What types of transportation do you use during an average week, and how has this shaped your view of transportation policy?

I personally drive a vehicle and use the CTA in my day-to-day life. Throughout my healthcare advocacy, my organizing work with immigrant communities, and mutual aid efforts, I’ve seen firsthand how much working families rely on public transportation and walking/biking, and much of my mutual life was spent in Belmont Cragin which has suffered historical transportation gaps. It goes without saying that the CTA needs major reforms. Investing in our public transportation network is an investment in the Chicago and Illinois communities who rely on it for work, travel, and errands.

What are some transportation challenges in your district?

As mentioned above, many 20th District residents are impacted by unreliable CTA service. Many major bus lines, in addition to the Blue Line, and Brown Line service the 20th District, and would be served by adequate staffing, reliable schedules, and clean and hygienic fleets. This is especially true for students in the district, who especially in early-mornings and post-school afternoons should be able to rely on safe ways home. I also support efforts to expand protected bike lanes and rapid bus transit lines, and the state funds necessary to support them.

How can the State of Illinois address the impending combined $700 million fiscal cliff facing the CTA, Metra, and Pace in a way that ensures sustained and adequate funding for the future?

The State of Illinois has a major role to play in facing the incoming transportation fiscal cliff, but it cannot face it alone. We must work collaboratively across all levels of government and guarantee that investments are made at the ward, city, county, state, and federal levels. It is for this reason that I pride myself on having the support of and established relationships with leaders like Congresswoman Delia Ramirez, County Board President Toni Preckwinkle, Commissioner Anthony Joel Quezada, and Alds. Daniel La Spata, Jessie Fuentes, Ruth Cruz, Rossana Rodriguez-Sanchez, and Carlos Ramirez-Rosa. By collaborating with these elected officials, I believe we strategically coordinate to secure the necessary funding to meet our various transit agencies’ needs.

I would also like to see the consolidation of Pace, Metra, and CTA into one coordinated system to allow better planning and fare integration across operators. Why can’t you transfer for free from Metra onto a CTA bus or from CTA onto Pace? Better coordinating the way these agencies are run will allow for a single fare system across all operators and investments based on riders’ needs regardless of operator.

A federal rule allows for states to flex up to 50% of federal highway funds towards transit instead. New Jersey currently flexes 15%, and California flexes 12% compared to Illinois at just under 3%. Would you make any changes to this amount, and if so why?

I would absolutely like this percentage higher in Illinois. This federal rule might have made sense at a time when highway infrastructure was at its peak, but we know that in our modern world (and especially in our urban landscape), our public transportation system is being neglected while we see repeated construction on our highways. These federal funds should also be targeted in a way that allows us to expand our green infrastructure, including electric buses and trains. State agencies have the ability to transfer federal dollars from highway construction to transit but Illinois is lagging behind – New Jersey transferred over 7 times more of its federal funds toward transit than Illinois. If we really want to reduce carbon emissions without leaving anyone behind, we need to shift more dollars toward our transit systems.

The Illinois Department of Transportation (“IDOT”) plays a significant role in transportation throughout the state and in Chicago. What is your opinion on their relationship with the Chicago Department of Transportation, local communities, and the impact that has?

Both IDOT and CDOT have many vulnerabilities, though I believe they can be addressed with the proper interventions. Above all, I believe the people who work in these agencies should have intimate familiarity with the public transportation system in our state and city, and be regular users themselves. These agencies should think of innovative ways to address infrastructure, personnel, service, and transit deserts. As State Senator, I would like to improve how IDOT and CDOT communicate both internally and across agencies. Oversight is needed as an accountability measure, and to make sure that both state and city funds are being used efficiently and responsibly.

How do you view the Illinois General Assembly’s role in setting IDOT’s priorities for public transit, passenger rail, and strengthening accessibility in transportation?

The IGA has a unique vantage point as a state entity with perspective on how PACE, Metra, CTA, and other transit networks across the state can work cohesively to address transportation needs for all of Illinois. This vantage point will become increasingly important in the face of the incoming fiscal cliff, and we need leaders who are willing to step up to this responsibility. I’m also proud to refuse contributions from corporate polluters so that I can remain accountable as a State Senator to the public, and not special interests.

What is your position on IDOT’s current proposals for rebuilding North Du Sable Lake Shore Drive?

I dream of a Lake Shore that is returned as a public natural destination for all Chicagoans and visitors. I’ve been discouraged to see efforts to expand the number of lanes on Du Sable Lake Shore Drive, and instead would like to see efforts to expand greenspace and public access. Some of Chicago’s top destinations–like Promontory Point, Hollywood Beach, and the overall lakefront–could serve more of the public if we invested in infrastructure to improve access. Lastly, by expanding bus-only lanes, we can reduce congestion and traffic without adding even more car lanes.