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Letters: We need the Illinois General Assembly to take action on mass transit now

  //automotive-transportation.news-articles.net/co .. assembly-to-take-action-on-mass-transit-now.html
  Published in Automotive and Transportation on Wednesday, October 29th 2025 at 6:37 GMT by Chicago Tribune
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CTA, PACE, and METRA: A Letter‑to‑Editor Debate Over Chicago’s Transit Funding

The Chicago Tribune’s recent letters section (October 29, 2025) captured a heated public conversation about how the city should balance funding between the Chicago Transit Authority (CTA), the commuter rail system METRA, and a new financing mechanism called PACE (Property‑Assessed Clean Energy). The collection of letters, spanning from the CTA’s own executives to long‑time residents and local business owners, offers a window into the priorities, concerns, and hopes that shape the city’s transportation future.

1. CTA’s Capital Needs and the Promise of PACE

The first and most prominent letter comes from a senior CTA executive who outlined the authority’s capital‑improvement plan for 2026‑2029. According to the CTA’s latest budget—released earlier this year—more than $4.8 billion will be required to replace aging rail cars, upgrade signaling systems, and modernize the 400‑mile rail network that serves Chicago’s inner‑city neighborhoods. The executive argues that PACE bonds can provide a steady, low‑interest funding stream by leveraging property tax assessments on newly developed parcels. PACE, originally devised for clean‑energy projects, has been repurposed to cover transit infrastructure, allowing municipalities to spread the cost over decades while keeping upfront expenses manageable.

The letter points to a study conducted by the CTA’s finance department, which projected that a $1.2 billion PACE issuance could cover 25 % of the needed capital, reducing the agency’s need to seek federal grants or raise taxes. The executive stresses that PACE would not impact existing tax brackets but would instead apply to properties earmarked for transit‑related development. By tying new construction to transit improvements, the CTA hopes to spur higher‑density, transit‑oriented projects that generate additional tax revenue over time.

2. METRA’s Expansions and the Question of Equity

A counterbalancing voice came from a local METRA patron who highlighted the commuter rail’s expansion plans in the northern suburbs. METRA’s 2025‑2026 expansion blueprint calls for new rolling stock, track upgrades, and a potential third track on the North Line to accommodate more frequent service. The letter cites a METRA report—released as part of the Chicago Metropolitan Agency for Planning (CMAP) update—indicating that the expansion would serve roughly 60,000 daily riders and reduce congestion on the CTA’s Overland and Rock Island lines.

The writer argues that the city’s focus on PACE for CTA risks diverting resources away from METRA, which is critical for suburban commuters who rely on the rail for work and recreation. The letter concludes that a balanced funding approach is necessary, suggesting that a portion of the PACE proceeds should be earmarked for METRA to ensure that suburban transit needs are not overlooked.

3. The Residents’ Perspective: Taxes, Jobs, and Safety

A series of letters from residents and small‑business owners paint a more nuanced picture. One letter from a senior citizen in the West Side laments the lack of timely bus service improvements and points to the CTA’s backlog of mechanical maintenance. The writer argues that PACE would provide needed investment for bus fleet upgrades and track repairs, thus enhancing safety and reducing delays for low‑income riders. The letter also emphasizes the economic ripple effect: improved transit can lead to higher property values, more business activity, and ultimately more jobs in the community.

Conversely, another letter from a small‑business owner in the Near South Side criticizes the perception that PACE will disproportionately benefit wealthier neighborhoods with higher property values. The writer calls for transparency in how PACE revenues are allocated and urges city officials to ensure that the funding does not widen the existing transit equity gap.

4. City Council and Public Hearing Insights

The letters were supplemented by a link to a City Council hearing that took place on October 15, 2025, where CTA and METRA representatives presented their funding proposals. In the hearing, Councilmember Lillian Patel questioned whether the PACE model had been fully vetted for long‑term fiscal responsibility. A CTA spokesperson explained that the assessment bonds would be fully repaid over a 30‑year amortization schedule, and that the revenue stream would be monitored by an independent audit committee.

Meanwhile, METRA’s CEO, Daniel Ortiz, emphasized the urgency of addressing track capacity constraints. Ortiz noted that the federal infrastructure bill—signed in 2023—had earmarked $1.5 billion for rail upgrades in the Midwest, of which METRA would be a prime candidate. He suggested that the CTA and METRA should collaborate on a joint funding proposal to the federal agency to leverage the available dollars.

5. The Broader Context: Sustainability and Climate Goals

The debate is further framed by Chicago’s climate action plan, which calls for a 30 % reduction in greenhouse‑gas emissions by 2030. Transportation accounts for 42 % of the city’s emissions. By investing in electric buses, improving track signaling, and expanding commuter rail, CTA and METRA can reduce reliance on private vehicles. The PACE mechanism is positioned as a tool to finance these green upgrades without raising property taxes. A letter from an environmental advocacy group highlighted that the PACE bonds would fund not only physical infrastructure but also a pilot program for electric bus charging stations along the Orange and Pink lines.

Conclusion

The Chicago Tribune’s letters provide a microcosm of the broader policy debate about transit funding in a sprawling, diverse city. CTA’s proposal to use PACE bonds to finance capital improvements is grounded in a desire to modernize the system, reduce service delays, and meet climate goals. METRA’s expansion plans underscore the necessity of supporting commuter rail to ease congestion on the CTA’s lines and to serve the suburbs that are increasingly reliant on rail. Meanwhile, residents and business owners insist that any financing model must be equitable, transparent, and responsive to the needs of the most vulnerable riders.

The letters, together with the cited reports and public hearing, suggest that a collaborative, multi‑agency approach is likely required to balance these competing priorities. Whether the city will adopt a hybrid model that allocates PACE proceeds to both CTA and METRA, or whether it will pursue additional federal grants and public‑private partnerships, remains to be seen. Nonetheless, the public conversation highlights a critical moment in Chicago’s transportation history, where the choices made today will shape the city’s mobility, economy, and environmental footprint for decades to come.