businger
I
do
want
to
recognize
that
state
representative
Tammy
Gouveia
is
in
the
room
as
well
as
well
as
governor's
counselor,
Maryland,
potato
Devaney
and
candidate
for
office,
Allen,
Vincent,
Vincent,
okay,
sorry
Lucas!
Please,
proceed
I
apologize.
H
So
my
name's
Lucas
Santos
I
started
working
on
this
project
as
the
transportation
director
for
congressman
Seth,
Moulton
I'm
no
longer
with
the
congressman
but
I'm
here
today,
testifying
as
an
Austin
resident.
So
to
start
off,
I'd
like
to
just
give
a
quick
video
about
the
project
and
its
cost
that
the
Harvard
Kennedy
School
did
when
they
were
working
with
the
congressman's
office
on
this
project.
So
I'll
show
the
video
and
then
do
a
quick
presentation
to
give
some
insight
into
the
into
the
project.
H
H
H
So
here's
what
the
north-south
rail
link
would
look
like.
So,
as
you
can
see,
everything
is
connected.
Everything
is
integrated,
a
commuter
rail
integrated
with
subway
and
a
subway
system.
That's
why
the
skeleton
would
look
like
so
I
want
to
start
off
with
showing
you
what
our
current
system
looks
like.
So,
as
you
can
see,
they're
just
two
completely
separate
systems
with
14
commuter
rail
lines,
138
stations
and
almost
400
miles
of
track,
separated
by
1
mile
at
its
core
from
North
Station
to
South.
H
The
north
side
has
10
lines
in
its
approaching
capacity
and
the
south
side,
as
you
heard
earlier
on
today.
It
has
13
lines
and
it's
currently
at
capacity.
So
we
need
to
do
something
to
address
capacity
right
now
and
the
north-south
rail
link
is,
is
you
know
clearly
we
see
it
as
a
way
of
addressing
that
capacity.
H
So,
as
you
know,
the
Boston
traffic
is
now
infamous
for
being
the
worst
traffic
in
the
US
I
mean
we
beat
LA
and
everything
in
in
sports,
and
we
we
brag
about
it,
but
this
this
is
not
something
to
brag
Amin.
It's
we
were.
You
know
the
constantly
ranked
the
worst
traffic
in
the
in
the
US
and
that's
not
you
know,
that's
not
something
to
be
proud
of.
H
So
what
we
found
is
that
this
is
a
common
problem
with
a
common
solution,
so
around
35
other
cities
across
the
globe
have
Stubbins
stations
or
had
Stubbins
stations
and
are
now
currently
or
have
already
completed
linked
projects
like
the
north-south
rail
link.
These
are
just
some
of
the
some
of
the
cities
that
have
already
done
so.
So
what
is
the
north-south
rail
link?
So
the
north-south
rail
link
is
at
to
point
a
mile
tunnel
that
will
completely
integrate
our
commuter
rail
system
to
our
subway
system.
H
H
So
the
north-south
rail
link
connects
people,
housing
and
jobs.
A
Harvard
study
had
access
to
transportation
as
a
single
strongest
factor
in
moving
people
out
of
poverty
and
I
truly
believe
that
so
some
of
the
the
ways
that
the
north-south
rail
link
would
address.
The
way
we
commute
is
by
taking
fifty
thousand
five
cars
off
the
road
daily.
So
even
if
you
don't
take
the
train,
it'll
help
your
commute.
H
It
connects
the
fastest-growing
regions
of
the
state.
Together,
it
just
makes
travel
seamless
throughout
through
stations.
So
what
it
means
for
Boston
is
that
a
lot
of
the
connections
to
the
red
and
orange
line
during
peak
hours
are
eliminated
because
you
can
come
if
you
have
a
job
on
South
Station
and
coming
from
the
north,
you
can
just
ride
the
train
straight
through,
but
also,
more
importantly,
it
unlocks
ten
billion
dollars
of
downtown
development
just
in
two
sites.
H
So
the
two
sites
that
we
have
we
have
on
the
slides
there
are
with
that
cycle
with
that
circle
site
and
the
u.s.
post
office.
The
reason
why
we
chose
those
two
sites
is
because,
like
I
said
there,
since
cell
stations,
that
capacity
we're
gonna
need
so
it's
the
the
state
is
proposing
to
expand,
South
Station
would
which
would
take
those
two
sites
and
pretty
much
turn
them
into
train
parking
lots.
So
this
was
a
back
of
the
envelope
math
on
some
of
the
development
potential
just
in
those
two
sites.
H
So
one
of
the
things
that
you
need
to
keep
in
mind
is
that
the
technology
is
completely
different
than
the
Big
Dig.
The
north-south
rail
link
will
use,
what's
called
a
tunnel
boring
machine,
those
machines
that
you
see
at
the
top
right
corner.
So
what
they
do
is
they'll
start
digging
at
each
end
and
by
the
time
they
get
to
the
middle.
H
You
there's
very
limited
disruption
on
top,
so
they
go
so
far
under
that
there
is
no,
they
don't
interrupt
with
utilities
or
whatnot,
and
you
can
see
the
skeleton
of
what
it
does
so
congressman
Moulton
when
I
was
working
with
him.
We
went
to
London
to
because
London
is
doing
two
of
these
and
when
we
were
on
the
surface,
you
can't
really
tell
there's
no
impact
whatsoever
and
we
went
downstairs
a
few.
H
Of
course,
when
you're
talking
about
a
project
of
this
magnitude,
financing
is
important.
So
some
of
the
federal
funding
that's
available
are
TIFIA
and
riff
riff
loans,
of
course
stay
in
private
loans,
regional
because
it
is
a
regional
project.
We
can
get
other
states
to
buy
in
as
well,
and
something
that
has
been
talked
been
talked
about
is
our
public-private
partnerships
to
make
sure
that
we
take
some
of
the
cost
burden
off
of
the
taxpayers,
and
if
you
learn
nothing
else
from
the
presentations
today,
I
think
the
the
main
thing
I
want.
H
You
want
you
to
come
out
of
this
presentation.
Knowing
is
the
problem
with
the
way
that
we
look
at
projects
nowadays?
Is
we
look
at
them
as
one
offs?
The
north-south
rail
link
is
part
of
a
broader
vision.
So
you'll
hear
a
few
of
these.
The
panelists
testify
on
the
what
the
vision
is
for
the
north-south
rail
and
confer
the
state,
which
is
15-minute
frequencies
across
the
state.
A
fully
electrified
integrated
system,
which
is
you
know,
called
regional
rail.
H
So
the
north-south
rail
link
is
key
to
that,
and
in
order
for
us
to
really
address
the
traffic
problems
we
need
we
need
to
come
together
and
not
fight
each
other
for
the
further
projects.
Obviously
Fairmont
lying
electrification,
South,
Coast
rail.
All
these
projects
are
part
again
of
this
broader
vision
and
they're,
not
competing
for
the
same
pool
of
money
and
the
next
steps
as
I
see.
Them
is
really
starting
a
master
planning
process
to
get
all
of
these
projects
shovel-ready.
If
and
when
there
are
federal
funds.
D
H
D
A
You
counsel,
Baker
Thank,
You
Lucas,
so
now
we'll
proceed
to
the
first
half
of
our
our
panel,
the
those
who
have
served
or
are
serving
in
office.
It
turns
out
so
we'll
begin
with
opening
statements
from
governor
Dukakis,
then
I
believe
to
wrap
businger,
then
to
Senator
Eldridge's
at
the
preferred
order.
Okay
and
then
we'll
do
a
round
of
Q&A
with
councillors
and
then
opening
statement
from
the
rest
of
the
panel.
I
Caroline,
so
I'll
try
to
be
very
brief
folks.
There
are
two
reasons
why
this
project
is
so
important.
First,
it's
one
of
the
most
important
national
infrastructure
projects
in
the
country,
the
Manhattan
Institute,
which
is
a
very
conservative
think-tank
in
New
York
City.
This
is
one
of
the
ten
top
infrastructure
projects
in
America
and
the
reason
is
obvious.
This
is
the
busiest
train
line
in
the
country.
I
It
actually
makes
money
for
Amtrak
and
it's
got
this
ridiculous
mile
in
the
middle
of
it
that
hasn't
been
completed
most
folks
in
the
business
don't
understand
us,
I've,
never
understood
it.
As
you
know,
we
tried
very
hard
when
I
was
governor
to
get
this
thing
done
were
fought
tooth
and
nail
by
the
Reagan
administration.
I
President
Reagan
actually
vetoed
the
appropriation
for
the
Big
Dig,
but
when
you
rip
up
the
City
of
Boston,
it's
not
too
complicated
to
put
a
double
rail
line,
down
the
middle
of
it
and
connect
the
two
railroad
stations
and
secondly,
of
course
we
must
have
a
regional
rail
system
in
this
state.
In
this,
in
this
region,
I've
been
talking
to
governor's
and
the
other
New
England
states.
They're.
All
very
strongly
committed
to
this,
but
this
is
a
key
part
of
it.
I
So
don't
anybody
tell
you
that
we
can't
do
this
somehow.
This
is
this.
Is
that
difficult
and
cities
all
over
the
world
folks
are
doing
these
because
they
all
have
these
stubborn
stations
and
they
want
a
connection.
You'll
hear
lots
of
good
testimony
from
lots
of
very
good
people
who
are
part
of
this,
but
this
is
absolutely
critical
and
by
the
way,
because
it
is
a
project
of
national
significance,
it's
eligible
50
percent
federal
funding.
In
addition
to
that,
as
you
know,
you've
got
lots
and
lots
of
value-added
possibilities
here
in
the
city.
I
Just
not
using
this
valuable
land
for
the
storage
of
vehicles
gives
bus
and
great
opportunities
to
develop
stuff.
That's
now,
currently,
not
here
one
other
thing:
please
kill
any
further
work
on
so
station
expansion.
It's
totally
unnecessary.
If
you
do
this
project
and
by
the
way
North
Station
is
also
becoming
increasingly
congested
and
you
avoid
the
expenditure
of
hundreds
of
millions
of
dollars
to
expand
North
Station.
Why?
Because
this
is
through
service
folks,
but
any
further
work
by
the
city,
the
state
or
anyone
else
on
South
Station
expansion
is
just
ridiculous.
I
It's
not
needed,
we
don't
need
it,
and
the
less
I
was
railing
will
resolve
that
problem.
Thanks
to
all
of
you
for
doing
this,
special
thanks
to
councillor
sabe
Jorge
for
getting
us
here
and
I
hope
we
can
work
with
you.
Needless
to
say,
the
tea
and
the
management
department
of
transportation
needs
a
lot
of
support
and
guidance
these
days,
and
you
are
the
folks
and
I'm
serious
about
this.
Who
can
help
to
provide
that?
I
There's
no
excuse
for
the
kind
of
transportation
system
that
we
have
these
days
and
these
constant
breakdowns
I
was
on
when
today,
I
almost
didn't
make
it.
Fortunately
there
was
a
Green
Line
train
behind
us,
so
I
managed
to
get
off
the
mine
get
on
the
next
one,
but
this
kind
of
thing
shouldn't
be
happening
so
look
forward
to
working
with
you
and
thanks
so
much
for
making
your
time
available
to
us
and
getting
behind
this.
J
Thanks
very
much
before
I
begin
my
remarks
and
please
time
you
out
for
that.
I
just
want
to
thank
of
Mesa
sabe
joy
for
sponsoring
this
happy
to
be
in
the
hall
that
day
to
see
the
unanimous
show
of
hands
on
it
and
I'm
happy
to
follow
the
chair
of
the
north-south
railing
group,
mike
dukakis
I
know,
Jamie
elder
is
going
to
speak,
but
I
want
to
say
something
about
him.
J
He's
sponsored
in
2014
the
two
million
in
the
transmission
bond
bill
that
was
misused
by
the
state
to
create
the
study
they're
doing
now,
which
was
against
the
direct
intent
of
the
legislature
to
resume
the
environmental
process
to
actually
resume
that
process.
He
again
sponsored
in
the
capital
bond
bill
last
year,
2018
and
June
10
million
dollars.
Our
job
now
is
to
get
governor
Baker
and
the
congressman
or
the
Congress
to
supplement
that
to
resume
the
most
important
environmental
process.
Otherwise
we
give
no
protection
to
the
right
away
and
we
don't
construct
this
project.
J
So
I
just
want
to
say
that
before
I
begin
and
I
want
to
point
out
represent
of
Tammy
Gouveia
who's,
a
great
new
organizer
in
the
state,
how
she's
doing
great
work
and
notifying
the
legislators
and
the
nisa
asked
me
and
Tammy's
already
done
this.
Our
next
working
group
meeting
for
people
in
the
audience
who
are
members
is
August
21st
Wednesday
at
1
p.m.
and
2
to
2.
Now
brief
introduction,
I
was
the
founder
and
chair
of
the
Massachusetts
legislative
Rail
Link
caucus
in
the
90s.
It
grew
to
193
members.
J
J
We
have
110
legislators
now
in
and
additionally,
the
north-south
rail
link
working
group
has
invited
each
one
of
you
threw
me
conveyed
by
me
each
of
your
City
Council's,
as
a
member
of
the
working
group,
unanimous
as
a
touchstone
I
want
to
quote
your
own
mayor
mayor,
Walsh
speaking
before
business
group
on
the
saturday
after
he
was
inaugurated.
He
said.
What's
good
for
the
region
is
good
for
the
city?
What's
good
for
the
city
is
good
for
the
region.
We
should
remember
that
now.
J
The
Lucas
correctly
mentioned,
like
South
Coast
rail.
Do
we
want
to
spend
billions?
It
started
as
less
than
a
billion.
Now
it's
billions
for
extra
tracks
at
South,
Station
that
don't
solve
the
problem
that
leave
them
dead
ends
and
will
be
obsolete
in
a
few
years,
with
no
space
to
access
to
construct
extra
stations
which
Mike
referenced.
So
that's
a
foolish
solutions.
We
don't
want
to
do
that.
That
would
not.
History
would
not
look
back
on
us
that
way
very
well.
J
The
question
is:
do
we
want
to
wet
two-week?
Do
we
flail
around
afford
needed
layover
facilities
which
they're
having
to
do
if
they
do
south
seshu
expansion
that
use
up
valuable
land
that
we
could
use
for
other
purposes
anywhere?
Mayor
Walsh
has
talked
about
this
visa
vie
with
that
circle.
You
start
hunting
around
for
layover
facilities
to
make
up
for
a
project.
That's
a
dead
end
that
isn't
even
a
solution.
It's
a
pound
for
wise
and
full.
It's
just
foolish,
then
Oh.
J
South
rail
link
enables
workers
on
one
side
of
the
city
to
get
to
the
other
side
by
rail.
It
allows
people,
ok
lost
people
to
seek
housing
on
one
side
of
the
city
and
live
on
the
other.
The
governor,
many
other
people
talk
about
gateway,
city
connections,
you
don't
connect
the
gateway
cities.
Unless
you
have
the
north-south
rail
link,
the
rail
link
reduces
traffic.
Congestion
is
far
more
than
other
solutions
that
some
transportation
groups
are
purporting
as
solutions
like
tolling,
more
tolling
I.
Don't
think
that
solution.
J
The
solution
is
good:
alternative
transportation,
the
CAC
that
was
the
official
group,
the
environmental
group,
estimated
that
it
would
take
fifty
five
thousand
daily
trips
off
the
road.
In
conclusion,
the
ibw
is
a
member
here
of
the
IBEW,
put
up
a
sign
at
my
request
years
ago
on
the
iconic
billboard,
which
we
all
know
in
the
southeast
expressway
stuck
in
traffic,
build
the
north-south
rail
link.
We
did
that
because
of
more
drivers
saw
that
and
chose
the
north-south
rail
link.
J
It
would
relieve
other
drivers
of
what
it
would
get
to
cause
less
congestion
with
them,
or
at
least
would
not
cause
more
future
congestion.
That's
why
we
put
up
that
billboard
and
I
thank
the
IBEW
for
not
only
be
doing
that
being
a
member,
a
valuable
member
of
the
north-south
railing
working
group.
In
conclusion,
the
north-south
rail
link
is
the
transportation,
economic
and
environment
solution.
We
need
and,
for
example,
look
at
some
of
our
latest
members
to
join
the
group,
the
environmental,
legal
Massachusetts,
the
environment,
Massachusetts
group,
mass
PIRG.
J
We
have
labor
groups,
we
have
business
groups,
we
have
high
elected
official
in
each
state,
the
lieutenant
governor
Rome
on
both
congressman
in
New
Hampshire,
chellie,
Pingree,
Southern,
Maine,
Joe,
Courtney,
Stern
Connecticut,
the
mayor
of
Nashville
New
Hampshire,
and
the
mayor
of
Providence
Rhode
Island.
We
have
a
great
group
I'm
very
happy
that
all
thirteen
city
councilors
are
that
lets
work
all
together
to
get
this
done.
Thank
you.
Thank.
K
K
A
A
I
No
question
about
it
and
he
and
his
folks
had
missed
the
Massachusetts
Department
of
Transportation,
now
I'm
having
a
difficult
time
running
the
system
they're
having
a
particularly
difficult
time
getting
projects
up
and
moving
that
are
essential.
They
can't
spend
the
money
they
have,
which
seems
kind
of
ridiculous
I,
don't
know
what
the
problem
is:
I,
don't
whether
its
internal
or
what
but
I
don't
recall.
Having
promised
like
problems
like
this
and
there's
no
reason
Under
the
Sun,
why
they
can't
do
this
job
they've
got
to
commit
themselves
to
something
more
than.
I
J
Can
I
comment
on
that
also
to
back
up
what
he's
saying
this
has
always
been
much
more
matter
of
political
will
than
it
was
ever.
Engineering
I
just
gave
Mike
an
article
that
I
found
just
this
morning
from
1993
when
well.
First
endorse
this
and
it
started
by
saying
how
optimists
prevail
talked
about
not
doing
small
things
and
pessimism
never
got
anything
done.
I,
remember,
Ted
Kennedy
was
ever
the
optimist
and
we,
obviously
it
hasn't
been
done.
J
He's
now
gone
almost
ten
years
next
month,
but
he
told
me
in
Marlborough
actually
at
a
hearing
in
2003,
when
I
told
him
in
Romney
was
going
to
suspend
the
project,
he
said,
don't
worry,
John
we'll
get
it
that's
the
kind
of
attitude
we
need.
If
you
like
it,
go
for
it
and
we
have
enough
peed
on
have
enough
people
saying
we
need
this
very
badly.
I
told
Ted
and
I
talked
about
this.
This
is
not
a
nice
thing
to
do
it's
a
necessity.
Otherwise
we
leave
permanent
stub
ends
and
I
want
to
point
out.
J
K
And
I
would
just
had
agree,
it's
the
the
political
will
I
think
it's
also
a
bit
of
fear
and
it's
no
surprise.
It's
the
fear
of
the
costs
and
the
sort
of
political
repercussions
of
the
Big
Dig
and
so
to
about
what
both
governor
Dukakis
and
reps
and
butchers
said.
It's
it's
having
that
bold
vision
for
what's
possible
and
recognizing
that
unless
we
have
that
bold
vision,
we're
not
going
to
fix
the
transportation
system
in
Massachusetts
and
chairman
will
I
really
appreciate
your
vision
for
fixing
and
improving
the
MBTA
and
the
public
transportation
system.
K
That's
exactly
the
kind
of
vision
that
we
need
and
I
think
beyond
sort
of
the
Baker
Polito
administration.
I
do
think
that
it
would
be
incredibly
helpful
for
the
entire
federal
congrat
rational
delegation
to
be
stronger.
You
know
advocates
for
securing
the
federal
funding.
Carson
Bolton
has
been
a
terrific
champion.
It
would
be
great
if
the
you
know
entire
delegation
really
focused
on
this
and
really
highlighted
it,
because
obviously
this
project
will
not
get
done
without
federal
dollars.
I
J
A
You,
okay,
so
you
three
feel
free
I,
know,
you're
very
busy
feel
free
to
you
were
welcome
to
stay
if
you'd
like
or
so
we're
moved
to
the
audience
or
head
on
to
other
meetings
and
commitments
that
you
have
we'll
move
on
to
the
other
half
of
the
panel.
Now,
in
whatever
order
you
all
wish,
if
you
could
just
introduce
yourself
and
make
your
brief
opening
statement.
L
L
They
say
I'm
semi-retired
living
on
the
Cape,
so
you
can
put
on
my
long
pants
today.
So
anyway,
one
of
the
things
I
wanted
to
talk
about,
or
you
know
what
are
the
concerns
that
the
council's
would
like
to
address
and
to
me
that
the
primary
concerns
are
the
disruption
the
construction
might
cause
those
construction
costs.
I
mean
that's
one
of
the
things
that
we've
talked
about
for
over
20
years.
Actually,
I
have
a
neat
print
of
the
first
time
the
rail
link
was
considered
by
the
Boston
City
Council.
That
was
1914.
L
That's
interesting
too.
Back
in
the
day
when
I
was
doing
this
before
I
didn't
need
reading
glasses.
The
other
thing
is:
what
are
the
benefits
now?
I
won't
get
into
too
many
of
the
benefits
I.
We
provided
you
with
a
four
page
summary
of
a
lot
of
the
benefits,
a
lot
more
detail
than
I'm
sure.
You'd
want
to
hear
it
right
now.
L
The
other
thing
I
wanted
to
mention
was
what,
if
we
don't
build
the
rail
link,
where
does
the
transportation
come
from?
We
can't
expand
the
highway
system.
We
really
don't
have
many
options
for
transportation
that
will
stagnate
the
economy
in
Boston.
There's
a
lot
of
fall
out
that
would
come
from
not
building
it.
So
to
me
asking
that
question
is
important
anyway,
I'll
start
with
disruption.
L
Lucas
was
mentioning
the
work
that
was
done
in
London,
there's
about
twenty
six
miles
of
tunnels
that
were
done.
There
was
very
little
surface
disruption.
I
was
amazed.
As
I
said.
We
looked
at
the
tunnel,
boring
machines
and
the
technology
twenty
years
ago,
and
there
was
a
so
uncertainty,
but
now
they're,
talking,
millimeters
and
inches
as
far
as
the
accuracy
of
these
machines,
the
that
has
become
a
very
common
way
of
construction.
L
L
Most
of
the
work
will
be
done
underground,
like
they
were
in
London.
You
won't
even
know.
What's
going
on,
the
areas
that
will
be
seen
on
the
surface
will
be
where
the
materials
are
stored
for
lining
the
tunnels
and
things
like
that.
Those
will
probably
be
in
the
South
area
that
a
railyards
already
and
won't
disrupt
traffic
won't
cause
too
much
trouble.
L
L
Let's
see
the
launch
pitch
for
the
DBMS
again
will
be
in
the
rail
yards
north
and
south
of
the
Charles
one
of
the
things
that
we've
also
kicked
around,
which
I
find
interesting.
You
know
the
Big
Dig
they
basically
rebuilt
spectacle
Island
with
the
spoils
from
the
Big
Dig.
What
we
looked
at
and
I'll
talk
about
a
little
bit
later,
but
there's
a
lot
of
land
that
were
meant
that
was
mentioned
like
we're
dead,
spherical
and
things
that
are
used
now
to
store
trains.
Those
are
prime
waterfront
areas.
Things
like
that.
L
L
The
construction
estimating
that
was
done
for
the
recent
study
is
what
they
call
level
5,
which
is
just
above
a
wild
guess
and
the
range
of
uncertainty
for
those
is
a
hundred
percent
below.
So
it
could
be
that
their
estimate
is
double
the
actual
cost
down
to
thirty
percent.
Above
so
it
could
be
thirty
percent.
More
that's
a
pretty
wide
range.
We
argued
that
for
two
million
dollars
we
should
get
a
little
better
accuracy,
but
we
have
what
we
have
in
your
packet.
L
A
financing
scheme
that
we
looked
at
that
will
both
benefit
the
city
as
well
as
help
pay
for
the
local
share.
You
look
at
the
last
page,
I
see,
counselor
was
looking
at
it,
it's
a
footnote,
but
the
idea
is
with
tax
increment
financing
when
I
was
a
consultant
a
long
time
ago
in
the
80s
I
worked
on
finance
for
major
infrastructure
in
California
I
did
the
strategic
plan
for
the
first
half
cent
sales
tax
that
they
did.
We
also
did
some
work
with
the
innovative
finance.
L
Now
you
have
a
lot
of
land
out
there,
there's
essentially
public
land.
You
develop
that
land
put.
You
know
major
developments
there.
All
of
a
sudden
you
have
land.
That's
taxable
I
did
an
estimate
early
on
that
it
could
generate
as
much
as
330
million
dollars
a
year
for
the
city
of
Boston,
using
the
methodologies
for
estimating
gross
square
footage
and
things
like
that
that
MassDOT
used
it
could
be
as
high
as
four
hundred
and
forty
five
million
dollars
a
year.
That's
huge!
L
Now,
with
the
tax
increment
financing,
you
would
have
construction
bonds
that
would
last
about
twenty
years.
That's
typical.
Typically
at
3%.
If
you
used
half
that
money
for
the
20-year
period,
it
could
pay
for
the
whole
local
share
and
that's
not
even
looking
at
selling
land
leasing,
the
land
or
anything
like
that.
They
just
did
the
Hudson
Yards
in
New
York
City,
and
they
built
a
lot
of
structures,
a
lot
of
public
recreation
facilities,
things
like
that
and
they
they
are
leasing
the
land
on
a
99
year
lease.
L
So
that's
another
revenue
stream
that
would
come
to
that
could
come
to
the
city
or
whatever.
But
those
are
things
that
really
need
to
be
considered
and
well
offset
the
horror
of
the
cost
that
everybody
sees
in
the
paper
see
what
else
was
I
going
to
say:
I,
don't
want
to
take
all
your
time.
Let's
see
benefits,
you
know,
I've
got
so
well,
I
think
there
are
ten
benefits
who
were
concentrated
and
that
little
handout,
and
so
we're
pretty
obvious.
You
know
you
look
at
things
like
the
congestion.
L
If
you
take
fifty
five
hundred
thousand
cars
off
the
road,
obviously
air
quality's
gonna
get
better.
Those
are
things
that
you
can
understand:
congestion,
relief,
more
people
taking
the
train,
less
people
on
the
highway,
it's
a
win-win
added
capacity
for
service.
You
know
all
the
train
systems
that
are
going
to
be
choked
with
running
the
most
trains
possible
and
those
are
usually
constrained
by
the
north
and
south
station
capacities.
Those
are
great.
L
There
is
something
and
unfortunately,
I'm
an
engineer,
so
I
look
at
things
differently,
but
some
of
the
things
that
are
also
no-brainers
right
now,
sixty-two
percent
of
the
fleet
from
the
MBTA
is
in
the
south
side.
Where
did
the
MBTA
locate
their
Boston
engine
terminal
north
of
the
Charles
River?
Okay?
So
the
trains
now
have
a
very
torturous
way
to
get
across
the
Grand
Junction
through
the
main
streets
of
Cambridge
to
the
B
et.
L
When
I
was
with
the
t
I
used
to
be
deputy
director
of
planning,
I
decided
to
ride
in
the
front
head
of
the
locomotive
to
see
how
bad
it
was.
We
literally
installed
into
traffic
on
broadway
in
Cambridge
with
a
locomotive.
It's
that
same.
This
will
allow
direct
access
for
all
those
vehicles
to
the
B
et.
It
will
be
able
to
centralize
the
maintenance
for
the
whole
system,
so
things
like
Southampton
Yards
could
be
moved
out
of
the
city
as
well.
Okay,.
L
A
M
Good
evening
councilors
Karamu
councilors,
my
name
is
Joseph
Aiello
I
am
the
northeast
field
corner
for
the
rail
passengers
Association.
The
Association
is
the
largest
national
organization
that
serves
as
the
voice
of
the
more
than
40
million
rail
passengers
in
the
u.s..
Our
mission
is
to
improve
and
expand
conventional
inner
city
and
regional
passenger
train
services,
support
higher
speed
rail
initiatives,
increase
connectivity
among
all
forms
of
transportation
and
ensure
safety
for
our
country's
trains
and
passengers.
M
Last
December
rail,
rail
passengers,
president
and
CEO
Jim
Matthew
said
the
following:
imagine
being
with
the
board
on
New
York
bonus
Ella
at
the
Anderson
regional
transportation
center
imagine
be
able
to
board
the
Downeaster
and
Providence
bound
for
New,
Hampshire,
Maine
or
one
day
even
Montreal
imagine
be
able
to
ride
from
the
north
shore
to
the
cape
or
gillette
stadium,
with
only
one
direct
transfer.
Imagine
a
single
seat,
ride
from
the
south
shore
or
Framingham
or
Worcester,
or
one
day
Springfield
to
the
garden
for
concerts
Bruins
games,
Celtics
games.
M
M
The
rest
of
the
world
is
passing
us
by
as
major
many
major
cities
around
the
globe
are
preparing
for
the
future.
By
transforming
their
legacy
commuter
rail
systems
into
all-day
Rapid
Transit.
They
are
ending
the
era
of
stub
end
stations,
and
it
makes
it
seem
like
Boston
is
becoming
the
exception
instead
of
the
standard
that
we
should
be
I
leave.
The
committee
with
this
final
thought
the
rail
vision
for
this
city
and
the
rest
of
the
Commonwealth,
isn't
all
options
on
the
table
and
worthy
of
our
full
attention.
A
N
Chair
will
councillor
Baker
councillor
Flynn
and
special.
Thank
you
to
councillor
sabi
George
for
hosting
this
this
panel
and
hosting
this
hearing,
I'm
Jared
Johnson
and
the
CEO
of
transit
matters
in
transit
matters
is
dedicated,
improving
transit
in
turn
around
Boston.
By
offering
new
perspectives
uniting
advocates
and
improving
its
re
and
improving
the
public
discussion
around
transit,
we
like
to
say
that
we're
data-driven
and
people
focused
and
I
think
to
your
earlier
question.
Counselor
will
around
what
are
some
of
the
optical
obstacles
and
I.
Think
governor
Dukakis
is
right.
N
It's
a
lack
of
vision,
which
is
especially
strange,
considering
the
incredible
amount
of
projects
that
need
to
be
done
in
order
to
make
our
our
entire
transportation
system
better.
So
transit
matters
has
been
one
of
the
foremost
advocates
for
transforming
the
commuter
rail.
Last
year
we
put
out
a
white
paper
and
calling
for
regional
rail,
and
this
is
fast,
electric
trains
that
don't
pollute,
high-level
platforms
that
allow
all
users,
including
those
with
mobility,
challenges,
to
get
around
strategic
improvements
to
get
around
the
bottlenecks
that
we
have
in
our
commuter
rail
system.
N
Frequent
all-day
service
that
gives
people
the
freedom
to
move
around
the
Commonwealth
move
around
the
region
and
free
transfers
and
better
fare
policy
that
incentivize
people
to
use
the
excess
capacity.
We
have
on
our
system,
and
we
believe
these
elements
are
core
to
make
you
not
only
a
better
commuter
rail
network
but
to
also
making
north-south
rail
link
work
and
what
I
say.
N
This
is
because
the
much
criticized
mascot
study
that
you've
heard
talked
about
assumed
expensive
by
mode
trains,
which
means
they
would
have
to
have
the
capability
to
run
on
diesel
and
electric
and
would
have
much
longer
tunnels,
because
the
system
wouldn't
be
electrified.
So
we
can
look
at
at
lowering
that
that
ridiculous
cost
that
came
from
that
study
by
simply
making
our
commuter
rail
network
work
better,
even
in
the
mean
time.
So
we
really
think
electrification
is
key.
N
Not
only
for
north-south
rail
link
but
for
climate
change
and
for
better
service
transit
matters
believes
the
north-south
rail
link
be
a
really
transformative
project
for
the
region.
This
could
unlock
whole
new
regions
for
housing
and
jobs.
Right
now,
a
commuter
from
Salem
has
to
spend
more
time
getting
from
North
Station
to
the
Seaport
than
they
might
spend
on
their
entire
ride
from
Salem
into
the
station.
N
Cities
like
London,
Toronto,
Melbourne,
Paris,
Buenos
Aires
are
all
connecting
their
stuff
in
stations
and
what
the
stub
in
station
and
why
we
brought
this
up
so
much
is
that
other
systems
are
able
to
have
twice
the
capacity
of
South
Station
right
now,
just
on
two
lines,
because
their
trains
aren't
stopping
there
and
backing
out.
So,
in
order
to
do
this,
we
really
need
the
city
to
work
on
shutting
down
the
expensive
and
unnecessary
project
to
expand
South
Station
to
work
with
mascot
to
start
moving
to
a
regional
rail
system
as
soon
as
possible.
N
So
we
can
prepare
for
north-south
rail
link.
Transit
manner
supports
a
regional
rail
vision
and
hope
that
the
state
will
endorse
the
only
alternative
that
is
appropriate
for
congestion
to
tackle
climate
change,
housing
and
mobility,
and
this
is
the
alternative.
It
includes
north-south
rail
link.
So
we're
excited
to
see
the
city
take
a
bigger
interest
in
this,
and
we
look
forward
to
working
with
the
council
on
regional,
rail
and
north-south
rail
link.
Thank
you.
Thank.
O
My
name
is
John
Kuiper
I
live
in
Fort,
Hill
and
Roxbury
I.
Consider
myself
a
I
guess
a
captive
audience
of
the
MBTA,
since
I
rely
on
its
services
virtually
every
day.
I
want
to
thank
you
and
behalf
of
the
Massachusetts
Sierra
Club
for
inviting
us
to
appear
at
this
afternoon's
hearing.
I
am
co-chair
of
our
Transportation
Committee.
O
The
chapter
has
been
long
supporter
of
the
north-south
rail
link,
arguing
that
the
incorporating
the
rail
link
into
the
central
artery
project
would
be
the
most
effective
means
to
reduce
air
pollution
and
greenhouse
gases
by
cutting
the
number
of
cars
that
would
be
traveling
into
and
through
the
city.
I
first
learned
about
the
rail
link
in
the
mid
1970s,
while
a
student
at
UMass
Boston
through
a
news
story
about
the
proposed
Big
Dig
and
the
article
mentioned
a
that
a
real
connection
between
north
and
south
stations
would
be
included.
I
was
intrigued.
O
O
O
When
my
train
pulled
into
Back
Bay
station
to
behold
a
wall
of
commuters,
waiting
to
transfer
to
my
already
overcrowded
train,
a
rail
length
that
carries
commuters
directly
into
downtown
without
the
necessity
of
switching
modes
would
avoid
the
mutual
inconvenience
to
both
sets
of
passengers
and
riders
on
the
Downeaster
for
Maine
would
not
have
to
transfer
twice
to
continue
on
to
Providence
or
New
York.
For
over
a
decade.
I
have
helped
to
formulate
transportation
policy
for
the
mass
Sierra
Club,
where
I've
weighed
in
on
many
issues
affecting
Boston
and
the
region.
O
In
recent
years,
I
found
myself
devoting
more
and
more
energy
addressing
issues
like
the
rail
link
and
the
current
inadequate
plan
to
expand
South
Station
as
a
stub
and
terminal
the
problem
that
would
be
further
aggravated
by
South
Station
expansion
with
increasing
numbers
of
diesel
locomotives
spewing,
their
fumes
and
particulates.
Although
over
already
densely
settled
urban
neighborhoods
from
downtown
to
North,
Dorchester
demonstrate
why
an
electrified
rail
link
would
be
of
major
environmental
benefit
to
many
thousands
of
inner
city
residents.
O
The
rail
link
would
allow
for
one
seat,
transfer
or
single
transfer
rides
across
the
city,
encouraging
people
to
take
public
transportation.
Who
cannot
do
so
today
due
to
the
inconvenience
of
repeated
transfers?
This
would
help
decrease
vehicle
miles
traveled
and
get
people
off
the
highways
reducing
traffic
congestion
and
air
pollution.
O
The
rail
link
would
also
give
better
service
and
rail
connections
to
the
Fairmount
line,
allowing
for
one
seat.
One
transfer
rides
to
many
destinations
north
of
Boston.
This
would
allow
more
access
to
jobs
from
any
residents
of
Greater
Boston
and
the
region.
A
news
story
by
Aidan
ridin
Ryan
in
the
June
27th
Boston
Globe
Chinatown,
has
worst
air
quality
and
massachusetts
report
says,
quotes
richard
chang,
former
headmaster
of
Josiah
Quincy
Upper
School,
on
how
dangerous
air
pollution
can
be
even
on
a
seemingly
clear
day.
O
Today
you
got
the
blue
sky
and
the
Sun,
and
it
feels
like
it
should
be
perfectly
fine
to
play
out
there.
What's
unseen,
are
these
very
dangerous
particulates
emitted
by
cars,
the
diesel
train
and
then
the
passing
highway
vehicles
and
the
kids
are
just
in
Hey
in
this
forward-looking
city
should
not
be
constrained
by
the
limited
thinking
of
mass
dot.
With
its
already
obsolete
plan
to
expand
South
Station,
we
must
see
the
larger
issues
at
stake
and
craft
the
most
appropriate
solutions.
O
P
I'm
Steve
all
anof
past
year,
the
regional
transportation,
Advisory
Council
I
won't
get
very
technical.
I'll
just
want
to
say
briefly
that
about
a
little
of
a
week
ago,
we
had
the
50th
anniversary
of
the
astronauts
landing
on
the
moon,
which
brings
up
the
50
now
50
year
old
question.
If
we
can
get
people
back
and
forth
between
the
Earth
and
the
moon,
why
can't
we
get
people
back
and
forth
between
la
station
and
South
Station.
B
I
do
have
some
questions
about
and
a
few
of
you
referenced
the
concerns
about
costs,
especially
assuming
Big
Dig
type
costs.
We
talked
a
little
bit
or
is
there
someone
here
who
even
talked
about
the
costs?
I
know
that
it
was
in
Lucas's
presentation
earlier
today,
but
perhaps
the
governor
couldn't
let.
I
Obviously,
I
had
an
extraordinary
secretary
which
isn't
to
say
that
I
don't
have
a
lot
of
respect
to
the
current
secretary,
who
wasn't
northeastern
for
many
years
with
me
and
Fred
knew
how
good
Frank
keval
was
an
Irish
kid
from
Dorchester
northeastern
co-op
civil
engineering
student
co-opted.
The
TV
went
to
work
with
the
team,
I
didn't
know
when
I
first
became
governor
I
got
thrown
pretty
well,
but
there
was
that
guy
was
in
charge
of
our
construction
program
and
believe
me,
he
managed
it
and
ran
it
exceedingly
well.
I
It
was
very
cost-conscious
and
he
was
extremely
competent,
highly
respected,
and
one
of
the
interesting
things
about
him
was
that,
toward
the
end
of
my
last
term,
Fred
had
laid
out
a
plan
for
moving
keval
to
the
top
job
on
the
Big
Dig.
He
had
a
deputy
named
Peter
McNulty
happen
to
come
from
Brookline.
It
was
also
very
confident
he
was
gonna
take
over
the
team.
That
was
the
plan
folks.
I
So
what
happened?
Well.
Keval
was
never
given
that
assignment
I'm,
not
quite
sure
who
was
in
charge.
But
while
the
Boston
Harbor
cleanup,
which
started
at
the
same
estimated
price,
was
completed
on
time
and
20%
below
budget
Big,
Dig
ended
up
costing
three
times
what
it
was
supposed
to
cost.
It
took
twice
as
long
and
it
was
all
about
first-rate
management
direction,
and
so.
B
J
You
let
me
just
comment
the
reason
why
we
can't
talk
about
costs
as
we
should.
It's,
because
they're
not
doing
the
official
process,
which
is
suspend
in
2003,
and
let
me
show
you
want.
Let
me
just
tell
you
one
of
the
big
differences
between
the
flawed
study
they're
doing
now,
which
was
against
the
intent
of
the
legislature
and
what
we
did
that
clay
was
the
project
director
of
we
were
required
to
do
a
no
build
option,
their
costs,
some
of
them
qualify,
but
I'm
not
doing
it.
J
So
we
always
talk
about
costs,
but
we
don't
talk
about
the
no
build
option
which
we
would
again
be
required
to
do
if
we
go
back
and
resume
that
process
now.
The
other
problem
with
talking
about
cost
is
a
lot
of
there's
a
lot
of
confusion.
Are
you
talking
about
current
dollars,
you're
talking
about
future
dollars,
how
many
stations,
what
how
many
stations
gonna
have?
How
many
tracks
gonna
have
what
the
alignments
gonna
be.
That's
why,
when
we're
talking
about
it,
we
have
to
recognize.
J
We
can't
like
pin
the
tail
on
the
donkey
so
to
speak,
because
we
have
to
decide
what
we
want
to
do
so.
There's
speculation,
but
there's
a
tremendous
cost
for
not
doing
it,
which
again
we
would
be
required
and
were
required,
as
clay
can
tell
you
to
do
during
the
CAC.
We
went
and
that's
the
problem
right
now
with
the
state.
They
didn't
really
do
that.
J
So,
if
you
really
want
an
answer
to
it,
we
can
talk
all
we
want
about
it,
but
it's
the
resumption
of
the
environmental
process,
the
official
process,
for
example,
right
now,
the
South
Station
expansion,
which
is
a
bad
project
they
required.
They
have
a
final
document.
That's
probably
never
gonna
happen
as
opposed
to
I
was
ain't
moving.
We
have
a
draft.
What
we
didn't
emphasize
this
all
the
work
we
did
was
accepted
by
the
state.
We
have
a
draft
environmental
state
report.
J
The
federal
report
was
never
filed
because
they
said
we
didn't
have
enough
money,
but
that
wasn't
supposed
to
be
an
issue.
Then
that
was
supposed
to
be
in
the
next
phase.
So
Romney
suspended
it
for
phoney
reasons,
but
our
work
in
terms
of
feasibility.
Our
work
was
accepted
as
a
draft
environment
impact
impact
report.
That's
the
state
document
by
ellen
roy
Hertzfeld,
the
secretary
and
Bimal
Affairs
at
the
end
of
June
2003.
So
we
can't
really
tell
you
what
you
want
to
know,
because
we
want
that
resume.
J
That
process
resume
by
which
we
can
then
do
the
thing.
Officially
we're
not
participating
right
now
in
any
official
process
and
I
will
conclude
with
this
one
of
the
problems
right
now.
This
president
ministration
you've
all
read
about
it
and
you're.
Dealing
with
some
of
these
issues
is
transparency
they're
tightly
controlled
down
there
and
that's
what
they
did
with
this
study.
We
have
to
open
this
up
the
more
participation
to
get
the
answers
you
seek
and.
B
I
will
just
say,
though,
some
and
I
appreciate
that
your
Frank
is
in
your
response
in
in
some
of
the
conversations
today
in
previous
to
today,
we've
talked
about
a
six
billion
dollar
project
or
a
15
billion
dollar
project
energy.
If
you've
got
thoughts
where
on
that
spectrum
or
Jared,
whoever,
if
we
have
an
idea
of
a
general
idea
and
understanding
I
could.
M
Take
a
little
bit
real,
quick
Jared
has
more
details,
but
one
of
the
things
actually
was
mentioned
earlier
is
that
the
difference
in
Lucas's
presentation
earlier
he
mentions
the
the
Harper
study
that
I
was
writing.
The
range
of
like
four
was
at
four
and
a
half
to
six
and
a
half
I've
and
a
half
around
there
like
for
the
to
track
the
2-ton
of
the
to
track
for
track
optimal
around.
You
knows
about
five
to
seven
billion
dollars,
which
is
puts
it
more
in
line
with
other
projects
around
the
world.
M
The
mascot
study
that
gives
us
the
twelve
the
seventeen
to
twenty
billion
dollars
includes
F
I.
Think
Jerry
mentioned
this
earlier,
maybe
the
governor
it
mentioned
they
bring
in
that's
that's
procurement
of
new
fleets.
That's
electrification!
That's
that's
other
other
kind
of
add-ons.
What
mascots
telling
us
is
that
these
are
things
they
need
to
do
anyway.
They
need
nutria,
they
need
new
cars,
they
need
new
signal,
they
need,
they
need
new
fleets,
they
need
to
electrify.
Those
are
all
things
that
have
to
be
done
anyway,
so
in
in
the
the
problem.
M
With
that
we
saw
as
with
the
mascot
study
as
they
added
all
those
things,
all
the
kitchen
sink
to
it,
instead
of
just
saying
what
the
tunnel
itself
is,
gonna
cost
and
we
never
the
closest
we
got
to
that
was
actually
the
Kennedy
study
they
went.
This
is
what
the
technology
is.
This
is
the
tunnel
boring.
This
is
what
it
costs
us
to
build
this
tunnel,
all
the
other
things
mascot
has
to
do
anyway,
so
that
I'm
sure
Jerry
could
kind
of
hold
on
to
that.
I
For
Jared
there
is
a
city:
that's
currently
building
a
new
transit
system
in
this
country,
which
includes
their
version
of
the
north-south
railing.
They
call
it
the
regional
connector
that
city
is
Los,
Angeles
California.
The
thing
is
under
construction:
it's
going
to
be
completed
next
year,
I
go
every
year
when
I
go
out
to
teach
at
UCLA,
I
go
and
take
my
trip
to
it's.
It's
it's
under
way
here
and
what
is
so
frustrating
for
you,
folks,
as
well
as
for
us,
is
that
we're
not
even
close
to
that
process.
I
N
Just
just
very
briefly,
I
said
a
couple
of
things:
yeah,
a
2.5
billion
dollars
of
the
mascot
cost
was
because
of
those
Bimal
trains,
and
we've
said
that
the
team
needs
to
do
that.
He
needs
to
procure
new
trains
and
new
engines
anyway.
So
adding
that
specifically
to
this
project
we
think
is
something
very
wrong.
Headed
again,
they
didn't
look
at
best
practices
around
how
to
do
this.
N
They
added
South
Station
expansion
to
this,
which
we
believe
is
unnecessary
and
then,
finally,
you
know
I'm
not
sure
if
this
is
at
the
direction
of
mascot
or
or
or
who
but
era
the
group
that
they
retained
to
do
the
study.
Has
they
their
estimate
for
the
per
mile
costs
for
electrification,
for
example,
was
twice
as
much
on
similar
projects,
so,
like
I,
said
I'm,
not
sure
if
they've,
if
if
they
were
asked
him
to
make
them
higher
but
yeah,
we
we
did
a
report.
N
B
N
A
L
Talked
Westerling
who's,
a
professor
at
West
Merrimack
he
and
I
served
as
officers
at
the
Boston
society,
civil
engineers.
We
did
a
very
detailed
look
at
the
cost.
Estimates
and
I
think
was
12
pages
of
comments
who
were
never
answered,
but
some
of
the
things
that
were
issued
were
issues
were
the
high
amount
of
contingencies.
L
They
also,
as
Jared
mentioned,
included
the
kitchen
sink
any
double-tracking
that
was
necessary.
They
even
they
had
tier
1,
2
&
3
Terra
wanna
was
pretty
much
what
it
cost
to
build.
The
railing
tier
2
was
fixing
everything
else
along
the
whole
line.
Two
or
three
was
some
of
the
the
wish
list,
including
a
tunnel
in
Salem,
and
those
were
all
added
to
the
costs.
So
when
you
dig
down
and
look
at
actually,
what's
there
that's
an
important
consideration.
Thank
you.
Thank.
A
You
so
I
want
to
thank
my
colleagues
because
they
have
agreed
to
defer
their
questions.
We
had
several
folks
who
were
signed
up
with
specific
time
commitments
and
we're
running
a
little
behind,
so
I
did
want
to
ask
if
Dean,
Barry,
bluestone
and
state
representative,
Tammy,
Gouveia
and
governor's
counselor,
Maryland
Patito
Devaney
would
get
ready
to
testify
with
their
two-minute
public
testimony.
Q
Thank
you
very
much.
I'm
Barry
bluestone
I'm,
professor
emeritus,
at
Northeastern,
University
and
I've,
been
studying
both
the
transportation
housing,
but
also
economic
development,
which
really
hasn't
been
mentioned
here.
We
recently
completed
a
study
for
the
School
Committee
here,
which
shows
that
over
the
next
10
to
12
years,
we're
going
to
have
to
replace
an
enormous
part
of
our
labor
force
because
of
retirements,
for
example,
for
every
machinist
who
a
new
job
that's
created.
We
have
to
replace
75
who
I'll
be
retiring.
Q
This
is
posing
a
tremendous
problem
for
employers
throughout
the
region,
from
inside
of
Austin
and
outside
of
Boston,
and
currently
because
of
research
that
we've
done.
We
found
that
Austin
is
divided
into
two
totally
different
labor
markets,
starting
from
basically
the
middle
of
the
city,
going
north,
the
middle
of
the
city
going
south.
In
fact,
80
percent
of
people
who
live
near
North,
Station
or
in
northern
Boston
or
in
suburbs
north
of
Boston
80%
also
work
in
areas
like
that.
Only
20
percent
commute
further
south
because
of
the
difficulty
of
getting
there
and
vice-versa.
Q
What
that
means
when
we
go
out-
and
we
talk
with
employers-
is
they
have
very
limited,
labor
market
areas
in
which
they
can
search
for
the
replacement
workers
they
need?
If
we
can
build
the
north-south
rail
link,
we
solve
a
major
problem
of
linking
those
two
labor
markets
and
therefore
being
able
to
continue
the
economic
progress
that
we've
been
made
in
Boston
and
the
Commonwealth.
The
second
point,
I'd
like
to
make
very
quickly
has
to
do
with
the
cost.
Q
We
should
also
be
thinking
about
how
much
money
we
save
from
this
as
part
of
the
research
I've
done
with
the
railing
team.
I
looked
at
what
would
happen
if
we
were
to
take
just
13%
of
current
drivers
off
the
arteries
around
Boston.
That
will
double
the
average
speed
on
the
highways,
which
is
very
low
now
as
low
as
13
to
14
miles
per
hour
during
commutes.
Q
If
we
could
just
double
that
speed
to
about
28
to
30
miles
per
hour,
still
20
miles
below
the
speed
limit,
the
average
commuter
saves
270
dollars
a
year
in
gas
when
gas
was
2
dollars
and
49
cents
a
gallon.
It's
now
over
300
dollars.
If,
in
addition,
you
could
cut
in
half
the
time
that
commuters
in
their
cars
spend
in
their
cars
getting
to
work
and
just
charge
them
just
have
them
think
that
our
save
to
be
with
their
family
or
work
is
worth
only
2
dollars
and
50
cents.
Q
A
R
My
friends
and
I
just
opted
for
walking
that
meant
walking
in
the
rain
walking
in
the
snow,
walking
in
the
sleet
slush
heat
on
and
on
adding
an
additional
20
minutes
to
our
commute.
That
was
I'm
45.
Now
that
was
20
more
than
20
years
ago.
That
I
was
having
that
experience,
and
it's
really
frustrating
for
me
and
for
commuters
all
throughout
the
northeast
part
of
the
state,
to
still
be
dealing
with
this
issue,
because
we
have
not
closed
that
gap
between
north
and
south
rail
as
a
state
representative.
R
The
two
issues
that
I
ran
on
three
issues:
healthcare,
climate
change
and
transportation,
because
I
hear
over
and
over
again
the
frustrations
that
people
have
with
our
hopefully
inadequate
transit
system.
I
want
to
thank
you,
councillor,
roof
for
their
leadership
that
you
have
taken
and
really
rallying
us
around
the
MBTA
in
our
inadequate
system.
I
would
argue
that
we
don't
have
a
system.
R
Does
it
really
matter
because
we're
spending
so
much
more
on
repairing
roads
over
and
over
again
and
leaving
people
stranded
in
traffic,
which
means
they're
not
getting
home
to
their
kids
to
cook
a
healthy
meal
to
volunteer
in
their
community
or
to
read
to
their
child.
So
it's
a
real
major
quality
of
life
issue
and
that's
where
I
speak
from
as
a
public
health.
R
Social
worker
is
just
hearing
over
and
over
again
the
stress
that
our
system
causes
and
knowing
that
the
north-south
rail
link
will
take
fifty
five
thousand
cars
upwards
off
the
road,
meaning
people
are
free
to
travel
a
lot
faster
than
between
point
A
and
point
B,
if
they're
not
able
to
take
the
commuter
rail
for
whatever
reason
it
allows
for
us
to
make
greater
investments
in
the
overall
transit
system
so
that
we
have
more
reliable
transit
in
the
early
afternoon
and
late
morning.
So
people
can
take
the
train
reliably.
R
Those
are
the
things
that
I
think
we
ought
to
be
taking
a
really
hard
look
at
in
this
particular
motion.
This
move
towards
addressing
their
north-south
rail
link
I
think,
is
a
really
incredible
and
important
start
and
I
would
like
for
us
to
continue
the
conversation
so
that
we
can
make
sure
we're
fully
connecting
our
whole
state,
including
the
the
west
and
east
rail
link
as
well
and
then
obviously
so
short
cetera.
So
I
appreciate
the
opportunity
to
speak.
R
I
know
I
went
over
my
time
and
I
appreciate
the
patience
and
just
hearing
me
talk
a
little
bit
about
what
I've
experienced
and
what
my
constituents
experience
and
I
will
say.
One
other
thing:
I
have
been
talking
to
commuters
on
the
platform
going
there
a
couple
hours
in
the
morning
to
talk
about
what
their
pain
points
are
around.
R
Taking
the
communal
and
I
had
a
commuter
I
had
a
Transit
Town
Hall
last
Monday
night
in
Concord,
and
the
north/south
rail
line
came
up
as
something
that's
really
critically
important
for
people
in
my
district
so
that
they
can
take
the
commuter
rail
to
get
to
the
airport
to
get
to
work
and
to
keep
moving
about
the
state
as
they
should.
So.
Thank
you
very
much
Thank
You
representative.
S
I
have
been
representing
them
for
20
years,
but
I
do
want
to
say
that
I
am
very
fortunate
that,
in
my
district,
I
have
had
the
best
people
representing
me
on
this
issue.
Governor
Dukakis
has
never
given
up
on
this
and
in
John
Basinger,
and
also
my
representative
Eldridge,
so
I'm
not
going
to
go
over.
Everything
that
you
have
heard
all
I
can
say
is
there's
not
one
word
that
I
can
add
to
the
work
and
the
words
of
the
people
that
have
been
involved
in
this
for
years
and
I.
S
Thank
all
the
panelists
and
I
think
councillor
George
and
I
Thank
You
counsel,
who,
in
your
Transportation
Committee
we
need
your
help.
This
has
been
going
on
for
decades
in
the
need
is
increasing
and
all
I
want
to
say
is
just
your
first,
whereas
massachusett
ranks
47th
in
the
nation,
the
longest
commute
times
in
flatty.
Second,
in
the
nation
for
transportation,
infrastructure,
quality,
I
think
it's
time
we
did
something.
We
need
your
help
and
I.
Thank
you
all
for
this
opportunity.
C
Thank
You
Councilwoman
I'd
like
to
make
this
I'd
like
to
ask
the
question
to
any
of
the
panelists
that
won't.
Oh,
that
would
like
to
answer
it.
I
know,
John
from
the
Sierra
Club
mentioned
the
recent
study
on
air
quality
in
Chinatown.
That
was
recently
done.
There
was
a
press
conference
last
month,
I
attended
it
with
Councilwoman
with
environmental
chief
Chris
Cook
as
well
from
the
mayor's
office,
but
it
basically
said
Chinatown
has
the
worst
air
quality
of
any
neighborhood
in
the
state
and
I
know
that
as
I
need
at
before.
C
The
study
was
done
from
from
being
over
there
all
the
time,
but
I'm
just
wondering
maybe
governor
Dukakis.
What
type
of
impact
would
the
not-self
real
link
have
on
the
environment
in
the
impact
of
neighborhoods
of
Chinatown
or
the
leather
district?
The
South
End
is
right
near
the
South
End
South
Station
South
Boston
is
their
foot
point.
Can
you
comment
on
that?
Would.
I
I
L
J
Gonna
ask
John:
if
he's
still
here,
we
should
submit
to
you
a
study
done
by
somebody
used
to
work
for
me
named
Jeremy
Marin,
the
environmental
effects
I
pass
it
out
that
some
working
group
meetings
about
the
environmental
effects,
which
is
a
broader
look
at
it,
but
it's
be
very
valuable.
I'm
gonna
make
sure
you
folks
get
it.
That's
a
very
on
could
speak
to
this
perhaps,
but
it
was
about
it
done
several
years
ago.
J
It's
a
fantastic,
very
honed
in
commentary
on
the
environmental
effects
of
the
north-south
rail
link,
and
it's
one
reason
why
the
Sierra,
Club
environment,
Massachusetts,
Maspero,
environmental,
legal
masters
of
join
the
environmental
effects
have
taken
that
much
pollution.
Greenhouse
gases
out
of
the
air
and
I
at
the
Sierra
Club
do
quests,
because
they
also
gave
you
a
lot
of
other
stuff.
I
turned
in
as
your
person
notes
back
there
Shane
the
chapter
resolution
done
several
years
ago
on
South
stage
expansion
that
talks
about
greenhouse
gases.
C
J
Of
no
one
alignment
yet
because
that
would
be
picked
in
the
official
process.
Okay
and
that's
why
we
want
to
resume
that
process.
The
alternative
that
was
suggested
by
this
study
now,
which
is
not
a
you,
know,
study
dictator
the
legislature.
We
can't
tell
that's
what
see
it'd
be
like
if
we
were
talking
too
much
about
that'd,
be
like
giving
one
team
five
runs
before
the
game
started.
We
have
to
do
that
and
cooperate.
J
All
of
us
have
to
cooperate
if
we
resume
that
process
we'll
all
be
allowed
to
participate,
and
we
trust
that
you
guys,
as
a
official
city
council
Boston,
would
participate
in
that
environmental
report
done
under
the
auspices
of
the
environmental
office
of
economic.
Now
they
had
that
word,
Environmental
Affairs
do
tea
would
stand,
could
participate,
but
that's
where
to
do
that.
We
can't
prejudge
exactly
what
to
do
right
now
and
who.
C
M
Two
quick
things:
clay
can
follow
up.
I
want
to
kind
of
respond
to
your
environmental
question
as
well,
because
the
rail
link
makes
South
Station
expansion
like
kindly
obsolete.
It
is
not
needed,
there
would
be
less
idling
trains,
because
that
saw
such
expansion
currently
would
actually
want
to
add
another
seven
tracks,
which
means
seven
tracks
of
more
idling
trains
in
that
whole
set
and
then
would
at
circle
section.
The
rail
link
would
actually
be
able
to
push
the
any
any
train.
Storage
out.
M
You
know
I
hate,
to
see
like
less
valuable
land,
but
actually
would
push
it
away
from
the
city
area
and
with
a
new
fleet
of
trains
it
would
be
more
about
immensely
friendly,
but
for
the
kind
of
the
main
bulk
of
it
actually
would
be
mean
less
trains
sitting
waiting
he's
the
xbo
through
the
other
question
about
the
alignments
is,
while
mascot
did
pick
part
of
their
the
air
up
study.
There
is
a
preferred
alignment.
M
There
are
two
that's
looked
at
Congress
streets
and
the
artery
Congress
rate
basically
was
telling
me,
there's
actually
shorter
that
she
might
be
a
little
cheaper
in
the
long
run.
So
those
are
kind
of
the
two.
There
are
two
paths
to
kind
of
build
this.
They
have
been
talked
about
in
the
past,
but
I
kinda
want
to
cover
both
the
environmental
and
that
and.
N
L
Okay,
I
mean
Jo
covered
most,
but
as
I
say,
the
two
main
corridors
are
under
the
central
artery,
which
is
easy
because
there's
not
a
lot
fewer
things
to
avoid
Congress
Street
is
very
narrow,
so
what
they've
looked
at
is
instead
of
adding
two
parallel.
You
know
side-by-side
tunnels
they
have
on
top
of
each
other
to
fit
through
the
corridor.
It's
a
little
more
engineering,
probably
a
little
more
difficult,
but
it
is
a
shorter
route.
L
C
D
J
Basically,
first
Tucket
illegitimate
ly
by
the
state
and
didn't
get
sent
it
to
the
environmental
office
where
it
should
have
gone
the
10
million.
Was
we
really
need
more
money?
We
quite
frankly,
are
asking
the
federal
government
right
now
through
congressman
Neil
McGovern
and
we've
talked
to
both
of
them.
They're
talking
to
each
other,
I
talked
to
Neil
staff.
Last
week,
they're
going
to
request
60
million.
That's
a
small
amount
to
do
the
work,
but
if
the
South
state's
expansion
by
the
way
costs
16.
J
D
Know
is
it
is
it
does
it
need
to
be
handled
legislatively.
Is?
Is
this
an
issue
where
I
mean
do
the
legislators?
Look
at?
Maybe
you
can
answer
this
guy
or
whoever,
like
is
a
legislature
looking
at
this,
as
you
know,
maybe
a
Boston
benefit
and
they
don't
do
we
not
have
the
legislature
on
board.
They.
J
Are
but
they
they
could
corporated
in
the
capital
bond
ten
million
they're
on
board.
There's
110
legislators
as
if
we
talk
85
state
representatives,
25
centers
in
the
north
south
railing
quick,
move
people,
the
sort
of
my
momentum
here
there
was
68
in
May.
Now,
there's
a
hundred
and
ten
is
there
unanimously
passed
the
ten
million
and
I
give
credit
90
to
Jamie
Eldridge,
but
the
idea
actually
came
to
us
to
Mike
Dukakis
myself
through
Tony
Cabral
from
the
South
Shore
and
he's
the
house
chair
of
the
bonding
committee.
J
No
it
no
the
state
legislatures
done
all
they
need
to
do.
That
gave
the
10
million
we're
looking
for
supplemental
funds
in
the
feds.
We
want
the
governor
to
ask
for
them,
but
if
he
doesn't,
we
want
the
congressman
after
all,
representative
Neil's
chairman
of
ways
and
means
we're
lucky
in
Massachusetts,
do
we
have
anyone.
I
I
D
Because
you
know
whatever
the
cost
is,
if
it's
five
billion
or
whatever
it's
gonna,
be
it's
still
quite
quite
a
large,
a
large
cost.
So
there's
there's
a
political.
You
know
yeah.
J
I
D
I
I
D
D
J
D
As
the
city
of
the
city
of
Boston,
I
would
be,
if,
if
you
know
whoever's
the
man
when
I
say
when
this
happens,
because
I
believe
it's
something
that
if
we're
gonna
be
serious
about
transportation,
then
we
need
to.
We
need
to
make
sure
that
this
happens
and
the
efficiencies
like
when
you're
thinking
about
it.
D
Just
the
efficiencies
and
being
able
to
you
know
not
have
turnarounds
at
the
end
of
these
stubs
I
was
I,
was
on
Amtrak
for
for
a
little
while
there
so
I
know
a
little
bit
about
train
movements
and
I
was
my
father
was
my
father
and
basically
I
was
fifth
generation
railroad
when
I
got
to
the
railroad.
But
that
being
said,
you
can
see
the
you
can
see
the
efficiencies
and
in
this,
but
whoever
is
the
mayor
of
the
city
of
Boston.
J
J
D
I
D
At
the
end
of
the
day,
it
all
comes
back
to
politics
and
how
in
who's
talking
to
who
and
how
do
we
get?
How
do
we
get
this?
The
big
dike,
the
Big
Dig
happened
because
the
people
that
we
had
working
were
serious
about
what
their
what
they
were
doing,
working
in
in
Washington
behind
the
politics,
so
yeah.
N
N
Care
I,
just
the
political
will
of
why
you
would
want
to
make
it
happen,
is
again
the
the
climate
change
impacts,
I.
Think
as
we
talk
about
you
know,
significant
parts
of
the
city,
being
you
know,
being
you
know,
possibly
underwater
by
storm
surges
and
and
health
impacts
in
Chinatown
stuff
lost
in
Dorchester.
Other
neighborhoods
I
think
that's
a
compelling
reason
yeah
as
well
as
this
there's
a
traffic
and
I
think
we're
we're.
N
You
know
you
look
at
the
the
most
recent
studies
that
show
that
up
to
30
percent
of
people
have
considered
leaving
the
Boston
metro
region
because
of
the
traffic
I
think
we're
we
are.
We
are
getting
close
to
that
breaking
point
between
housing
costs
and
transportation,
time
and
cost
that
folks
are
thinking
about,
leaving
and
I.
N
Think
again,
the
the
the
the
possible
funding
source
of
again
creating
whole
new
neighborhoods
in
would
that
circle
in
readville
I
mean
some
of
the
things
that
are
in
the
city's
own
housing
plan
about
where
new
neighborhoods
are
going
to
go
for
new
housing.
Our
areas
that
would
be
swapped
by
lay
over
yards
if
we
don't
expand,
South,
Station,
so
I
think
that's
what
you
start
to
look
at,
and
you
start
to
look
at
areas
that
right.
D
N
No
benefit
no
tax
revenue,
and
so
you
now
you're
talking
about
whole
new
areas,
whether
you
can
leverage
that
for
affordable
housing
for
for
for
tax
revenue
for
recreational
space,
all
of
that
and
I
think
it
as
well.
You
know
if
you
had
a
train
if
you
had
trains
coming
every
15
minutes,
or
even
probably
even
even
smaller
frequencies
coming
through
JFK
or
or
Forest
Hills,
because
of
all
the
lines
meeting
there.
N
All
of
a
sudden,
you
have
an
express
train
there,
and
so
now
your
if
you
live
anywhere
south
of
Forest
Hills
or
you
live
anywhere
in
the
vicinity
of
JFK
you're
hopping
on
to
the
the
new
regional
rail
and
freeing
up
capacity
yeah
on
the
orange.
That's
gonna
do
more
for
adding
capacity
and
adding
resilience
to
our
network
than
just
about
any
other
project.
Interesting.
B
You
I
have
what
I
want
to
be,
hopefully
quick
because
I
know
we
have
a
tremendous
amount
of
public
testimony
before
us.
If
all
of
this
is
approved,
the
studies
are
done.
The
pre-emptive
work
is
done.
What
is
the
timeline
on
construction?
Because
when
we
think
about
what's
the
sales
pitch
from
the
day,
we
break
ground
and
we're
all
there
smiling
taking
a
picture
the
first
time
the
link
is
used.
What's
that
timeline.
M
L
J
B
B
L
That's
2028
escalation
is
forty
percent
of
the
cost.
If
you
move
it
to
twenty
thirty,
you
know
if
you
move
it
up
to
twenty
twenty
two,
that
makes
it
only
15
percent
for
inflation.
So
it's
different
and
again
that
gets
into
the
confusion
over
the
different
cost
figures
that
have
been
sent
out.
There.
I
bet:
okay,
let's
just
talking
current
dollars,
so
no
one's
confused.
I
A
I
B
L
62%
of
the
fleet,
if
you
look
at
the
number
of
lines
that
come
into
South
Station
versus
a
number
of
lines
that
come
into
North
Station,
well,
two-thirds,
roughly
of
the
fleet
and
the
cars
all
live
south
of
Charles
River
and
again
the
engine
terminal
is
north
and
they
all
have
to
go
there
for
service.
You
know
when
they
have
major
service,
that's
a
big
deal
and
you
know
again:
we've
talked
about
the
ins
and
outs
to
the
stub
in
stations
running
him
right
through
very
efficient.
L
M
Could
add
on
to
that
real
quick,
because
I'm,
a
Cambridge
resident
I,
hear
the
train
go
by
the
few
blocks
from
my
apartment
every
evening,
as
they're
moving
equipment
back
and
forth,
unfortunately,
so
mascot
is,
is
getting
ready
to
straighten
out
the
the
pike,
the
Alston.
You
know,
training
my
understanding
and
I
know
charities
and
a
lot
of
work
on
this.
M
That
construction
is
gonna
cause
the
Grand
Junction
to
close
correct,
which
means
that
the
MBTA
commuter
rail
trains
are
gonna,
have
to
go
from
no
station
and
vice
versa
through
I
think
Worcester,
whatsit
Worcester
to
act
it
and
then
all
the
way
around,
which
is
gonna
cause
like
an
extra
couple
hours
of
just
their
quick
commutes,
so
not
entirely
very
well
thought
out,
but
if,
unfortunately,
that
will
happen
a
lot
sooner
than
the
Rail
Link
can.
But
those
these
are
just
the
future
things
we
need
to
look
at.
M
O
P
Another
thing
not
being
mentioned
was
there's
a
lot
of
talk
going
on
now
about
electrification
of
the
entire
system.
Now,
that's
something
that
won't
be
done
overnight.
I
think
NASA
thought
is
recognizing
that
for
a
while
they
have
to
be
doing
old
locomotives.
Also
talking
about
dumo
multiple-unit.
So
it's
you
know
they
look
like
they
enact
like
subway
trains,
and
so
those
would
be
electric
would
be
the
one
mode.
So
that
would
so
easy
you
could
Electrify
parts
of
the
system.
P
The
tunnel
itself
is,
would
have
to
be
electrified,
so
you'd
have
to
have
those
do
mode
locomotives
to
start
using
the
tunnel
right
away
and,
of
course
the
Amtrak
can
use
it
right
away.
It's
already
electrified
and
so
there'll
be
it'll,
build
out
from
famÃlia
and
with,
but
one
thing
I
wanted
to
emphasize
is
the
dual
mode.
The
other
one
they
keep
talking
about
is
a
diesel,
the
other
mode
for
the
dual
mode,
one
should
be
electric
and
the
other
one
should
be
anything
but
diesel.
A
Thank
you.
Everyone
at
this
point
I
want
to
apologize
this
on
my
behalf,
because
I
have
another
commitment
that
I
have
to
scoot
to
so
I'm,
going
to
leave
everyone
under
the
the
very
skilled
leadership
of
the
sponsor
to
make
our
way
through
public
testimony
so
and
I
just
wanted
to
say
make
commitment
as
chair
of
our
council
committee
on
planning
development
and
transportation
to
support
the
sponsors
work
on
this
and
the
working
group.
So
I
want
to
thank
you
all
for
coming
and
again
so
sorry
that
I
cannot
say
for
all
public
testimony.
B
Thank
you,
chairman
Wu,
for
your
leadership
on
all
things,
transportation.
Thank
you
to
the
panel.
You
are
welcome
to
continue
to
sit
here
during
public
testimony.
It's
up
to
you.
I!
Do
as
I
call
up
by
the
next
individuals
for
public
testimony.
Just
remind
you
to
be
aware
of
the
time
that
you
spend
during
that
testimony.
So
next
we
have
up
and
again
you
can
use
both
microphones
I'll
call
a
few
people
up
so
you're
cute
David,
David,
Coughlin
and
Robert
Califf,
us
next
Marcie
burning
hand
and
Paul,
Rogers
and
yeah.
W
Right
well,
I'm,
sorry
that
I'm
coming
in
as
everyone's
leaving,
but
my
name
is
David
Coughlin
I'm
part
of
the
working
group
for
the
north-south
rail
link,
I'm
originally
from
the
great
city
of
Marlborough,
Massachusetts,
now
I'm
living
in
Watertown,
so
I'm
here
to
address
the
benefits
for
the
housing
and
employment
for
the
north-south
rail
link.
And
so,
if
you
take
a
look
around
there
was
you
know
more
people
in
here,
I'm.
W
We
have
a
lot
of
high
value
jobs
and
some
have
to
travel
through
the
city
to
get
them
and
in
Boston
we
have
a
very
motivated
workforce,
but
we
have
a
very
disconnected
transportation
system
to
get
everyone
where
they
need
to
be
and
getting
to
these
jobs
is
difficult.
Direct
sac,
direct
access
is
limited
and
there
is-
or
it's
just
non-existent
beyond
that.
There
are
delays,
there's
traffic
and
just
Boston
mayhem,
and
so
the
high
cost
of
living
in
Boston.
So
mercè
are
the
largest
human
resources.
Consulting
firm
just
put
out
there.
W
2019
cost
of
living,
which
is
comparing
all
the
seas
in
the
world
and
Boston
is
now
one
of
the
50
most
expensive
cities
to
live
in,
and
that
is
up
in
there
for
20
places
from
last
year
and
that's
becoming
too
expensive.
For
the
next
flight
of
young
scholars
and
innovators,
and
so
where
is
the
affordable
living?
It
goes
without
saying
that
the
living
prices
are
way
over
price
for
meager
conditions
are
embossed
and
the
intended
stakeholders
have
very
limited
freedom
to
what
they
want
and
they
have
to
choose
between
price
and
location.
W
W
The
city
keeps
blaming
us
for
the
congestion
on
our
streets
and
we
contribute
to
the
rising
levels
of
carbon
emissions
when
the
truth
of
the
matter
is,
we
just
want
to
get
to
work
on
time,
and
we
will
do
anything
that
we
can
to
get
ourselves
to
work
and
it
seems
like
the
city's
solution
now
is
to
raise
taxes.
But
how
does
that
fix
the
problem
and
I
can
say
that
it
doesn't?
It
just
makes
us
more
angry
and
it
doesn't
actually
push
us
use
our
public
transportation
system,
and
so
with
the
north-south
rail
link.
W
It's
not
only
linking
between
it's
a
it's,
not
only
a
link
between
north
and
south
station,
but
it
connects
us
and
the
adjoining
communities
surrounding
Greater
Boston
people
have
direct
access
to
their
jobs
and
we
have
more
comfortable
living,
which
is
less
expensive
than
the
prices
that
we
are
facing
now
and
I
wish.
The
panel
was
still
here,
but
the
delays
with
the
project.
W
Sorry
but
oh
well,
Claes
the
greatest
example,
which
is
he's
been
putting
20
years
into
this
project
and
I'm
22,
all
right,
so
just
to
show
the
age
of
how
long
that
this
project
has
been
being
put
off
and
it's
still
not
being
done.
And
yet
the
MBTA
is
putting
good
money
to
tell
us
that
this
is
a
bad
project
in
referring
this
as
the
next
Big
Dig.
W
But
when
you
call
it,
the
Big
Dig
you're,
only
discouraging
and
intimidating
people
into
thinking
that
we
don't
need
this
project
when
the
truth
of
the
matter
is
that
we
really
do
need
it,
but
instead
we
do
projects
such
as
a
South
Station
expansion
and
in
the
state
rail
plan.
There's
nothing
that
mentions
the
north-south
rail
link,
so
in
conclusion,
think
about
the
benefits
and
for
the
benefits
of
my
generation
and
stop
looking
at
the
cost
of
the
project,
but
think
about
the
overall
value
that
we're
going
to
get
out
of
this
project.
W
And
this
is
a
first
project
on
the
pathway
to
a
regional
rail
system
which
this
region
needs.
So
my
closing
remarks
at
this
as
a
citizens
of
Boston.
We
have
these
two
options.
We
can
either
dig
the
tunnel
between
north
and
south
station
or
we
can
continue
digging
a
hole
that
just
keeps
putting
this
seep:
the
city
deeper
and
deeper
into
the
ground,
which
is
making
it
that
much
harder
to
climb
out
of
this
pitfall,
and
we,
my
generation,
is
the
one
that's
gonna
have
to
live
with
the
decisions
that
you
all
make.
X
Hi
I'm
Robert,
calvess
I
live
in
Waltham
and
I'm
professor
of
economics
at
middlesex,
Community
College
in
Bedford
and
Lowell.
So
it
is
one
phases
the
situation
of
how
you're
going
to
get
into
Boston
and
I.
Don't
commute
I
just
come
in
periodically
for
meetings
and
conferences
and
things
like
this
event
or
of
tourism.
X
So
the
two
systems
are
really
competing
with
each
other
and
if
the
the
the
public
transportation
continues
to
deteriorate.
Without
this
north-south
rail
link,
they're
going
to
turn
to
cars
and
automation
and
self-driving
cars
and
we're
going
to
have
this
within
it
within
a
couple
years
and
these
these
these
ride-sharing
services,
you
know
they're
gonna,
have
you
know
the
rowboat,
what
they
call
the
Robo
taxis,
so
people,
it's
gonna,
be
more
and
more
convenient
for
people
to
use
these
things.
X
So
they're
gonna
turn
more
and
more
to
cars,
and
then
there's
there's
been
these
nightmare
scenarios
where
people
can
drive
in
they
can
just
get
out
of
their
cars
and
then
send
their
car
circling
around
looking
for
parking
spaces.
So
you
could
actually
have
traffic
just
get
worse
and
worse
and
worse
with
automated
self-driving
cars,
so
I
want
the
I
hope
the
council
is
thinking
about
these
things
as
as
they're
putting
this
whole
transportation
picture
together.
X
The
other
thing
is:
if
people
don't
have
to
pay
attention
to
driving,
they
can
sit
in
their
cars
and
they
can.
It
can
essentially
be
an
office
on
wheels.
So
there's
all
kind,
all
kinds
of
things
that
you
need
to
think
about
and
I
hope
you're
taking
into
consideration.
So
you
need
to
get
on
with
this
project
because
it's
it's
a
it's
a
it's
a
tangible
project
and
there's
so
much
more.
X
Y
Y
Y
The
city
then
was
divided
by
issues
of
race
and
schooling
for
the
next
two
years,
I
worked
on
the
remedial
phase
of
the
case,
which
meant
the
fix-it
phase
and
I
cite
that,
because
I
think
it's
important
to
acknowledge
a
missing
partner
in
this
larger
picture,
which
is
not
just
the
the
executive
branch
and
it's
not
just
the
political
branch,
but
it's
the
judiciary,
governor
Dukakis,
talked
about
the
Boston
Harbor
cleanup
and
the
fact
that
it
came
in
on
budget
on
time.
Well,
there's
a
reason
for
that.
Y
The
Boston
Harbor
cleanup
was
presided
over
by
a
federal
judge
for
30
years.
Actually,
two
federal
judges
and
from
1985
when
David
Mazzoni
issued
the
first
order
until
2016,
August
of
or
July
2016.
When
the
case
closed,
there
were
239
court
orders
that
were
issued
to
assure
that
people
were
doing
their
job
now.
I
have
done
a
lot
of
work
over
the
years.
Y
45
years
later,
the
situation
is
reversed.
The
City
Council
looks
a
lot
different
than
the
City
Council
I.
Remember
in
1978,
the
Boston
School
Committee
looks
a
lot
different
than
it
did
when
I
was
working
on
the
race
case
in
1978,
at
the
executive
and
poet
as
executive
managers
and
as
public
officials,
the
Boston
form
of
self-governance,
Boston
Government,
looks
and
behaves
very
differently
than
before.
It's
more
inclusive.
It's
more
diverse
and
ready
to
tackle
the
divides
that
face
this
great
city.
Y
In
contrast
to
four
years
ago,
it
is
a
state,
especially
the
state
executive
branch
that
is
missing
in
action
with
respect
to
the
north-south
rail
link.
You've
heard
from
the
prophets
the
old
white
guys,
these
guys
are
prophets
they've,
been
able
to
articulate
a
vision
that
many
people
were
not
able
to
articulate
for
decades
now,
you've
just
heard
from
David
Coughlin
who's,
a
representative
of
the
younger
generation.
There
are
many
other
people
who
are
not
here,
they're,
probably
stuck
in
traffic.
Y
Another
prophet,
who
spoke
to
Boston
more
almost
400
years
ago,
was
governor
John
Winthrop,
who,
in
a
sermon
that
he
gave
on
the
good
ship
Arabella
on
its
way
to
boss,
on
its
way
to
Massachusetts,
with
the
second
largest
group
of
immigrants
in
the
nation's
history
to
land
in
these
shores
and
form
what
would
be
formed?
What
would
be
then
called
the
Massachusetts
Bay
Colony
he
made
reference
to
the
eyes
of
the
world
are
upon
us.
We
shall
be
a
shining
city
on
a
hill.
Y
B
Z
I'll,
be
very
brief.
Thank
you.
Thank
you
very
much
for
allowing
me
to
speak.
My
background
in
this
is
that
I
was
of
abled
in
1991
to
obtain
the
money
from
George
Bush
to
electrify
the
Northeast
Corridor
from
New
Haven
to
Boston.
It
used
to
be
diesel
that
was
done
at
three
meetings
at
the
White
House,
and
that
was
my
initial
involvement
in
this
area.
Z
This
project
needs
to
have
it
done
yesterday
and
I
think
it's
obvious
to
anybody
in
this
room
at
least,
but
we
do
need
to
get
into
the
governor's
office
on
a
regular
basis
and
not
leave
until
he
agrees,
because
that's
what
it's
gonna
take
all
right,
so
I
would
encourage
everybody
in
this
room.
All
three
of
us
to
go,
go
and
see
the
governor
in
person,
because
that's
what
it
will
take
to
get
this
done.
Thank
you
very
much.
Thank.
AA
Mee
Mee
Talley
living
Jamaica,
Plain
I,
am
the
chair
of
the
executive
committee
of
DMS
she's,
a
chapter
at
the
Sierra
Club
I
represent
the
24,000
dues-paying
members
of
the
chapter.
I'll
be
sure
thanks
for
having
us
one
of
the
many
reasons
why
I
like
the
Sierra
Club
is
that
the
organization
advocates
for
long-range
climate
change
planning.
We
do
not
take
the
eye
off
quality
of
life
issues,
water
quality,
air
quality,
outdoor
recreation
opportunities.
The
rail
link
also
fits
that
model
too,
with
electrification
and
reduced
vehicle
miles.
AA
Traveled
comes
greenhouse
gas
reductions,
but
also
benefits
the
quality
of
life,
mobility
and
regional
integration.
The
time
people
sit
in
traffic
and
wait
for
trains
can
be
earned
back
through
the
rail
link,
giving
the
Commonwealth
hours
and
hours
to
spend
with
their
family
to
work
and
to
be
in
a
safer
place
than
their
cars.
This
supports
the
idea
of
the
genuine
progress
indicator.
Gpi.
Maybe
we've
heard
of
it,
which
is
an
important
approach
to
evaluating
our
quality
of
life,
which
professor
blue
stone
described
earlier.
AA
I
grew
up
in
Nashua
New
Hampshire,
whose
Mayor
Jim
Dantas
supports
this
rail
link
and
I
went
to
school
at
UNH
Durham.
Both
communities
would
benefit
from
the
rail
link
and
when
I
was
at
UNH,
there
was
no
rail
service
and
I.
Remember
a
number
of
times
coming
down
to
Boston,
going
to
Portland
Maine
for
shows.
We
don't
want
college
kids
driving
around
New
England
to
go
to
shows
like
it's
it's.
AA
T
Madam
chair
councillor,
Flynn,
thank
you
very
much.
My
name
is
bill.
Malloy
I'm,
a
West,
End
resident
and
first
off
I,
want
to
say
I'm
very
much
in
support
of
the
north-south
railing.
That's
the
ultimate
solution,
but
I
think
all
of
us
here
tonight.
You
can
hear
the
frustration,
we're
sick
and
tired
when
waiting
a
long,
long
time
to
reach
this
ultimate
solution,
and
until
we
get
the
federal
government,
the
state
government
and
city
government,
you
know
in
sync
we're
going
to
be
waiting
so
I
just
wanted
touch
base
on
an
interim
solution.
T
So
we
have
something
rather
than
nothing
right
now
and
I
wanted
to
reduce
solar
mobility,
transportation
networks,
there's
currently
legislation
in
the
Statehouse
about
it
that
Senator
O'connor
it's
a
bipartisan
bill
that
others
have
supported
as
well.
But
this
is,
if
you
can
envision
and
I'm
going
to
do
this
very
quickly.
This
is
similar
to
a
monorail.
This
is
above
the
ground
30
feet
above
all,
traffic
and
congestion,
their
pods
about
that
can
maintain
up
to
about
six
people.
Actually,
six
people
excuse
me
and
can
travel
in
an
urban
environment.
T
Cell
station
again
as
an
interim
solution
until
we
can
get
to
the
final
solution,
this
can
be
built
within
a
year
and
it
doesn't
require
any
city
or
state
money.
Let
me
repeat
that
again
doesn't
require
any
city
or
state
money.
It's
all
privately
funded
construction.
It's
privately
operated
without
government
subsidies.
They
will
exceed
120
passenger
miles
per
gallon.
It
will
exceed
safety
performance
of
transportation
modes
already
approved
for
use.
That
means
buses
train
other
trains
and
cars.
It
will
also
gather
more
than
2
megawatts
hours
of
renewable
energy
per
network
mile
per
day.
T
That's
the
average,
so
you
could
have
power
stations
for
electric
vehicles
and
so
forth
will
be
also
offered.
The
big
thing
that
for
the
city
of
Boston
has
an
interim
solution.
5%
of
gross
revenues
will
come
back
to
the
city.
It
will
go
to
any
rights-of-way
holders
that
are
passed
over
to
construct
the
system,
so
5%
gross
revenues
will
come
back
to
the
city
and
also
the
Greenway
Conservancy
has
already
endorsed
a
soul
of
mobility
transportation
network
to
connect
and
go
along
the
Greenway
between
the
north
and
south
rail
link.
T
So
I
think
it's
time
that
we
consider
this
I
think
that
the
weight
is
long
enough
and
if
we
keep
waiting
it,
it's
going
to
be
at
least
another
eight
to
ten
years,
I
think
we
heard
or
20
years.
We
need
at
least
an
interim
solution
to
solve
this
problem.
So
thank
you
very
much.
I
appreciate
your
time
and
thank
you
for
everyone
waiting.
B
B
AB
Robert
Kearns
from
the
Sierra
Club
as
well
I
was
helping
to
organize
a
rally
outside
I
want
to
say
thank
you,
everybody
for
coming
great
panel,
everything
I
hail
from
Braintree,
Mass,
so
I'm
so
sure,
and
the
red
line
it's
of
a
disaster
since
the
derailment
it's
been
really
bad
and
the
rail
link
would
be
amazing
not
only
for
Boston
but
the
whole
region.
Braintree,
we
had
two
commuter
rail
shops,
be
easy
to
get
right,
downtown,
North,
Shore
everything
so
I,
don't
want
to
repeat.
AB
I
got
some
written
testimony
from
we
did
a
Google
pull
from
through
our
social
media
and
things.
So
these
are
just
testimony
from
people
from
around
the
Commonwealth.
I
got
15
copies
for
you
all,
and
that's
just
it's
not
from
us,
but
it's
just
what
members
the
public
have
been
saying
about
the
rail
link
and
their
support.
So
thank
you
so
much.
Thank
you.
Thank.
U
Record,
please
be
Daniel.
Fairchild
I
live
in
Medford
I
work
in
Watertown
I
have
my
commute
is
by
bicycle,
so
this
isn't
for
me
directly,
but
we're
than
the
hottest
summer
on
record
worldwide
right
now
and
the
next
one
is
going
to
probably
and
be
hotter.
Can
they
keep
getting
worse
in
occupancy?
Cars
are
the
least
efficient
mode
of
transportation.
There
is
there.
You
can
get
a
little
bit
better
with
electric,
but
they're
still
horrendously
inefficient.
You
know
carrying
two
tons
of
metal
around
carry
one
person,
so
we
need
to
get
people
out
of
cars.
U
I
have
co-workers
that
live
all
around
the
region.
Most
of
them
live
near
commuter
rail
stations,
but
they
don't
take
the
commuter
rail
and
commuter
rail
doesn't
work
for
them.
It
doesn't
run
at
the
right
times.
It
doesn't
run
frequently
enough
that
they
can
go
home
pick
up
their
kids
from
school.
If
you
know
that's
at
2:30
3
o'clock,
it
doesn't
if
they
want
to
stay
in
a
bit
later.
It
just
is
not
running
anymore
by
then
it's
just
not
a
functional
transit
system.
So
having
a
system,
that's
efficient
that
runs
frequently
all
day.
U
AC
You,
my
name,
is
Tom
Connors
I
live
in
Watertown
and
what
I
think
one
thing
that
you
know
like
mike
dukakis
has
been
working
on
this
for
decades
and
and
it
really
hasn't
moved
forward
at
all.
But
I
think
now
is
different.
I
think
I
think
there's
a
there's,
a
real
difference
and
I.
Think
the
climate
in
the
environment
are
a
big
part
of
that.
The
these
100
degree
temperature
days,
the
lack
of
tree
canopy,
all
these
diesel
locomotives
just
idling
in
yards.
AC
It's
it's
just
not
the
future,
and
so
when
you
start
to
look
at
well,
what
is
the
future?
It's?
It
is
doing
what
Europe
is
doing,
which
is
electric
trains
that
come
every
5
or
10
or
15
minutes
and
and
they
run
through
the
city
and
that
it's
kind
of
basic
and
so
I
think
that
I
think
it
will
be
very
important
for
a
lot
of
city,
employees
and
city
staff
to
go
over
on
field
trips
and
write
a
report
and
look
with
your
own
eyes
at
how
do
they
do
it
in
other
places?
AC
And
what
can
we
learn
from
them
because
right
now
we're
just
depending
upon
MassDOT
and
what
they
have
just
demonstrated
in
that
report
they're
released
last
week.
Is
that
they're
not
being
an
honest
broker?
The
the
transit
matters,
people
on
the
north
side
and
the
south
rail
people
have
put
in
a
lot
of
work
and
can
probably
barely
get
a
meeting.
You
know
like
like
that,
and
you
know
they're
spending
millions
of
dollars
on
consultants
who
write,
deceptive
and
and
basically
know
they're,
not
being
honest
brokers,
and
so
it's
just
so
it's
very
sad.
AC
We
really
do
need
a
leadership
change,
because
we
as
I
think
the
people
we
would
like
the
workers
would
love
to
be
building
these
and
train
improvements
and
would
like
to
be
riding
on
them.
So
it's
if
we
can
just
get
the
governor
out
of
his
SUV
being
chauffeured
it
up
to
swamps,
good,
you
know
what
does
he
know
about
trains?
He
has
no
awareness
right,
so
we
need
a
lot
of
city
employees
and
and
to
go
and
look
at
what
these
regional
rail
things
are
and
then
come
back
and
say.
AC
Why
can't
we
do
that,
because
I
think
we
can
do
that
here.
I
think
the
time
is
right,
and
especially
with
the
climate
change.
We
also
should
no
more
buying
diesel
locomotives
diesel
buses
in
Watertown,
there's
been
electric
streetcars
buses,
electric
volley
charli's
for
50
years,
so
or
maybe
75
years,
they've
been
having
electric
buses
for
a
long
time,
so
every
neighborhood
is
part
of
just
enjoy
environmental
justice.
AC
The
fact
that
so
many
diesel
buses
are,
we
should
not
also
we
should
all
these
school
buses
are
belching
diesel
diesel
is
the
worst
thing
that
we
should
be
having.
So
we
should
have
a
plan
to
electrify
everything
with
renewable
energy
that
comes
from
probably
the
Midwest
or
offshore,
and
so
electric
our
whole
economy
should
be
electric
and
get
rid
of
all
this
diesel,
and
that
would
be
better
for
everybody's
health
and
also
we
need
to
make
protected
bike
lanes
on
all
the
streets
so
that
you
should
be
able
to
bike
everywhere.
AC
V
Hello,
City,
Council,
I'm
sort
of
resident
of
my
name
is
Kevin
I'm,
the
resident
of
district
1
of
Boston
I
support
nor
sound
friendly,
because
it
will
connect
the
two
stations
that
are
deadlock
in
between
Boston.
It's
a
one-mile
gap
that
needs
to
be
connected
to
help
serve
areas
communities
since
district
1
it
well
has
North
Station
right
there.
V
Connecting
the
two
stations
north
and
south
would
help
to
take
cars
out
the
roads
during
rush
ease
during
rush
hour.
So
it
reduces
the
amount
of
congestion,
especially
affecting
Charlestown
and
East
Boston.
So
it's
pointing
this
would
would
take
cars
off
the
roads,
so
I
should
at
those
times-
and
you
know,
ease
up
traffic
and
congestion,
so
I'm
here
to
say
I
support
the
north-south
Frank
and
encourage
you
to
support
the
north-south
darling
too,
as
well.
Thank.
AD
My
name
is
Evan
Foss
I'm,
an
engineer
and
I
live
in
Newton
I
didn't
used
to
actually
moved
there
in
part
because
I'm
getting
married
in
October
and
we
decided
at
least
one
of
us
should
be
able
to
walk
to
work
because
of
how
bad
commutes
are
right.
Now
now
in
taking
the
commuter
rail
for
seven
years
and
looking
at
the
commuter
rail
maps
and
seeing
this
gap
where
the
north-south
rail
link
should
be
I,
just
had
one
thought,
and
it's
not
a
terribly
technical
one.
AD
If
the
on-ramp
that
connects
any
one
of
the
highways
to
the
other
in
the
city
of
Boston
didn't
exist,
people
would
have
moved
mountains
to
make
it
happen
by
now
and
that's
effectively.
All
this
is
for
the
people
who
are
trying
to
get
from
one
area
to
another.
It's
being
asked
to
wait.
10
20
minutes
for
another
train
to
then
wait
for
10
20
minutes
for
another
train,
so
then
get
back
on
the
commuter
rail
network.
AD
It's
an
on-ramp,
it's
not
a
complicated
thing,
and
if
the
right
person
was
managing
it
ie,
not
the
people
in
charge
of
mascot
or
the
MBTA
right
now.
It
could
be
done
efficiently.
No,
you
know
I
hear
people
chuckling
I
had
to
submit
public
comment
to
them,
because
their
station
brightening
program
initially
was
going
to
paint
and
then
fix
cracks
and
leaks.
If
you
don't
understand
that
you
shouldn't
be
painting
over
the
cracks
and
leaks
you're
intending
on
fixing
first,
then
you
shouldn't
be
in
charge
of
building
anything.
AD
C
Want
to
say
thank
you
to
the
panelists
for
being
here
for
the
audience
for
your
for
your
testimony
as
well,
providing
great
insight
to
us.
It's
a
it's
an
issue
we'll
continue
to
study
and
to
learn
from
and
there's
a
lot
of
reading.
We
have
to
do,
but
we
appreciate
your
comments
and
I
was
really
appreciative
of
the
Sierra
Club
for
testimony.
C
Long
and
I
always
think
of
the
the
fumes
that
are
going
into
the
neighborhood
right
into
the
Reggie
Wong
Park,
which
was
just
right
off
the
road
where
a
lot
of
people
are
playing
basketball
and
playing
volleyball
and
right
right
down
to
the
jaya
quincy
school,
which
is
practically
on
top
of
the
Mass
Pike
and
in
the
highway
system
as
well,
and
the
major
truck
routes
and
the
the
train
routes
from
from
here
to
New
York.
And
it's
no
wonder
why
we
have
the
highest.
C
You
know
asthma
rate
of
any
neighborhood
practically
in
the
country,
so
those
those
environmental
issues
are
very
important
to
me.
I
know
they're
very
important
to
you,
so
I
just
want
to
say
thank
you
to
the
Sierra
Club
tool
for
providing
very
invaluable
testimony
here
tonight
and
thank
you,
councilor
sabe
Jorge,
for
your
leadership
on
on
this
important
issue.