Boston is a highly walkable city (ranks third for walkability) but a study by the University of Minnesota’s Center for Transportation Studies shows that Boston’s public transit system doesn’t rank as highly, particularly when measuring jobs accessibility via public transit; Boston ranks third in the nation for employment, but sixth in the nation for job accessibility (based on the number of jobs accessible within a 30-minute commute). Apparently car-loving LA has better accessibility via public transit.
This issue of access to reliable transportation is being addressed through Go Boston 2030, Boston’s first transportation plan in 50 years. Access is one of three key goals for Go Boston 2030 (the other two are safety and reliability). The city’s goal for access is for every household to be “within a 10-minute walk of a rail station or key bus route, Hubway station [Boston’s bike sharing system], and car-share.” As a side note, it is interesting that car-sharing is considered an alternative to public transportation when a key goal for Boston 2030 is to reduce single-driver commutes by half in 2030 (from 40% of commutes to 20% of commutes). However, I do admire the Boston Transportation Department for putting out a very measurable goal that will give Boston households an alternative to owning a car.
Access to public transit is not equal across Boston neighborhoods, so I learned last week during Go Boston’s 2030 scenario workshops. Not surprisingly, lower-income neighborhoods and neighborhoods with a high representation of non-white households tend to have poor public transit service; buses and commuter rails are too far to walk to and they are less reliable than public transit in more affluent neighborhoods. And walking often feels unsafe due to speeding drivers. As a result, individuals in these neighborhoods are more likely to be car dependent. Under 15% of Bostonians live in car dependent places, but this rises to over 30% for those in the lower income bracket (see Go Boston 2030’s Vision report).
These discrepancies in transit service mean that lower-income neighborhoods should see a larger share of transit investments over the next decade compared to more affluent neighborhoods. It appears that a key focus will be improving and/or adding transit options to the Longwood Medical Center, a key job center for lower-income neighborhoods. Addressing the transportation issues of these lower-income neighborhoods will not only address Go Boston 2030’s access goals but should accelerate progress towards an 80% reduction in greenhouse gas emissions by 2050.