Rick Dimino
In the next few months in Massachusetts, we will hear a great deal from the candidates running for governor and their top priorities if elected. During this same time, the actions by the Baker Administration will determine the future viability of transportation projects that would occur in the next decade.
Large public infrastructure projects take time, but this year is different: Due to the unprecedented amount of federal funding now available, the leaders at MassDOT and Gov. Charlie Baker could advance large capital projects that will occur under the next governor. This practice of an outgoing governor setting in motion major infrastructure projects is quite common over the past few decades, and it is proven to deliver significant benefits throughout the region.
Perhaps the best example of this approach occurred in the final days of the Dukakis Administration, just before Gov. Bill Weld assumed office. Transportation Secretary Fred Salvucci worked with Environmental Secretary John DeVillars to approve and certify the environmental permitting documents related to the Central Artery Tunnel project. These agreements, combined with the partnership of Boston Mayor Ray Flynn, set the stage for the removal of the elevated highway, the creation of the Greenway parks, construction of Ted Williams tunnel and many transit improvements. Most importantly, this transformational infrastructure produced a stronger economic climate and higher quality of life that continues today.
The Baker Administration is taking steps to improve conditions in the commonwealth that can assist with all competitive grant applications.
Just last month, elected officials and transit advocates celebrated the ribbon-cutting for the MBTA’s Green Line Extension. This moment would not be possible without former Gov. Mitt Romney signing a legal settlement in his final weeks as governor that required the commonwealth to complete the project. After Gov. Deval Patrick took office, he decided to pursue federal grants to help pay for the project. Eight years later, Massachusetts received a billion dollars to assist with construction. Similarly in the final weeks of the Patrick Administration, MassDOT finalized a purchase order for a new fleet of Orange and Red line vehicles that are just recently in service on the MBTA subway system.
It is now Baker’s chance to shape the future. This could be the moment to advance the I-90 Allston Multimodal project to transform the western edge of Boston and create a new West Station transit hub. We could also see progress on the Red Line/Blue Line Connector, East-West rail, or even the first phase of electrification on the commuter rail system to achieve cleaner, more reliable rail service.
A decision is approaching soon. By the end of May, applications are due to the U.S. Department of Transportation for their most generous infrastructure grant program. The federal government is looking to support “mega-projects” that deliver regional economic benefits and improve mobility. This offers an incredible opportunity for Massachusetts to win more than a billion dollars for a single infrastructure project, but it will require the Baker Administration to endorse the right project and produce a strong application.
A Legacy for Baker
The I-90 Allston Multimodal project is eligible for this grant program and would be the best chance for the commonwealth to win significant federal dollars. The all-at-grade vision design plans for I-90 is supported by a broad coalition and would result in economic and transportation benefits that extend throughout the Mass. Turnpike corridor. If we fail to apply or lose out on federal grant funds, Massachusetts still needs to replace this structurally deficient, elevated highway, and the state will be required to fund a larger share of the project’s cost on its own.
Fortunately, the Baker Administration is taking steps to improve conditions in the commonwealth that can assist with all competitive grant applications. Baker proposed a state bond bill that would authorize any state contribution necessary to match federal funds. The administration is also seeking changes in state public procurement and capital delivery laws, so that MassDOT can award contracts based on the expected time a contractor intends to complete the project. This would allow MassDOT to evaluate construction bids beyond a lowest-submitted cost, which will enhance lower cost, higher quality outcomes.
If the governor’s bond bill proposal becomes law, it will certainly increase the chance of success in the nationwide competition for infrastructure funds. Massachusetts would show the federal government that we are ready to spend and are focused on a streamlined process to complete projects. This makes a compelling argument as federal officials compare proposals from different states.
Accelerating a mega-project like I-90 through these federal grant applications would produce a proud legacy for the Baker Administration and MassDOT Secretary Jamey Tesler, even if they are not cutting a ribbon when the project is finished. The next governor will still face significant challenges related to the transportation system as the commonwealth requires additional state resources to support the MBTA operating and capital budget, address major climate resiliency needs and reduce greenhouse gases from the transportation sector. But these next few weeks offer a historic chance to expedite one of the most beneficial infrastructure projects that is currently unfunded.
This is the time for grand ambition and commitment to writing the next chapter on transformational infrastructure projects that serve this region so well.
Rick Dimino is CEO of A Better City.
