Two weeks ago, a series of documents published by a number of sources, including the Boston Business Journal, Boston Magazine and the New York Times, revealed development plans for the Boston Olympics that give the public greater information and raise new questions about the effort to bring Boston the 2024 Olympics. Of great interest to Pioneer, the “bid book” disclosed some of the post-Olympic real estate implications of bringing the games to Boston. What it made clear to us is that there is much more to the proposal than the Olympics—it’s also about post-Olympics real estate development rights. The Boston 2024 Olympics plan includes an expansive post-Olympics private real estate development proposal for the Olympics site, facilitated by a combination […]
About Greg Sullivan
Gregory W. Sullivan is Pioneer’s Research Director, and oversees the Centers for Better Government and Economic Opportunity. Prior to joining Pioneer, Greg served two five-year terms as Inspector General of the Commonwealth of Massachusetts. As Inspector General, Greg directed many significant cases, including an investigation that led to the conviction of House Speaker Salvatore DiMasi, a forensic audit that uncovered substantial over-billing by health-care providers to the state uncompensated care pool, a study that identified irregularities in the approval process of the state charter school program, and a review that identified systemic inefficiencies in the state public construction bidding system.
Prior to serving as Inspector General, Greg held several positions within the state Office of Inspector General. He was a 17-year member of the Massachusetts House of Representatives, serving on the committees of Ways and Means, Human Services, and Post-Audit and Oversight. As a legislator, Greg was a fiscal conservative. Working with the Pioneer Institute, he introduced legislation that was passed by the House of Representatives and State Senate to institute a workfare requirement in Massachusetts. He also sponsored legislation that resulted in the establishment of the Massachusetts research and development tax credit.
Greg is a Certified Fraud Investigator, and holds a bachelor’s degree from Harvard College, a master’s degree in public administration from The Kennedy School of Public Administration at Harvard, and a master’s degree from the Sloan School at M.I.T., with a concentration in finance. Greg and his wife Marion live in Norwood and have four children and one grandchild.
Entries by Greg Sullivan
Eliminating final and binding arbitration at the MBTA is key part of Governor Baker’s reform proposal. His bill does not call for ending collective bargaining and arbitration at the T, but instead for applying the same collective bargaining/arbitration law that applies to other public employee unions at state agencies and municipalities, including at police and fire departments. The Governor’s task force explained it this way: The MBTA has the only public union in the Commonwealth with binding arbitration settlements which are not subject to approval (i.e. by legislative, board, or municipality). The current collective bargaining process creates inefficiencies and has delayed recent legislative reforms. Many existing labor contracts are automatically extended until a new agreement is reached (‘evergreen provisions’), exposing […]
Greg Sullivan provides public testimony before the Joint Committee on Transportation in Support of House 3347.
This is the second in a continuing series of status reports published by Pioneer Institute on the Massachusetts Life Sciences Act of 2008 (LSA). This report presents an analysis of job growth in the life sciences industry in Massachusetts and other states utilizing data from the Quarterly Census of Employment and Wages (QCEW) published by the U.S. Bureau of Labor Statistics (BLS). The data presented in this report are for the 69-month period (23 quarters) beginning with the first quarter of fiscal 2009, the effective date of the Massachusetts Life Sciences Act of 2008 (LSA), through the third quarter of fiscal 2014, the most recent quarter for which BLS data are available. The LSA (Chapter 130 of the Acts of […]
This report concerns The Ride, the MBTA’s demand-response paratransit service. Using data from the National Transit Database, the primary federal repository of transit related data and statistics in the United States, and public reports of transit agencies and transportation organizations, this report compares the Ride’s cost efficiency and operating practices with those of other Massachusetts paratransit systems, including those of 13 Massachusetts regional transit systems and of the Human Services Transportation Office (HST) of the Executive Office of Health and Human Services (EOHHS).
OK, let’s cut straight to the answer. If The Ride had operated as cost-efficiently as the ten most cost-efficient large-scale paratransit systems in FY2013, it would have saved between $48.2 million and $60.3 million in FY2013. If the MBTA can bring its costs per passenger trip going forward to the level of the average of the ten most cost efficient large scale paratransit systems in other U.S. cities, it will generate savings of $373 million between FY2016 and FY2021, the end of its current paratransit provider contract. Here’s the analysis to back up those claims. Pioneer Institute published a report yesterday concerning The Ride, the MBTA’s demand response paratransit service, comparing its cost per trip to that of other Massachusetts […]
Pioneer Institute’s ongoing analysis of the MBTA’s operations, finances, and performance aims to inform the public debate about the true problems plaguing the T and the most effective ways to improve the commuter experience for Massachusetts’ 1.2 million public transit system riders. In recent weeks and months, Pioneer has published reports using Federal Transit Data to compare the MBTA to other, similar systems across the US. Recent reports found that: Contrary to accepted wisdom, the MBTA has not been cash starved relative to its national peers, whether in terms of its capital or operating budget. The MBTA has added more commuter rail miles than any other commuter rail system operating in the nation since 1991 The often-cited notions that the MBTA commuter […]
This report presents a comparison of the MBTA’s capital and operating funding from 1991 to 2013 with that of five peer transit agencies identified as peers by the Integrated National Transit Database Analysis System (INTDAS). Download Report:
This report analyzes the MBTA’s commuter rail services compared to the commuter rail system the Integrated National Transit Database Analysis System (INTDAS) rated as most similar, the Southeastern Pennsylvania Transportation Authority (SEPTA). SEPTA operates 13 branches to more than 150 stations in Philadelphia and
its suburbs. This brief contains five important findings.
Background Since the mid-1990s, Pioneer has participated in the public debate concerning ways to improve the operations and financial footing of the MBTA through reports, events, public testimony and participation on a state-appointed commission. Our principal interests have been the Authority’s operations, finances, pension system and governance (leadership and accountability) model. With the crisis this winter, the Institute has redoubled its efforts to provide insights on these topics. As part of that work, we have examined various aspects of the MBTA’s funding picture, especially as many have responded to the crisis by simply calling for more funding from the state. Even as the Institute has called for debt relief for the MBTA, we believe it is important to underscore the […]
When the MBTA collapsed last month under the weight of snow and frigid temperatures, former General Manager Beverly Scott and countless others were quick to blame the problems on years of underinvestment in the system. But a comparison to other large transit systems reveals that the MBTA is not underfunded. In fact, as measured by both passenger miles traveled and vehicle revenue hours, the T received the most capital funding of any of the nation’s 10 largest transit systems between 1991 and 2013, the last year for which data are available. Previously, we demonstrated that MBTA commuter rail capital spending per 1,000 passenger miles traveled was the highest of any major American commuter rail system between 1991 and 2013. This […]
Pioneer has previously written that rapid expansion was a major cause of the MBTA’s recent meltdown. More recently, we wrote that MBTA is the only American commuter rail system that lost ridership between 2003 and 2013. In a recent blog post, the Frontier Group questioned Pioneer’s assertion that the MBTA “has expanded more than any other major transit system in the country over the past 25 years.” This table, which is based on National Transportation Database data, demonstrates that, since 1991, the MBTA has added more than twice as many rail miles, counting commuter rail, subway, and trolley lines, than any of the other 28 other transit systems operating at that time. FIGURE 1: Rail miles added by transit authority, 1991-2013 The […]
Pioneer has previously written that rapid expansion was a major cause of the MBTA’s recent meltdown. More recently, we wrote that MBTA is the only American commuter rail system that lost ridership between 2003 and 2013.
Canceled commuter trains are becoming the norm leading to continued paralysis of our city. It is truly a hard thing to imagine—people standing on platforms for hours, often without information. And this in sometimes frigid temperatures. How did we get here? Between 2003 and 2013, the MBTA was the only one of 18 commuter rail transit systems in the U.S. to suffer a net decline in annual passenger trips, a drop of 5,341,272 trips per year, representing a 13% loss in annual ridership, according to data reviewed by Pioneer Institute from the National Transit Database. The following graph compares the MBTA commuter rail loss of annual passenger trips to the commuter rail transit systems with the biggest gains in trips […]
The full implementation of welfare reform in Massachusetts required a waiver from the federal government. The commonwealth requested such a waiver to allow for the work requirement, time limits, job training, and the centralization of its public assistance system. The waiver was granted for all except time limits.
Data left out of the report of the Special Advisory Commission Regarding the Compensation of Public Officials [Click to download a Word version of this post.] On November 30, 2014, the Special Advisory Commission Regarding the Compensation of Public Officials published a study concerning the compensation of the state’s constitutional officers and members of the state legislature. In my view, the information presented in the report is insufficient to allow a meaningful comparison of legislative pay levels in Massachusetts with those of other states because it excludes from its analysis 39 states in total, including six states with populations greater than that of Massachusetts: Texas, Virginia, Georgia, North Carolina, Washington, and Arizona. The report also excludes eight of the ten states […]
$23 million 11th-hour sweetheart deal by the MBTA will stick taxpayers with a jaw-dropping $10 per one-way ride subsidy on a new full-service Gillette Stadium commuter rail line As the curtain falls on Governor Patrick’s administration, officials at MassDOT have been rushing furiously behind the scenes to pull off one of the most egregious and secretive taxpayer abuses in state history: the execution of a binding $23 million contract to purchase a CSX freight line to provide full-service daily commuter rail service to Gillette Stadium in Foxboro. If the new commuter rail service is provided, the financial benefit to the owners of Gillette Stadium and Patriot Place will be enormous. The MBTA has been offering additional train service for Patriots […]
In FY2011, the year prior to passage of the Affordable Care Act, the administrative budget of the Massachusetts Health Connector Authority was $29 million. By FY2013, while the Connector Authority struggled to implement its change to ACA, its budget had risen to $55 million. By FY2014, it had risen to $118 million. In FY2015, its budget is $98 million. These whopping annual increases in administrative expenditures have paid for converting to the new Affordable Care Act system. Pioneer Institute issued a report today adding up these and all other administrative costs of converting from our pre-ACA connector system, stating “there has been little transparency about the full taxpayer cost of the state-based exchange. Estimates often have been released piecemeal, and […]
Pioneer Institute’s Research Director, Greg Sullivan, sent a letter today to Governor Patrick asking him to veto the Boston Convention & Exhibition Center expansion bill. He outlined six reasons why Governor Patrick should do so: The BCEC expansion will saddle the next administration with hundreds of millions of dollars in deficiencies as a result of Massachusetts Convention Center Authority’s overly optimistic revenue projections. The Massachusetts Convention Center Authority assumes that hotel tax receipts will increase over the next 30 years at an average annual rate nearly three times greater than the historical growth rate of the statewide hotel tax. If its rosy projections are wrong, as they have been in the past, the legislation authorizes statewide taxes to be used […]
Last week, Pioneer Institute issued a report calling for Massachusetts to adopt two enhanced research and development tax credits, pointing out that research and development expenditures by Massachusetts industries dropped by 19% between 2007 and 2011 while California’s increased by 16.9% and the rest of states by 9.2% on average. We also pointed out that California, which offers R&D tax credits vastly superior to Massachusetts’, has outpaced the nation in R&D growth. Over the past two decades, the growth of industrial R&D expenditures by California business was greater than that of its top seven competitor states combined, Massachusetts included. But the part of our report that generated the biggest controversy was the calculation that Massachusetts had added only 571 life […]
Pioneer today released a new report entitled “Regaining Massachusetts’ Edge in Research and Development.” The report focuses on three important takeaways from the job creation and investment data as related to R&D-related companies: A broader tax credit strategy put into place in the early 1990s worked quite well in advancing Massachusetts’ R&D-related job base and expanding R&D investments in the Commonwealth Since then California has put into place a more cutting edge tax credit strategy that has helped the state become a category killer – truly the first among equals in the hunt for expansion of R&D-related sectors While Massachusetts’ life sciences initiative was much ballyhooed as having the potential to create 250,000 new jobs in a decade, after five […]
Massachusetts’ ranking among the states in overall R&D spending by industry rose from fifth to second between 1991 and 2006, but although it’s ranking improved, Massachusetts – and every other state – lost market share over that period to California, which had enacted much stronger tax incentives. In fact, the commonwealth’s market share of national R&D spending by industry actually declined between 1991 and 2011. Over that same period California increased its industrial R&D spending by more than its top seven competitor states combined, including Massachusetts.
The Tax Fairness Commission deserves credit for considering tax issues affecting Massachusetts’ economic competitiveness. Establishing fair tax policies for individual taxpayers is a laudable and worthwhile goal, but the commission is wise to acknowledge as well that issues of tax fairness affect Massachusetts businesses. Massachusetts businesses compete in a national marketplace where state tax policy plays a critical role in decision-making about where to locate and expand business operations.
Gaming Commission’s Enhanced Ethics Code On October 24, 2013, Dierdre Roney, General Counsel of the State Ethics Commission, responded to a request for advice from Stephen Crosby, Chairman of the Massachusetts Gaming Commission, about whether Mr. Crosby should recuse himself from participating in matters concerning the awarding of a casino license in Everett Massachusetts. Chairman Crosby had previously filed disclosures on August 22, 2013 and October 25, 2013 stating in relevant part that “[Paul Lohnes], a part owner of a property in Everett that would be purchased by a casino developer if that property is awarded a license” had “invested in my company about 30 years ago; that business relationship ended 23 years ago.” General Counsel Roney’s letter in response to Chairman […]
The Boston Globe published stories on November 21st and December 8th revealing that Steve Crosby, Chairman of the Gaming Commission, had a previous seven-year business partnership with Paul Lohnes, part-owner of a land parcel in Everett that is the proposed site of a casino in competition to win the sole casino license in Eastern Massachusetts. According to the Globe stories, Chairman Crosby and Mr. Lohnes have had a forty-year relationship and Mr. Lohnes had provided crucial investment money to Crosby’s company when it was struggling. According to the Globe stories, a partnership including Crosby’s former business partner purchased the Everett site in 2009 at a price of $8 million. Subsequently, according to the Globe stories, the property was put under […]
Letter to MassDOT Secretary Richard Davey requesting information regarding the safety of the ramps near the Zakim Bridge
Governor Patrick now concedes it was a bad idea and it appears that the so-called tech tax will be repealed. Repeal will leave a $160 million hole in state transportation funding. But that hole need not be filled exclusively by new revenue. It can be filled by savings, revenue, or a combination of the two, and Pioneer Institute research shows there are plenty of savings to be had from a series of reforms.
This policy paper compares the MBTA’s bus maintenance costs to those of other bus transit agencies and considers the causes of the T’s inordinately high bus maintenance spending. Considering that the MBTA spent a whopping $832 million on bus maintenance between 2000 and 2011, any significant improvement in cost-effectiveness in this area is certain to translate into large savings.
Recent news demonstrates that the state’s transportation system has problems that go beyond a shortage of funding. The Boston Herald has reported that the MBTA doesn’t make public information available about how much they are paying out in pension benefits and who is receiving benefits.