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

I bike every day—I don’t own a car—so biking is my most reliable way to get to work, campaign events, errands, and to see friends and family. When I’m not on my bike, you’ll find me on the CTA: the Red Line, or express buses like the X9, 136, and 146. Relying on transit and biking has shown me both how essential these systems are and how urgently they need modernization.

Our district is one of the least safe places to bike and walk in the state, and too many of our streets still prioritize cars over people. We need concrete, connected, protected bike lanes across the district—and we should be using state capital funds to accelerate their construction. We also need transit that is fast, safe, clean, and genuinely reliable. No “express” bus should take longer than driving. That’s why I support a dedicated bus lane on Lake Shore Drive and want to explore dedicated lanes for true Bus Rapid Transit on state-governed streets like Western Ave.

We should be planning our cities around people, not cars—and that requires bold leadership and real investment to get there.

What are some transportation challenges in your district?

One of the clearest challenges in our district is the completely disjointed bike network. You can literally tell where ward boundaries begin and end based on where protected bike lanes suddenly disappear or drop to just paint. Some alderpeople prioritize safe streets, and some simply don’t—and riders feel the consequences every day. That’s exactly why we need state leadership to step in with funding, standards, and accountability so safety isn’t determined by a ZIP code or a ward map.

We’re also facing growing delays and unreliable service on core transit lines, especially the Brown Line. No train should take 20 minutes or more to arrive during peak hours. These delays strain workers, students, and families who depend on transit—and they weaken trust in the system we all rely on.

Another major concern is how kids get to and from school in Lakeview, North Center, and Lincoln Square. We’ve seen an inspiring rise in bike buses over the past few years, and I’m heartened to see our community come together to keep kids safe. But families shouldn’t have to organize bike buses just to create a safe route to school. State leaders should be prioritizing the needs of the future—and that means ensuring safe infrastructure for cyclists, pedestrians, and drivers alike.

Taken together—fragmented bike infrastructure, dangerous school routes, and slow, inconsistent transit—our district simply isn’t being served by the status quo. We need coordinated, statewide solutions that put people first and deliver safety and reliability across every neighborhood.

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

IDOT has enormous influence over how people move through Chicago, but too often it operates with a suburban or rural mindset that doesn’t match the realities of dense, transit-dependent neighborhoods like ours. Our district has some of the highest transit ridership in the state—and yet many of the corridors IDOT controls still prioritize fast car traffic over the safety of people walking, biking, and taking transit.

IDOT needs to take more risks and embrace the modern needs of Chicago residents. When bike lanes disappear at municipal boundaries or when state-governed arterials like Western Ave remain dangerous and car-dominated, it’s a sign that IDOT’s current approach simply isn’t serving our communities. Coordination with CDOT and Cook County should be proactive, not reactive—and grounded in shared goals around safety, climate, and equitable mobility.

We need leaders at IDOT and in our transit agencies who understand that Chicago’s future depends on fast, safe, reliable transit and people-first street design. We need someone who won’t just talk about a dedicated bus lane on Lake Shore Drive, but will actually convene the partners, build the coalitions, and drive the vision needed to get it done.

IDOT’s decisions shape the daily lives of hundreds of thousands of Chicagoans. It’s time for the agency to meet the moment and lead with the ambition our communities deserve.

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?

I believe the role of a state senator is, first and foremost, to be a convenor. Earlier in my career, I worked for Congresswoman Marie Newman, who served on the House Transportation and Infrastructure Committee. At the time, we were hearing constant complaints about long, frequent freight train delays. So we brought together Amtrak, Metra, BNSF Railway, and local elected officials to actually talk to each other. What stuck with me was when one agency partner said, “Huh, you know what—we’ve never convened before.” Are you kidding me? That’s exactly the problem.

The General Assembly shouldn’t be passive or wait for the next budget crisis to define our transportation priorities. We should be actively shaping the direction of the state’s transit system, demanding coordination between agencies, and ensuring IDOT’s priorities reflect the needs of riders, not just cars or freight.

As an organizer at my core, that’s exactly what I’ll bring to the State Senate. I’ll build relationships and coalitions across Illinois to scale up high-speed rail, expand transit options, and support economic development in communities that have been under-served for decades. There is so much more we can—and should—be doing statewide.

We need better, bolder Democrats who are willing to take a swing at the issues of today and fight for a modern, accessible, rider-centered transportation future.

States like Colorado, Minnesota, Virginia have passed legislation that has shifted their transportation infrastructure spending towards projects that prioritize safety, transit and cycling, and greenhouse gas mitigation. What’s your position on Illinois’ current transportation infrastructure spending, and if you could change anything, what would it be?

I’m thankful that Illinois continues to fund transit at a meaningful level—but funding alone isn’t enough. We need our agencies to be bolder and more forward-looking. For example, Metra still relies heavily on diesel locomotives. While I’m glad to see investment in battery-powered engines, we should be conducting real financial and climate impact studies and using state dollars to accelerate the transition to cleaner technology. Climate leadership means pushing for faster timelines, not just checking the box.

We also need to rethink how we generate revenue for modern, people-first transportation. I believe Illinois should explore congestion pricing in a thoughtful, narrow way—applied to major metro areas like Chicago or, potentially, other large cities. But the only legally sound pathway to do that is through state legislation. And if we do it, those dollars shouldn’t disappear into the general fund; they should be earmarked directly for transit improvements and pedestrian safety—protected bike lanes, safer crosswalks, dedicated bus lanes, new traffic signals, and other infrastructure that saves lives and reduces emissions.

Illinois has the capacity to be a national leader in climate-aligned, people-centered transportation. We just need the political will and the vision to match the moment. I’m ready to help deliver that.

This fall, the Illinois General Assembly passed a historic investment in transit operations – as well as significant governance reforms in the establishment of the Northern Illinois Transit Authority. How do you view the Assembly’s role in ensuring both the short- and long-term success of this legislation?

Most policies fail in implementation—that’s something I’ve seen up close after years working inside Chicago city government. Passing a historic investment and governance reform is important, but it’s only the first step. For this legislation to succeed, we need relentless follow-through. I want to work directly with agency leaders to ensure implementation happens on predictable timelines, that problems are identified early, and that we’re able to course-correct quickly. That only happens through genuine collaboration and frequent communication across all stakeholders.

Because transit is so essential to our district, I would demand a seat at the table—regardless of being a newly elected legislator. Policy should be created by, of, and for the community, not in backrooms by a select few. And just as importantly, I won’t be the only one in the room. I’ve hosted over 200 community salons during this campaign, and I plan to keep that model going: regular, open, accessible conversations where neighbors can hear updates, ask questions, and hold us accountable for real implementation.

Short-term success will come from transparency and oversight; long-term success will come from a culture of public engagement and continual improvement. As State Senator, I’ll work to ensure both.

What is your position on investing to expand passenger rail service in Illinois, including the development of high-speed rail?

I’m personally excited about the prospect of high-speed rail and enthusiastically support expanding it across Illinois and into neighboring states like Indiana and Wisconsin. I would surround myself with policy experts to stay informed on the latest developments and best practices. At the same time, I recognize one of the biggest barriers is freight companies that control track ownership—these companies have long blocked progress on high-speed rail across the country. I would push aggressively at the state level to address these structural obstacles and ensure Illinois leads on modern, fast, and equitable passenger rail service.

Federal funding for Illinois transportation projects – such as the Red Line Extension and Red-Purple Modernization projects – has come under threat from the Trump administration. How can legislators shore up funding for critical infrastructure projects under a hostile federal climate?

We can’t rely solely on federal dollars to deliver critical projects—legislators must prioritize transit at the state level. That means identifying operational efficiencies across agencies to reduce bloated budgets while maintaining service, and strategically using state capital funds, including money from the Road Fund, to ensure essential projects move forward.

At the same time, we should learn from other cities, states, and countries that have found creative ways to fund transit. For example, in Hong Kong, transit agencies act as developers: revenue from land leases and property developments is reinvested directly into the system. Illinois can adopt similar strategies, pairing smart development with public transit expansion, ensuring that projects like the Red Line Extension and Red-Purple Modernization are completed quickly, sustainably, and without over-reliance on unpredictable federal support.

Transit is essential infrastructure for our communities, our economy, and our climate—and we need the political will and creative financing tools to make it a priority, no matter the federal climate.