►
From YouTube: Planning, Development & Transportation on June 22, 2018
Description
Docket #0175 - Order for a hearing regarding Equitable Access to Public Transportation with a Cashless Fare Collection System
A
Good
fine
welcome
to
the
Boston
City
Council's
I&L,
a
chamber
and
I
apologize
for
starting
a
little
bit
late.
We
are
here
for
hearing
in
the
council's
Committee
on
planning
development
and
transportation
on
docket
number
zero,
one,
seven,
five
order
for
a
hearing
regarding
equitable
access
to
public
transportation
with
a
cashless
fare
collection
system.
This
docket
was
sponsored
by
councillor
Ayanna
Presley,
who
was
here
to
my
left
and
myself
and
I'm,
proud
to
introduce
myself
Michelle,
woo,
City
Council
at
large
and
chair
of
this
committee.
A
We
are
also
joined
in
addition
to
the
sponsor
the
co-sponsor
by
councillor
Denise,
asabi
George,
also
serving
at
large
as
well
as
District,
two
city,
councilor,
Ed,
Flynn
I'm.
Sure
more
of
my
colleagues
will
will
come
in
as
we
go
and
we'll
introduce
them
as
they
arrive.
I
want
to
remind
everyone
that
this
public
hearing
is
being
recorded
in
broadcast,
live
on
channels,
Comcast,
8,
RCN,
82
and
Verizon
1964,
as
well
as
being
live
streamed
on
the
city
of
Boston
website.
A
If
the
audience
could
just
do
it,
quick
check,
silence
your
cell
phones
and
devices
and
remember
that
we
will
take
public
testimony.
I
think
throughout
the
course
of
the
hearing
may
be
inserting
some
if
we
have
time
between
the
two
panels
that
are
scheduled.
So
if
you
would
like
to
testify,
please
sign
in
on
the
sheets
over
here
and
check
the
right
box
to
make
sure
that
we
have
your
to
know
that
you
want
what
wish
to
speak.
A
B
You,
madam
chair,
and
thank
you
for
co-sponsoring
this
hearing
order
with
me
and
for
your
leadership
in
the
space
of
of
transit
and
in
in
social
justice,
everyday,
very
delighted
to
be
partnering
on
this
with
you,
I
want
to
thank
my
colleagues
in
government
who
are
here
so
far.
We
do
anticipate
more
coming.
We
want
to
thank
the
MBTA
and,
of
course
you
want
to
thank
riders
and
advocate
it's
for
being
a
part
of
this
very
important
conversation,
a
timely
woman.
B
While
we
are
considering
major
changes
to
our
public
transit
system
again,
I
want
to
thank
the
MBTA
for
participating
and
what
we
trust
will
be
a
frank
conversation
with
this
body
and
with
the
community.
We
are
all
here
to
offer
our
partnership
to
the
MBTA
as
they
are
working
towards
providing
a
more
efficient
and
reliable
and
accessible
system.
This
is
not
a
forum
meant
to
assign
blame
or
to
disparage
anyone
on
either
of
these
panels.
B
We
need
this
system
to
work
for
every
single
writer
and
I
know
we
can
strengthen
any
proposal
by
including
more
voices
at
the
table,
not
less.
It
is
also
essential.
We
engage
these
voices
to
seek
out
our
recommendations
to
ensure
a
smoother
implementation
and
to
alleviate
financial
burden
hardship
and
to
remove
any
barriers
to
purchasing
t
cards
and
to
writeraccess
without
input
from
riders
and
community
voices
and
cooperative
partnership
from
the
MBTA.
B
D
D
However,
my
greatest
concern
in
regard
to
CASP
cashless
via
collection,
is
the
ability
for
those
lacking
smartphones
or
without
access
to
a
bank
account
or
credit
card.
We
must
ensure
those
in
lower
income
brackets
or
recent
immigrants
are
still
able
to
use
our
public
transportation
system.
My
parents
rely
on
public
transportation
every
day.
Also
we
see
so
many
disabled
people
that
also
rely
on
public
transportation
every
day,
and
we
want
to
make
sure
that
public
transportation
works
for
our
elderly,
the
disabled
and
for
our
immigrants.
D
E
You
mM
chair
and
thank
you
to
you
and
councilor
Pressley
for
bringing
I'm
not
just
attention
to
this
issue,
but
the
decision-makers
to
the
table
have
a
number
of
interests
in
this
hearing
order
and
in
the
information
that's
presented
today,
with
a
special
focus
on
school
students
and
their
ability
to
access
public
transportation
to
get
to
and
from
school
to
and
from
after
school
activities
and
athletic
programming
and
as
well
as
a
few
other
things
but
we'll
get
to
it
through
questions.
Thank
you.
C
A
Sabi
George,
and
so
now
we
will
turn
it
over
to
our
panel.
We
have
the
director
of
fair
policy
and
little
peasants
Eakins
and
the
chief
technology
officer,
David
Bloch
Schechter
I
also
want
to
welcome
and
thank
the
general
manager
Luis
Ramirez
for
joining
us
who's
back
there
for
now,
but
if
it
gets
too
tough
or
if
we
have
other
questions,
we
will
certainly
ask
you
to
join
the
panel
as
well
feel
free
to
give
any
statements
introduce
yourselves
and
I
know.
You
have
a
presentation
to
walk
us
through
as
well.
F
Yep
so
I'll
start
and
then
I'll
turn
it
over
to
Laurel
and
I've
got
a
presentation
to
walk
you
through,
which
there
will
first
off.
Just
thank
you
for
having
us
at
this
public
forum
were
really
excited
about
this
opportunity
to
take
off
this
stage
of
our
public
outreach
for
this
project
in
Boston,
especially
given
its
importance
in
the
MBTA
system
and
with
people
who
clearly
care
as
deeply
as
we
do
you
that,
being
you
and
the
public
about
ensuring
an
equitable,
efficient
and
even
occasionally,
delightful
system.
G
F
Excellent,
all
right
that
seems
to
be
working
great,
so
we're
mostly
here
to
listen
in
and
that's
in
order
to
inform
key
decisions
on
fare
policy
that
are
enabled
by
the
technology
of
this
project.
I
thought
it
might
be
useful
to
start
with
some
background
on
why
we're
embarking
on
this
project
a
little
bit
more
detail
on
the
project
itself,
and
then
we
can
talk
about
the
policy
decisions
that
we
need.
F
F
Unfortunately,
that's
not
the
case
right
now.
The
current
system
was
implemented
in
2006
from
a
design
that
dates
back
almost
a
decade
before
that
and
it's
showing
its
age,
it
has
design
flaws,
including
a
system
that
is
offline.
Remember.
This
is
2006
before
the
first
iPhone
much
of
the
equipment
is
at
the
end
of
its
useful
life.
It
has
accessibility
problems
and
it
keeps
us
from
being
able
to
enact
a
more
equitable
fare
policy
because
of
software
limitations.
F
It
also
has
a
significant
built-in
flaw.
The
fare
box
is
at
the
front
of
the
bus
and
the
acceptance
of
cash
on
vehicles
which
slow
down
trips
for
everybody
as
a
boss,
writer,
myself,
I,
know
the
frustration
of
being
the
person
paying
with
cash
on
the
bus,
because
I
didn't
have
any
other
option
kind
of
waiting
for
people
who
pay
with
cash.
F
In
fact,
we
have
a
natural
experiment
from
a
free
fare
day.
We
ran
few
years
back
now.
This
is
all
door
boarding
on
the
Silver
Line
at
Tufts.
In
the
picture.
This
is
a
picture
16
seconds
in
in
both
instances
in
the
bottom
is
a
typical
day.
You
can
see
the
crowd
of
people
waiting
at
the
front
door
to
board
the
top
on
a
day
which
was
free
fares
and
therefore
more
riders,
where
everyone
could
board
at
all
doors.
This
is
what
it
looked
like
16
seconds
in
it's
a
significant
difference.
F
Don't
think
I'm
going
to
give
anything
away
from
the
next
few
slides
to
say
that
we
intend
to
do
all
of
that.
So
we
awarded
a
contract
to
implement
this
system
late
last
year.
The
goal
is
to
improve
the
customer
experience.
Overall,
this
is
not
a
technology
project
or
construction
project.
This
is
a
customer
project,
making
buses
faster,
allowing
more
flexible
and
responsive
fare
policy
and
ensuring
that
the
system
is
in
good
working
condition
so
that
it's
easier
to
pay
for
your
ride,
not
just
now,
but
also
in
2030.
F
F
You
can
see
here
an
image
of
what
the
validators
will
look
like
biggest
change.
That
we're
going
to
see
is
that
riders
can
board
at
any
door
with
a
large
tap
area.
Most
doors
will
have
a
reader
on
both
sides
of
the
doors
to
speed
up
boarding
and
alighting
even
more.
During
transition,
the
validators
will
be
installed
alongside
the
fare
boxes,
after
which
the
fare
boxes
will
be
removed.
We
expect
that
this
change
will
improve
bus
speeds
by
approximately
10%.
That
means
a
30-minute
trip
takes
three
minutes.
F
F
To
enable
this,
we
need
to
make
it
easier
to
pay
before
you
board.
That
means
cart,
availability.
It
means
not
having
to
use
or
get
a
card
at
all
having
it
be
available
directly
on
your
smartphone,
through
Apple
pay
and
Samsung
pay
in
its
own
app
one
that
you
can
load
cash
on
at
a
retail
location
or
a
fare
vending
machine
so
that,
even
if
you
are
unbanked,
if
you
have
a
smartphone,
you
can
still
pay
or
you
can
get
a
card.
F
We
will
make
it
easier
to
manage
your
account
online.
This
is
table
stakes
in
this
day
and
age,
but
something
that
we
don't
have
in
the
current
system
that
was
built
to
it
too
early
to
manage
your
account
to
see
your
travel
history
to
charge
your
account
and
set
up
auto
recharge,
like
with
EZ
Pass,
and
to
be
able
to
set
your
language
preferences
just
like
you'll,
be
able
to
do
with
a
fare
vending
machine.
So
we
are
communicating
with
you
in
ways
that
you
can
understand.
F
Also
many
people
get
cards
through
their
employers
or
schools,
and
we'll
have
tools
to
make
that
easier.
No
special
cards
or
distribution,
any
fare
card,
or
even
the
app
on
your
smart
phone
will
be
able
to
be
assigned
to
an
employer
or
school
account,
no
more
lost
cards
or
waiting
days
or
weeks
for
distribution.
F
The
last
thing
that
I
want
to
emphasize
is
that
the
way
you
pay
will
be
the
same
everywhere
at
app.
That's
because
the
system
is
all
digital.
Getting
on
a
bus,
tap
your
fare
card,
your
smartphone
or
your
contactless
credit
card
going
through
a
subway
gate,
same
thing.
Getting
on
the
ferry,
the
staff
will
be
there
and
you'll
tap
on
their
handheld
device
and
on
commuter
rail
tap
on
to
one
of
the
station
validators
and
install
the
convenient
locations
on
every
platform.
F
Tap
again
when
you
get
to
your
destination
along
the
way,
a
conductor
will
ask
you
to
show
that
you
have
paid
guess
how
you
show
you
a
paid
you'll
tap
it
on
their
handheld
device.
It
seems
like
a
small
thing,
but
by
unifying
the
method
of
payment
across
all
travel
options,
it
opens
up
a
world
of
options
in
fare
policy,
with
that
I'll
turn
it
over
to
Laurel.
To
talk
more
about
the
policy.
G
Yeah
so
again
my
I'm
so
glad
to
be
here.
My
name
is
Lowell
Pettis,
Eakins
and
I.
Am
the
director
of
fare
policy
and
analytics
for
the
MBTA
and
I
have
joined,
joined
the
team
to
really
sort
of
lead?
The
policy
conversations
with
both
our
internal
and
external
stakeholders
around
some
key
decisions,
and
we
need
to
make
in
order
to
get
the
benefits
of
the
of
the
project
that
David
just
mentioned,
and
so
taking
sort
of
those
goals
that
David
mentioned.
G
We,
then
you
know
created
the
things
that
David
said
in
terms
of
the
system,
design
of
how
the
system
was
designed,
but
now
we
need
supporting
policies
and
programs
to
make
sure
that
those
goals
are
actually
achieved.
So
what
I'm
gonna
do
is
sort
of
walk
through
some
of
the
main,
the
main
policy
areas
where
we
have
decisions
that
we
need
input
on
and
then
talk
about
sort
of
how
we're
going
to
be
getting
input
over
the
next
few
years
on
these
policy
areas.
G
So
the
first
policy
area
is
data
privacy,
the
system
as
David
described
it
will
collect
a
lot
more
data
on
our
on
our
passengers
and
our
customers,
because
you
will
be
able
to
have
your
own
account,
which
will
link
your
you
to
your
travel
data.
So
what
we're
working
on
is
how
to
make
sure
that
we're
ensuring
customer
privacy
and
protection
of
that
data
in
this
new
project.
So
that's
the
first
policy
area.
The
second
is
one
that
has
been
alluded
to
a
sort
of
a
key
issue
in
this.
G
In
this
event,
which
is
around
access
to
fare
cards
and
sales
locations,
as
Dave
mentioned,
one
of
the
key
benefits
of
not
having
cash
on
board
is
to
speed
up
all
of
our
buses
and
train
Green
Line
trains.
But
in
order
to
do
that,
we
need
to
make
sure
that
everyone
has
access
to
to
the
fare
cards
and
took
places
to
load
them
home
and
so
there's
two
parts
of
this
project.
G
G
So
this
includes
not
just
fare
products
but
transfer
rules
and
also
sort
of
bigger
structural
changes
to
our
affairs
that
are
now
but
actually
possible
like
time
of
day
pricing
or
changes,
two
different
ways
that
we
do
the
distance
based
pricing
that
we
currently
do
on
commuter
rail
or
distance
based
pricing
on
on
other
boats,
and
so
that's
the
fourth
area
that
we
are
going
to
be
gathering
and
put
on
so
that.
But
this
leads
to
some
very
sort
of
large
policy
trade-offs.
There's
a
whole
lot
of
details
and
a
lot
of
things.
G
We
need
to
work
out
to
make
sure
the
system
works
for
everyone,
but
there's
also
some
sort
of
policy
trade-off.
Conversations
that
the
MBTA
is
gonna
have
to
have
with
our
public,
so
the
first
one
I
already
spoke
to
is
that
there
really
is
this
trade-off
I'm,
getting
those
operational
benefits
to
figuring
out
how
to
do
do
inspections
and
the
second
one
is
about
the
ability
to
offer
all
these
new
fare
products
and
what
is
the
revenue
impact
on
the
MBTA?
G
So
what
I
wanted
to
to
walk
you
through
now
was
sort
of
how
we're
envisioning
doing
outreach
on
each
of
those
four
areas
and
and
sort
of
open
it
up
around
sort
of
what
are
what
are
our
plans
for
involving
the
public
in
this?
These
very
important
conversations,
so
this
is
just
a
quick
sort
of
calendar
to
show
that
there,
within
these
four
areas,
there's
a
lot
of
moving
targets.
G
So
we
need
to
implement
policy
decisions
along
with
the
technology
in
order
to
get
the
project
done,
and
so
where
the
decision
needs
to
be
made
on.
Each
of
these
things
has
to
do
with
how
they
fit
into
the
technology
schedule,
but
we're
really
trying
to
make
sure
we
build
in
enough
time
for
both
input
beforehand
it
in
some
cases
to
make
sure
that
we're
we
have
a
public
process
available
after
the
project
has
been
implemented.
G
We'll
be
working
on
that
for
the
next
couple
of
years
to
really
get
in
place
some
principles
and
then
the
MBTA
will
have
a
lot
of
work
to
do
to
sort
of
stand
up
that
team
and
then
finally,
on
the
fare.
Products
and
structures
will
be
taking
input
throughout
the
entire
process.
But
we
don't
anticipate
any
major
changes
to
our
fare
structure
to
occur
until
the
summer
of
2021.
G
The
third
is
around
transparency.
We
know
that
sometimes
all
of
the
jargon,
what
we
use
and
the
language
that
we
use
and
can
be
very
unclear
and
so
really
providing
to
provide
clear
information,
especially
about
what
decisions
need
to
be
made
who's
making
them
when
they're
being
made.
So
people
understand
when
they
have
a
chance
to
give
input
and
also
making
sure
that
we're
providing
access
and
explaining
the
data
that
we're
using
to
make
those
decisions.
And
finally,
we
want
the
process
to
be
iterative.
G
We
want
people
to
have
a
chance
to
give
us
feedback
multiple
times.
We
want
to
go
out
and
hear
people's
concerns
figure
out
how
to
address
them
and
then
give
them
feedback
ants
to
sort
of
give
feedback
on
those
proposed
solutions,
so
really
try
to
try
to
build
relationships
throughout
this
process
that
will
last
past
implementation.
G
So
we
can
check
in
after
it's
been
implemented,
to
make
sure
that
it's
working
as
we
all
intended
it
to
work
and
have
mechanisms
in
place
for
solving
problems
that
come
up
after
implementation,
and
so
we
envision
a
whole
bunch
of
different
ways
that
we'll
be
doing
this
depending
on
which
of
those
policy
areas
that
we're
talking
about.
Some
of
them
are
obviously
going
to
impact
all
of
our
riders.
For
example.
G
What
are
the
fare
is
going
to
be
that's
going
to
be
in
outreach
process,
I'm
sure
we're
every
one
we
want
to
have
have
input.
Some
of
them
are
much
more
targeted
on
the
communities
that
are
gonna,
be
most
impacted,
for
example,
the
removing
of
cash
on
board
vehicles,
so
we're
gonna
really
try
to
go
out
and
sort
of
listen
to
those
communities
to
raise
raised
issues
amongst
those
particular
communities
on
those
on
those
projects.
G
So
there'll
be
a
whole
way,
a
lot,
many
many
ways
of
people
to
get
involved
in
the
project,
and
we
really
look
forward
to
the
input.
We
have
updated
content
now
on
our
MBTA
website
for
AFC
to
where
people
can
sign
up
to
get
involved
in,
to
learn
more
about
the
project
and
to
get
information
about
any
of
the
policy
areas
that
I
mentioned.
We've
also
hired
a
communication
or
public
outreach,
specialist
who's
going
to
be
sort
of
leading
a
lot
of
efforts
for
us,
Anthony
Thomas
who's
here
today.
G
B
B
Secondly,
there
are
already
access
gaps
when
it
comes
to
the
loading
of
fare
cards.
So
if
that
is
a
problem
in
the
system
right
now,
I
just
want
to
know
how
you
will
address
that
and
what
will
inform
that,
so
just
to
make
sure
that
community
voice
and
writer
experience
is
at
the
center
of
this
in
the
planning
and
where
you're
deciding
where
those
those
machines
will
be
so
that
it's
less
about
culture
and
behavior
shift
from
meeting
people
where
they
are
so
I'll.
G
Just
start
there,
so
I'll
do
the
second
one
first,
which
is
the
loading
of
cards,
we're
very
aware
that
there
this
is
very
hard
to
get
a
charley
card
currently
and
that's
one
of
the
problems
we're
trying
to
solve.
With
this
new
system.
We
brought
some
here
with
us
today
today
in
case
anyone
needs
a
charley
card.
So,
as
part
of
this
outreach,
we
will
be
distributing
charley
cards
to
communities
as
we
do
it
cuz.
G
We
know
that
sometimes
they
are
hard
to
find,
but
the
what
the
the
process
that
we're
going
to
be
using
is
going
out
to
communities
in
the
fall
as
part
of
our
better
bus
project
as
we're
going
out.
I'm
talking
about
you
know:
how
do
we
improve
the
bus
system,
but
really
getting
people's
input?
You
know
on
draw
on
a
map.
Tell
us
where
we
need
to
have.
G
B
So
I
guess
my
question
is:
is
there
a
criteria
that
determines
that
because
we
we
haven't
access
right
now
is
not
equitable.
So
what
is
the
criteria
is
a
determine
based
on
foot
traffic
and
then
also
I'm.
Thinking
about
you
know
those
communities
completely
transit-dependent
and
also
thinking
about
communities
that
are
hard
for
us
to
reach
and
engage.
This
is
a
public
transit.
So
how
are
we
reaching
individuals
experiencing
homelessness?
How
are
we
reaching
individuals
with
disabilities?
How
are
we
reaching
seniors?
B
G
So
part
of
our
outreach
plan
is
to
really
reach
out
to
those
organizations
that
are
serving
those
communities
and
working
with
those
communities
that
are
hard
to
serve.
For
example,
the
homeless
community,
like
reaching
out
to
you,
know,
homeless,
shelters
and
other
organizations
to
make
sure
that
we're
working
with
them,
not
just
on
the
fair.
G
So,
like
really
try
to
figure
out
how
we
build
programs
with
community
organizations
and
social
service
agency
is
to
make
sure
that
we're
serving
those
communities
in
terms
of
the
criteria
for
the
fair
vending
machines.
We
do
have
a
set
of
criteria
that
are
been
that
our
vendor,
who
is
implementing
the
project,
has
to
abide
by
that
both
sets
sort
of
wear,
which
are
the
main
major
like
locations.
B
Just
so
I'm
clear,
so
the
so.
This
is
a
malleable
process
right
so
you're
having
a
two-way
conversation,
so
that
outreach
that
you
will
be
doing
to
engage
these
community-based
organizations
is
to
then
integrate
within
the
implementation.
These
recommendations,
not
all
of
them,
but
many
of
them,
then
in
real
time
as
the
new
policy
and
protocols
or
implemented,
you
will
develop
some
sort
of
in-house
mechanism.
That
was
what
I
was
getting
to
about.
B
G
So
one
of
the
things
we're
still
figuring
out
is
how
we
make
sure
that
we
are
have
the
right
group
of
people
to
be
checking
in
with
so
to
make
sure
that
actually
is
a
representative
of
the
of
the
communities
that
most
need
to.
You
know
have
their
voices
heard.
So
that
is
something
that
we're
still
working
on.
It's
like.
How
do
we
make
sure
that
we
create
sort
of
that's
some
sort
of
body
where
we
that
we
can
check
in
on
that
actually
is
able
to
give
us
feedback.
G
That's
representative,
but
that
is
we
do
want
to
have
sort
of,
like
I,
said
the
iterative
process
to
make
sure
that
we're
having
those
ongoing
sort
of
check-ins
on
any
product
process
developments.
We
like
identify
concerns
with
what
we
have
proposed
sort
of
identify
solutions
with
groups
and
then
sort
of
come
back.
B
G
F
You
know
and
then
a
certain
number
more
need
to
be
within
slightly
larger
distance,
so
we
can
make
sure
that
all
of
the
journeys
are
met.
You
know
what
Laurel
mentioned
as
well
is
that
those
are
cold,
hard
numbers
and
they
get
to
a
certain
amount
of
fair
vending
machines
and
certain
amount
of
retail
locations
in
a
certain
number
of
places,
but
that
doesn't
necessarily
reflect
the
reality
of
the
ground
or
on
the
ground
of
the
lived
experience.
F
F
F
The
numbers
are
not
gonna,
be
exact,
coming
out
of
my
head,
but
it's
I
believe
it's
about
450,
fair
vending
machines,
almost
entirely
at
stations
and
then
another
about
125
retail
locations
or
so,
and
we
can
get
you
the
exact
numbers
after
this
and
they're,
located
mostly
on
the
retail
locations,
are,
quite
frankly
located
mostly
around
commuter
rail
stations
and
much
less
within
the
city.
The
projections-
and
these
are
not
final
numbers-
are
that
we're
gonna
be
I,
believe
closer
to
about
800
fare
vending
machines
in
about
600
retail
locations.
F
C
F
Right
it
1,400
fair
vending
machines
at
City,
Hall
isn't
going
to
help
anyone,
but
there.
The
point
is
that
they
have
to
meet
this
criteria,
but
they're
that
they're
distributed
it's
a
lot
more
of
them,
but
hopefully
they're.
Also
in
the
right
place.
Isn't
it
we've
got
the
mechanisms,
if
they're
not
to
get
them
to
the
right
places
and.
B
B
So
could
you
just
talk
about
what
what
mechanisms
are
in
place
right
now
to
hear
youth
voice
and
then
secondly,
enforcement
and
how
will
that
be
handled?
And
how
will
we
make
sure
that
it
in
any
way
contribute
to
what
is
already
are
a
relationship
with
a
great
deal
of
mistrust,
because
I
do
see
them
being
the
most
vulnerable
to
enforcement
in
this,
mostly
be
not
just
because
of
concerns
about
bias
and
profiling,
but
they
will
be
at
a
greater
disadvantage
in
terms
of
actually
having
the
funds,
and
we
see
that
right
now.
G
That's
a
very
good
question
and
something
that
there's
a
lot
of
work
that
we
have
to
do
on
in
terms
of
the
sort
of
right.
Now
we
don't
have
any
like
official
Youth,
Advisory
Council
I
did
a
lot
of
work
to
setting
up
the
youth
pass
program
which
was
working,
which
came
out
of
sort
of
a
coalition
of
young
people
really
needing
the
effort
on
that
and
so
worked
very
closely
with
with
them
and
I
want
to
thank
the
city
of
Boston
for
being
a
partner
in
that
and
for
administrating.
G
The
youth
pass
program
for
us
and
with
us,
and
have
really
sort
of
built
some
relationships
with
with
your
Youth
Employment
and
engagement
office
through
that
process.
So
hopefully
we
can
work
with
them
on
this
project
as
well
to
sort
of
continue
building
a
relationship
with
young
people
in
this
project,
because
we
do
realize
the
issues
around
enforcement,
and
that
was
where
they
definitely
came
up
when
we
were
working
on
the
youth
pass
as
a
way
to
make
sure
that
the
the
last
point
that
you
raised
around
their
ability
to
pay.
G
Something,
though,
that
we
were
understanding,
and
so
that's
sort
of
where
the
youth
pass
came
in
and
so
on,
the
issue
of
sort
of
proof
of
payment
and
in
their
inspections,
one
of
the
things
that
we
will
be
going
out
and
seeking
public
input
on
and
really
sort
of
working
with.
Those
communities
that
we
feel
like
are
going
to
be
most
impacted
by
this
is
sort
of
how
we're
gonna
set
that
up.
G
What
are
what
are
going
to
be
the
principles
in
which
we
are
going
to
to
use
to
do
inspections,
and
that's
so
that's
gonna,
be
sort
of
the
like
what
comes
out
of
that
in
I
envision.
What
comes
out
of
that
engagement
process
is
setting
up
some
some
clear
principles
of
how
that
enforcement
and
inspections
are
going
to
happen
so
that
we
can
use
to
then
set
up
a
system
for
doing
it
and
part
of
that,
if
you,
if
you
remember
about
Mapp,
is
part
of
that
are
the
the
time
chart.
G
G
B
Why
well,
it
is
my
hope
that
it
would
be
persons
that
are
unarmed
and
that
will
look
at
you
know
flexible
alternatives.
Amongst
you
know,
personnel
I,
don't
know
if
that
would
mean
you
know
new
hiring
or
personnel,
but
and
then
my
last
question
I
think
the
chair
and
the
co-sponsor
for
intelligence
here.
My
last
question
for
this
round
is
again
thinking
about
youth
and
just
transit
dependent
communities.
Have
you
considered
piloting,
you
know
lower
fare?
Is
this
something
that
you're
open
to
just
again,
given
the
portion
it
burden
that
is
anticipated,
yeah.
G
G
Is
something
that
has
been
discussed
and
so
something
that
we
will
continue
to
look
into
as
part
of
this
as
part
of
the
sort
of
general
conversation
around
fare
policy
that
is
sort
of
one
of
the
one
of
the
policy
areas
that
we'll
be
discussing
I
do
want
to
mention
back
on
the
inspection
issue.
The
other
piece
of
it
is
also
is
the
sort
of
vague
adjudication,
Dudek
ation
piece,
and
currently
the
fine
levels
are
set
in
state
law.
G
E
G
G
To
make
sure
that
you
know
whatever
cards
they're
using
will
be,
you
know
compatible
with
our
system.
I
am
not
envisioning
any
major
changes
to
sort
of
the
relationship
that
we
currently
have
with
us
in
public
schools.
One
of
the
things
that
I'm
really
excited
about
that
we
have
that
we
have
done
over
the
last
couple
years-
is
expanded
access
to
the
student
fair
for
the
summer.
So
now
young
people
get
their
their
card
from
bps,
even
if
the
school
isn't
paying
for
it.
G
For
the
summer
can
access
the
student
half-price
fare
on
all
of
our
buses
and
trains,
and
a
thirty
dollar
monthly
pass
during
this
during
summer
months
that
all
of
our
fare
vending
machine.
So
that's
a
change
that
we
made
two
years
ago
that
we're
hoping
more
and
more
students
can
can
take
advantage
of
and
then
and
that
part
of
what
this
will
do
is
allow
us
to
sort
of
more
standardize.
The
access
to
fares
that
young
people
get
regardless
of
whether
Boston
Public
Schools
is
paying
for
their
fare
card
or
not.
G
F
So
it's
a
it's
a
public-private
partnership
which
is
paid
for
over
the
course
of
the
next
13
years,
and
so
there's
a
part
of
that
which
is
the
capital
project
and
then
there's
a
part
of
that
which
is
the
operating
cost,
which
will
no
longer
be
incurring
from
operating
the
program
ourselves,
and
so
the
contract
award
in
November
of
2020
was
for
up
to
seven
hundred
million
dollars,
including
both
the
capital
in
the
operating
portion.
In
sort
of
rough
estimates,
that's
about
half
going
to
capital
and
half
going
to
operating.
F
E
E
F
E
F
So
that's
one
of
the
things
that
we
spent
a
lot
of
time
with
in
thinking
about,
because,
as
you
move
to
a
system
where
you
can't
pay
with
cash
on
board,
you
need
to
increase
the
opportunities
for
people
to
use
cash
off
board.
So
number
one
is
that
each
and
every
fair
vending
machine
issues
a
card
each
and
every
fair
vending
machine
accepts
cash.
F
Number
two
is
that
there
are
more
fair
vending
machines,
not
just
in
the
places
that
they
are
right
now,
which
are
predominantly
in
stations
and
a
very
small
number
of
major
bus
terminals
like
Dudley,
but
that
there
at
key
locations
throughout
the
metropolitan
area.
In
order
to
ensure
the
standards
that
we
talked
about
it
of
you.
Never
on
one
end
or
the
other
of
your
journey,
you
can,
you
can
reload
also
a
significant
increase
in
the
number
of
retail
locations
and
when
we
say
retail
locations,
that's
kind
of
a
cold
term.
F
You
can
actually
from
a
retailer
reload
it
through
an
application
on
an
Android
phone
which
means
that
it
opens
it
up
to
pretty
much
any
retailer.
That's
out
there
to
be
able
to
do
so,
and
so
we
think
that
those
are
really
the
ways
that
people
end
up
loading
cash.
We
think
that
that's
a
really
significant
expansion
of
that
ability
and.
E
F
G
E
C
A
I
have
a
few
questions
and
then
I
think
after
this
panel
will
take
a
little
bit
of
public
testimony
and
then
transition
to
the
second,
so
I
just
want
to
start
with
sort
of.
What's
already
been
decided,
and
you
know
it
is
malleable.
As
councilor
Pressley
said
and
you
you
are
creating
lots
of
opportunities
for
public
feedback,
but
it
is
set
in
stone,
essentially
that
this
will
be
a
cashless
system
on
board
right.
Yes,.
A
Is
there
have
you
set
the
policies
that
will
determine
kind
of
what
is
the
acceptable
radius
for
anyway?
So
any
bus
line,
not
just
the
ones
where
you
would
look
now
at
you,
know
current
data
and
see
people
with
a
higher
propensity
of
wanting
to
pay
cash
on
board.
But
you
know
anywhere,
because
we
want
everyone
in
the
city
to
be
able
to
use
the
system
in
any
part
of
the
the
city
and
beyond.
F
G
And
one
of
the
things
that's
good
about
those
types
of
standards
is
that
they
change
based
on
the
sort
of
changing
of
our
ridership
patterns.
So
it's
not
just
gonna,
be
the
data
that
we
have.
They
were
of
what
we're.
What's
they're,
not
gonna,
just
get
set
by
like
how
people
are
riding
today
by
our
old
data,
but
as
the
data.
If
the
data
changes,
then
then,
then
those
locations
will
also
have
to
change
to
fit
where
our
ridership
is
and.
F
The
reason
that
I
say
it's
complex
is
because
there's
a
lot
of
other
standards
that
go
with
that.
So,
for
example,
at
intermodal
transfer
points
you
need
to
have
a
fair
vending
machine,
regardless
of
what
it
would
be
and
it
needs
to
be.
If
there's
a
level
switch,
you
need
to
have
a
fair
vending
machine.
So
just
because
it's
a
transfer
point,
if
you
have
to
go
up
or
down
three
levels,
it's
not
okay
for
it
to
be
three
levels
down.
F
You
know
also
in
1a
stations,
for
example,
the
commuter
rail
need
to
have
a
fair
vending
machine
that
there's
a
whole
set
of
other
standards
that
that
that
go
beyond
it,
but
the
sort
of
basic
coverage
principle
and
there's
a
second
piece,
which
is
also
a
queuing
principle,
which
is
it's
not
sufficient
to
just
have
the
fair
vending
machines.
You
have
to
have
the
right
number
of
fair
vending
machines
so
that
people
don't
end
up
lining
up
on
the
first
of
the
month.
F
If
that's
what
they're
doing
so,
there's
a
whole
set
of
these
principles
that
are
that
are
out
there.
But
as
I
said
before,
that's
that's
the
math
and
the
math
of
what
we
see
we
think
is
very
effective,
but
it
isn't
always
reflective
completely
of
lived
experience
and
we
do
have
flexibility
to
add
beyond
that.
To
make
sure
that
that
it
does
reflect,
lived
experience.
So.
A
G
G
Even
before,
like
there's
a
map
of
sort
of
what
our
vendors
put
out
and
then
we'll
sort
of
compare
those
two
and
then
we'll
have
like
a
map
so
I'm,
guessing
that
it's
gonna
be
towards
the
end
of
end
of
this
year,
where
we
would
say,
like
okay,
here's
sort
of
where
we're
thinking
based
on
the
public
outreach
and
based
on
what
our
vendor
came
back
with
and
then
we'll
sort
of
do
another
round
in
the
editor
process,
with
like
here's,
here's
the
draft
map.
What
do
people
think,
okay
and.
A
F
F
A
F
So
this
is
where
it
gets
a
little
bit
complex
and
there
isn't
a
limit.
The
infrastructure
that
we're
putting
out
there
is
is
not
significant.
That's
not
a
cost
driver.
That's
that's
not
a
limit
for
us.
That's
not
a
limit
for
our
vendor.
Really,
the
limit
is
in
terms
of
the
stores
themselves.
That
is,
if
you
are,
if
you
have
a
store
in
every
corner,
it's
no
longer
much
of
an
incentive
for
a
retailer.
F
If
there's
12
like
there's
12
Starbucks
on
a
block-
and
it
doesn't
seem
to
make
a
whole
lot
of
sense,
if
there's
12
retailers
all
next
to
each
other,
that
also
Charlie
cards,
you
can
imagine
that
they
may
not
want
to
do
that.
That's
really
why
we
project
that
there
won't
be
15,000.
Why
we
project
that
there'll
be
about
600,
because
there's
some
sort
of
competitive
piece
there
within
the
retail.
A
F
That's
a
conversation
that
we're
having
with
our
vendor
at
the
moment,
I
mean
there
isn't
really
that
much
more
of
an
answer
to
that
and
then
that
it's
not
a
sort
of
a
first-come
for
a
serve
or
that
it's
making
sure
that
there's
appropriate
Geographic
balance
so
that
we
don't
end
up
with
12
locations
on
one
block
in
no
location
somewhere
else.
Obviously,
taking
account
of
you
know
where
the
retail
deserts
are
and-
and
you
know
which
which
retailers
are,
are
interested
in
terms
of
that
equipment.
Okay,.
I
A
Accountability
on
the
back
end
of
understanding
what
the
diversity
is
and
what
the
representation
is
once
you've
chosen
those
businesses.
So,
in
addition
to
geographic
balance,
really
making
sure
that
you,
you
are
using
this
opportunity
to
empower
mwbes
locally
owned
businesses
and
I'm
sure
the
council
and
our
colleagues
and
advocates
would
also
be
eager
to
help
make
sure
that
there
is
balance
absolutely.
A
F
A
G
G
Suspect
that
it
will
be,
we
have
an
executive
steering
committee
for
this
project,
it'll
be
a
which
includes
the
general
manager
that
it
would
be
that
body
that
would
sort
of
sign
off
on
the
final
plan.
For
that
the
what
I'm
envisioning
in
terms
of
how
the
inspections
work
is
that
we
will
draft
sort
of
a
principle
of
principles
for
inspections
that
would
be
passed
by
the
fiscal
management
and
Control
Board
sort
of
to
allow
that
public
process
to
happen.
G
It's
not
something
that
they
would
like
legislatively
need
to
do,
but
to
sort
of
make
it
be
a
very
sort
of
public
effort
and
then
that
are
sort
of
internal
work
would
be
finalised
by
the
general
manager
to
sort
of
set
up
that
team
and
then
the
last
one
in
terms
of
actual
affairs.
Those
are
done
by
those
that's
voted
on
by
the
fiscal
management
and
control
board.
G
B
H
A
Just
a
couple
questions
enforcement
I
know
everyone's
being
really
patient.
Who
wants
to
testify?
How
many,
when
you
look
at
other
cities
that
have
similar
systems,
how
many
employees
doing
the
enforcement?
Do
you
need
per
rider,
or
what
are
we
talking
about
that
every
bus
will
have
someone
or
is
it.
G
Yeah,
no
so
yeah
we've
started
to
do
that
best
practice.
Research
of
how
other
cities
are
doing
it
I
think
it's
it's
going
to
be
like
a
random
check,
so
it's
not
going
to
be
you're
gonna,
be
checked
on
every
bus
every
time,
and
so
we're
still
figuring
out
the
math,
based
basically
on
sort
of
sort
of
how
often
we
sort
of
expect
people
to
be
checked
have
been
sort
of
how
many,
based
on
our
ridership,
how
I
need
sort
of
teams.
We
would
need
to
be
able
to
perform
those
checks.
A
Is
it
is
it
set,
or
are
you
fully
committed
to
making
sure
that
every
single
one
of
these
employees
has
biased
training
and
I'm
gonna?
Put
the
echo
the
push
for
civilian
enforcement
given
I,
think
the
magnitude
of
interactions
and
and
different
experiences
with
different
communities,
but
is
that
part
of
the
principles
that
will
be
adopted.
G
So
yeah
that's,
but
that's
what
would
be
in
the
principles.
I
can't
commit
to
anything
right
now,
but
that
is
what
would
be
in
the
principle.
I'm
envisioning
would
be
in
the
principles
we
want
to
get
input
from
I.
Think
folks,
like
yourself,
as
well
as
the
general
public
on
those
those
types
of
things,
but
definitely
we
are
thinking
through
sort
of
what
training
these
folks.
That
teams
would
need
what
the
standard
operating
procedures
would
need
to
be
to
ensure
that
there
isn't.
G
A
Okay,
great
so
I
know,
you've
been
surprised,
I
haven't
brought
it
up
an
hour
in
I'm
gonna.
Just
put
my
plug
in
you
mentioned
one
a
so
you
sort
of
brought
it
upon
yourself,
but
we
need
to
make
sure
that
fair
equity
is
incorporated
prior
to
the
launch
of
this
there's
opportunities
for
pilots.
You
know
we're
pushing
the
legislature
to
have
that
study
go
through,
but
to
all
the
technology
in
the
world
is
not
going
to
improve
the
experience
for
people
who
still
can't
afford
it
at
the
right
rate.
A
So
we
know
we
have
advocates
here
from
the
Fairmount
Line
and
that
has
opened
up
doors
a
lot,
but
there
needs
to
be
increased
frequency.
There
needs
to
be
regional
rail.
There's
a
lot
of
things
we're
talking
about,
but
today
or
the
next
Monday
that
the
fiscal
management
and
Control
Board
meets
you
had
the
you
have
the
authority
to
impose
to
create
fair
equity
in
Boston
on
the
commuter
rail
pricing
scheme
and
so
I'm
gonna
keep
pushing
for
it.
Someone
recently
sent
me
a
little
newspaper
clipping
from.
A
The
Boston
Globe
Friday
December
27
1918.
It
says
it
is
expected
that
the
protest
meeting
against
the
poor
transportation
facilities
in
the
Roslindale
and
West
Roxbury
districts
to
be
held
in
the
auditorium
at
the
Roslindale
Municipal
Building
tonight,
will
be
a
very
lively
affair,
etc,
etc.
We
had
a
similar
hearing
very
close
to
there
two
years
ago
about
the
same
issue,
so
it's
been
a
while
I
know
many
of
my
case
I've
been
right
here
and
just
using
the
platform
to
keep
pushing
on
this,
but
I
know
you
all
know
it.
G
I'll
just
know
that
I'm
actually
very
excited
to
do
the
study
that
we
talked
to
the
legislators
about
because
I
think
there's
some
some
good
ways
that
we
can
really
dive
into
the
data
and
see
how
how
the
zones
are
impacting
people's
travel
and
and
so
I
think
that
we're
looking
forward
to
doing
that
in
to
seeing
how
that
those
results
can
sort
of
impact.
What
decisions
are
made
great,
wonderful.
B
For
your
leadership
around
one,
a
councillor
woo
and
you
know
not
only
do
I-
think
we
need
to
consider
a
new
distance
based
pricing.
You
know
again
all
suggesting
fair
mitigation,
because
it
is
important.
A
burden
is
disproportionately
bohr,
but
my
question
is
just
I
wanted
to
just
get
digging
to
sort
of
revenue
and
data
a
little
bit
so
for
the
fare
evasion
policy
right
now.
G
For
our
current,
like
currently
how
it's
done-
yes,
I,
don't
I
tell
ya.
I
won't
have
the
numbers
in
front
of
me,
but
currently
we
don't
have
a
proof
of
payment
system,
which
means
that
we
don't
ask
people
if
they
paid
if
they're
already
on
one
of
our
vehicles,
because
you
could
have
paid
cash
on
at
the
front
of
the
door
and
you
don't
have
any
way
to
prove
that.
G
So
the
only
ways
that
people
are
really
cited
for
fare
evasion
is
if
they're
like
seen,
jumping
over
a
fare
gate-
or
they
are,
you
know,
refuse
to
pay
at
the
front
of
the
bus,
and
so
those
are
very
only
sort
of
ways
that
people
are
so
currently
excited
for
a
fare
evasion.
I,
don't
often
he'll
go
ahead.
Remember
the
exact
numbers
of
how
many
citations
are
written
in
a
year.
It's
not
particularly
high
and
then
so
I,
don't
think.
G
B
B
F
F
They'll
be
able
to
get
cards
at
the
fare,
vending
machines
as
well,
and
so
there's
two
pieces
so
for
tourists
and
obviously
I
think
we're
all
more
concerned
about
the
people
who
live
in
the
city
than
the
tourists,
but
I
guess
they're
useful
as
well,
and
so
that's
really
a
lot
of
the
time
where
the
contactless
credit
cards
and
the
smartphones
will
will
come
into
play.
That
is
that
as
a
tourist,
you
won't
actually
right.
Now
you
have
to
go
and
you
figure
out
how
do
I
do
that,
so
I
have
to
get
a
card.
F
How
do
I
pay?
What's
that
hole
access
system,
I'm
going
forward,
you'll
still
be
able
to
get
a
card,
but
you'll
also
be
able
to
use
your
credit
card
directly
at
a
gate
or
getting
onto
a
bus,
so
you'll
just
tap
as
you
do
right
now
without
having
to
get
a
card.
So
we
think
that
really
for
tourists,
it's
it's
it's
it's
a
big
win.
E
E
F
So
I
can
say
that
there
isn't
a
formal
written
plan,
yet
in
the
same
way
that
we
have
at
our
bus
stops
where
there
are
a
number
of
stops,
were
we've
assumed
responsibility
for
snow
removal,
ZM
BT
and
we
do.
There
are
a
number
of
other
stops.
Where
are
the
municipalities
in
which
we
work?
Have
the
responsibility
for
the
snow
removal
and
significant
number
of
stops
in
Boston
for
any
of
our
equipment
for
any
of
the
street
furniture?
That's
out
there.
E
I
A
So
I
guess
just
last
last
thing
before
we
take
some
testimony.
What
are
the
these
are
very
detailed
timelines.
There's
a
lot,
that's
gonna
go
into
it
and
you
know
we
know
from
starting
any
public
process
that
once
you
get
into
it,
it
just
kind
of
grows
and
grows
and
grows
in
terms
of
the
issues
that
you'll
need
to
address
and
think
through.
What
are
the
protections
again,
you
know
how,
if
you
had
to
bet
or
put
a
lot
of
money
on
the
start
date
going
according
to
what
you
planned.
F
So
I
I
feel
very
confident
in
the
in
the
timeline
because
of
the
way
that
we
procured
this
process,
because
the
the
vendor
itself,
as
well
as
the
MBTA,
have
a
financial
interest
in
ensuring
that
it
occurs
on
time.
So
it's
not
just
us
saying
this
needs
to
happen.
The
vendor
has
their
own
financial
interest,
so
I
feel
very
confident
in
these
dates.
Okay,.
B
A
You
so
we'll
transition
to
our
second
panel.
So
if
Julia
from
I
TDP
Stacy
from
livable
streets,
Alliance
Alonza
from
the
Fairmount
indigo
network
and
Lee
from
Ace
could
come
down
and
have
a
seat
and
on
the
floor
and
in
the
meantime,
I
just
want
to
get
through
a
little
bit
of
those
who've
been
very
patiently
waiting.
So
as
those
folks
are
getting
settled,
if
Leilani
Russ,
Kowski
from
Green
roots
and
okra
as
scar
from
the
ACLU,
could
make
their
ways
to
the
public
testimony
podiums
on
either
side.
A
J
J
The
AFC,
2.0
and
other
fare
collection
systems
see
customer
service
improvements
and
accessibility
improvements
as
a
matter
of
technological
upgrades
to
advance
time
and
physical
on
and
off
boarding.
However,
for
vulnerable
populations,
we
know
that
real
improvements
means
equitable
fares
and
a
multitude
of
options
for
payment
that
considers
all
people
that
use
public
transit.
Cashless
systems
exclude
people
who
are
not
technologically
connected
to
their
finances
and
do
not
have
bank
accounts
for
various
reasons.
Some
of
these
vulnerable
populations
include
undocumented
immigrants,
homeless,
people,
youth
and
elderly.
J
There
are
people
that
simply
cannot
afford
to
load
money
in
advance
onto
their
card,
but
rather
find
just
enough
cash
in
the
moment
to
ride
public
transit
when
they
need
it.
For
those
people
having
the
option
to
pay
in
cash
at
all
stations
on
all
buses
at
all,
bus
stops
is
crucial
to
their
livelihood.
In
Chelsea,
for
example,
many
residents
commute
to
and
from
Boston
for
work.
Chelsea
is
serviced
only
by
buses
and
now
the
sl3.
However,
currently
we
do
not
have
any
fare
vending
machines
in
the
city.
J
I
cannot
stress
how
important
it
is
for
people
using
public
transportation
in
Chelsea
to
have
an
option
to
use
cash
at
all.
Transit
stops
with
this
development
of
a
new
Charlie
card.
We
believe
it
is
critical
to
develop
a
low
income
pass.
Green
roots
has
been
instrumental
in
creating
the
youthpass,
which
allows
for
a
50%
discount
or
$30
per
month,
pass
for
low-income
youth,
mostly
between
the
ages
of
12
and
25.
J
J
These
are
youth
who
are
going
to
college,
have
jobs
and
have
many
other
responsibilities,
but
do
not
have
the
financial
means
to
spend
a
lot
of
money
on
a
necessity
like
transportation,
and
many
of
our
participants
in
the
youth
pass
program.
Also
inquire
about
fare
reduction
for
their
elders,
and
there
are
community
members
who,
unfortunately,
are
too
old
to
qualify
for
the
program,
and
yet
they
still
desperately
need
fare
reduction.
So
when
we
think
about
improving
accessibility
and
customer
service,
we
really
need
to
be
thinking
about
these
people.
J
C
H
Hi
I'm
Nick
Brosco
from
the
ACLU
of
Massachusetts,
on
behalf
of
over
10,000
members
and
activists
in
Boston.
The
ACLU
in
Massachusetts
writes
to
inform
the
City
Council
about
data
privacy
issues
related
to
the
MBTA's
transition
to
a
cashless
fare
system.
Data
is
powerful
and
can
be
dangerous
if
left.
Unregulated
government
agencies
that
collect
process
store
and
share
sensitive
data
about
residents
and
visitors
must
do
everything
they
can
to
limit
the
amount
of
information
they
collect
and
retain
and
promptly
delete
or
overwrite
data
when
it
is
no
longer
needed.
H
The
forthcoming
cashless
system
is
likely
to
collect
even
more
detailed
granular
information
about
tea
writers
patterns
of
movement,
including
data
revealing
not
only
where
people
enter
the
system
but
also
where
they
exit
the
EC.
Lu
has
long
been
concerned
about
insufficient
protections
for
sensitive
t,
write
our
data,
and
we
see
the
MBTA's
fare
system
overhaul
as
an
excellent
opportunity
to
make
necessary
enhancements
to
those
protections.
The
MBTA
is
privacy.
H
Policy
governing
rider
data
has
not
been
updated
since
2006
in
the
coming
weeks,
the
ECL
you
will
share
extensive
recommendations
with
the
MBTA
to
shore
up
that
policy
to
ensure
it
best
protects
riders,
but
one
glaring
problem
with
the
existing
policy
rises
to
the
top
and
should
be
on
the
council's
radar.
As
you
consider
equity
issues
related
to
the
transition
to
the
new
affero
system
law
enforcement
access
to
ride
our
data,
the
MBTA
is
not
merely
a
transit
agency.
It
also
operates
one
of
the
most
powerful
and
well-funded
police
departments
in
the
Commonwealth.
H
The
MBTA
is
privacy
policy
does
not
clearly
delineate
how
MBTA
police
officers
or
other
law
enforcement
agencies
are
able
to
access,
sensitive
rider
information
and
provides
no
auditing
or
oversight
mechanisms
to
ensure
law
enforcement
access
is
not
abused
or
misused.
This
has
long
been
a
problem
and
it
will
become
much
worse
when
the
MBTA
transitions
to
a
cashless
system
that
tracks
passengers
at
both
the
points
of
origin
and
destination.
H
Mbta
policy
should
clearly
stipulate
that
no
law
enforcement
agency
to
include
the
MBTA
police
shall
have
access
to
any
rider
information,
absent
or
probable
cause
warrant
signed
by
a
judge,
except
in
limited
emergencies.
The
MBTA
must
implement
a
firewall
to
ensure
MBTA
police.
Do
not
have
the
ability
to
search
the
rider
data
and
must
instead
go
through
the
MBTA
as
general
counsel,
to
obtain
such
information.
H
In
a
similar
case,
carpenter,
B,
United,
States
v
cellphone
data,
like
the
voluminous
location
records,
MBTA,
creates
and
stores
about
its
millions
of
passengers,
show
where
people
traveled
and
when
the
MBTA
should
apply
the
same
principle
to
the
enormous
sensitive
tropes
of
historical
location
data
it
maintains
on
t
riders
and
protect
that
data
from
law
enforcement
with
the
gold
standard
of
American
justice,
the
probable
cause
warrant.
Thank
you
for
the
council's
interest
in
this
important
matter
and
for
holding
this
hearing
to
inform
Boston
residents
about
the
MBTA's
new
fare
system.
Thank.
A
K
Right
I
think
I'm
the
lucky
starter
here.
Thanks
to
this
opportunity,
my
name
is
Julia
Wallace
I
am
the
program,
the
Boston
program
manager
for
the
Institute
for
transportation
and
development
policy.
That's
AI
TDP.
We
are
a
global
nonprofit
based
in
New
York
that
provides
equitable
and
sustainable
transportation,
promotes
equitable
sustainable
transportation
worldwide.
First
I
want
to
commend
the
MBTA
for
pursuing
a
cashless
fare
collection
system
or
AFC.
2.0
fare
collection
systems
play
a
vital
role
in
success,
or
failure
of
any
public
transport
system.
K
Unaffordable,
fares
and
inappropriate
collection
methods
can
result
in
dissatisfaction
and
disappointment
of
passengers
while
affordable
fare,
simplicity
and
ease
of
use
can
attract
ridership
and
increase
the
equity
of
the
region
with
their
research
and
public
outreach
and
engagement.
Now
we
have
an
opportunity
to
ensure
the
patÃs
new
fare
collection
system,
both
satisfies
existing
riders
and
it
serves
to
attract
new
ones,
especially
those
who
need
transit
the
most.
K
We
also
have
an
opportunity
to
leverage
this
new
fare
collection
method
to
significantly
improve
bus
service
in
a
number
of
ways
which
can
dramatically
improve
quality
of
life
for
the
thousands
of
people
who
depend
on
it,
namely
by
not
involving
onboard
cash
or
tap
card
payments.
We
can
first
speed
up
and
streamline
the
boarding
process
because
removing
or
reducing
cash
means
less
time
dealing
with
transactions
and
more
time
driving
reduce
the
amount
of
time
a
bus
dwells
at
each
stop
waiting
for
people
to
board.
Thus
speeding
up
the
overall
trip.
K
And
finally,
we
can
embrace
off
board
fare
collection
with
it,
which
is
a
defining
feature
of
bus,
rapid
transit,
a
high-capacity
high-speed
customer
oriented
mass
transit
system
that
is
becoming
increasingly
popular
in
the
US,
including
here
in
Boston,
for
the
record.
I
would
like
to
ask
I
know
David
mentioned
this,
but
if
a
good
question
to
ask
would
be
if
they
have
considered
alter
boarding
as
part
of
the
AFC
2.0
rollout,
and
if
not,
we
would
urge
them
to
do
so.
K
Having
the
poor
at
the
fringes
being
the
ones
who
end
up
paying
the
highest
transportation
costs
so
in
order
to
achieve
greater
social
equity,
a
flat
fare
helps
to
give
such
low
income
groups
access
to
the
services
and
opportunities
in
the
city
center
and
promotes
a
greater
sense
of
social
equity
within
the
public
transport
system.
On
a
related
note,
going
through
the
process
of
adopting
a
fc
2.0
provides
an
opportunity
to
reassess
fares
at
large.
K
Providing
fair
discounts
to
special
groups
is
a
relatively
common
practice
in
public
transport
systems
around
the
world
and
I
hope
that
the
T
will
consider
implementing
income
based
discounts
on
the
US
cities.
Face
that
face
staggering
incoming
inequality
like
in
Boston,
are
turning
to
low-income
fare
subsidies
as
a
way
to
maintain
access
to
affordable
transportation.
As
most
of
us
know,
this
month,
New
York
City
committed
to
their
fair
fares
along,
come
fair
subsidy
program
for
city
residents
and
Minneapolis
and
Seattle
both
offer
income
based
transit
passes.
K
However,
it
should
be
noted
that
none
of
these
systems
are
also
cashless,
so
Boston
has
an
opportunity
to
really
pave
the
way
in
this
regard
and
set
a
new
standard.
Finally,
it
is
critical
that
people
understand
how
to
access
and
use
the
new
cashless
fare
collection
system
and
that
the
process
of
engaging
them
begins
early,
especially
since
cashless
fare
technology
is
new
in
general,
we
I
would
ask
if
there
is
an
outreach
plan
underway
and
if
there
will
be
a
formal
steering
committee
for
municipal
officials,
elected
officials,
community
members
and
advocates
to
oversee
that
process.
K
Boston
will
very
much
very
much
be
setting
an
example
to
other
cities
around
the
on
the
nation
and
the
world,
so
it's
so
important
to
have
the
buy-in
of
the
community
before
the
rollout
and
to
get
this
right
so
at
a
jury
to
initiate
an
outreach
process
and
involves
MBTA
officials
going
into
communities
and
meeting
people
where
they
are,
rather
than
holding
public
meetings
and
seeing
who's
showing
up.
Thank
you
very
much.
Thank.
A
L
M
L
Thanks,
thank
you
for
holding
this
hearing.
Councilors
I'm
Stacy
Thompson,
the
executive
director
of
livable
streets
alliance
and
I
would
say
that
my
overarching
message
today
is
that
we
need
policy
before
technology.
I
do
applaud
the
MBTA
for
making
a
major
investment
in
their.
However,
the
structure
of
that's
investment,
the
success
of
that
investment
will
depend
heavily
on
the
policies
and
structures
that
we
create
to
guide
that
implementation
and
I
think
it's
important
for
all
of
us
to
be
thinking
about
the
context
within
which
we
are
trying
to
implement
this
system.
L
Today,
23%
of
Bostonians,
approximately
150,000
people
live
below
the
federal
poverty
line.
According
to
ma
pcs,
a
state
of
equity
report-
black
bus
riders
spend
sixty
four
more
hours
per
year
on
buses
relative
to
their
white
counterparts.
We
need
to
create
policies
that
are
explicitly
designed
to
address
these
equity
gaps,
especially
as
the
MBTA
continues
to
increase
fares
in
2019.
The
T
will
very
likely
vote
to
increase
our
fares,
and
that
would
be
the
second
increase
in
three
years.
Afc
2.0
will
not
operate
in
isolation.
L
It
is
coming
at
a
time
when
our
city
and
our
region
are
grappling
with
inequity,
and
we
have
an
obligation
to
ensure
that
the
implementation
does
not
compound
those
inequities.
So
what
we
would
recommend
is
focusing
on
three
key
areas:
fare
policy
enforcement
and
short-term
mitigation
efforts.
When
we
look
at
fare
policy,
I
would
say
blatantly
that
waiting
until
2021
to
figure
this
out
is
too
long
for
the
people
that
I
mentioned
earlier.
The
way
we
currently
collect
fares
unfairly
burdens
those
with
the
fewest
resources
and
I
don't
need
to
get
into
that.
L
We've
already
covered
much
of
it.
Many
low
income
riders
pay
ride
by
ride
and
they
have
no
subsidy
from
their
employers.
I
pay
upfront
once
a
month
and
my
employer
covers
the
cost
of
my
past.
So
what
this
means
is
that
the
folks
who
are
playing
paying
ride
by
ride
often
pay
in
cash
and
they
come
up
short.
They
are
penalized
when
they're,
let's
say
transferring
from
the
fair
amount
line
to
a
bus.
L
There
is
no
cap
on
what
they
pay
so
at
the
end
of
the
month,
I've
paid
a
flat
rate
and
they
may
have
paid
more
than
me.
These
issues
are
largely
not
a
matter
of
technology,
they
are
a
matter
of
policy
and
we
urge
the
tea
to
address
the
issues
of
an
equitable,
fair
policy
before
rolling
out
AFC
2.0,
because
it
will
enhance
the
success
of
that
great
investment.
We
also
need
to
know
who
currently
is
not
able
to
pay.
L
Full
fare
is
on
the
MBTA
service,
especially
from
our
on
our
bus
system,
which
services
the
most
the
largest
portion
of
low-income
riders.
Here
are
a
few
solutions.
We'd
recommend
in
this
category
instituting
a
low
come
Fair
policy
like
our
neighbors
in
New
York,
just
for
context.
They
align
that
with
SNAP
benefits
and
that
again
hits
that
$25,000
threshold.
I
would
also
just
say
that
the
folks
in
Seattle,
which
Julia
mentioned
right
now,
25,000
residents,
are
part
of
that
income
based
program.
So
we
know
that
these
programs
are
very
popular
and
successful.
L
I
will
say,
however,
that
there
are
a
couple
of
things
that
we
would
recommend
that
are
based
on
the
new
technology.
One
is
to
create
a
fair
capping
policy
which
we
would
be
able
to
do
with
the
new
system
and
allowing
for
free
transfers
between
commuter
rails
trains,
bus
lines,
which
I
know
is
also
on
the
docket
and
something
that
I
think
we
should
really
focus
on
and
make
sure
happens
in
terms
of
enforcement.
L
This
has
already
come
up,
but
I
would
just
say
we
need
to
be
clear
about
who
is
responsible
for
enforcing
these
new
rules.
Well,
it
BT
police.
What
will
the
penalty
be
if
a
child
gets
on
the
back
of
the
bus
and
didn't
pay?
Will
that
child
be
kicked
off
of
the
bus?
Will
they
be
asked
to
pay
something?
These
are
important
questions
we
need
to
address
today.
Right
now
we
have
a
policy
choice
to
make.
L
We
can
choose
to
make
these
fare
inspection
teams
an
intimidating
force
that
further
police,
our
most
vulnerable
communities,
or
we
can
develop
equitable
procedures
and
principles
that
lead
to
fairer,
safer
measures
for
enforcing
these
new
policies.
Today,
if
you
park
your
car
outside
of
City
Hall,
you
and
you
don't
pay
the
meter
you're
not
going
to
be
confronted
by
an
armed
police
officer.
You're
gonna
get
a
ticket
and
it's
probably
not
gonna,
be
very
scary.
We
want
to
make
sure
that
you
don't
have
something
scary
or
happening
to
you
on
the
T.
L
We
need
to
make
sure
that
people
have
access
to
opportunity,
not
more
opportunities
to
be
criminalized
and
in
terms
of
mitigation
efforts.
I
think
you'll
hear
a
lot
from
my
colleagues
specifically,
but
there
are
many
many
things
that
we
have
been
asking
for
in
the
short
term
already
around
making
our
system
more
accessible,
including
looking
at
zone
1
fairs,
and
we
think
that
it
would
be
a
great
idea
for
the
the
T
to
look
at
both
piloting
some
of
the
measures
that
think
that
they
want
to
do
as
a
form
of
mitigation.
L
So,
for
example,
there's
a
lot
of
concern
about
where
people
will
be
able
to
purchase
these
fares,
and
we
look
at
communities
that
are
already
underserved
and
test
out
some
of
the
strategies
that
we
would
recommend
around
making
sure
that
specific
types
of
businesses
have
access
to
that
business
first
or
measures
around
wayfinding,
so
that,
if
you
aren't
new
to
this
community-
or
maybe
this
country
in
English,
isn't
your
first
language
and
you
show
up
at
a
bus,
stop
that
has
no
information.
You
know
how
to
get
somewhere
to
pay
fare.
We
can.
L
We
can
test
all
of
these
things
now
that
will
both
function
as
mitigation
and
as
a
way
to
test
the
new
system,
and
last
but
not
least,
I
want
to
be
very
clear
about
what
the
city
and
our
leaders
can
do.
David
and
Laurel,
who
testified
earlier,
as
was
made
clear,
are
often
not
the
decision
makers.
The
decision
makers
will
be
a
general
matter
manager
ramÃrez
secretary,
the
governor
and
the
legislature.
Largely.
L
N
Thank
you
good
afternoon.
Everyone
I
want
to
express
a
lot
of
thanks
for
having
this
hearing
councilor
Pressley
council,
who
I
really
appreciate
the
opportunity
to
speak
on
an
issue
that
will
dramatically
change
the
bus
rider
experience.
My
name
is
Lee
Matsui
I
am
offering
testimony
on
behalf
of
the
Tea
riders
Union,
which
is
a
program
at
alternates,
for
community
environment
were
based
in
in
Dudley
square
Roxbury
and
as
a
multi-issue
environmental
justice
organization.
N
One
of
the
key
components
of
our
work
has
been
on
public
transportation,
particularly
with
bus
riders
in
Roxbury
Dorchester
people
who
are
transit
dependent
when
we
actually
started
our
work
on
public
transportation.
It
was
really
through
the
lens
of
Public
Health
asthma.
Air
quality
were
the
issues,
but
in
we're
doing
that
work,
I
think
we
really
saw
that
the
state
and
the
MU
T
had
a
lot
of
work
to
do
to
really
address
the
needs
of
people
from
low-income
communities
and
communities
of
color,
and
that
is
servicing
again.
N
When
we're
talking
about
this
new
fare
collection
system.
I
wish
I
could
say
that
the
tea
writers
union
feels
fully
prepared
to
deal
with
this
change
in
technology
and
the
implications
of
that
technology
in
our
transportation
system
and
I
would
argue
that
none
of
us
really
are
until
we
continue
to
have
these
type
of
hard
conversations
and
particularly
directly
engage
with
some
of
the
folks
that
are
going
to
be
most
acutely
affected
by
the
changes
in
technology,
and
we
talked
about
who
those
communities
are.
N
You
know
a
few
of
these
things
are
actually
designed
with
these
communities
in
mind
and
in
the
context
of,
as
we've
heard
from
previous
individuals
of
growing
and
extreme
income
inequality
in
the
region,
we
have
to
keep
doing
everything
we
can
to
make
sure
we
get
this
right.
There's
hundreds
of
millions
of
dollars
public
dollars,
not
just
the
private
dollars
that
are
at
stake
here.
So
how
do
we
do
that?
I?
N
Think
there
are
some
three
three
key
things:
I
want
to
focus
on
now
much
I've
been
echoed
already
before,
but
I'll
just
say
it
again.
I
think
I
definitely
agree.
You
know
more
transparency,
we're
talking
about
continued
and
improved
community
and
stakeholder
engagement
and
regular
reporting
about
the
process
around
automated
fare
collection,
design
and
implementation.
N
You
know
the
need
is
really
great
here
to
inform,
educate
and
engage
the
public
and
key
stakeholders
on
this
new
technology,
and
we
have
to
make
sure
that
those
who
are
going
to
get
potentially
shut
out
from
the
system
are
directly
served,
and
so
one
key
thing
that
I
think
I
want
to
mention
here
is:
we
have
put
in
a
very
direct
request
with
the
MBTA
to
make
sure
that
we're
very
clear
about
what
the
fare
policy
or
excuse
me.
The
fare
evasion
policy
is
for
the
MBTA
and
I.
N
Think
it's
more
on
the
front
of
you
know
how
do
they
determine
where
they
placed
how
often
they're
in
a
neighborhood,
you
know
the
issue
of
profiling
and
so
on
and
so
forth?
I
think
can
only
be
expanded
on
and
and
and
even
worse
than
with,
this
new
fare
collection
system,
and
so,
as
we've
talked
about,
if
the
driver
is
not
enforcing
that
payment
with
this
tap
tap
in
tap
out
system
who
is-
and
that
is
a
key
primary
concern
for
our
members
and
riders-
we've
talked
to
it.
N
Just
as
an
example,
we
did
a
sort
of
survey
of
riders,
mostly
in
Roxbury,
on
buses
at
bus
stations,
80%
of
them
identified
as
transit
dependent.
That
is
a
neighborhood
where,
as
many
of
you
know
it's
you
know,
family
of
four
meeting,
$35,000
roughly
as
compared
to
you
know
about
a
hundred
for
the
city
of
Boston,
and
so
what
they
were
saying
was
70%
had
no
idea
about
the
cashless
system.
N
86%
want
MBTA
workers,
as
we've
heard,
not
T
police,
to
check
the
fares
and
over
half
believe
that
the
MBTA
ta
police
on
buses
will
not
actually
increase
safety,
and
so
I
just
enter
into
this.
With
that
in
mind,
there
are
people
who
are
desperate
to
sort
of
know
more
about
the
system,
but
also
have
some
very
key
perspectives
on
that.
N
That
kind
of
relates
to
the
second
piece,
which
is,
we
believe,
the
state
and
the
MBTA
has
to
commit
to
a
fair
collection
program
or
fare
evasion,
sort
of
program
that
increases
access
and
supports
a
healthier
relationship
between
the
MBTA
police
and
the
riding
riding
public.
This
can't
be
another
project
that
increases
racial
and
economic
disparity
in
our
region.
N
You
know
this
new
system
has
to
work
for
people
who
operate
primarily
in
cash
who
are
unbanked
or
underbanked,
as
we've
also
heard
it's,
it's
really
potentially
a
very
dangerous
opportunity
to
actually
escalate
existing
tensions
between
MBTA
police
and
the
community.
Young
people
are
a
huge
part
of
that.
We
have
a
youth
program.
N
The
third
thing
I
think
we've
already
heard
about,
is
definitely
addressing
fare
and
equity.
Now
and
looking
at
the
key
policy
issues
that
I
think
Stacey
was
talking
about
before
councillor
woo
I
know
you
and
many
other
advocates
have
talked
about
zone
one
a
you
know,
one
of
the
projects
that
we
care
about
deeply
and
I
think
was
testified
earlier
by
the
gentleman
in
Chelsea
the
youth
past.
We
believe
there
needs
to
be
new
attention
put
towards
that
I.
N
Think,
roughly
overall,
the
eight
municipalities
there's
only
two
and
people
that
are
currently
accessing
that
benefit,
and
there
are
thousands
and
thousands
more
that
deserve
it
and
should
have
access,
but
we're
not
doing
a
good
job
about
telling
people
about
it
and
want
to
work
with
the
MBTA
in
the
city
to
figure
out
how
to
expand
that
access.
So
we're
actually
working
on
a
report
over
the
summer
to
highlight
some
of
these
barriers
and
provide
some
direct
recommendations
and
want
to
follow
up
with
you
all
about
that.
N
Speaking
to
the
policy
piece,
exact,
specifically
I
think
we
definitely
support
the
low-income
fare.
Any
future
study,
and/or
pilot
of
that
program
and,
of
course,
the
fare
cap
as
well
so
I.
Think,
though,
just
the
last
thing
I'll
just
say
is
you
know,
I
really
do
appreciate
this
conversation
I
think
it
needs
to
be
ongoing.
You
know
going
forward
we're
willing
to
offer
our
perspective
and
specificity
ideas
both
to
the
council
but
and
the
MBTA
and
and
again
I
really
appreciate
it.
Thank
you.
Thank.
C
O
Good
afternoon
my
name
is
Alan
Standish
and
I'm.
The
coordinator
of
the
Fairmont
indigo
Network.
It
is
a
umbrella
organization
of
32
organizations
and
coalition's
that
serve
the
Fairmount
Line
neighborhoods.
These
are
Matapan
hi,
Park,
Roxbury
and
Dorchester.
I
was
also
heavily
involved
in
the
youth
past
campaign
years
ago,
and
would
like
to
echo
a
lot
of
the
sentiments
of
my
colleagues
here
and
would
like
to
focus
on
six
points.
O
In
particular,
I'm
also
joined
here
with
Mela
miles,
who
is
the
chair
of
the
Fairmont
indigo
Transit
coalition,
which
specifically
focuses
on
the
Fairmount
transit
line?
Afc
2.0
absolutely
requires
to
involve
a
robust
and
effective
community
engagement
strategy.
If
it's
to
be
successful,
we
must
deploy
both
quantitative
and
qualitative
data
measures
to
inform
a
process
that
reaches
and
targets
the
Boston
area's,
most
marginalized
groups,
which
include
youth
seniors
persons
with
disabilities.
Persons
were
English
is
not
their
first
language
and
those
who
are
at
or
below
the
federal
poverty
line.
O
Secondly,
while
most
of
the
data
has
been
focused
on
major
bus
lines,
which
is
driving
a
lot
of
the
development
of
AFC
2.0,
we
also
ask
that
there
be
some
examination
on
the
impact
and
the
reduction
of
connecting
bus
services
that
have
particularly
impacted
commuter
times
in
the
inner
city.
For
example.
We
all
know
that
there
has
been
a
major
focus
on
the
39
bus
route,
because
ridership
is
down
nearly
30
percent
on
that
bus
route.
O
However,
there's
very
little
focus
on
the
14
bus,
for
example,
which
is
a
connecting
bus
route
and
one
of
the
only
buses
that
serves
the
heat
Street
projects
in
Jamaica
Plain.
This
means
that
those
riders
who
are
heavily
reliant
on
public
transit
are
even
more
being
added
to
service
and
we'd
like
to
make
sure
that,
as
this
new
process
rolls
out
that
issues
such
as
connecting
buses
are
also
addressed.
O
Thirdly,
access
approaches.
Charlie
card
readers
has
been
a
chronic
problem
in
particularly
neighborhoods
of
color
and
in
particularly
the
Fairmount
neighborhoods,
where
the
majority
of
places
where
one
can
purchase
a
Charlie
card
are
check,
cashing
centers,
which
have
been
proven
to
be
detrimental
to
the
overall
economic
development
and
wealth
opportunities
for
low-income
residents.
O
Therefore,
we're
very
interested
in
learning
about
what
are
the
various
sites
in
which
the
opera
places
of
purchasing
the
new
AFC
two
point,
no
cards
and
or
other
alternative
systems
will
be
available.
We
also
encourage
the
MBTA
to
think
about
partnerships
with
small
business
owners
such
as
bodegas
and
other
businesses
that
have
access
to
internet
and
electronic
transit
dispensaries,
because
that
could
be
an
interesting
option.
O
Fourthly,
while
we
know
that
the
unbanked
population
here
in
the
Boston
area
is
relatively
low,
according
to
a
Federal
Reserve
Bank
study
in
2013,
only
4.9
percent
of
low-income,
low-income
and
minority
people
of
color
were
found
to
have
access
to
have
no
access
to
a
bank
account
or
debit
card.
This
also
means
that
that
population
is
heavily
reliant
on
loadable
pre-loaded
debit
cards,
which
is
a
concern
because
those
incur
high
and
costs
fees
and
other
transaction
fees
just
for
activation,
for
example.
O
O
Further,
this
system
can
be
even
greater
impactful
if
it's
synchronized,
with
regional
fare
systems
along
the
other
regional
transit
authorities,
for
example,
connecting
with
the
buses
and
with
buses
that
extend
to
northern
Massachusetts
and
Western
Massachusetts.
That
way,
former
Boston
residents
who
have
been
displaced
due
to
gentrification
and
other
types
of
displacement,
will
have
an
opportunity
to
have
more
feasible
and
affordable
commuter
transit
into
the
city
where
they
still
work.
O
It
is
imperative
that
we
take
into
account
all
the
structural
pressures
that
impact
quality
of
life
and
impact
transit
such
as
housing,
wealth
inequality,
environmental
justice,
another
lack
of
Economic
Opportunity
in
neighborhoods
that
have
historically
been
underserved
and
under
invested
in.
We
recognize
that
these
are
complicated
issues,
but
with
equity
and
fairness.
It's
never
set
to
be
an
easy
task,
so
we
thank
you
very
much
for
your
consideration
in
time
and
I'll
submit
a
copy
of
this
testimony.
Thank.
E
For
continuing
to
push
us
in
this
work
and
support
our
efforts
over
here
is
we
really
are
looking
to
support
your
efforts
from
the
organizations
in
the
work
that
you
represent
and
know
that
without
your
efforts,
we
certainly
wouldn't
be
as
motivated
to
do
this
work
on
this
end,
so
I.
Thank
you
all
and
look
forward
to,
as
this
rollout
happens
over
time
that
we
get
it
right,
especially
for
those
that
will
have
the
most
difficulty
accessing
their
opportunities
to
the
tea
to
get
to
where
they
need
to
be.
B
Great
yesterday,
it
was
very
informative
riding
the
111
and
I
just
wanted
to
make
sure
that
I
have
my
facts
correct,
because
I
asked
earlier.
What
was
the
criteria
in
order
to
have
more
accessible
machines?
Was
it
based
upon
foot
traffic
and
how
does
want
to
make
those
requests
and
I
just
wanted
to
make
sure?
I
have
my
facts:
correct?
B
Is
there
not
one
in
Chelsea,
because
so
many
of
the
youth
that
I
spoke
with
yesterday
I
spoke
about
a
lack
of
access
and
so
changing
their
route
in
taking
the
Silver
Line
instead,
which
is
actually
more
expensive
because
they
couldn't
reload
that
there
wasn't
a
machine
accessible
to
them
to
reload
onto
a
Charlie
card.
So
was
that
a
constant
experience,
a
specific
job.
L
One
is
that
youth
felt
the
experience
of
being
intimidated
and
having
difficulty
on
the
bus
to
begin
with,
so
they
maybe
were
ten
cents
short
and
they
were
trying
to
pay,
so
they
can
pay
with
cash
on
the
buses
right
like
that's
an
option,
and
then
they,
alternatively,
if
they
were
choosing
to
try
to
avoid
being
intimidated
on
the
bus,
had
difficulty
accessing
a
place
to
reload
their
card
there.
My
understanding
is,
there
are
places,
but
it's
difficult
and
I
would
just
say.
L
I
do
want
to
follow
up
on
your
earlier
questions
around
criteria,
because
there
are
two
different
buckets
and
I
think
we
have
to
be
very
clear
about
that.
There's
what's
built
into
the
contract
with
the
the
company
that
will
implement
these
services,
which
is
around
a
number
of
feet,
you
can
be
away
from
a
space,
that's
different
than
sort
of
all
of
the
the
soft
measures
that
we
discussed.
L
What
I
don't
understand
and
what
I
would
love
clarity
on
is
how
those
soft
measured
measures
are
communicated
to
the
contractor
and
what
their
obligation
is
to
implement
them
like.
If
we
go
through
this
process
and
decide,
we
need
three
times
the
number
of
card
readers
available
to
people.
How
does
that
impact
the
the
contract
that
we've
built
in
so
it
seems
like
there
are
two
different
tracks
and
it's
unclear
how
they
speak
to
each
other.
B
J
The
bus
or
on
the
sl3
vehicle,
so
the
sl3
has
been
enrolled
as
of
April
and
at
all
of
the
stations
on
sl3.
There
are
no
actual
vending
machines,
but
you
can
buy
on
the
bus
and
similar
to
what
you
were
saying.
A
lot
of
our
youth
experience,
hostility
when
they're
loading
up
their
coins
into
the
machine.
So
it's
a
very
just
unpleasant
experience.
J
F
F
B
B
B
B
Kathryn
Mila
and
I
can't
read
the
first
name.
Last
name
is
Leslie
okay,
what's
your
first
name,
Anna,
okay,
great
so
we'll
hear
from
Kathryn,
Mila
and
Anna
in
that
order,
and
you
can
just
come
right
here
and
I
mean
look.
Thank
you
for
your
sojourn
in
everything
that
made
the
Fairmont
line
possible.
I'm
so
pleased
to
have
you
with
us
today.
So
you
can
begin
yes,
name
an
affiliation
in
your
testimony.
P
And
I
am
the
ooh,
it's
working
feedback,
stop
I,
am
the
chair
of
the
Fairmount
indigo
transit
coalition
and
I'm,
also
the
lead
organizer
for
the
Greater
four
corners
Action
Coalition
for
the
past
twelve
years,
and
we've
been
working
on
getting
the
Fairmont
line
up
and
run
and
done
equitably.
I
have
a
few
recommendations.
P
P
One
of
the
things
that
I
have
would
like
to
recommend
as
a
mitigation
to
address
this
is
to
eliminate
the
surcharge
for
paying
cash
on
board
immediately
when
a
FC
1.0
was
implemented,
they
implement
implemented
a
penalty
for
utilizing
cash
on
board
and
then,
of
course,
our
low
income
and
bus
dependent
communities
are
the
prime
people
who
would
paying
cash
on
board.
We
asked
the
MBTA
in
a
meeting
with
some
of
my
colleagues
here
who
spoke
earlier.
Where
is
the
key
place
where
surcharges
are
being
collected?
P
The
number
one
place
was
Lynn
and
they
didn't
give
us
what
number
two
three
four
or
five
were
the
reason.
Why
is
because
there's
nowhere
to
fill
your
child
Charlie
card
or
even
access
a
Charlie
card,
so
people
are
paying,
and
this
is
a
disparate
impact
of
their
surcharge
policy,
of
paying
cash
on
board.
So
when
you
look
on
the
on
the
display
of
the
fare
box,
the
display
does
not
display
the
currently
agreed
upon
affair
as
designated
when
the
the
fare
increases
were
taken
place.
P
So
the
fear
is
a
dollar
seventy
and
two
dollars
and
twenty
five
cents.
If
you
get
on
a
bus,
the
fear
is
displayed
as
two
dollars,
even
though
the
fare
is
a
dollar
seventy.
So
when
someone
gets
on
and
they
have
cash,
it
says
please
pay
two
dollars
that
is
not
the
agreed-upon
fare
for
riding
a
bus.
That
is
the
fare
for
people
who
are
paying
cash.
So
these
low-income
folks
who
are
riding
in
these
bus
dependant
communities
are
paying
higher
fares
than
people
who
can
well
afford
or
who
can
have
access
to
Charlie
cards.
P
So
one
of
the
mitigations
that
I
would
recommend
is
that
that
strike
charge
for
paying
cash
be
removed.
In
the
interim
before
this
AF
c
2.0
goes
into
effect
so
that
the
impact
that
is
you
know,
the
impact
is
reduced
and
people
will
not
have
to
pay
that
higher
fare.
We're
those
search,
I
just
went
I,
don't
know.
P
So
if
you
get
off
of
the
Fairmount
Line,
you
should
be
able
to
get
a
transfer
to
other
parts
of
the
system
without
having
to
pay
your
fare
again
and
also
one
of
my
recommendations
so
asking
for
this
as
a
mitigation
to
implement
transfers
from
any
zone.
One
a
connected
station
and
also
to
fix
the
issue
right
now
would
be
to
say
before.
P
P
Also,
another
recommendation
would
be
that
the
fare
vending
equipment
not
be
owned
by
private
retailers,
where
they
would
have
to
pay
for
the
repairs,
because
that
reduces
access
to
the
right
in
public
and
access
for
those
who
are
bus,
dependent
and
who
need
their
fares
to
be
able
to
be
loaded
properly.
To
be
able
to
access
those
fairs
without
having
to
wait
because
equipment
is
down,
the
MBTA
should
own
that
equipment.
P
P
2,000
feet,
it's
almost
a
half
a
mile,
so
I
just
want
to
know
what
the
Christ
is
and
why
the
two
selected
that
large
distance
away
from
the
most
highly
traveled
stop,
because,
quite
frankly,
all
of
the
stops
on
the
28
bus
and
the
23
bus
are
the
most
highly
traveled
stops,
because
this
is
the
buses
never
empty
and
there's
always
people
getting
on
those
buses.
And
we
shouldn't
have
to
walk
a
quarter
of
a
mile
or
more
to
try
and
find
somewhere
to
reload
a
childhood
card.
So
thank
you.
A
M
You
thank
you
so
much.
My
name
is
Catherine
Carlson
I'm,
the
director
of
transportation,
at
a
better
City.
We
are
a
business
association
which
I
think
many
of
you
know.
We
represent
130
businesses
and
institutions
in
the
Greater
Boston
area
and
on
behalf
of
all
of
them.
Thank
you
so
much
for
holding
this
hearing
and
for
asking
these
important
questions
and
for
bringing
all
of
these
groups
here
to
speak
on
this.
M
We
we
have
a
long
history
with
AFC
and
in
2014
about
our
city,
initiated
a
conversation
with
Department
of
Transportation
and
with
support
from
the
Bar
Foundation
to
look
at
how
we
get
to
a
unified
payment
system.
That
work
resulted
in
a
report
entitled
the
unified
transportation
payment
media
options
from
Massachusetts
that
was
released
in
April
of
2015.
So
we
have
a
long
history
and
a
vested
interest
in
this
process,
and
this
rollout
and
we
are
encouraged
by
the
work
in
the
conversations
that
are
happening.
M
I
also
say
that
we
have
a
vested
interest
because
we
know
as
an
organization
and
our
members
understand,
that
the
strength
of
the
economy,
of
the
strength
of
their
business
opportunities
is
relies
on
providing
an
opportunity
and
mobility
across
all
neighborhoods
12
residents
to
all
employees
and
across
income
levels
or
members
employing
executives,
and
they
also
employ
janitors
IRA
members,
employee
doctors.
They
also
employ
kitchen
workers,
and
so
it
is
important
to
all
of
us
that
this
roll
out
and
this
process
is
success
and
is
equitable.
M
What
I'm
here
mainly
to
say
because
of
that,
is
that
please
consider
us
a
partner
and
I'll
be
back
in
in
these
conversations.
I
am
proud
to
be
able
to
work
with
a
lot
of
the
stakeholders
who
spoke
and
have
these
conversations
and
with
the
tea
and
we're
encouraged
at
the
efforts
that
they
are
making,
and
we
encourage
you
as
the
city,
and
we
encourage
everyone
to
consider
the
business
community
as
a
partner
in
this
endeavor.
M
A
better
city
also
manages
to
transportation
management
associations,
where
we
work
very
closely
with
employers
to
to
provide
options
and
incentive
programs
to
their
employees
and
through
that
system
we
have
a
great
system
of
outreach
that
we
do,
which
we
are
also
happy
to
provide
any
any
help
in
this
endeavor.
We
are
currently
working
with
the
MBTA
and
their
corporate
past
program
and
how
to
encourage
employers
to
to
provide
more
opportunities
that
their
employees
I
know.
M
Stacey
had
mentioned
that
even
her
small
organization
provides
funding
for
tea
passes
and
we
are
actively
working
with
all
of
our
members
to
ensure
that
that's
more
widespread,
and
we
will
continue
to
do
so,
and
so
thank
you
for
all
the
work
and
we
look
forward
to
continuing
work
with
all
of
you.
Thank.
Q
I
am
the
coordinator
of
the
Austin
Brighton
health
collaborative
I,
also
work
for
a
union
Capital
Boston
UCB,
which
I
know
some
of
you
know
well
and
I.
Thank
you
for
that.
I
have
just
a
few
points,
some
concerns
and
then
some
suggestions,
I,
would
love
to
see.
Members
of
mascot
and
MBTA
come
to
the
Austin
Brayton
health
collaborative
Transportation,
Committee
meetings.
We
had
the
better
bus
project
join
us
last
night
at
our
meeting
in
partnership
with
livable
streets
Alliance.
Q
So
we
invite
you
to
come
into
these
spaces
and
to
that
point,
around
public
engagement,
I
recommend,
don't
reinvent
spaces
use
existing
spaces.
There
are
so
many
spaces
in
communities
where
people
do
gather
and
I
invite
you
to
join
those
spaces
and
not
recreate
focus
groups
along
those
lines.
This
might
be
things
you
already
know
what
I'm
gonna
say
them
anyway.
Please
always
provide
food
and
child
care
interpretation
services.
At
your
meetings.
I
have
been
to
mass
stop
meetings
where
there
are
three
people,
and
there
are
three
reasons
why
there
are
only
three
people
there.
Q
There's
no
food,
there's
no
childcare,
there's
no
interpretation!
So
please
take
that
and
go
with
it.
I
do
have
concerns
around
convenience
for
people
who
are
fully
reliant
on
public
transit.
I
am
voluntarily
reliant
on
public
transit,
I
can't
afford
to
own
a
car
and
I
choose
not
to,
but
I
can't
afford
to
use
alternative
methods
if
I
need
to
and
I
know
that
people
cannot
make
that
choice,
and
so
I
am
particularly
concerned
for
older
adults
for
people
with
strollers
and
children
for
people
with
groceries
for
people
traveling
in
the
snow.
Q
How
are
they
moving
from
station
to
station
to
reload
their
cards?
I'm
wondering
if
there's
an
opportunity
for
the
people
that
are
doing
verifying
the
payment
system
on
the
bus,
or
is
there
an
opportunity
for
them
to
carry
Charlie
cards
and
have
a
small
reloading
system
so
that
you
can
just
get
on
the
on
the
bus?
And
if
your
card
is
out
that
person
can
just
help
you
reload
it
right
on
the
bus.
Q
So
can
we
think
a
bit
more
creatively
so
that
we
are
not
requiring
people
to
move
large
distances
for
small
amount
of
money?
I
do
have
concerns
around
profiling,
which
I
will
just
kind
of
echo.
What
everybody
has
already
said.
I
know
because
of
interpersonal
and
institutionalized
and
system
at
systemic
racism.
I
won't
be
profiled,
but
my
friends
and
neighbors
and
people
important
to
me
will
be
and
I'm
concerned
about
that
I
think
that's
all
I
will
say.
One
other
thing
is
both
of
my
organizations.
Welcome
you
to
the
table.
Q
Welcome
you
to
partner
with
us
in
our
networks.
Union
Capital
Boston
has
a
network
of
over
1200
people
around
the
city.
Her
earning
rewards
for
their
civic
engagement.
We
would
love
to
see
those
rewards
turned
into
Charlie
cards.
Currently
they
are
turned
into
Visa
gift
cards
up
to
$600
a
year
that
people
are
earning
for
their
civic
engagement.
We
would
love
to
partner
with
the
MBTA
to
see
that
turned
in
Charlie
cards
and
make
this
system
a
little
bit
more
compatible
with
the
things
that
people
are
already
doing.
Thank
you
thank.
A
A
G
B
And
call
the
the
writers
and
the
advocates
here
today
and
the
MBTA
I
think
it
was
a
you
know,
robust
conversation
appreciate,
folks,
again
being
so
prescriptive
and
their
recommendations
and
look
forward
to
working
with
the
chair
and
and
the
MBTA
and
follow
up
and
certainly
will
be
using
our
platforms
to
make
sure
folks
are
aware
of
and
connected
to
any
ongoing
community
meetings
and
discussions.
Again,
the
process
is
a
malleable
one
and
we
want
you
all
to
continue
to
inform
it.
Thank.
A
You
Thank
You
councillor,
Presley
I,
do
want
to
well
I'll,
confer
with
the
lead
sponsor
and
colleagues
after
this,
but
because
there
have
been
so
many
consistent
themes
and
I
think
big
picture
principles
that
seem
to
be
coalescing.
It
could
make
sense
for
the
council
to
seek
to
consolidate
that
into
a
letter
that
we
can
give
to
the
tea
as
part
of
the
this
kickoff
to
public
feedback
and
at
least
kind
of
stake,
some
of
our
positions
out
so
that
you
have
that
for
clarity,
but
we'll
follow
up
on
that
front.
A
I
also
do
want
to
let
everyone
know
since
you're
interested
in
and
transportation
and
access
the
council.
Next
Thursday
will
be
having
a
hearing
on
parking
management
and
our
resident
parking
system.
So
we
would
love
to
see
you
here
again
and
we
also
have
something
in
the
docket
that
I
know.
Councillor
sabe
George
has
been
really
eager
to
work
with
me
on
getting
out
there,
which
is
our
docket
calling
for
hearing
order
on
the
MBTA's
local
assessment.
A
The
80-some
million
dollars
at
the
city
of
boston
pays
to
the
T
every
single
year
and
what
that
means
in
terms
of
decision
making
and
the
services
that
our
Boston
residents
are
provided
so
stay
tuned.
For
that
this
then
will
conclude
the
hearing
on
docket
number
zero
one,
seven,
five
order
for
a
hearing
regarding
equitable
access
to
public
transportation,
with
a
cashless
fare
collection
system.
This
hearing
is
adjourned.