Category Archives: Uncategorized

Wish I were there

A long time ago we decided we should try Florida for a couple of weeks in the winter. Other people seemed to like it. The place we are staying has drop-dead beaches, beautiful shells, a plethora of wildlife and an ocean that varies its shade of blue hour by hour.

While all of you have struggled with snow, ice, transportation woes, loss of work, inconvenience, discomfort and wasted time as you’ve tried to get kids to school or family members to jobs, I’ve been walking the beach, collecting shells, training my binocs on a snowy egret and listening to the raucous call of the ospreys that live atop the telephone poles.

I prefer Florida to the Caribbean, which never has shells or wildlife as good. And it’s quicker and easier for a Bostonian to get to.

There’s the rub. I’m a Bostonian. I feel as if I’ve deserted my city in its time of need. I would be out there shoveling not only my walk but also the corner, where it can be tricky to get out to the street.

Even though we’re not there, we’ve followed the situation closely. It’s easy. So many Bostonians come to this part of Florida that the Boston Globe lies beside the New York Times, the New York Post and the Wall Street Journal at the nearby news stand. Boston’s drama is also being closely followed by all the national news outlets.

So we know about the city’s poor snow-clearing abilities, the too-late call-out of the National Guard and the implied criticism of the MBTA’s Beverly Scott, who has been the most entertaining public official. The rest have looked just hapless.

I felt sorry for Beverly Scott. It was disappointing to see Baker skirt around scapegoating her. That was Mitt Romney’s pitiful management style—to find someone to blame if anything went wrong and to try to make himself look blameless. I had more confidence in Baker’s management skills, and to his credit, he backed off from blaming Scott.

If I were Scott, I would have resigned too. She looked ahead and saw no way to make the system work. Baker has proposed slashing her budget—he says it won’t affect T operations. Baloney.

She saw her workers out in the ice trying to fix outmoded third rails, switches, and forty-year old trains, impossible tasks on any day. Direct current? I hadn’t realized we were running on 19th-century technology. In the “Innovation State.” Shame.

Many individuals are to blame for the T’s poor performance, and none of them is Scott. First is House Speaker Robert DeLeo. It was only last year DeLeo, etc. shot down Deval Patrick’s aggressive transportation funding proposal. Second are the other legislators and former governors who haven’t had the gumption to fix the T’s awful funding problems and invest in a system the region can’t do without. Half the MBTA’s board should fall on their swords and leave. Outmoded secrecy and a few unsavory financial practices don’t make it in the 21st-century. Old-style union leaders are another culprit.

As for those officials from the rest of the state who think all the money’s going to Boston? You won’t have state-funded resources in Pittsfield if Metro-Boston isn’t successful.

Interestingly, this is the time certain city leaders are trying to persuade the Olympics committee that Boston is up to the task of hosting the summer games. An outsider might see the T’s collapse over the past few weeks as a sign that, despite its winning sports teams, vaunted universities, world-famous hospitals, highest tech, yada, yada, Boston is really a third-world city that can’t handle a bit of weather. Certainly not “world class.”

On the other hand, the T’s collapse could be the disaster we’ve needed to finally find the political will—and money—to tackle its modernization. The Olympics give us the time line.

A city cannot be successful without up-to-date, fast, reliable public transportation. Without it, a city’s economy weakens, its environment is degraded, its tourism declines, and its citizens waste more time in traffic, affecting their well-being.

An MBTA spokesman once gave me the excuse, “It’s the oldest system in America.” That only means we’ve had longer to keep our system up to date. London’s Underground is almost 50 years older than Boston’s, and it is in far better condition with at least ten times the service and convenience as Boston’s.

By the way, you think Boston has problems? Be glad you don’t live in Florida. Get away from the beaches and the wildlife and you’re in unpleasant-ville. The roads seem worse than in Massachusetts, and this place doesn’t even have freeze and thaw cycles. Traffic is bad, probably because there is little public transportation. There are pretty neighborhoods and wild swamps with their own kind of beauty, but the place is about 80 percent strip malls and parking lots.

I’m wishing I were back home, coping with the snow along with everyone else.

The scoop on snow plows

In a snowstorm, we’re lucky to live downtown. The electricity stays on. Many shops stay open. We don’t need to drive. Outside it is silent, at least until your neighbor starts to shovel. If you’ve got a fireplace, so much the better. If someone decides to make soup, even more comforting.

Now we have something new to entertain us during snowstorms, especially if you’re an urban nerd. (You know who you are if you are one.) We have www.snowstats.boston.gov.

While it is snowing, you can follow the Boston Public Works Department’s snow clearing efforts.

In the sunny morning after the February 2 snowstorm, the site showed that around 30 Commonwealth Avenue, 74 percent of the streets had been plowed. Six plows went over the same streets again and again, racking up a total of 160 miles over 159 hours of work.

On Cordis Street in Charlestown, five snowplows pushed snow down the blocks on 63 percent of the streets, going a combined 19 miles in 134 hours.

On Salem Street in the North End, 58 percent of the streets were cleared by eight plows covering 44 miles in 215 hours.

On Phillips Street on Beacon Hill only 43 percent of the streets had been tackled by eight plows covering 41 miles in 210 hours.

On the Waterfront at Rowes Wharf, a hefty 90 percent of the streets were cleared by eight plows covering 669 miles in 184 hours.

Every neighborhood’s percentage of streets cleared differs, as does the number of miles needed to clear the streets and the time needed to do it because Boston’s historic streets are different in size, terrain, complexity, and whether cars are parked or not, explained Susan Nguyen, project director in the Mayor’s Office of New Urban Mechanics, one of the agencies involved in collecting data and creating the web site.

Some streets, presumably those near Rowes Wharf, can handle large snowplows going faster. The plows don’t have to dodge parked cars since several streets in that neighborhood are major arteries on which parking is forbidden during a storm.

The narrower streets on Beacon Hill, parts of Charlestown, and the North End require smaller snowplows that have to go more slowly. It takes longer to do the job in such neighborhoods. There are 13 different kinds of snowplows in use throughout the city because not one size fits all.

But what is a neighborhood? You’ll notice that if you type in your address and a friend’s address several streets away but in the same neighborhood, you may get different results.

Nguyen had an answer for that. Public Works, she said, created snow maps 50 years or so ago that are still being used. The maps break down the city’s neighborhoods into 202 smaller sections. Snowplow drivers may be assigned to one or two sections. Mr. Teasdale and Mr. Doogan were two drivers assigned to at least two Beacon Hill sections. The small sections enable the drivers to concentrate on the routes they know best. It enables Public Works to supervise the operations better.

It looked as if the sections followed the precincts. Nguyen said that may be the case in some neighborhoods because of historic practices, but it is not the intention of the snow maps to follow the precinct lines.

Next to the drivers’ last names are the number of hours they have worked. This doesn’t mean they have worked 28 straight hours, Nguyen cautioned. The number of hours may have been over two or three shifts, so they are not falling asleep at the wheel.

The snowstats website went live on Monday, February 2 in the middle of that snowstorm. By Tuesday afternoon at 5 p.m., the site showed that 700 plows had cleared 150,857 miles in 84,472 hours. Even so, there was still a lot of snow in downtown Boston. So far the site works only during a storm, during which it is refreshed about every 15 to 20 minutes with data coming directly from the plows.

Nguyen said this site was unique among cities. She said she hopes that knowing the names of the drivers and the work they are doing will provide Bostonians with comfort and humanize the work that’s going on.

I’m just happy it’s there for me to look at, keeping me up to date with all things snow.

 

More stupid stuff

Sometimes as a community we don’t think before we act even though we spend lots of time in the thinking stage.

Casinos are one example. This is not a column opposing casinos. Their benefits are probably over-rated, and so are their drawbacks. Everett was chosen over Revere for the casino in the Boston area. The decision ultimately seemed arbitrary, but so what? And if Everett wants the building Wynn Resorts has proposed—possibly the ugliest thing in the world—who are we to quibble?

It is easy, however, to identify the big problem when it is so obvious. The Wynn proposal is a disaster because it has no real public transportation.

Buses don’t count here. They are stuck in traffic along with all the cars. Moreover, Wynn’s transportation presentation doesn’t expect public buses to be used much at all. What Wynn needs is a subway stop, or streetcars with dedicated lanes—or anything else that is real “rapid” transit for thousands of people.

Wynn’s presentation pointed out that its clientele typically do not arrive or leave during commuting hours. It also showed patrons coming from every direction, not just through Charlestown. Wynn touted its plan to keep employee parking (and driving) off site. They intend to bring in water taxis, but they estimate such taxis will convey only about 3 percent of the casino’s patrons. All this sounds modestly okay.

Wynn has proposed several solutions including money for upgrades to surrounding roads and a shuttle bus from the Orange Line. But its final environmental impact report showed that 63 percent of its clientele will arrive by car and park on site, while only 10 percent will take public transportation.

Wynn’s proposed roadway upgrades involve widening streets, creating a flyover, and upgrading the signals. The latter might make a small difference, but widening streets and installing flyovers are 1950s’ ideas that have proven to be poor solutions in recent years. The recent trend is to narrow streets and demolish overhead roads.

Wynn’s transportation proposals seem more suited to a sprawling western city (Las Vegas, perhaps?) than for a dense, urban area that is already choked with traffic and has found time and again that fast public transportation is the way to go. Wellington Station is close enough as the crow flies to the casino site, but, according to Google maps, it would take a pedestrian 31 minutes to walk to the intersection of Everett’s Broadway and Dexter Streets near the casino entrance. The walk could be shorter if the designers created a path to a door on the north side of the casino. But most of the walk would still be too far, and it is unpleasant.

The map shows a contrast between Wynn’s bad planning and good development. Assembly Row, just across the Mystic from the casino site, designed an Orange Line rapid transit stop within its borders. Of course, this was in trendy Somerville, which has had excellent civic leadership for the past decade from Mayor Joseph Curtatone.

The bad planning is not all Wynn’s fault. The gaming commission should have signaled that imaginative and effective transportation planning would be a major part of their decision-making. So far the commissioners seem ignorant of the traffic problems they are creating if things go forward as planned.

It is possible that all this is moot. Revere, Somerville and Boston have each filed a lawsuit against Wynn. It’s doubtful that Steve Wynn will tire of dealing with surly local leaders and citizens, but it could happen.

Meanwhile, Wynn could rework his plans with urbanity in mind. Maybe he could build a fabulous, fanciful pedestrian bridge over the Mystic, connecting his resort with Curtatone’s Assembly Row MBTA station just across the river. Maybe he could finance a spur of the Orange Line leading straight to his door.

Whatever happens, Massachusetts leaders should become part of the 21st century: Whenever big development of any kind happens, effective and fast public transportation must be a major part of it. (Olympics, anyone?) Otherwise we’re all going to be sitting on the roads in our cars most of every day.

Mayor Walsh: We’re okay with bold

This is an advice column. To Marty Walsh. With pictures. The message: You’ve been bold. Expand your efforts.

The mayor’s State of the City speech showed his intention to solve two of the Boston’s thorniest problems—housing and education. Downtown residents need affordable housing and good public education as much as other neighborhoods. But neighborhoods in Boston’s densest areas have additional problems. The persistent lack of solutions affects downtown residents’ everyday life.

Since Marty seems to be taking bold action on two important fronts, we’d like to remind him of the innovative steps other city leaders have taken to improve quality of life for center city residents. Such steps require daring and fortitude, and we think he just might have those qualities.

 

Here is a solution from London:

 

Picture 1

 

This photo shows how seriously London residents take cleanliness. If a dog fouls a sidewalk or street in Kensington or Chelsea, the owner could be fined 2,500 pounds sterling, or about 3,700 U.S. dollars. (There was another sign that said the top fine was 1,000 pounds, but I liked this one better.)

The City of Boston website says there is a law that one must clean up after one’s dog, but no fine is mentioned. With no consequence, the dog owners with low IQs—that must be the reason they don’t pick up because it is so easy to do so—show no inclination to follow the rules.

A large fine, publicized on signs throughout the neighborhoods, then levied by alert city officials, would be a deterrent.

 

Picture 2

 

This sign accompanied a sofa that was left on a South Kensington street. In Boston we are lucky—the trash guys pick up stuff like that. But televisions and toilets, which they don’t pick up, can sit on the sidewalks for days. No fine apparently goes with this sign, probably because it is impossible to tell who put the offending item out in public view. Nevertheless, calling it an environmental crime raises the stakes.

 

No pictures exist for the rest of these ideas taken from other cities. But Mayor Walsh could copy the boldest ones and endure the complaints that will surely come. Then, within a year, everyone would accept them because their lives would be better.

 

Charge big bucks for resident parking stickers. Bostonians, like other Americans, are guaranteed life, liberty and the pursuit of happiness, but that does not include free parking. Parking stickers should cost a significant amount per year—50 to 75 dollars for the first car and double and triple that amount for a second and third car per household. Even though half the people in some downtown neighborhoods have no car, parking is still difficult. Charging for stickers would remove a few cars, and it would raise funds for other needed services.

 

Charge big bucks to drive into Boston. Forbes Magazine reports that Boston is the ninth most traffic-congested city in America. Cities in other parts of the world have successfully attacked this problem. Singapore, Oslo, and Stockholm have designated congestion zones and imposed fees to enter them. London, another example, charges the equivalent of about 17 dollars for the authorization to drive into the zone between seven a.m. and six p.m. on weekdays. The charge reduces traffic, but it also reduces toxic traffic emissions, a goal Mayor Walsh has said he wants to achieve. Funds raised supplement London’s transport system. Wouldn’t it be nice to have such a new source of revenue for our MBTA?

Wouldn’t it also be nice for those people who must drive into Boston to have fewer vehicles on the road so they don’t have to waste an estimated 35 hours annually sitting in traffic?

Congestion charges were at first unpopular with Londoners. Then they decided they loved it. Judging by London’s continued success as a financial center, the congestion charge did nothing to stunt its economic growth, and may have stimulated it instead.

Mayor Bloomberg tried to initiate such a thing in New York, but that city’s residents were not worldly enough to take such a step.

Many Bostonians worry defensively that Boston isn’t world class. Taking any of these steps would put Boston front and center into the category of cities taking important steps toward making themselves better places to live.

 

 

The calm month

Lots of people complain about January. It is dark. It is cold. It’s a day longer than some months. The hoopla about the holidays is over.

Thank goodness. That is the beauty of January. It is not like autumn, the season in which everyone and every organization are trying to crowd in every event they can to make up for the time lost in the summer. Nor is it like December, one headlong rush of parties, presents and much to-ing and fro-ing.

Neither is it like April, May and the first week or so of June, in which everyone and every organization are trying to crowd in every event before everyone leaves for the summer.

Instead, not much is happening.

To enjoy January fully, it helps to have the right infrastructure. Number one is a fireplace. But, of course, you need wood. Once in awhile a guy with a truckfull of logs shows up on a street corner, but he is unpredictable. Groceries and the big box stores sell wood, but it’s hard to haul it home. Fake logs will work, but they look—well—fake. No wonder so many homeowners have gone to gas fireplaces that you start with the same kind of clicker you use for the television.

Another important piece of infrastructure are heavy curtains that can be drawn across windows. In case you hadn’t noticed, typical storm windows are really not that effective when it gets to 10 below.

A comfortable chair, a good bookshelf and a full supply of coffee, tea, hot chocolate or supplies for hot buttered rum or hot toddies are also a necessity. So is a full fridge and backup supplies of everything else you need. After all, you don’t want to have to go out in the cold on slippery sidewalks if you don’t have to.

Good friends are a necessity in January, preferably those who do not go away to some warmer clime. Getting together for bridge, a movie or music is something to look forward to, and generally getting tickets for performances doesn’t seem has difficult as it was in December.

A down or fur coat is important. Objections about fur coats too often come from a persons who eat meat, wear leather shoes or have cars with leather seats. Hypocrisy is not pretty—and if you’re okay with down but not fur, just think what happens to the ducks.

If you get a couple of weeks in a warm place, you’re one of the lucky ones. It’s impressive, however, to learn about how many downtown Boston residents, who might go away for a week or so, don’t actually go to Florida for the whole winter. We stick it out here, maybe because we actually like a bracing winter day, and we certainly like a good snowstorm that blankets sound and provides such beauty out the window. Most of us don’t have to drive in the mess to get to work or to school, so we’re better off than those who commute by car every day.

Even though there’s a lot of talk about the winter blues, in fact most of us get through the winter just fine. Estimates are all over the place, but there seems to be some agreement that 4 to 6 percent of Americans become seriously depressed in winter with Seasonal Affective Disorder. Another 10 to 20 percent are mildly affected. Of course, those in northern states are more likely to suffer than those in southern states.

This means a large percentage of New Englanders are just fine with winter. Maybe they are happy that the January calm starts the new year out just right.

The more things change . . .

At Faneuil Hall Marketplace, an out-of-town manager doesn’t understand how to run a Boston business. Local businesses are ousted to make room for chains. The manager believes the pushcart vendors, with their dubious tchotchkes, bring down the tone of the place. The vendors, however, accuse the manager of shutting them out of decision making and imposing unsustainable restrictions on them. Accommodating tourists sometimes conflicts with attracting locals.

These conditions could describe Boston’s festival market at this point, as it was revealed at a Boston City Council hearing in December. On the one side was the poised and articulate Kristen Keefe, general manager of the marketplace, who described plans for the market’s renovation. On the other were a pushcart vendor, a sandwich shop owner who is being pushed out, and Jane Thompson, who with her husband, Benjamin, envisioned and designed the repurposed market in 1972. Thompson decried the mall atmosphere of a market she said was formed with the public trust, since the BRA and the City of Boston own the buildings.

But the first paragraph actually describes Faneuil Hall Marketplace when it first opened, according to Deborah M. Hanley, whose retail development and marketing company, Todreas/Hanley, worked with the original leasing team and helped put in place such local purveyors as Hebert Candies, the Bear Necessities, start-up restaurants, and the old meat and cheese purveyors who first occupied Quincy Market, the central building.

Hanley said her company was the only Boston-based firm working with the Rouse Company, a shopping mall developer based in Baltimore. Within a year it was clear the market was a success, she said, but it had already started to change. By the time the South Market opened, chains were replacing local businesses. Tensions between the pushcart vendors and the management company were constant. Eventually the Rouse Company got rid of the old cheese and meat purveyors, who weren’t bringing in enough money, and moved in fast-food places. Hanley was disappointed with the ultimate result, which became more like a traditional shopping mall. “It’s always been about the big bucks,” she said. “There’s no reason to go down there.”

And Bostonians claim they don’t go to Faneuil Hall Marketplace. I confess I sometimes do. Once in awhile, we’ll meet at a restaurant. Our grandchildren love the street performers and the ice cream shops, located a short walk from the Greenway’s carousel.

Hanley, though, points out that her daughter, Amanda, 26, does not meet her friends at Faneuil Hall Marketplace. Instead they go to the Back Bay or Central Square.

Keefe said at the hearing she wanted to attract more Bostonians. But judging from the pictures she showed, it is not ALL Bostonians. The architects’ renderings show the renovated rotunda of the Quincy Market building with a bar featuring up-to-date architecture and young, fashionable people Amanda’s age.

Luring Bostonians back to the market doesn’t seem to be the only goal. Ashkenazy plans to install a small hotel along a side street that could use some vitality. Not a bad idea, but it will bring more tourists, not locals.

Quincy Market, which is the middle building, does look dowdy, and Ashkenazy’s refurbishment is welcome. The pushcart vendors accused Keefe of planning to eliminate them, since architectural plans showed no pushcarts. Keefe claimed that was not the case. They said she was secretive, deceptive and refused to let them participate in a planned redesign of their carts. She sidestepped these accusations at the hearing, and did not answer emailed questions for this column, so maybe they are right.

Keefe’s plan for the market seems to be to increase the number of chain merchants. Uniqlo, for example, an international chain featuring cheap clothing, will expand into a second floor space in Quincy Market.

Increasing the number of chains could be risky, said Jesse Baerkahn, a retail specialist. Local is fashionable in more than just food. He said the best idea would be to find businesses “that are unique to Boston and offer something you cannot get anywhere else.”

But taking that route has problems too. Chains pay their bills. Keefe reported that 40 percent of the merchants at Faneuil Hall Marketplace are in arrears. Keefe did not credibly explain why her company has allowed so many merchants to get behind on lease payments. Nor was it clear why the merchants could not afford their rent.

After all, apparently Faneuil Hall Marketplace attracts more visitors than the Great Wall of China. Travel and Leisure magazine reports that Faneuil Hall Marketplace is the eighth most visited attraction in the United States with 15 million visitors. Wikipedia says it is the seventh most visited attraction with 20 million visitors.

Whatever the number, and whether Bostonians go there or not, it is probably a good idea not to mess too much with success.

 

Disruption or consequences?

Disruption was 2014’s trendy cliché. A new idea comes along and, poof, out with the old. Business school types are enthralled. New technology and new ideas are part of the disruption.

But some businesses and industries are vulnerable, sometimes because they haven’t taken certain developments into account.

Take coal. It is hard to listen to West Virginians complain about too much regulation, too much belief in climate change and too many jobs lost. They have been disrupted by cheap natural gas and the promise of wind and solar power. But coal has been going out of fashion since London banned most coal burning, first in the 1950s and then more so in the 1990s. Few people want to live downwind from a coal-burning plant. Few want to live with the polluted rivers and soil that coal mining and burning brings.

Nevertheless, it is easy to sympathize with long-time coal boosters and climate change deniers. Their livelihoods are disappearing; their way of life is going. Their unimaginative leaders have fanned their complaints instead of helping them invent new industries and find creative solutions.

Downtowns in many communities were also vulnerable. It wasn’t just that shopkeepers’ merchandise was more expensive than that sold by Walmart. Too many of those shopkeepers were offering out-of-date goods, little variety and unkempt environments. Too many towns demolished retail buildings to build parking lots so there were fewer shops of any kind to attract buyers. Walmart didn’t have to do much to disrupt such town centers.

Now we’ve got taxi drivers complaining about Uber, and it sounds like coal and town centers all over again.

I’ll confess I know little about Uber. I’ve never called one up on my cell phone. I don’t have an opinion on how much Uber should be regulated, if it is regulated at all.

But I do know taxis. They are as vulnerable as coal and town centers. There are not enough of them at many hours of the day. Residents of the Charlestown Navy Yard or the upper slopes of Beacon Hill who call a taxi say they never come. Even though the hybrid Toyotas are more comfortable than the old Ford Victorias, they are still cramped. The electronic screens on the back of the front seat are annoying. Unlike New York City taxis, more than half of Boston taxis have no rules posted, no telephone numbers to call with a problem and no driver identification. Let’s not even discuss the driver’s annoyance if you pay by credit card. Finally, again unlike New York City, Boston taxis have no light indicating if they are free to pick up a fare.

With service such as this, no wonder this industry is being disrupted.

The taxi industry, however, has made changes in the recent past that show it could clean up its act.

Drivers now seem to have more of “The Knowledge” about how to get around Boston. In the last few months, I have had to instruct few drivers about how to get to where I wanted to go. Twenty years ago, I had to guide almost all of them.

The airport taxis are better managed. When our children were young, we encountered drivers who cursed and pounded the steering wheel because we were headed to downtown Boston rather than Lexington, where they expected such a family as ours to live.

The cabs are cleaner and no longer smelly. They have been painted white—not as eye-catching as New York’s, but at least a gesture toward helping people identify them as they cruise around. Several years ago there was a driver who played the trumpet as he drove. Thank goodness he and other crazies have left the industry.

Most drivers, however, talk on their mobile phones, confusing passengers who think they are talking to them. More annoying, is that while on the phone, drivers can’t hear the passenger or pay attention to traffic.

There are problems besides Uber that the taxi industry faces. The Boston Globe exposed many of those last spring.

But the reason Uber is a threat to taxis is not because of the problems the Globe unearthed. Nor, for many people, is it that Uber might be cheaper. Like the status-quo defenders in coal-producing states, the taxi industry seems blind to conditions they have caused.

Cab drivers need to stop trying to get regulators to impose rules that will last only until the next new idea comes along. Instead they should provide better service and create new incentives that will keep customers loyal.

Not all news is bad

Most readers probably think 2014 has been a year of bad news and more bad news. I won’t bore you with the details. You know what they are.

But there have been a few bright spots for Bostonians that should help 2015 be more satisfying.

Cleaner streets are the best news. This has been a long time coming. In the early 2000s, city officials finally decided to tow cars blocking the street cleaner. Downtown neighborhood leaders had been pestering them to do this for a long time, but transportation department officials were afraid of the backlash. And there was a backlash. Inattentive drivers set up a hue and cry about their cars going missing. And then things settled down.

Next, city officials finally extended the street cleaning dates through December in some neighborhoods. So we now have those big cleaners grinding down our streets nine months of the year, as long as snow doesn’t impede their progress.

Finally last summer, in some downtown neighborhoods, one recycling day was added and one trash pickup day eliminated. So now instead of trash bags sitting on the sidewalk and spilling out their contents for up to 19 hours three times a week, legally they can now sit out only twice a week—still for up to 19 hours each day, but who’s counting.

Getting trash off the sidewalks on only that one day has made a difference. The rats and the bag pickers have one less opportunity to strew around the stuff inside the bags. Perhaps it is only my imagination, but it also seems that the doggy doo has been reduced too. Maybe doggy doo is subject to the broken windows theory of crime fighting—less trash on the street has made those dog owners with low IQs more aware of how their dog’s mess dirties the sidewalk.

Another interesting development that could make our lives better if Boston’s Olympics bid is successful is the focus on walkability and public transportation. The Olympics bid is a first—usually plans for big events or large real estate developments focus on cars, even when the organizers are taking walkability into account. If Boston is chosen as the 2024 Summer Olympics location, I hope such a focus will improve walkability and public transportation in the long term. No promises yet, but nevertheless promising.

Finally, Market Basket’s situation has resolved in a way that provides welcome lessons for other businesses. I have yet to enter a Market Basket store, since the long fight between the Demoulas brothers’ families put me off. Maybe now, however, I’ll give them a try.

Not only did the workers prevail, but the head of the company, who is now carrying a big debt burden from buying out the other part of the family, apparently gave his workers a holiday bonus. It must have been a stretch for him.

I’m still not sure I’d like to be friends with any of the members of this belligerent crew, but on the surface at least, this is a company that has decided that doing good will help them do well. It’s such a relief from companies that reduce services to customers, shrink package sizes gradually so customers won’t notice, and replace local service companies with national companies requiring long-time employees to take pay cuts. Such steps may be legal. They may be “good” business. But they are immoral—and they may not even be good business. Market Basket has shown there is another way to profitability and good management.

I’m still wondering, however, how much Market Basket had to pay those supposedly brilliant “co-CEOs,” who, over the summer, allowed things to get so screwed up.

Finally, on both the city and state fronts, affordable housing seems to have entered the realm of a crisis, and funding seems to be appearing. Will someone actually make that happen? If so, that will be good news for next year.

 

 

Wishing Charlie Well

Charlie Baker won the gubernatorial race in November fair and square. I do not necessarily believe he won because he was a different candidate than he was four years ago. I do not necessarily believe he won because Martha Coakley was a weak candidate. Maybe she was, but maybe she wasn’t. Conventional wisdom is often not wisdom, just conventional.

If some of my Democratic friends were any indication of a broader trend, it was that many Massachusetts voters saw him as less of an ideologue and more of a fixer.

I thought that about Mitt Romney too, but was sorely disappointed when his fix-it skills turned out to be highly over-rated. Worse, his character turned to mush and he repudiated everything he had stood for when he asked Massachusetts voters to support him first for senator, which we didn’t do, and then for governor, which we did.

So I was having trouble with Charlie. Would he become another Mitt?

So far, so good. Charlie seems focused on practical matters. He seems to be comfortable and genuinely enjoying himself as he visits the sick and homeless and puts his administration in place. You don’t hear any hate messages from him toward either immigrants, women or the 47 percent.

The friend who most strongly supported him worked in the social services sector, which sometimes suffers under Republican leadership.

But she emailed me about her experiences with Charlie when he worked in the cabinets of governors Weld and Cellucci.

“He made things better for those most in need of a supportive government,” she wrote. “Social services benefited from Charlie’s work within an administration where there was little help and guidance from the top. All of a sudden kids were getting adopted, kids were unstuck, moving through the system as appropriate. State hospitals closed and good, appropriate small programs were created.

“A new system of medical insurance was created, a model for the nation…not perfect, but passable. Our work had to be evidence-based and data-driven. It was harder, but thrilling.

“Charlie was tireless. He met with every group who had anything even marginally reasonable to say. He argued, he questioned, he vetted. He changed and improved state services based his observations and loads of input. Who is behind Charlie most passionately? Those who were closest to his work.”

What my friend describes is competency. It is engagement. It is a belief that government can be smart and solve thorny problems. It is a throwback to those Republican members of my family in my youth—people who did not reject government. In fact they took pride in it. They just wanted it to be good government.

My friend admitted that sometimes the Republican nutcase wing got to Charlie—most frequently in his first gubernatorial campaign when he said he wasn’t smart enough to judge whether global warming was a fact.

“Why does he say these stupid things at times?” she wrote. “I can’t answer that question.”

Now that he no longer has to pander, however, he has not been quoted saying one stupid thing.

He behaved with dignity and respect, cautioning his supporters to stop gloating, late on election night and early the next morning, when the results were going his way, but still not obvious. That was a contrast to Martha Coakley’s unexplained and awkward absence from the podium at her election night party, when she apparently went home, leaving her supporters looking—well, stranded.

I am fervently hoping that Charlie runs state government as my friend describes his work. I am also hoping that his competent and inclusive style, not that of the bullying Chris Christie, the IQ-challenged Rick Perry, or the women and immigrant haters, becomes the hallmark of a new Republican party.

If so, some of us who left the fold many years ago, would take another look at the party that deserted us. Meanwhile, we will wish him well as he undertakes a difficult job.

 

 

Children’s books about careers

When our children were young, they asked what their father, a lawyer, did at work. I told them, “He gives advice to people.”

But that was hardly an adequate explanation. They eventually learned what lawyers do through family discussions, visits to his office, and their expanding notions of the world as they grew older. I tried to find books on the subject, but there were few written for children about adults’ jobs, professions or careers.

There still are few books written about such matters. I began thinking about how needed they are when our grandchildren started contemplating what they might be when they grew up. It was easy for a boy who wanted to play for Arsenal to know what soccer players did. The girl who wanted to be a children’s book illustrator also understood what that job entailed. But other professions, not part of a child’s world, are mysterious.

So I found some books, not many, on the Internet that address careers and could be good holiday presents for children. Two, by Jacqueline J. Buyze, a lawyer herself, explain what lawyers and judges do. A Story of Lawyers, written in verse with legal terms highlighted and defined in a glossary at the back, tells how lawyers are trained and how different kinds of lawyers practice their profession. Her books, while not perfect, are among the few that children might find interesting.

With only two, sometimes four lines per page, the book might seem as if it designed for a young child. But many of the explanations are abstract and seem more appropriate for a ten-year-old. Some explanations might not answer a question a child might have. For example: What exactly does a corporate lawyer do that helps companies buy, sell and merge? The author provides no answer.

The author’s description of estate lawyers seems to apply more to financial planners than the kind who create wills and help clients plan for passing on assets—a term she explains.

The need to rhyme sometimes forces the author into sentences of little relevance as in the description of civil lawyers: “They work hard for the clients and frequently worry.”

The illustrations are strong in both depicting scenes of a law practice and lending character to the people portrayed. Some of the faces are priceless—the hapless criminal sitting behind bars, the court officer trying to stay awake, and the jury, a motley collection of humanity. Buyze’s other book, A Story of Lawyers with Views from the Bench, is a description of the courts. Adults who are vague about civil procedure would probably find this book helpful.         Architecture is another profession that may need some explanation for children, who intuitively grasp that buildings are built by carpenters, electricians, plumbers and ironworkers, but may be fuzzy on the architect’s role. The Future Architect’s Handbook by Barbara Beck, tries to clear up some of the behind-the-scenes work that architects provide. Beck takes us on a tour of a house with its site plan, floor plan, elevation and other architectural drawings. The problem with this book is the typeface. The designer chose a san serif font and packed the text into confined spaces. It is hard to read. Despite this flaw, the book is a good introduction to the profession for children.

Architecture and law are old, traditional professions. What about the new ones? Computer programming is now about 50 years old, but operating a computer provides few clues about the job of a computer programmer.

Few books give straightforward clues as to what a computer programmer does. But one does address programming and the mathematics behind it in an intriguing way.

Lauren Ipsum: A Story about Computer Science and Other Improbable Things by Carlos Bueno, a engineer at Facebook, chronicles the adventures of Laurie, in her Alice-in-Wonderland-like quest for home as she wanders through Userland, as quirky a place as Wonderland was.

In Laurie’s story the word play and fantastical creatures have to do with math, engineering, thinking straight or computer programming. Graphic designers will recognize the title’s play on words that describe the Latinate, gibberish filler text they insert before they get the real text.

Other terms — Hamiltonian path, recursion, different meanings of infinity — all come after creatures called “Jargons” chase the lost Lauren. She meets such characters as Fresnel Goodglass, Trent Escrow, Kevin Kelvin, Hugh Rustic, and Winsome Losesome, names referencing scientists, situations or silliness. Laurie gradually becomes expert at figuring out passwords, solving puzzles, and untangling mathematical knots.

Kids of a philosophical or mathematical bent will probably like this book. I found it interesting for adults too —especially those who know little about computer programming and math. If you’re a novice, I recommend that you read the book while checking Wikipedia for every ninth word. Or check the glossary at the back of the book.