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Texas Remains Car-Centric, TXDOT Calls for Public Transit Expansion to Meet 2055 Demands

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  Published in Media and Entertainment on Wednesday, November 12th 2025 at 9:38 GMT by Houston Public Media

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Car‑Dominant Texas Needs More Public Transit to Meet Mobility Demands, TXDOT Report Says

The Texas Department of Transportation (TXDOT) has released a new state‑wide transportation study that highlights a stark reality: Texas still remains one of the most car‑centric regions in the United States, and that trend threatens to outpace the state’s growing mobility needs. Houston Public Media’s November 12 coverage draws on the TXDOT report, the latest county‑by‑county data, and expert commentary to explain why the state must broaden its public‑transit offerings if it wants to stay on top of economic growth, climate change, and quality‑of‑life goals.

1. The Texas Transportation Landscape in 2025

The TXDOT report—issued in partnership with the Texas Transportation Commission—analyzes trends from 2015 to 2024 and projects into 2055. The study is the first to synthesize a comprehensive set of transportation metrics—car ownership, ridership, traffic congestion, freight flow, and infrastructure funding—across the state’s 254 counties. The report’s title, “Transportation in Texas: Current State and Future Challenges,” is accessible via TXDOT’s data portal (linked in the article’s “Further Reading” section).

Key takeaways:

These numbers paint a picture of a state that is growing faster than its transportation infrastructure, with traffic congestion tightening and freight volumes climbing.

2. Why Car Dominance is a Problem

TXDOT’s report frames car dominance as a “double‑edged sword.” On one side, a car‑centric culture has historically fueled Texas’s booming manufacturing, oil and gas, and tech industries. On the other side, the consequences are now being felt in four main areas:

a. Infrastructure Strain

The projected rise in vehicle ownership means that more miles of roads will be needed, but TXDOT’s budget is already capped at $25 billion for road maintenance and expansion. The report warns that by 2030, Texas will need an additional $10 billion per year just to keep pace with vehicle growth—money that would otherwise fund transit upgrades.

b. Climate & Environmental Impact

Texas emits roughly 10 million metric tons of CO₂ annually from transportation. The report estimates that shifting 10 % of daily trips from cars to public transit could reduce emissions by 1.4 million metric tons per year—an amount comparable to cutting about 350,000 cars from the road.

c. Economic Inequality

Car ownership is unevenly distributed. Low‑income households spend an average of 20 % of their income on transportation, versus 9 % for high‑income households. The report underscores that public transit can level the playing field, giving those who cannot afford private vehicles access to jobs, healthcare, and education.

d. Urban Sprawl & Housing

Texas’s population is expanding not only in core metro areas but also in suburban and exurban counties. TXDOT’s “Urban Growth Boundaries” map (linked in the article) shows that sprawl is increasing the average commute distance by 12 % over the past decade. Without robust transit options, this trend threatens to drive higher real‑estate prices and congestion hotspots.

3. Recommendations from TXDOT

The study proposes a 10‑point plan aimed at “building a more inclusive, resilient, and sustainable transportation system.” Some of the most notable recommendations include:

1. Increase Funding for Bus Rapid Transit (BRT) and Light Rail – Target $5 billion over the next decade for new BRT corridors and extensions of existing light‑rail lines, especially in the Dallas‑Fort Worth, Houston, and Austin corridors.

2. Expand High‑Occupancy Vehicle (HOV) Lanes – Convert all remaining HOV lanes to express‑lane or dedicated transit lanes to improve bus speeds and reduce travel times.

3. Adopt Transit‑First Planning in New Development – Require new housing projects in the state’s 50 fastest‑growing counties to include transit accessibility as a design standard.

4. Deploy Smart Mobility Services – Pilot ride‑share and on‑demand micro‑transit in rural counties where fixed‑route service is infeasible.

5. Leverage Public‑Private Partnerships – Encourage private investment in transit infrastructure by offering tax credits and streamlined permitting.

The TXDOT team stresses that funding for these initiatives will need to come from a mix of federal dollars, state toll revenues, and local levies. They also highlight the need for a “transit‑budget parity” law, which would allocate a minimum percentage of the state transportation budget specifically for public‑transport projects.

4. The Role of Local Governments

While TXDOT lays out a statewide strategy, the article underscores how county and city governments will be the actual implementers. For instance:

• Houston has already announced a $200 million “Metro‑Plus” program, which will upgrade the METRO rail system and add new BRT lines. The city’s “Transit Expansion Task Force” (linked to in the article) is expected to finalize the plans by spring 2026.

• Dallas‑Fort Worth (DFW) is in the early stages of a $1 billion light‑rail extension that would connect the suburbs of Plano, Irving, and McKinney to downtown. The DFW Plan Commission is meeting monthly to discuss the phased implementation.

• Austin is launching the “Capital City BRT” project, a 30‑mile corridor that would serve the rapidly growing Westlake and Round Rock suburbs. The city’s Department of Transportation has already secured $30 million from the Federal Transit Administration (FTA) for the first phase.

The article also notes that rural counties, like Cameron and Starr, have fewer transit options but are already exploring partnerships with regional providers such as the South Texas Public Transit Authority.

5. Public Opinion & Advocacy

The Texas Transportation Commission’s public comment period on the draft report received over 3,200 written submissions. A majority of respondents favored a “balanced approach,” supporting both road improvements and public transit expansion. A separate group of advocacy groups, including the Texas Association of Transit Professionals, called for an explicit “Transit‑First” mandate.

The article links to a short video interview with Mark R. Johnson, TXDOT’s Director of Planning, who emphasizes the importance of “multi‑modal mobility” and notes that the Texas Transportation Commission is “actively reviewing legislation to embed transit priority into the state budget.”

6. Funding Challenges and Potential Solutions

A recurring theme in the coverage is the lack of a clear funding mechanism. TXDOT’s own analysis shows that federal funding is projected to cover only about 30 % of the proposed public‑transit expansion over the next decade. That leaves a $15 billion shortfall that would need to come from state sources.

• Toll Revenues – The article highlights the state’s proposed “High‑Speed Toll Roads” project, which would allocate 10 % of toll proceeds to public transit improvements.

• Fuel‑Tax Adjustments – TXDOT’s analysis suggests a modest increase in the gasoline tax could generate $2.5 billion annually, earmarked for transit.

• Value‑Capture Financing – The report explains how property‑value increases near transit stations could be captured via “Benefit Transfer” mechanisms, funneling additional revenue to local transit agencies.

The article points out that Texas lawmakers are already debating a “Transit Equity Act” that would redirect a portion of the sales tax in the Dallas‑Fort Worth area to fund public transit.

7. Looking Forward: What’s Next?

TXDOT’s report is not the final word; rather, it serves as a roadmap for the next decade. The article’s authors, in conversation with TXDOT’s policy team, say that a crucial next step is to secure bipartisan support for a “State Transit Infrastructure Act.” This legislation would:

• Establish a dedicated state transit fund.
• Require that a minimum 5 % of all transportation dollars be allocated to public transit.
• Provide matching federal funds for rural transit pilots.

In the meantime, the report’s data will guide local governments in applying for federal grants and private investment. The Texas Transportation Commission has scheduled a statewide “Transit Summit” in January 2026 to discuss implementation strategies and to answer questions from community stakeholders.

8. Conclusion

Texas’s identity as a car‑first state is deeply ingrained, but the TXDOT report—and the Houston Public Media article—make it clear that this legacy is unsustainable in the face of growing population, rising freight demand, and urgent climate goals. Expanding public transit is not merely a matter of convenience; it is a critical component of economic resilience, social equity, and environmental stewardship. Whether through BRT corridors, light‑rail expansions, or rural micro‑transit pilots, the state’s future mobility depends on a coordinated, well‑funded, and politically supported public‑transit strategy. As Texas looks ahead to 2055, the choices made today will determine whether its cities remain vibrant, connected, and livable for generations to come.