Staff Blog News
Thursday, January 24th, 2013
At CNT, we advocate for transit because it is an important strategy for reducing carbon emissions that contribute to climate change. Climate change is one of the greatest threats facing our planet today, so it was good to hear President Obama reaffirm his commitment to take action on the issue in his recent inaugural address. The Presidential Climate Action Project, which CNT participated in creating, sets out specific, practical steps that the President and Congress can take to reduce America’s carbon emissions and set the country on the path towards a renewable energy future. The President is certainly familiar with the report (I personally put a copy of the freshly printed 2008 version of it in then candidate Obama’s hand) and has indicated his support in the past for many of the steps that it outlines.
Although climate change has become a sensitive issue politically, there are important steps that the President can take to advance the agenda without legislation. CNT encourages him to follow the recommendations contained in the PCAP and communicate directly with the American people about the importance of taking action on climate change and of the economic opportunities presented by making the transition towards a green, advanced energy economy.
The President should also engage with Congress to push for the passing of legislation capping carbon emissions or pricing carbon. These market based mechanisms, by promoting efficiency and encouraging the private sector to invest and innovate in new, green sources of energy, must be part of any comprehensive solution to the problem.
The decision surrounding the construction of the Keystone XL tar-sands pipeline presents the President with an opportunity to demonstrate his commitment to tackling climate change. CNT urges him to kill the pipeline which does nothing but increase America’s dependency on polluting fossil fuels. Recent severe droughts and extreme weather conditions has reminded everyone of the urgency of the threat that we face. CNT encourages the President to follow through on the promises he has made as soon as possible.
Read the 2012 PCAP Action Plan here>>
Posted in Advocacy, Going Places, National, PCAP, Transit Policy | No Comments »
Wednesday, October 24th, 2012
Back in August, the Federal Government withdrew its approval for Prairie Parkway, a highway that would have connected I-88 and I-80 at the cost of valuable farmland, clean rivers, and community welfare in Kane, Kendall and Grundy Counties. Despite community opposition, the project remained a part of Illinois’ long term transportation plans due to a $207 million earmark that former Congressman Dennis Hastert secured shortly before leaving office.
The proposed Prairie Parkway would have cut through mostly farmland in Chicago's far west suburban region. (photo credit: Scott Strazzante/Chicago Tribune)
In 2002, the Illinois Department of Transportation (IDOT) created a 36-mile long and 400 feet wide protected corridor for the parkway that sliced through family farms and in some cases left homes within feet of the road. This created a great deal of opposition from members of the community. An advisory referendum, in which residents could vote for or against the construction of the parkway, was placed on the ballot in six townships. Five out of the six townships voted against it. The Environmental Law and Policy Council, on behalf of “Citizens Against the Sprawlway” and Friends of the Fox River, used this information to build their defense against the Prairie Parkway.
A lawsuit was filed against the U.S. Department of Transportation and the Federal Highway Administration claiming that these agencies and IDOT did not adequately consider other transportation options and therefore violated the National Environmental Policy Act. On August 23, 2012 a settlement was reached in a Federal District Court.
Groups like "Citizens Against the Sprawlway" and "Friends of the Fox River" opposed the Prairie Parkway because it sliced through family farms and in some cases left homes within feet of the road, among other environmental concerns. (Image from www.sprawlway.org)
The settlement rescinded the September 2008 record of decision and removed the Prairie Parkway from Illinois’ long-range transportation plans. Residents can now rest assured that neither the vulnerable farmland nor the Fox River will be harmed for the construction of a road with little community benefit. The $207 million originally earmarked for the parkway will now help rather than harm the communities by being used for local road improvements.
Because IDOT had already spent $70 million of the $207 million earmarked for the parkway, the remaining $137 million will be used on the 47 Plus alternative. This alternative project includes the widening of a 12-mile stretch of IL 47 and making improvements to US 34.
Preventing the Prairie Parkway from being constructed sets a great precedent for Illinois’ transportation future. It shows that projects offering very little benefit at a high environmental cost do not belong in Illinois; and money for those projects could be better used on road improvements or better yet, public transportation. Just think, for that same $207 million, we could have the Metra Heritage Corridor improvements in southwest Cook and Will counties.
Posted in Going Places, Regional, Staff Blog, Transit Policy, Transit-Oriented Development | No Comments »
Tuesday, September 18th, 2012
Chicago’s transformational public transit system celebrated its 120th anniversary this past June, and the city’s system of trains and buses continues to grow in popularity. According to the American Public Transportation Association (APTA), ridership on Chicago’s heavy rail systems (defined as subway and elevated train lines) has increased by 8.9 percent during the first quarter of 2012; if this trend continues, ridership could reach levels not seen since 1957, a sign that car-centric lifestyles are becoming a fad of the past.
While commuting via car had become commonplace by the end of the 20th century, rising fuel costs, a poor economy, and concerns about the environment have contributed to a 21st century resurgence of public transportation usage. Numbers taken from CTA records show a clear correlation between increased transit ridership and the recession.
Chart showing CTA ridership, created using data from the CTA ridership reports, http://www.transitchicago.com/news_initiatives/ridershipreports.aspx
Between 2008 and 2011, 11.3 percent more residents chose to ride a train or bus on an average weekday, while 33.2 percent more chose to ride on an average Saturday, and 39.6 on an average Sunday. High gas prices and the increasingly high costs of car ownership make car-centric lifestyles seem frivolous and untenable. Public transportation provides a viable solution to Chicago’s congestion, access, and mobility problems and the newest generation of urbanites is making it clear that they choose transit over cars.
This recent CTA data also reveals something deeper about the consciousness of people choosing sustainable transportation. The automobile age is in a slow decline and the way we view and invest in transportation networks needs to adapt. The heyday of the exurbs is over, and lifestyles are no longer arranged around a car. Our neighbor to the southwest, Kendall County, is proving this point: between 2000 and 2010, Kendall County was the fastest growing county in the entire nation, but in 2011 growth came to a standstill, and Kendall’s standing plummeted to 236.
Investments in car-centric, expansive residential neighborhoods like the ones in Kendall are becoming rare as we move out of the recession. Chicagoans are supporting walkable communities, transit-oriented developments, and reduced traffic and air pollution. As the CTA numbers reveal, our city is becoming a national model during this turning point for American attitudes toward public transit.
Chart showing reduced Vehicle Miles Traveled (VMT), from IDOT's 2011 report on travel statistics, http://www.dot.state.il.us/travelstats/2011_ITS.pdf
Additional supporting evidence for this shift away from cars can be seen in data from the Illinois Department of Transportation (IDOT) for vehicle miles traveled (VMT) within Cook County between 2007 and 2011.The IDOT data shows that VMT declined by over one billion in Cook County between 2007 and 2011, a clear indication that when transit ridership goes up, car ridership goes down. I think these trends are a positive sign for Chicago’s transportation goals.
As the newest generation of urban residents chooses public transit over private cars, Chicago will lead the way in transitioning American cities toward more sustainable systems of transportation. I am confident that Chicago will continue to provide a good example for other metropolitan areas and, as always, I am excited to see how growing demand for efficiency and sustainability will cause transit systems to evolve.
Posted in Advocacy, Chicago, Going Places, Regional, Staff Blog, Transit Ridership | No Comments »
Tuesday, September 11th, 2012
In July, I was a panelist for “Transportation: The Missing Link for your Clients” at the West Suburban Jobs Council in DuPage County. I, along with representatives from three other organizations, presented ideas to address the problem of transportation, the most difficult barrier to overcome for low-income job seekers in the area. Solutions to this transportation deficiency can be found in the plans outlined in CNT’s report, Prospering in Place.
Prospering in Place links jobs, development, and transit to spur Chicago’s economy, and can be broken into three categories: transit oriented development (TOD), cargo oriented development (COD), and employment oriented transit. TOD uses mixed use development to help make areas more affordable to all income levels. COD, on the other hand, brings jobs to low-income areas by infilling unused or underused land areas. Employment oriented transit connects businesses to transit locations so that individuals without vehicles are not excluded from the job pool. In order to achieve the goals laid out in Prospering in Place, CNT has five recommendations that can be achieved with community support: prioritize development areas, create a regional sustainable communities initiative, align resources, find new resources, and create new funding mechanisms.
Establishing priority development areas for TOD, COD, and employment oriented transit can help reduce sprawl, keep people better connected to their jobs and homes, and create thriving local economies. Mirroring the federal partnership for sustainable communities is critical for economic growth, so CNT calls for directing $1 billion toward transportation to encourage development in these areas. With budgets tight at the local, state, and federal level it is important to ensure that investments support these development plans rather than derail them by building districts that only work for single-occupancy vehicles.
In order to help reach the funding requirements for these projects, Chicago and its surrounding areas should utilize new revenue streams. In Los Angeles, Denver, the Twin Cities, and most recently in three regions of Georgia, citizens elected to tax themselves in order to reach their transportation goals in a timely and efficient manner. These types of innovative revenue streams could be implemented here in Chicago to help make Prospering in Place a reality. Finally, enacting the Brownfield Redevelopment and Intermodal Promotion Act by the General Assembly and the Land Bank Legislation in Cook County, both necessary legislative components, is essential to making this type of development affordable.
With your help, we transform these recommendations from report to reality. Talk with your local government and your legislators and let them know that you support development that encourages transit use and redevelopment of vacant properties. Discuss with your co-workers the benefits of connecting the workplace to a transit stop. And support initiatives that will provide a revenue source for transit to allow Chicago’s transportation system to meet the needs of current and future generations.
Posted in Advocacy, Chicago, Economic Development, Going Places, Regional, Staff Blog, Transit Policy, Transit-Oriented Development | No Comments »
Monday, August 6th, 2012
On June 29, the United States House of Representatives passed the Transportation-HUD Appropriations bill for FY2013. Differing from both the President’s budget and the tentative Senate budget, the House plan does not include any funding for the Sustainable Communities Initiative (SCI), which was established in 2010 as part of a federal pledge to coordinate transportation, economic, and environmental improvement projects to create a more sustainable nation. Through direct community and regional grants, this comprehensive program has already helped numerous municipalities nationwide to thrive, including several in the Chicago region.
The Initiative provides grant support through Community Challenge Grants and Regional Planning Grants, both of which help urban, suburban, and rural areas plan for sustainable development and encourage building code and land use reform. These efforts, in turn, provide communities with the opportunity to build transportation infrastructure that shortens the link between jobs and affordable housing.
The holistic focus of the grants enables the creation of mixed-income and mixed-use neighborhoods, bolsters economic development through job creation and increased connectivity, and improves both public and environmental health by decreasing traffic congestion and using infill to revitalize neighborhoods. These grants are integral to sustained national growth.
Funding for the Initiative is provided through a set aside by the Department of Housing and Urban Development (HUD) Community Development Fund (CDBG) program; administration of the grants is supported by a partnership between HUD, the Department of Transportation (DOT), and the Environmental Protection Agency (EPA). Thankfully, the President’s budget for FY2013 aims to restore the FY2011 level of funding ($100 million), and the Senate Appropriations Committee recommended $50 million for the Initiative, but the full Senate has not voted on the bill.
Unfortunately, the House budget once again leaves this important program without any funding, providing our nation with no way to make sustainable investments in our cities and towns. The myriad benefits that SCI grants help to realize—in the areas of economic growth and sustainable development—are too important to be left unfunded. Without money from SCI, metropolitan areas around the country are deprived of the opportunity to strategically integrate jobs, housing, and transit into their communities.
In the Chicago region, the benefits of SCI are palpable. During the first two years of funding, three separate area coalitions received grants to invest in economic development, housing, and transportation. The South Suburban Mayor and Management Association (SSMMA) and the West Cook County Housing Collaborative were awarded Community Challenge Grants of $2.3 million and $3 million, respectively, while the Chicago Metropolitan Agency for Planning (CMAP) was granted a Regional Planning Grant of $4.25 million to fund local technical assistance (LTA) programs.
The improvement projects funded by the SCI grants have provided multiple new growth opportunities to underserved neighborhoods. Both the SSMMA and the Housing Collaborative are using their grants to establish transit-oriented development (TOD) in their communities, and the SSMMA has created a pre-development fund to facilitate the building process. CMAP has created a thriving LTA program that provides short-term targeted technical assistance to guide development decisions for communities throughout the region. These programs are all crucial to the continued success of CMAP’s regional vision plan GO TO 2040.
Chicago has proven its commitment to positive change–as evidenced by the dozens of successful improvement projects throughout the area–but commitment is not enough. Chicago needs the funds provided by SCI grants to continue progressing toward its goals. We cannot afford to let Congress eliminate these funds. Please contact your congressional representative today, and make your voice heard. SCI grants are improving the Chicago region by creating municipalities that are both affordable and economically competitive. SCI grants are integral to our future, do not let them disappear.
Posted in Advocacy, Economic Development, Going Places, National, Staff Blog, Transit Funding, Transit Policy | No Comments »
Friday, July 20th, 2012
On June 22, the US Department of Transportation (US DOT) approved a $10.4 million Transportation Investment Generating Economic Recovery (TIGER) program grant to the Chicago Region Environmental and Transportation Efficiency (CREATE) project. The grant will complete a $370 million rail improvement funding package that was established through CREATE’s groundbreaking public-private partnership between the US DOT, State of Illinois, the City of Chicago, Metra, Amtrak, and the Association of American Railroads (AAR).
These TIGER funds will contribute to the completion of fifteen planned infrastructure improvement projects, eight of which are concentrated along CREATE’s Western Avenue corridor. Five railroads–Burlington Northern Santa Fe, Canadian National, CSX, Indiana Harbor Belt, and Union Pacific–as well as a Metra line to Joliet and an Amtrak line to St. Louis are concentrated along the busy corridor. TIGER-funded system updates will benefit all of these rail lines by replacing hand-thrown switches with automatic ones, installing a computerized Traffic Control System, and constructing connection tracks between the different lines. These improvement projects will reduce congestion for both passenger and freight lines, resulting in increased rail capacity–good for businesses–and more efficient transit trips–good for commuters. Chicago has been a national leader in rail transit for more than 150 years. Reduced delays and increased rail efficiency in this critical transit corridor will help ensure Chicago rail’s continued vitality.
Map of CREATE projects
CREATE projects have already made significant progress in congestion mitigation: freight delay has decreased by 28 percent and passenger delay by 33 percent as a result of past improvements. The upcoming projects will be equally effective (when compared to a system with no additional improvements), with delay reductions projected at 50 percent for freight and over 60 percent for passenger rail.
CREATE's role in national rail
I believe that this example of strategic investment through the federal TIGER grant—enabling improvements in movement through the city, creating connections between housing and job opportunities, and providing for economic prosperity within the Chicago region. If Chicago takes this opportunity to make more strategic investments in transportation infrastructure it will become a national model for urban transit success.
Governor Quinn underscored the importance of CREATE to the economy of the region with his recent announcement of the next phase of Illinois Jobs Now! capital funds, which will encourage employment and economic growth by improving the state’s transportation and basic infrastructure systems. CREATE will receive $211 million of the $1.6 billion package, to augment the TIGER funding and complete the key 15 projects for increasing the transit efficiency and safety that are currently planned. Highway improvements will receive $817.3 million, and mass transit and general rail upgrades will receive $799.5 million.
One of 78 CREATE projects in progress
Quinn’s commitment to improving transit mobility is heartening. I hope that more decision makers and stakeholders take notice, and continue to implement transit-friendly legislation. Chicago has the opportunity to lead the nation in transportation sustainability –let’s make it happen!
Posted in Advocacy, Chicago, Economic Development, Going Places, National, Regional, Staff Blog, Transit Funding, Transit Policy | No Comments »
Tuesday, July 10th, 2012
The Illinois Department of Transportation (IDOT) has proposed a variety of solutions to help alleviate congestion on I-290—all of which include adding more lanes to the highway. While highway expansion may help to fulfill the goal of reducing travel times across the Eisenhower (it didn’t in the case of the “Hillside Strangler”), it presents environmental, community, and fiscal concerns that must be considered in the planning process.
Oak Park is one of the neighborhoods that would be significantly impacted by this highway expansion, as it could result in a loss of park acreage as well as the destruction of several residential neighborhoods, including a historic district. Oak Park is recognized as a leader in environmental initiatives around the region and many Oak Park residents have shown interest in exploring sustainable options during this planning process.
With 200,000 cars driving on I-290 everyday, this highway is a key gateway connecting the western suburbs to Chicago. The Eisenhower was not originally designed to carry this volume of drivers at once, however, and it is currently one of the most congested highways in the Chicagoland area.
An image from CTA demonstrating the heavy traffic along I-290.
According to the Chicago Metropolitan Agency for Planning’s (CMAP) figures, east-bound lanes are jammed for more than nine hours a day; and west-bound lanes for more than seven hours a day. During peak hours, expected travel time between any two locations tends to be more than twice that of free-flow hours. And while the highway drivers are suffering from painstakingly long commutes, residents of Oak Park living along the highway are dealing with elevated noise and air pollution.
According to past studies by the American Lung Association, 33 percent of Oak Park villagers live in diesel hot spots, meaning they are exposed to higher levels of diesel emissions than are generally considered to be safe. Oak Park residents are worried that noise levels and air quality will worsen with highway expansion and that the expansion will further isolate the Village’s north and south-side residents from one another.
Finances present an additional concern. This project is estimated to cost between $600 and $800 million over the next decade. These costs include not only expenses directly associated with building more highway lanes, but also the cost of bridges, retaining walls, overpasses, and El tracks that will have to be renovated to fit the wider expressway.
Despite the issues of pollution, community reconfiguration, and financing, there is a support group for the expansion. For example, CMAP’s GO TO 2040 plan asserts that the potential benefits of the expansion —reducing traffic congestion, eliminating multiple left-hand exit and entrance ramps, and creating a car-pool friendly HOV lane—outweigh any associated detriments. These benefits are still theoretical and, when completed, the project may do little to improve highway commuting.
One of the favored alternative plans among Oak Park residents and CNT staff is to expand the Blue Line, which already runs near many of the neighborhoods affected by the proposed Ike expansion; more research is needed to determine if that solution would benefit the community. Oak Park already has ample train services, with access to CTA buses and trains as well as the Metra. But for commuters who live west of the Forest Part terminus, driving is the only option.
Current transportation options in Oak Park. Map originated from a draft of I-DOT’s Environmental Impact Statement.
In 2011, 220,762 commutes were taken on the Blue Line entering from the Oak Park Station, 13,000 more rides than 2010’s figures. As it is, the Blue Line currently diverts an approximated 24,550 transit commuters from highways. According to IDOT’s own studies, expansion of the Blue Line and improvement of bus service could reduce between 7,000 and 11,600 auto trips annually. These figures show that transit ridership is becoming a more favorable option for commuters and that transit expansion could reduce road congestion.
The Regional Transit Authority (RTA) Cook-DuPage Corridor Study, conducted between 2005 and 2009, evaluated mobility problems along I-290 as well as their potential solutions, many of which include transit. Those of us engaged in transportation issues at CNT would like to see these alternative options, and their ability to connect commuters with job centers, more fully evaluated in IDOT’s final plans.
The absence of both an Environmental Impact Statement (EIS) and an alternative option in IDOT’s initial proposal is concerning. The alternative option is required by law to be submitted in draft form to the EPA during the initial stages of planning—not towards the end or the middle. While IDOT is planning on submitting its first draft of an EIS in the fall of 2012, with public hearing of it in the spring of 2013, we think they should get their homework done sooner.
“Cap the Ike”—an alternative vision for Oak Park proposed in 2003 to deal with congestion, noise, and air pollution associated with I-290. This plan that would build green space and roadways over the Eisenhower has not been mentioned in recent debates about this issue.
With the recent passing of the MAP-21 national transportation bill, which is increasing the availability of federal dollars funneled to states to support non-automotive transportation development, now is the optimal time for exploring alternative solutions for congestion reduction. Extending train lines, improving bus services, and creating more bike paths are all viable ways to maximize transportation availability while reducing automobile reliance. Oak Park residents and environmentally-conscious commuters along the I-290 corridor should maintain their persistence and not let Chicago’s landscape become increasingly cluttered by highways.
Posted in Chicago, Going Places, Regional, Staff Blog, Transit Expansion, Transit Funding, Transit Ridership | No Comments »
Tuesday, July 3rd, 2012
On Friday, the transportation bill was passed by an overwhelming majority in both chambers. In the Senate, the bill passed by a bi-partisan vote of 74-19, and in the House, all but the 52 Tea Party Republicans voted for the bill. The “compromise bill” is not ideal, and many reform provisions included in the approved Senate bill were taken out in the conference committee – but there are some victories.
The new, $127 billion bill will last 27 months. It provides funding for transit at about the same level as current law and the transit program continues to derive the majority of its funding from the Highway Trust Fund. Importantly, the bill continues direct suballocation of highway funding from one of the main highway programs – the Transportation Mobility program to metro areas over 200,000. The dollar amount is about the same as before but the percentage share for metro areas dropped from 62.5% of the program to 50% – a change we argued against – but the house wanted zero suballocation so it’s a partial victory. Details on a new $500 million program for projects of national significance are not clear, but it seems to be modeled on the popular TIGER grant program – although funding will be reserved for projects at the $50 million or higher level.
The Transportation Enhancements (TE), Safe Routes, Recreational Trails, and Scenic Byways programs were consolidated into a “Transportation Alternatives” program, with funding cut by 1/3 of what the previous programs received. (50 percent of the funds are to be suballocated to metropolitan planning organizations (MPOs) with over 200,000 population, while the remaining 50 percent will be distributed by the state as in current law.) The states were given several ‘outs’ on this program including opting out of the program entirely under certain circumstances, including using all of the funds to repair damage caused by a natural disaster – tornadoes, hurricanes etc. Keeping a bicycle and pedestrian program at all was possible only because advocates turned up the heat last week and you made your voices heard.
A new pilot program provides $10 million for transit-oriented development planning, which allows communities to do station area planning, but there is no special TOD capital program. However, the bill does not restore parity between transit and parking tax benefits as the Senate bill did. This means the transit benefit that expired on the first of the year will remain in effect. Its expiration reduced the maximum monthly pretax benefit to $125 from the $230 it had been since the President’s stimulus package of 2009.
The bill requires regions over 1 million people to develop a performance plan that outlines baseline conditions and targets for each of the performance measures developed by USDOT. It also requires a description of the projects funded and how such projects will help to meet the goal. Unfortunately, in increasing the TIFIA program (loans and credit enhancement for innovative finance or public-private partnerships) from the current $122 million per year to $750 million the first year and $1 billion the second, the bill eliminates current program objectives and makes this a first come, first served program, rather than performance based. This is immediately most useful to agencies that either have a proven source of dedicated revenues from future projects, such as ports, airports and toll highway authorities, and to a handful of regions that have passed or might soon pass a dedicated revenue source for mass transit investments
All of the safety provisions from the Senate’s bill were successfully adopted into the new bill. The first of these provisions is an incentive grant program to encourage states to implement laws addressing teen drivers, distracted and impaired drivers, and occupant protection. Additionally, DOT is required to issue new safety standards addressing occupant protection in vehicles to improve seatbelts, roof crush strength, anti-ejection window glazing, tire pressure monitoring, and rollover prevention. Furthermore, interstate buses and trucks will be required to install electronic-on-board recorders (EOBRs) to improve safety by ensuring hours of service (HOS) rules are followed. Several child safety measures such as consumer information on the performance of child safety seats in front and side impact collisions and improvements on the latch that anchors the seat to the vehicle, were also included.
The Senate bill had included a rail title for the first time, including eligibility for passenger rail projects but the rail title was removed all together. Additionally, the Senate bill had included a national freight program but that also was struck. A national freight policy and goals, however, were established and national freight plan is now required.
This bill comes with several other problems. One of the most striking changes is that there is no dedicated funding for road and bridge repair, while under the current law roughly 32 percent of funding is restricted to repair. It also eliminates the current priority for toll revenues to go to projects that provide alternatives to single-occupancy vehicle travel. The bill also directs the transportation Secretary to suspend environmental reviews of highway and transit projects costing less than $5 million and makes other changes to “streamline” the process that was established under the National Environmental Policy Act of 1969. Moreover, we lost the Senate provision to design federal aid roads to accommodate all users (Complete Streets), which is a big disappointment.
One of the biggest surprises (in a good sense) of the bill is that it did not include provisions to advance the Keystone XL Pipeline project. As an environmental bonus, the Act included the Gulf Coast Restoration fund (otherwise known as the RESTORE Act) which provides for 80 percent of civil penalties (estimated at $5 – 20 billion) related to the BP oil spill to be used to clean up coastal eco-systems.
Overall the bill is not what we had envisioned, and it seems the Senate bill was highly compromised to make this “compromise bill.” Be on the look-out for a piece on how this bill impacts cities in general and Chicago in particular.
Posted in Advocacy, Going Places, National, Staff Blog, Transit Funding, Transit Policy | No Comments »
Monday, June 25th, 2012
The current transportation authorization expires next Saturday, June 30. The original bill, which expired nearly 1,000 days ago, has already been renewed 9 times. In an effort to create a bill with majority support and to avoid the 10th renewal of the bill, the Senate created a bipartisan bill, co-sponsored by Barbara Boxer (D-CA) and Jim Inhofe (R-OK). MAP-21 was passed with support from Democrats and Republicans from every region of the country, not an easy task to accomplish, but the House is preventing further advancement by pushing their radical agenda onto the Senate’s bill.
In an effort to speed up projects and cut any red tape, MAP-21 lays out reforms for project reviews and the delivery processes. These reforms still allow taxpayers the ability to play a role in projects that will influence their community and health. The House, however, has different ideas. They have proposed project streamlining, which eliminates the rights of local citizens and elected officials to be involved in shaping transportation projects.
MAP-21 consolidates small programs like Transportation Enhancement (TE) and Safe Routes to School into a single program that provides funding to local communities for projects to improve safety, revitalize communities, and improve the environment. This program allows decisions over local issues to be made locally, by people that know them best. The House, however, wants to prevent local input by eliminating these programs all together, which puts the safety of America’s roadways at risk.
In today’s economy when the unemployment rate is 8.2%, job creation is on the mind of every American. Some members of the House want to cut the funding measures for job creation laid out in MAP-21. This would reduce the projected 3 million jobs by an unthinkable 500,000, and shows the blatant disregard for Americans’ well-beings.
Members of the House are intent on changing the Senate’s bill, but their bill never made it to the floor for a vote, and it failed to dedicate any money to road and bridge repair. The Senate’s bill, however, increases funding for these repairs above even what the current law has allotted.
As if this was not enough, the House is pushing to add the Keystone XL pipeline project to the bill, a measure that will surely prevent its implementation. President Obama has previously stated that he will veto any bill with the Keystone XL pipeline project, so the proposed addition would serve only to cripple any attempt at passing a new transportation bill.
MAP-21 is the clearest path forward and offers the best chance at a bi-partisan supported bill. Without a committee consensus, the threat of shut down becomes increasingly possible. The continued failure to compromise and pass a bi-partisan supported bill puts the creation of millions of jobs and the safety of our roads, bridges, and transit systems in jeopardy.
I urge you to ask your Representatives to talk to members of the Transportation Conference Committee. Tell Conferees to stop trying to compromise the integrity of the Senate’s bi-partisan supported bill. Remind your members of Congress that the Conference Committee should be focusing on the job creation and long-term economic benefits for their constituents, rather than on their political careers and the upcoming election. And urge your Senators and Representatives to support MAP-21.
Posted in Advocacy, Going Places, National, Policy, Staff Blog, Transit Funding, Transit Policy | No Comments »
Wednesday, June 13th, 2012
Chicago’s Bike to Work Week is now in full swing and tensions are running high as organizations across the city compete in the annual Bike Commuter Challenge. The challenge, which runs from June 9-15, is sponsored by the Active Transportation Alliance, as a way to encourage Chicagoans to embrace transportation awareness and enjoy the city from a bike’s eye view.
CNT employees have demonstrated our commitment to environmentally sustainable transit by dominating the competition for the past eight years. Our top competitors this year in the division for Businesses and Non-Profit Organizations with between 100 and 499 employees are WBEZ and Old Town School of Folk Music. WBEZ placed first in 2009 and Old Town took the crown in 2010. CNT is a relative newcomer to this large division, and we are continuing our legacy of unparalleled bike riding amongst these larger competitors.
The "Weavers" - CNT's unofficial team name in honor of the former weaving factory we renovated into a LEED-certified Platinum building, plans to dominate Bike to Work Week once again this year!
An intimidating 92 percent of CNT employees participated last year; WBEZ (second place) and Old Town (third place) could only convince 39 and 32 percent of their employees, respectively, to ride their bikes to work. In anticipation of the competition, Jerome McDonnell of WBEZ’s “Worldview” invited Sarah Dandelles of Old Town and Kathryn Eggers and Team Captain Andrew Kinaci of CNT into his studio on June 7 as part of an investigative mission to discover the secret behind CNT’s continuous success.
How does CNT prepare for Bike to Work Week? With a presentation on bike safety and gear from Alex Wilson of West Town Bikes, of course. From 2010 BTWW.
Eggers explained that, since CNT’s mission is promoting urban sustainability, staff members regularly commute via bike and public transportation. Bike to Work Week is just a chance for us to show off our alternative transportation skills. While WBEZ needs an organized competition to convince 39 percent of employees to break out their bikes, Eggers estimated that “we have close to 39 percent of our staff that bike to work on a regular beautiful summer week.”
In-house bike racks at CNT keep staff biking all year long!
When Bike to Work Week rolls around, our enthusiasm for biking only increases; so great is our excitement that announcements about the challenge are made months in advance. Positive reinforcement for biking is constant: internal competitions award staff with various incentive prizes for categories such as longest commute and most hours logged, and staff provide daily breakfast treats for bikers.
CNT staff offer one another support during Bike to Work Week.
Fresh breakfast awaits those who bike into CNT each morning during Bike to Work Week
Inter-staff bike sharing, combined with loaner bikes from other staff members and the office Dahon folding bike, ensures that everyone has access to a ride. And those who are not able to take their entire commute on bike still ride partway, completing the rest of their trip on public transit.
Staff without bikes make use of CNT's loaner bikes like this Dahon during Bike to Work Week, often leading to the purchase of their own bike!
I, personally, am happily participating in the challenge. Yesterday I rode from my home in Hyde Park to the CTA Green Line/Garfield station. I have been a supporter of sustainable commuting for more than 20 years, and I, as well as other CNT employees, embrace the opportunity provided by Bike to Work Week to set an example for other Chicago commuters.
You can catch me in my neighborhood of Hyde Park during Bike to Work Week!
Come Friday evening, we at CNT will hang up our helmets, lock up our bikes, and celebrate our ninth victory in style. Perhaps the folks at WBEZ and Old Town will stop by so that we can all relax together after a hard week of biking and promoting alternative transportation!
Though we promote the power of two wheels all year long at CNT, Bike to Work Week is our favorite week to celebrate the bicycle as a form of transportation.
Does your company participate in Bike to Work Week? Do you normally bike to work? If not, what keeps you from doing so? If yes, what motivates you?
Posted in Advocacy, Chicago, Going Places, Staff Blog | 1 Comment »
