Others have raised concerns that a board totally controlled by the governor would be wary of asking tough questions of T leaders.
Bruce is a graduate of Ohio Wesleyan University and the Fletcher School of Law and Diplomacy at Tufts University.
At CommonWealth, Bruce helped launch the magazine’s website and has written about a wide range of issues with a special focus on politics, tax policy, energy, and gambling. He served as the Globe’s political editor in 1994 and went on to cover consumer issues for the newspaper. He also reported for the Globe’s Spotlight Team, winning a Loeb award in 1992 for coverage of conflicts of interest in the state’s pension system.
He covered the Massachusetts State House and served as the Globe’s State House bureau chief in the late 1980s. Bruce came to CommonWealth from the Boston Globe, where he spent nearly 30 years in a wide variety of positions covering business and politics. He noted, however, that some have raised concerns about adding board members who represent a specific constituency.īruce Mohl is the editor of CommonWealth magazine. Glynn is agnostic about adding two new members to the T board, including a representative for the city of Boston, as the House has proposed in its budget proposal for fiscal 2024. Glynn said Eng may deliver his plans at the end of his first 100 days on the job, which would come around July 10. Like everyone else, Glynn said he is waiting for Eng to develop a financial plan for the MBTA and to explain what caused the current slow zone crisis and when it will be fixed. He also expresses uncertainty about whether it’s the T board’s job to advocate on Beacon Hill, saying that’s the domain of Healey, Transportation Secretary Gina Fiandaca, and MBTA General Manager Phillip Eng. Glynn calls the Big Dig debt a “significant contributor to the T’s financial situation,” but he quickly adds that the board hasn’t even discussed the issue. Glynn says some transit advocates believe the state should take over that debt, freeing up money at the MBTA for other pressing needs. That number has been whittled back to $1 billion, but it is still costing the T roughly $200 million a year in debt service payments. He learned the T originally absorbed $3.6 billion in Big Dig debt as part of an effort to spread the burden of the over-budget highway project across several agencies. He said a number of people have asked him that question so he decided to get some answers. Glynn, for example, asked staff how much Big Dig debt the MBTA was carrying. He says the board will continue to meet once a month, although he said this week’s budget meeting may roll over to a special meeting in June to provide sufficient time for deliberation.Īt recent meetings of the board’s subcommittees, there was an early glimpse of the new board’s style. “We’ve been encouraged to be more engaged and have a sense of urgency.”īut Glynn said the board’s goal is not to micromanage. She wants a board that’s focused on safety and focused on accountability,” he said on The Codcast. “The governor has indicated she wants an activist board. Glynn is feeling his way, playing the role of Goldilocks looking for the “just-right” recipe for overseeing the MBTA, which he suggests is somewhere in between the approach of the old control board and the most recent board.
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