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

As a Chicago resident who relies on a mix of public transit and active transportation, my weekly routine includes daily CTA train and bus rides to meetings in the Loop, biking on protected lanes to community events in my ward, and occasional driving for family visits outside the city. This diverse experience has shown me firsthand how interconnected and inequitable our system is—reliable transit saves time and reduces stress for working families, while fragmented bike infrastructure highlights the need for safer streets. It’s convinced me that transportation policy must prioritize equity, accessibility, and multimodal options to connect people to jobs, schools, and healthcare without forcing car dependency, which exacerbates congestion and pollution.

What are some transportation challenges in your district?

In my district, key challenges include chronic underfunding leading to unreliable CTA service delays that disproportionately affect low-income riders and students; unsafe streets with inadequate bike lanes and pedestrian crossings, contributing to high crash rates; and the "transit desert" in underserved neighborhoods where bus routes are infrequent or absent, isolating residents from economic opportunities. Additionally, extreme weather amplifies potholes and flooding on roads, while limited accessibility features—like missing elevators on older stations—create barriers for seniors and people with disabilities. These issues demand targeted investments in maintenance, safety, and expansion to build a resilient, inclusive network.

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’s statewide role is essential for coordinating major infrastructure like highways and rail, but its partnership with CDOT, CCDOT, and local communities must evolve into a more collaborative, community-driven model. Currently, top-down decisions from IDOT often overlook hyper-local needs, leading to projects that prioritize cars over transit and equity—such as widening highways through neighborhoods without sufficient input, which worsens displacement and pollution. I support strengthening joint planning forums where CDOT and CCDOT lead on urban specifics, with IDOT providing funding and expertise, while mandating community advisory boards for all projects. This would amplify positive impacts like the Jane Byrne Interchange rehab, but with better equity safeguards to prevent harm in Black and Brown communities.

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 General Assembly holds ultimate accountability for directing IDOT’s priorities through budgeting and legislation, and it must act boldly to shift from car-centric spending to robust investments in transit, rail, and accessibility. As a legislator, I’d champion annual oversight hearings to enforce metrics like on-time performance for Metra and CTA, equitable funding formulas that prioritize ADA compliance and low-income areas, and tying IDOT grants to community benefits agreements. The Assembly’s recent transit funding boost is a step forward, but we need sustained leadership to integrate accessibility—like universal station retrofits—into every IDOT project, ensuring no one is left behind in our mobility 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?

Illinois’ current spending is progress in name but falls short in practice—while we’ve increased transit ops funding, over 60% still funnels to highways, perpetuating emissions and inequity rather than safety and sustainability. I applaud shifts like Rebuild Illinois but criticize the imbalance that starves cycling and transit of resources, mirroring outdated models in car-dependent states. If I could change one thing, I’d pass a "Safe Streets and Clean Mobility Act" reallocating 30% of highway funds to protected bike/ped networks, zero-emission buses, and GHG-reduction incentives, modeled on Colorado’s THRIVE plan. This would cut crashes by 20%, slash emissions, and save billions in health costs, funded by progressive road user fees on high-emission vehicles.

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?

The Assembly’s passage of this landmark transit investment and RTA reforms is a game-changer for regional coordination, but its role doesn’t end at signing—ongoing stewardship is crucial for short-term rollout (like seamless fare integration by 2026) and long-term viability (e.g., dedicated revenue streams). I view the Assembly as the enforcer: through biennial audits, equity impact assessments, and adaptive funding tied to performance KPIs like ridership growth in suburbs. As a member, I’d lead a bipartisan Transit Success Caucus to troubleshoot implementation snags and advocate for expansions, ensuring this becomes a model for fiscal stability and rider-centered service across Chicagoland.

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

I strongly support aggressive investment in passenger rail expansion, including high-speed corridors, as a cornerstone of economic and environmental resilience. Illinois is primed for this—our existing Amtrak and Metra networks can anchor lines connecting Chicago to downstate hubs like Springfield and beyond, boosting tourism, jobs, and reducing I-55 congestion. High-speed rail, targeting 110+ mph on upgraded tracks, could cut travel times by half, mirroring successes in Europe and Asia. I’d prioritize federal grants for the Chicago-St. Louis line extension and advocate for $2B+ in state bonds, with equity riders like discounted fares for low-income users and station investments in underserved areas to ensure broad access

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?

Under a hostile federal climate, Illinois legislators must diversify and fortify funding through state innovation, regional alliances, and grassroots pressure. First, leverage the Rebuild Illinois trust fund for bridge loans and match smaller federal grants aggressively, while passing a "Infrastructure Resilience Bond" to front-load critical projects like RLE. Second, build coalitions with Midwestern governors for joint bids on resilient funding streams, bypassing partisan blocks. Third, empower local advocates by tying state grants to community matching via public-private partnerships, like tech firms sponsoring electrification. Finally, use legislative hearings to spotlight federal shortfalls’ human costs—delays mean lives lost to unsafe transit—forcing accountability. This multi-pronged strategy ensures projects like RPM move forward, no matter the White House.