2007 Budget Adopted
On November 14th the Chicago Transit Board approved a 2007 operating budget and a 2007-2011 capital plan. The budget complies with the funding marks established by the RTA board, which anticipate approximately $160 million in "additional public funding" necessary for Metra, Pace, and CTA to maintain current service levels. This additional funding is in over and above RTA's customary practice of including state reimbursement for reduced fares, federal capital funds that have not yet been appropriated, and increased sales tax and fare revenues in RTA funding marks. CTA’s share of the additional RTA funding is $110 million.
Two years ago state lawmakers asked CTA for more time to fund a $55 million deficit, and they responded that spring with an IDOT grant to fund paratransit.That legislation also required RTA to submit a funding plan to the General Assembly in the spring of 2007. As I have noted here before, RTA is working with CTA, Metra, and Pace to lead a campaign to secure sufficient transit funding. The RTA strategic plan will be submitted to the General Assembly next year.
I am pleased that this budget ends the recent practice of using major infusions of capital dollars to pay for operations. Using capital for operations is like burning your roof to heat your house. We have almost $6 billion in unmet capital needs, and the capital funds in the 2007 budget are generally for the safe and efficient operations of our current system or restricted by federal law for particular projects. One example is an increase in track and infrastructure maintenance funding by almost $36 million to help replace railroad ties in the Blue and Red Line subway tunnels. This is a project that was delayed two years ago by the expiration of Illinois First (the state’s transportation capital program) but we have reprogrammed some of CTA’s federal capital funds to make this investment in 2007.
Some of you have asked about recent construction reports and slow zones. CTA’s new manager in charge of construction, engineering, and facilities began work at CTA in early November. I wanted to give him a chance to review some of the research I have requested on slow zones before presenting it to the board. That presentation has been set for our December board meeting.
My fellow board members and I have made it clear that the impact of our construction program on rail service is a top priority, and I look forward to that report. Back in September staff discussed plans to address the slow zones between Belmont and Fullerton, and to reduce slow zones on the Dan Ryan branch from 24,000 to 4,000 feet. This month we learned they expect to go one step further and eliminate all of the Dan Ryan slow zones. I have asked that the December report provide a much clearer and user-friendly summary of the incidence, impact, and plans to address slow zones throughout the system.
One related note – CTA staff indicated at the board meeting that 3-tracking between Belmont and Fullerton will not begin before March20062007. I have asked for a full presentation on 3-tracking at our January board meeting that will address 3-tracking's overall impact on service as well as specific questions raised here, such as cross-platform transfers, additional bus service, and total travel time.
Two years ago state lawmakers asked CTA for more time to fund a $55 million deficit, and they responded that spring with an IDOT grant to fund paratransit.That legislation also required RTA to submit a funding plan to the General Assembly in the spring of 2007. As I have noted here before, RTA is working with CTA, Metra, and Pace to lead a campaign to secure sufficient transit funding. The RTA strategic plan will be submitted to the General Assembly next year.
I am pleased that this budget ends the recent practice of using major infusions of capital dollars to pay for operations. Using capital for operations is like burning your roof to heat your house. We have almost $6 billion in unmet capital needs, and the capital funds in the 2007 budget are generally for the safe and efficient operations of our current system or restricted by federal law for particular projects. One example is an increase in track and infrastructure maintenance funding by almost $36 million to help replace railroad ties in the Blue and Red Line subway tunnels. This is a project that was delayed two years ago by the expiration of Illinois First (the state’s transportation capital program) but we have reprogrammed some of CTA’s federal capital funds to make this investment in 2007.
Some of you have asked about recent construction reports and slow zones. CTA’s new manager in charge of construction, engineering, and facilities began work at CTA in early November. I wanted to give him a chance to review some of the research I have requested on slow zones before presenting it to the board. That presentation has been set for our December board meeting.
My fellow board members and I have made it clear that the impact of our construction program on rail service is a top priority, and I look forward to that report. Back in September staff discussed plans to address the slow zones between Belmont and Fullerton, and to reduce slow zones on the Dan Ryan branch from 24,000 to 4,000 feet. This month we learned they expect to go one step further and eliminate all of the Dan Ryan slow zones. I have asked that the December report provide a much clearer and user-friendly summary of the incidence, impact, and plans to address slow zones throughout the system.
One related note – CTA staff indicated at the board meeting that 3-tracking between Belmont and Fullerton will not begin before March
posted by Carole Brown | 11/21/2006 04:57:00 PM
