CTA reverses its decision after community outcry, giving new hope for the 31st Street bus | Transportation | Chicago Reader

CTA reverses its decision after community outcry, giving new hope for the 31st Street bus 

After announcing that the pilot would end this week, the CTA is giving the route a reprieve

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click to enlarge A #31 bus stops near Lake Meadows Shopping Center - JOHN GREENFIELD
  • A #31 bus stops near Lake Meadows Shopping Center
  • John Greenfield

Well, that was fast.

Last Friday evening a CTA representative notified near-south-side transit advocates that the #31 bus route, which launched as a pilot two years ago after years of lobbying from community members, would be killed this Friday due to low ridership. In July, the 3.5-mile route—which runs from the Ashland Orange Line station to Lake Meadows Shopping Center—saw an average of only 298 trips taken per weekday, far short of the CTA’s target of 830. (On the other hand, ridership averaged 674 trips a day last November, when CPS and universities were in session.)

Boosters from the Bridgeport Alliance, the Coalition for a Better Chinese American Community, and the Active Transportation Alliance said they were distraught, and argued that the pilot never really had a chance when it ran only on weekdays from 10 AM to 7 PM, making just two runs per hour in each direction. (Third Ward alderman Pat Dowell, however, was presumably pleased, since she'd written the CTA board asking it to end the test, insisting that the buses rather than the many single-occupant cars were to blame for traffic jams.)

But yesterday I got a surprise notification from the CTA that the #31 had been given a new lease on life. Spokesman Brian Steele told me that the transit agency had changed its mind and that 31st Street bus service would continue, albeit with its current, anemic schedule, for the foreseeable future.

What happened to snatch the bus from the jaws of death? “Over the last couple of days we’ve had some discussions in which we’ve identified some potential new avenues of support in the community, which could consist of financial support or something to help boost ridership,” Steele said. “So instead of just shutting it down, we felt the best thing to do was to continue service in the near future.” He declined to mention which entities are involved, but CTA president Dorval Carter recently mentioned IIT and Mercy Hospital as possible white knights.

Steele added that, depending on how the negotiations go, it’s possible that bus service could include more days, longer hours, more frequent runs, and/or a longer route, all of which could help boost ridership. There will be a meeting with one or more potential sponsors next week, and the CTA expects to provide an update in about two weeks.

Steele credited Bridgeport alderman Patrick Daley Thompson with pushing to save the #31. “I think I was persuasive,” Daley Thompson told me. “I’m grateful to the CTA for giving this another chance, and optimistic that we can make this work. That being said, we need to control our destiny by growing riderships, finding a sponsor, or finding new funding.” He added that while City Council passed a new ride-hailing fee last year to fund CTA infrastructure, the most sustainable funding solution would be a grant from the state government, which cut Chicago-area transit funding as part of the 2017 budget deal.

Active Transportation’s Julia Gerasimenko said her group is heartened by the news, but argued that the #31 pilot should have been more robust in the first place “in order to be set up for success and sustainably maintained as a permanent route.” But she echoed the alderman’s sentiments about funding. “We will continue to advocate for transportation funding to be prioritized on the state and city levels so that CTA will not have to pick and choose between equally important community mobility needs.”

Quade Gallagher of the Bridgeport Alliance was also critical of how the pilot was conducted. “Bridgeport Alliance does not find it acceptable to run a flawed pilot program and call that giving us a chance,” he said. “CTA, the city of Chicago, and the state of Illinois need to fund the bus so it can actually serve the community—and create budgets that put people and planet over profit.” Still, he conceded that seeking outside funding from Mercy Hospital and IIT as a way to expand the pilot “is better than nothing.”

Debbie Liu of the CBCAC said she was pleased that the 31st Street bus will be running for the start of the CPS school year, but she also had some harsh words about the quickly alternating bad and good news from the CTA that has made the bus service seem more like a roller-coaster ride. “This fiasco highlights the bigger issue of a lack of coordinated transparent, community-based, long-term planning by the city and its agencies, if you can say one thing one day and another the next.”

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