Public policy achievements never arrive neat and tidy. The historic transit bill just passed in Springfield was an eleventh-hour reprieve from an unthinkable fiscal cliff and an improved framework for funding going forward.  

But the law also creates significant concerns for those of us who believe that the city of Chicago’s transit system should be ultimately governed by (and responsible to) Chicagoans. It’s important to be transparent and clear-eyed about what this new law delivers. 

The transit bill is, without question, a landmark moment for our region. For decades, our funding system was inequitable — leaving the CTA to shoulder a disproportionate share of the cost to keep our buses and trains running. The new law finally corrects that imbalance. It establishes a funding model that better reflects the true cost of service and provides the stability needed to sustain the workforce and operations that millions of riders depend on every day. This historic funding averts devastating service cuts and layoffs, and for the first time in years, our agencies — CTA, Metra and Pace — can operate without the threat of a fiscal cliff. 

This is a victory for riders, workers and businesses across Chicago and the region. The backbone of our city’s transit is secure, at least for now. 

But as we celebrate this moment, we must be honest with the people of Chicago: This funding victory comes with a price for the city of Chicago and the CTA. And it’s fair to ask: What did we give up in exchange for this historic investment?  

Alongside new funding, the bill introduces sweeping regional governance reform meant to improve coordination and accountability among agencies. The bill establishes the Northern Illinois Transit Authority, a 20-member board that will oversee the CTA, Metra and Pace. 

Chicago’s mayor will appoint only five members. The rest will come from the governor, Cook County and the collar counties. Under this new structure, practically all policies and operational decisions that previously received final approval from the CTA will now be subject to the final authorization by the NITA board — an arrangement that, while designed to promote coordination, risks diluting the local accountability and autonomy that have been essential to delivering responsive, community-centered service. The CTA — and by extension, Chicago — now faces limits on how we can acquire property, procure goods and services for our daily operations, lead construction projects and manage programs that have long driven economic growth. Those changes may seem technical, but they have real implications for how we serve our riders.

For one of the nation’s largest and most complex transit systems, this could challenge our ability to operate efficiently and responsively. This bill marks the end of Chicago’s autonomy over its own transit system. 

I want to be clear: I support the funding this legislation delivers and the spirit of regional cooperation it represents. I also support accountability and reform that ensure every public dollar is well spent. But in the urgency to avert a fiscal crisis, I fear we may have surrendered too much of what makes local transit work best — its ability to be responsive to the people it serves. 

For now, the new structure may function smoothly under the capable leadership currently in place in our region. But governance frameworks endure well beyond individual administrations. Leadership changes, priorities shift and history shows us that once autonomy is ceded, it rarely returns, and when it does, it’s after years of inequity and effort to restore balance. A timely example is the regional funding formula this legislation finally corrects. The old formula was originally implemented as a political maneuver to limit Chicago’s autonomy of its transit system, and it persisted for 40 years, causing a disproportionate burden on the CTA, the city and its riders. Time will determine whether this new model strengthens our region or undermines the CTA’s ability to deliver service effectively on behalf of our riders. 

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The new governance structure is set to take effect in June, pending the governor’s signature. In the months ahead, I look forward to working closely with our partners, stakeholders and legislative leaders to ensure these changes are implemented in a way that mitigates potential negative impacts and preserves the progress we’ve made as an agency.

This past summer, I met with members of the General Assembly, including members of the task force that authored this bill, and offered amendment recommendations that restore some key authorities to the CTA that have been essential to providing service to our riders — such as bonding and procurement authority, property acquisition rights and eminent domain authority — while establishing reasonable dollar thresholds to balance local autonomy with appropriate regional oversight. I continue to support and recommend these adjustments to the bill. As we move forward, I urge all stakeholders — especially those outside Chicago — to remain committed to our city’s riders, businesses and communities.

I am pleased that the legislature is finally funding public transportation in a meaningful way. But the lack of focus on local governance raises serious concerns about the CTA’s future.  

My commitment to the CTA and its riders will not waver. I will continue to fight for the best service and economic opportunities for all. I call on the future CTA board to honor the legacy and promise of public transit in Chicago. Transit is not just about budgets and governance; it is about people, opportunity and the future of our city. 

Lester L. Barclay is an attorney and the chairman of the Chicago Transit Board.

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