The bus operator of a 36/Broadway bus drives illegally in the bike and parking lanes on Clark Street between Goethe and Schiller Streets in Old Town on October 30, 2012, at 17:24. I’ve already reported it to the Chicago Transit Authority’s firstname.lastname@example.org email address. Although the run number isn’t visible in the photo, you can see the bus number in my other photo. Couple that with the time and location and you can find the driver.
There are two better ways, but it’s a kind of Catch-22:
- Reduce the number of cars on the road by providing fast transit that attracts more passengers who used to drive cars.
- Provide fast transit that attracts more passengers who used to drive cars, by reducing the number of cars.
This pisses me off. Driving in the bike lane and parking lane, to bypass automobile traffic congestion, is not how to speed up bus traffic. Gabe Klein talked a lot about CDOT’s partnership with CTA in my interview with him (see below). I kept bugging him in the interview about CDOT can actually speed up CTA. He didn’t say anything that was meaningful or systemic, though. Sure he mentioned the Jeffery Jump and other BRT projects, but how do you speed up 100+ bus lines in the city and get more people on transit? You reduce the number of cars. That’s the only way. Or build more grade separated transit, which is extremely costly.
There are many ways to reduce the number of trips by car. I already told you one, in the Catch 22 above. But you can also improve the bicycling infrastructure. Except it’s useless if it keeps getting driven and parked in.
Vance: What about CDOT’s ability to manage congestion? That greatly affects the CTA’s ability to run buses reliably for over 1 million trips per day. Aside from signal optimization and upgrades around the city, including Transit Signal Priority, the plan doesn’t mention goals to change road congestion (like decreasing the number of single occupancy vehicle trips). Can you address this?
Klein: For one thing, we don’t have full control over the parking meters. In my prior life I was really working with the parking system to upgrade it, and to use that as a congestion pricing mechanism. However, the private entity that manages the parking. They’ve upped the prices, but it’s not dynamic (which I think is optimal) but we’re interested in working witht he company to give a better customer service experience with parkers. Like giving better information. If they knew about the parking and traffic situation downtown, they might use another mode.
Knowledge is power, and there’s way we can get the information out there.
We did have to prioritize what we want to do in two years. We’re a small DOT. We’ve a lot of work on our plate, but we don’t have a lot of resources.
800 people, includes front line workforce. With consultants, it’s over 1,000.
Even though we don’t run CTA, we work seamlessly with them. I feel comfortable doing transit stuff, especially on BRT. We’ve gotten $150,000 from Rockefeller to work on “soft costs”
BRT can help relieve congestion. It moves considerably and it can be an alternative to driving.
Carrot and stick, you see cordon pricing, parking pricing, parking info (seen in Europe).
We’re trying to use a lot of carrot. Give people a lot of options. So the SOV isn’t the default on every trip. I can walk my kid with me to the grocery store and not get run over. It’s about firing a lot of different cylinders.
Part of this interview was published in Grid Chicago in May 2012 about the Chicago Forward Action Agenda.