The Illinois Department of Transportation is ready to build many more lanes and flyovers at the Circle Interchange, shown here in a postcard from 1963. Posted by Brandon Bartoszek.
Because of vehicles with higher fuel efficiency, slightly less driving, and the gas tax not being changed since 1993, the motor vehicle fuel tax, or “gas tax”, has failed to pay for everything that Congress has legislated that it should pay for. The Highway Trust Fund, which includes the Mass Transit Account, has received several infusions of money from the “general revenue fund” – to the tune of over $60 billion.
But a new report from the Government Accountability Office, the congressional think tank focused on financing, past, present, and future, has made the country take a giant step forward in considering a switch to a fee that more accurately charges usage. The report, like all GAO studies, was commissioned by the House Transportation Appropriations Subcommittee*.
The gas tax charges drivers based on their use of petroleum, different vehicles can go different distances on the same amount of petroleum: essentially, some pay less than others for the same use of the road. Addiitionally, the counts of how much people drive has decreased (called vehicle miles traveled, or VMT), yet our demand for funds to maintain and build new infrastructure outpaces the incoming revenues from the gas tax. Lastly, the federal gas tax hasn’t changed at all, sticking to a cool 18.4 cents per gallon (for non-diesel drivers) since 1993. “While the gas tax was equal to 17 percent of the cost of a gallon of gas when it was set at its current level in 1993, it is now only 5 percent” (Streetsblog).
Continue reading Charging by the mile, a gas tax alternative, sees serious movement
Laurino walks home from the opening of the Sauganash Trail in 2008. Image courtesy of 39th Ward.
[This piece also appeared in Checkerboard City, John’s weekly transportation column in Newcity magazine, which hits the streets on Wednesday evenings.]
As “mini mayors,” Chicago aldermen have a huge influence on the kinds of projects that are built in their districts. For example, a handful of aldermen have opted to use “menu money” discretionary funds to stripe additional bicycle lanes in their wards or bankroll innovative transportation projects, like the Albany Home Zone traffic-calmed block in Logan Square. On the other hand, they can stand in the way of progress, as when former 50th Ward Alderman Berny Stone put the kibosh on a bike bridge over the North Shore Channel in West Rogers Park.
39th Ward Alderman Margaret Laurino’s Far Northwest Side district includes parts of the Albany Park, North Park, Sauganash, Mayfair, Independence Park and Old Irving Park neighborhoods. The chairman of the City Council’s Pedestrian and Traffic Safety Committee, she’s probably best known to cyclists as the sponsor of a new ordinance that bans texting and talking on cell phones while cycling. But she’s actually one of City Hall’s outspoken advocates for sustainable transportation.
As part of our ongoing project to interview all fifty of Chicago’s aldermen about sustainable transportation issues in their districts, I recently caught up with Laurino at her ward service office, 4404 West Lawrence, to get her views on walking, biking and transit issues in her ward and citywide.
Continue reading Talking transportation with 39th Ward Alderman Margaret Laurino
A Blue Line train towards O’Hare approaches the UIC-Halsted station. CTA has added more runs to the O’Hare branch, in its “plan to reduce crowding” (more commonly called “decrowding plan”), which are short-turned at UIC-Halsted station. Photo by Jeff Zoline.
The 55% of Chicago Transit Authority passengers who use passes will see an increase in their per-trip fare when they buy new passes or reload a Chicago Card Plus today. This is the first fare increase since January 2009. (See the full schedule of fares on CTA’s website.)
My friend Ryan Lakes, an architect, bike polo player, and West Town Bikes volunteer in Humboldt Park, strongly recommended I watch “Taken For A Ride“, a documentary about the systematic dismantling of rail transit in tens of cities nationwide, and the conversion of those routes to diesel buses manufactured by General Motors. I strongly recommend it, too. It was released in 1996, but watching it today shows me how transit history repeats itself.
Continue reading First CTA fare hike in four years begins today
Ed. note: This post was written by Steven Vance and Christopher Gagnon, a Logan Square resident.
“So who is the amazing architect who designed the new McDonalds…with a utility door facing Milwaukee Ave.? Is there some sort of safety reason for an ugly utility door being placed at that spot, in the front of the restaurant??”
Good question. This message, posted December 6 to the Logan Square Yahoo! Group, a neighborhood online discussion board, can be read as more than a criticism of the architecture of the newly rebuilt McDonald’s at 2707 N Milwaukee Avenue, as it recalls a controversial decision – and some unfinished business – for Logan Square pedestrians.
For those unfamiliar with the issue, a quick primer:
Chicago’s City Council established the “Pedestrian Streets” (“P-Streets”) ordinance to “preserve and enhance the character of…pedestrian oriented shopping districts…[and] to promote transit, economic vitality and pedestrian safety and comfort,” and this designation was applied, among other locations citywide, to Milwaukee Avenue between Kedzie and Sawyer.
When the owners of the McDonald’s located within this area decided to build a new store at their existing location, they turned to Alderman Colón for relief from restrictions imposed by the P-Street designation that would have prohibited their drive-thru operation. In November 2011, Alderman Colón introduced a controversial ordinance (adopted June 2012) removing the area from the list of P-Streets so McDonald’s owners could obtain the necessary permits for the curb cuts and drive-thru.
Continue reading Does aldermanic prerogative undermine Chicago’s Pedestrian Street ordinance?
I’m surprised it took me so long to actually visit Transit Tees, 1371 North Milwaukee in Wicker Park, since I pedal by the store regularly, and much of the transportation-themed gear they sell is right up my alley. Founded by Tim Gillengerten, the business has been selling t-shirts featuring CTA- and bicycle-inspired designs at local street festivals for years. This fall they opened the brick-and-mortar store, packed with shirts, wall art, mugs, neckties, messenger bags, jewelry and even stuffed pigeons. Almost all of the products are designed and manufactured by the company, with much of the work being done in the back of the store. Tim told me about the history of the the business, talked about some of his bestsellers and explained why he thinks mass transit-themed schwag is an idea whose time has arrived.
How long has the store been open?
We’ve been open at the retail location here since November 15, so it’s about two months.
And did Transit Tees exist as a business before that?
It did. We evolved it and refocused it as transportation-focused so we sort of shed all of our other product lines and now we’re mostly focusing on subway, bicycle, any form of transportation, planes, walking, and also Chicago and the Midwest, Great Lakes region.
Continue reading Merchandise mart: Wicker Park’s Transit Tees shop celebrates the CTA
It’s rare to see CTA and Metra signs in the same place. The LaSalle Intermodal Transfer Center at LaSalle Street and Congress Parkway is a great step in making transit work “regionally”: it connects Rock Island District trains and multiple bus routes. It provides weak signage directing riders to the Jackson Blue Line station one block away. Photo by Anne Alt.
“The Regional Transportation Authority values input of how to better the regional transit system. The RTA is conducting a survey to help gather ideas to inform the strategic planning process.” This quote is from its website promoting the process.
In August we published an article from two guest contributors about Metra and its own strategic plan update process. One critique was that Metra was doing this independently of the other “service boards” (Chicago Transit Authority and Pace) and its parent organization, RTA. You can provide your input on their strategic planning process with an online survey through January 25, 2013.
I reached out to RTA to understand why, again, there is an organization doing this planning process alone.
In a nutshell, there are separate (coordinated, not independent) strategic planning processes that are undertaken by the individual agencies because transit aims to strike a balance between addressing long-term, regional concerns and more near-term, local needs.
The scope of Service Board strategic planning initiatives usually encompasses operating and service provision issues—issues for which the service boards are experts. For example, this might include developing or revising service planning standards—at what level of demand should we increase service or build an infill station? Does the agency have enough reliable vehicles in its fleet to provide the desired levels of service envisioned for the next 2-3 years? These are the nature of issues for which the service boards have the most experience and local knowledge by which to develop plans and policies.
Continue reading What is regional transit? RTA undertaking its own strategic plan update process