We need a low-income transit fare in Boston. However, the proposed new changes to fare collection will lead us in the opposite direction - away from greater equity and towards a less accessible transportation system, to the detriment of passengers who need it most.
In 2018, the MBTA outsourced the fare collection to two billionaire firms. Governor Charlie Baker's administration has made big promises about the stock, saying it will "allow for significant improvement in customer service to progress in a cost-effective manner." But last month, as part of this controversial and expensive process, the MBTA proposed a disturbing new $3 fee just to get a blank Charlie card. However, there is no fee charged to those who have the ability to pay using smartphone apps. If the MBTA does not simultaneously reduce the fare for lower-income riders, the new fee calls into question the MBTA's commitment to racial and economic equality. Once again, the MBTA continues to perpetuate disparities between haves and have-nots: bank versus unbanked or underbanked, smartphone versus mobile, high income versus low income.
Under the Automated Fare Collection (AFC) privatization contract, passengers will no longer be able to pay cash on board. This is already a handicap—especially for motorcyclists of color and low incomes, who are likely to be underbanked. It also increases the possibility that passengers will be "trapped" - stuck somewhere with no way to add cash to their Charlie Card and unable to pay on board. The “solution” offered by MBTA, AFC corporations Cubic, and John Laing is for riders to only pay a $3 fee for the right to hold a Charlie Card. This fee will allow them to "turn into a passive state" on a trip - in essence, prepay for that last flight. This solves a weakness in the AFC system, but at the riders' expense. The burden is particularly harsh on people who are already struggling to pay for transit.
If racial and economic equality is truly a priority for Governor Baker and the MBTA, the authority should provide relief for low-income passengers from both the new fees and the higher cost of fares in general. They don't need to reinvent the wheel - the MBTA has a number of existing discount fare programs, including for low-income youth and seniors. Under the proposed plan, these permit holders would continue to receive the Charlie Card for free. The authority should set a high standard for fair crossing, build a reduced fare for low-income passengers of all ages, as well as waive the Charlie Card fee for participants.
No doubt the authority needs more robust financing, such as what can be provided through the Equitable Participation Adjustment, but the MBTA can afford a lower income fare. The MBTA's spending decisions are also a matter of priority: If the MBTA can pay $935 million to two billionaire companies to privatize fare collection, they can certainly afford a low-income fare program that has been estimated to cost $42 million for the first year — and put the money back into riders' pockets. One potential funding source for launching a low-income fare is the US bailout funds provided by the federal government.
Low income fare on hand. If the MBTA is serious about fairness and meeting the needs of riders, the board and executives will not approve fees for the new Charlie card before a low-income fare plan is in place.
Darlene Lombos is the executive secretary and treasurer of the Greater Boston Business Council. Mila Bush Miles is the Transnational Development Director for Alternatives for Community and Environment.
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