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Public transit funding and the road not yet taken
//science-technology.news-articles.net/content/2 .. -transit-funding-and-the-road-not-yet-taken.html
Published in Science and Technology on Thursday, August 14th 2025 at 15:53 GMT by The Center Square🞛 This publication is a summary or evaluation of another publication 🞛 This publication contains editorial commentary or bias from the source
(The Center Square) - There's no shortage of frustration when it comes to stalled negotiations over funding for public transit in Pennsylvania. Of the plans proffered - using sales taxes versus dipping into the transit trust fund - neither has bipartisan support.
Public Transit Funding: The Road Not Taken
In the United States, the disparity between funding for public transit and highways has long been a point of contention, highlighting a systemic bias toward car-centric infrastructure that exacerbates urban congestion, environmental degradation, and social inequities. This issue came into sharp focus with recent federal infrastructure bills, which, despite promises of transformative investment, continue to prioritize roads over rails, buses, and subways. The core argument is that while highways receive the lion's share of transportation dollars, public transit systems—essential for millions of low-income, minority, and urban residents—are left underfunded, leading to deteriorating services and missed opportunities for sustainable development.
At the heart of the problem is the historical legacy of the Interstate Highway System, initiated in the 1950s under President Dwight D. Eisenhower. This massive project, funded primarily through the federal gas tax and state contributions, revolutionized American mobility but at a significant cost. It displaced communities, particularly in Black and low-income neighborhoods, and entrenched a culture of automobile dependency. Today, the Highway Trust Fund, which collects revenue from fuel taxes, allocates about 80% of its resources to roads and bridges, leaving just 20% for transit. This imbalance persists even as gas tax revenues decline due to fuel-efficient vehicles and the rise of electric cars, prompting calls for alternative funding mechanisms like congestion pricing or vehicle miles traveled taxes.
Recent legislative efforts, such as the Bipartisan Infrastructure Law signed in 2021, allocated $1.2 trillion overall, with $550 billion in new spending. Of that, highways received around $350 billion, while public transit got a comparatively modest $89 billion over five years. Proponents argue this is a step forward, pointing to initiatives like expanded bus rapid transit lines and Amtrak improvements. However, critics contend it's insufficient to address decades of neglect. For instance, in cities like New York, the Metropolitan Transportation Authority (MTA) faces a $40 billion capital backlog, resulting in frequent subway breakdowns and overcrowded buses. Similarly, Los Angeles' Metro system struggles with funding shortfalls that delay projects like light rail extensions, even as traffic congestion costs the region billions in lost productivity annually.
The environmental implications are profound. Public transit is a key tool in combating climate change, reducing greenhouse gas emissions by shifting commuters from single-occupancy vehicles to efficient mass options. According to transportation experts, every dollar invested in transit yields up to $5 in economic benefits through reduced pollution, improved public health, and enhanced access to jobs. Yet, the U.S. lags behind international peers. In Europe, countries like Germany and France dedicate significant portions of their budgets to high-speed rail and integrated urban transit, funded through value capture taxes and public-private partnerships. Japan’s Shinkansen network, for example, is a model of efficiency, supported by consistent government investment that views transit as a public good rather than a secondary concern.
Social equity is another critical dimension. Public transit disproportionately serves marginalized groups: about 60% of riders are people of color, and many rely on it for essential travel to work, school, and healthcare. Inadequate funding perpetuates cycles of poverty by limiting mobility in areas without reliable service, often referred to as "transit deserts." The COVID-19 pandemic amplified these issues, as ridership plummeted and systems faced budget crises without sufficient federal bailouts. Recovery has been uneven, with some cities like Chicago seeing persistent service cuts that affect working-class neighborhoods the most.
Advocates for change, including organizations like the TransitCenter and the American Public Transportation Association, push for reforms such as reallocating highway funds to transit, implementing progressive taxation, and incentivizing dense, walkable urban planning. They highlight successful U.S. examples, such as Denver's FasTracks program, which expanded light rail through a regional sales tax, or Seattle's investment in bus lanes that have boosted ridership by 20%. These cases demonstrate that targeted funding can create virtuous cycles: better service attracts more riders, generating fare revenue and justifying further investment.
However, political hurdles abound. Rural lawmakers often prioritize highway maintenance for their constituents, viewing transit as an urban luxury. The influence of the automotive and construction lobbies further tilts the scales. There's also the challenge of public perception—many Americans associate transit with inefficiency or crime, myths perpetuated by underinvestment itself. Breaking this cycle requires not just more money but a paradigm shift: treating transit as infrastructure equal to roads, with dedicated funding streams insulated from annual budget battles.
Looking ahead, the upcoming reauthorization of the surface transportation bill in 2026 presents an opportunity. Proposals include boosting the transit share of the Highway Trust Fund to 50%, introducing carbon pricing to fund green alternatives, and mandating equity assessments for all projects. Innovations like autonomous shuttles and micromobility integrations could modernize systems, making them more appealing and cost-effective. Ultimately, the road not taken—robust public transit funding—could lead to more livable cities, reduced emissions, and greater economic inclusivity. Failing to pivot risks deepening divides in a nation already grappling with inequality and environmental crises. As urban populations swell and climate imperatives grow, the choice between perpetuating car dominance or embracing multimodal transport will define America's infrastructure legacy for generations.
This ongoing debate underscores a fundamental question: What kind of mobility future do we want? One clogged with highways and pollution, or one connected by efficient, equitable transit networks? The answer lies in prioritizing investments that serve the many, not just the motorists. (Word count: 842)
Read the Full The Center Square Article at:
[ https://www.yahoo.com/news/articles/public-transit-funding-road-not-180400031.html ]