Diverging Approach: Ships Passing in the Night

If you came here for the usual round of Metra-bashing, you may be a bit disappointed. I’d like to talk about something a little different tonight.

If you’re reading this, you probably already know this because you’re most likely either a transit enthusiast or a transit employee, but should this post make the rounds in the next twelve hours or so, tomorrow is National Dump the Pump Day, an American Public Transportation Association “holiday” where transit agencies try to encourage drivers to switch to transit for a day, usually with some freebies thrown in to sweeten the deal. (The RTA is giving away coffee and donuts to transit commuters tomorrow morning at Ogilvie, the Rosemont Blue Line station, and the Roosevelt Red/Orange/Green Line station, and sponsoring Free T-Shirt Thursday at Guaranteed Rate Field at night, which also happens to be Transit Employee Night.)

Meanwhile, in Daley Plaza tomorrow evening, the Active Transportation Alliance is hosting their Chicago Bike Week Rally from 5pm to 7:30pm. (I’ll be holding down the fort at the IDOT table and giving away free Chicago-area bike maps, so come say hi!) (Ed. Note: the Bike Week Rally has been officially postponed due to weather.) Active Trans’s Bike Week (actually two weeks) is one of their marquee events, so they’re pulling out the stops. Active Trans is a great organization and I’ve been a card-carrying member since about 2012 or so, and ostensibly their focus is on all non-motorized transportation throughout the Chicago region. But in practice, their work is, well, focused on active transportation (cycling and, to a slightly lesser extent, pedestrians), and overwhelmingly focused within the City of Chicago, which is one of the reasons why we launched Star:Line Chicago explicitly as a suburban transit advocate. But we’re all on the same team, and they’re great at what they do.

So tomorrow we have Dump the Pump, and Bike to Work. And the events for the two inexplicably don’t overlap at all. Of course, the host agencies — the American Public Transportation Association and the Active Transportation Alliance — have their own self-explanatory focuses. Of course, Active Trans is a little more progressive in communicating and advocating for how improved bike and pedestrian facilities better integrates public transportation into communities and makes transit more effective, whereas the American Public Transportation Association’s annual report barely makes any mention of non-transit modes, even though obviously no one just magically shows up at a transit stop. (Even a quick scan of that document for “bike” or “last mile” comes up with no hits.)

These kinds of silos are endemic in the transportation sphere throughout the country, but particularly pronounced here in Chicago. While the three transit boards of the Regional Transportation Authority are officially under a single umbrella, it’s no secret that they don’t play too nicely with each other. But it gets even worse once you start looking at some non-transit roles in our network. Divvy, Chicago’s bike share, is technically under the Chicago Department of Transportation, even though one of the key uses for Divvy is connecting people to and from transit stations. Divvy turns five this year (and yes, there’s a party), and yet signage to Divvy docks from CTA and Metra stations is still non-existent. Granted, Metra signage leaves much to be desired within its own system anyway, but the CTA or the RTA really should be doing more to highlight those links.

Not that CDOT or other city agencies go too far out of its way to help the CTA either. Sure, the Loop Link — which officially was a CDOT project, with coordination from the CTA — is a nice addition to Loop streets for semi-dedicated lanes for buses, but enforcement of drivers on the Loop Link streets is minimal, judging by the number of people driving through the bus lane or making turns against red arrows at intersections. But the near total lack of dedicated bus lanes elsewhere in the city makes it seem that transit users are not in the forefront of CDOT’s mind, even as the city has rolled out hundreds of miles of protected bike lanes as part of an Emanuel administration initiative.

And then there’s IDOT as an additional key player. (Editor’s note: as a current employee of IDOT, my editorial policy of this blog is to abstain from commenting on any current or former IDOT policies or projects; since I work as part of the Office of Communications on a variety of projects and initiatives at IDOT, I feel it is important to remain as impartial as possible when the agency seeks public input and comment. I may also use this blog to notify readers of upcoming outreach activities that may be of interest and encourage readers to attend or submit their own comments. That said, if someone has an opinion regarding IDOT’s transportation policies in the suburbs, this blog would be happy to host a signed guest post.)

It’s hard to say what it is that makes it so difficult for the various agencies to work together more closely, since so many different agencies have similar goals and ultimately help each other reach their goals. Given this is Chicago, I’m sure much of it comes down to pure politics. For instance, the CTA is helmed by a seven-member Board of Directors: four appointed by the Mayor of Chicago, and three appointed by the Governor of Illinois. Metra, meanwhile, has an 11-member board: the Mayor of Chicago selects one board member; each of the five collar county boards select one board member each; and suburban Cook County gets the other five seats, with the seats evenly distributed geographically by township. Since the Mayor effectively has control of the CTA board but only 9% of the Metra board, it’s hard not to be a little cynical as to why Metra never was really considered for the O’Hare Express project, even though they are by far the best suited to make immediate improvements.

The individual service boards do a pretty good job serving their parts of the region at a basic level, but integrating between them is typically a significant problem. But maybe we’re actually making it worse by pretending everyone is working together and trying to brush it under the rug instead of leaning into it and exposing the challenges we face.

Take Metra, for instance. (Remember when I said I wasn’t going to bash Metra in this post? I lied.) We’ve touched on how Metra is actually several different systems that use the same fare media and professional staff: the BNSF Line is owned and operated by the BNSF Railway; the three Union Pacific Lines are owned and operated by Union Pacific; the North Central Service and Heritage Corridors are operated by Metra on tracks owned by other railroads; the Milwaukee North, Milwaukee West, Rock Island, and SouthWest Service are wholly owned/leased and operated by Metra; and then there’s the Electric Line, which is also Metra owned and operated but unique enough to warrant its own entry in this list. But Metra also doesn’t own or control most of the park-and-ride lots at their suburban stations. Those lots are overwhelmingly owned by the municipalities they serve, which means Metra can’t really control what the towns are charging or how they manage their lots. On top of that, some stations have Pace feeder routes to connect with trains; however, since Metra and Pace don’t share a fare structure and since Metra doesn’t own the park-and-ride lots serving their stations, the system often ends up giving a financial incentive to people who drive to their station instead of using feeder bus service. This can lead to a few downward spirals: bus ridership drops, which is its own death spiral if service cuts follow; and more people park at the station, which encourages local communities to build more parking rather than develop more sustainable development near their train stations.

This isn’t really Metra’s fault and, to be fair, Metra is generally supportive of transit-oriented development projects, although there’s more Metra could be doing. For instance, I don’t think there’s any RTA legislation or anything that would prohibit Metra from operating its own bus fleet; if Metra and Pace can’t figure out how to share a fare structure (which, to be clear, it’s mindboggling that a system beyond the monthly pass Link-Up option isn’t offered), make the feeder routes officially part of Metra and integrate fares that way. Likewise, while Metra can’t control what municipalities charge for their parking lots, the municipalities generally give Metra plenty of deference when setting rates; if, for example, Metra is willing to take a slightly stronger stance and encourage municipalities who have feeder bus service to price their parking above the cost of a round-trip bus fare, that creates more of a financial incentive for riders to use the buses rather than driving themselves without having to figure out how to coordinate fares with Pace.

At the end of the day, the overall goal should be to reduce the region’s reliance on driving everywhere, and it should be a team effort. The RTA, the CTA, Metra, Pace, Divvy, and even CDOT with their extensive on-street bike network under the Emanuel adminstration are all key players in making the Chicago region a more sustainable, healthier region for all of us who choose to live here. But circling back to Dump the Pump Day, I wanted to call out the RTA one last time for this Twitter post that made me irrationally mad.

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Look, I get it. While the RTA is the umbrella agency that CTA, Metra, and Pace all fall under, the RTA’s primary job is getting money to run transit and dispersing that money to the boards, so they have to do ads like these to remind non-transit-users why transit is valuable and why there’s a regional sales tax to support transit. But this is not the kind of messaging that is beneficial long-term. When I first saw this post Monday night, I was sitting in one of the 60-year-old Metra BNSF cars, sweating because the air conditioning wasn’t 100% effective, dealing with a bunch of cranky fellow riders still sore about last week’s BNSF schedule changes. Do I really care that my train is saving some guy driving down the Eisenhower back to his Naperville McMansion 75 cents on tonight’s commute? Likewise, does he care (or even realize) that his average speed is something like two miles per hour faster because of all of us riding Metra?

What’s worse, this kind of presentation just reinforces the perception that transit is something drivers are forced to subsidize with the hard-earned money they pay in fuel taxes, even though we’ve long since passed the point where road and highway costs were 100% covered by fuel taxes anyway. Furthermore, the RTA is basically coming right out and offering that one of transit’s primary benefits is to make it easier for other people to drive, which is the exact wrong message to send.

A better message to send would be that investments in a functional, efficient mass transit network gives everyone in the region more options on when to travel, where to go, and how to get there. What we need is an integrated system of various transportation modes to give everyone who lives in our region choices. We shouldn’t have to pick between Dumping the Pump for transit and Biking to Work. We shouldn’t have to pick between bike lanes or bus lanes on our arterial streets when there are still two or three lanes available for cars. We shouldn’t have to pay more to take a bus to the train instead of just driving ourselves. We shouldn’t have to pick between improving transit speeds and reliability for current riders and making driving easier by herding more people into trains and buses.

We can do it all, and giving people options when it comes to their transportation choices is imperative to a sustainable region. But the first step is making sure everyone’s on the same page and moving in the same direction.

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