Choose Green Transportation this April and Get Rewarded

posted  March 27, 2025 – 3:04pm

Going green for Earth Month just got easier and more fun. RoundTrip, a free public program in Dane County, is encouraging community members to choose sustainable transportation options like riding the bus, biking, walking/rolling, and carpooling for chances to win prizes during its annual Spring Roll Challenge(link is external).

The challenge is free, open to everyone 18 and older, and supports both seasoned green commuters and anyone interested in trying something new. “Whether it’s your daily commute or a weekend errand, every car-free and car-light trip counts,” said Zia Brucaya, RoundTrip Program Manager. “This challenge is a great chance to explore alternatives to driving alone, reduce your carbon footprint, and earn chances to win prizes along the way.”

According to the U.S. Environmental Protection Agency, transportation accounted for the largest share—28%—of total U.S. greenhouse gas emissions in recent years, making individual transportation choices a powerful way to support climate action. To take part in the Spring Roll Challenge, residents can create a RoundTrip account at www.RoundTripGreaterMadison.org(link is external) and log trips taken by biking, walking/rolling, riding the bus, and carpooling from April 1-30. Each green trip logged boosts your chances of winning weekly and grand prizes.

Local favorites Madison BCycle, Ian’s Pizza, and Willy Street Co-op are supporting the initiative by donating prizes, including memberships and gift cards, for both weekly and grand prize drawings. Plus, the first 50 participants to log a green trip in April will receive a free slice from Ian’s Pizza and two complimentary Metro Transit rides.

It’s a fun way for us to reward community members for making choices that are good for the environment, their health, and their wallets. Maybe you can’t ditch your car entirely, but could you walk to the coffee shop instead of driving? Bike to work one extra day? Or hop on the bus to meet up with friends on a Friday night? Those small changes add up—especially when we make them together.

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Zia Brucaya, RoundTrip Program Manager

For more information and to participate in the challenge, visit: https://bit.ly/spring-roll-25(link is external).

About RoundTrip(link is external): RoundTrip is a program of the Greater Madison MPO that helps individuals and employers in Dane County access affordable, sustainable alternatives to driving alone. In 2024, RoundTrip members logged more than 16,000 green trips—saving $27,000, burning three million calories, and cutting 35.5 tons of carbon dioxide emissions.

About the Greater Madison Metropolitan Planning Organization (MPO)(link is external): The Greater Madison MPO leads a cooperative, comprehensive regional transportation planning and decision-making process for the greater Madison area and allocates millions of dollars of federal funding to local transportation projects. 

https://www.cityofmadison.com/news/2025-03-27/choose-green-transportation-this-april-and-get-rewarded

RACINE, WI — Contrary to the common belief that “no one rides the bus,” RYDE Racine‘s data tells a different story.

In 2024, the transit system provided 1,053,361 rides, marking a 49% increase since 2021, helping residents from across the area get to work, school, and healthcare appointments. ​

“The idea that ‘no one rides the bus’ just isn’t true,” said Trevor Jung, transit and mobility director for the City of Racine. “We’re providing over a million rides a year—people depend on this service to get to work, school, the doctor, and more.”

Racine bus expands access to employment

Public transit connects workers to job opportunities, especially at or outside the city limits such as the Stephen Olsen Industrial Park on the city’s far south side or the Renaissance Business Park in Sturtevant.

At the request of area employers such as Summit Packaging and Aurora Medical Center near I-94 in Mount Pleasant, RYDE Racine added or adjusted transit stops to ensure employees could more easily access their workplaces. Kyle Kienia, a plant manager from Summit Packaging, said the collaboration began nearly two years ago during the company’s 80,000-square-foot expansion project.

“There was a bus stop around the corner near Chicory Road, but it was a long walk for our employees,” Kienia said. “While Mayor Mason was on-site for our groundbreaking, we made a handshake agreement to work with RYDE Racine to get the stop closer. Once it was added directly at our facility, it changed people’s lives—just being able to get to work.”

According to Kienia, approximately 20 to 25 Summit employees use the bus regularly across various shifts, out of a workforce of around 300 people. The bus now runs nearly until 11 p.m., which aligns with Summit’s round-the-clock operations.

“We’re very grateful for the City of Racine and RYDE Racine,” he added. “This has been an awesome, value-added partnership.”

The partnership reflects broader trends in the local workforce. A 2023 joint survey from RYDE Racine and the Racine County Economic Development Corporation (RCEDC) revealed that 64% of Racine employers believe more robust public transit helps attract and retain employees, and 60% said their workforce relies on public transit to get to work.

“Public transportation is more than a service; it’s a gateway to the middle class and provides freedom to move throughout one’s community,” said Jung. ​

The need for sustainable funding

Despite rising ridership, public transportation in Racine faces significant financial challenges.

The expiration of federal COVID-19 relief funds, which contributed between 17% and 26% of the system’s revenue from 2020 to 2024, has left a funding gap. Compounding this issue, inflation and stagnant state funding have eroded over 20% of RYDE Racine’s purchasing power since 2011, Jung said, making it increasingly challenging to maintain current service levels without additional support.

​Funding public transportation in Racine is not an issue fare revenue alone can solve.

In Racine, the average rider pays about $2 per trip. Even with over 1 million rides annually, this revenue covers only a fraction of operating costs. RYDE Racine, like most transit systems in the country, relies on a combination of local, state, and federal funding to keep buses running.

“Think of public transportation as a public service,” said Jung. “We don’t expect the fire department or police to pay for themselves through fees. The same logic applies here—it’s about quality of life and access.”

This funding model isn’t unique to Racine. Across the U.S., no major transit system is fully funded through passenger fares. Even New York City’s MTA, the nation’s largest transit system, receives billions in government subsidies annually.

According to national averages compiled by Eno, a non-profit and nonpartisan research hub for public transportation, farebox recovery rates (the share of operating expenses covered by fares) typically range from 20% to 40%, and are often lower in smaller cities such as Racine.

Jung has heard the criticism at Racine Common Council meetings and read comments on the Racine County Eye Facebook page from some area residents who argue that transit should be self-sustaining, but he said this model is neither realistic nor effective.

“We don’t ask roads to be self-sustaining,” he stated. “The private sector couldn’t provide this service at a reasonable cost to people—and we don’t expect other public services like fire, police, or schools to turn a profit. Public transportation should be viewed the same way: as a quality-of-life service we invest in for the good of the community.”

Transit systems are designed to be affordable and accessible—especially for those who may not have other transportation options. Raising fares to fully cover costs would price out the very people who rely on it most: workers, students, seniors, and those living on limited incomes.

And there’s a broader economic argument to be made, Jung said. Every ride helps someone get to a job, a school, or a medical appointment. When people can work, they pay taxes, purchase goods, support local businesses, and contribute to the broader economy. Investing in transit is, in effect, investing in workforce participation and community prosperity.

“Public transportation is about social mobility,” he said.” If you have access to a job, to education, to healthcare—that’s what creates opportunity. None of that matters if you can’t get there.”

Without stable funding—especially as COVID-era federal support phases out—transit systems like RYDE Racine face tough decisions.

State mass transit aids have been effectively frozen for over a decade, and when adjusted for inflation, Racine has lost more than 20% of its purchasing power since 2011.

Regional support for public transit

While RYDE Racine is operated by the City of Racine, it does serve a broader regional ridership, and funding reflects that.

Several neighboring communities, including Mount Pleasant and Caledonia, contribute financially to RYDE Racine through intergovernmental agreements. These communities recognize that transit isn’t just a city service—it’s a regional lifeline connecting residents to jobs, healthcare, and education across municipal boundaries.

According to Jung, local support from surrounding municipalities has grown significantly in recent years. For example, Mount Pleasant increased its local share of funding from approximately $320,000 in 2021 to around $500,000 by 2024—an increase of over 55%. This boost was driven in part by local employers who rely on transit to connect with workers and who advocated for improved service access.

“I’ve been very impressed by the commitment we’ve seen from our municipal partners,” Jung said. “Their investment shows that they understand how critical transit is—not just for Racine, but for the region as a whole.”

The debate over regional transit authorities (RTAs)

A potential solution to funding woes is the establishment of regional transit authorities (RTAs), which can provide dedicated funding sources for transit systems. Gov. Tony Evers’ recent biennial budget proposal includes provisions to allow the creation of RTAs, granting local governments the authority to establish a dedicated transit tax.

If this passes as part of the larger budget, regions such as the corridor from Milwaukee to the border of Illionis could better manage and finance transit services that cross municipal or county boundaries.​

But, the proposal faces opposition.

Assembly Speaker Robin Vos has consistently opposed the establishment of RTAs in Wisconsin, expressing concerns about their structure and funding mechanisms. In 2011, Vos co-sponsored legislation to dissolve existing RTAs, citing issues with how they’d be funded and the lack of government oversight.

KRM would link to buses and create greater mobility

Efforts to establish the Kenosha-Racine-Milwaukee (KRM) commuter rail line have seen renewed momentum in recent years.

The proposed 33-mile service would follow the lakefront and connect Milwaukee, Racine, and Kenosha, between the Kenosha Metra station and ending in downtown Milwaukee. Proposed Racine-area stops include downtown Racine and Caledonia.

The rail line has the potential to create greater regional mobility and provide a sustainable transit option along the heavily traveled I-94 corridor.

In 2022, the City of Racine secured a $5 million federal planning grant to revisit and update prior feasibility studies. That planning work includes assessing development potential around proposed station areas and identifying funding mechanisms that could support long-term operations.

Jung sees the KRM as a crucial economic development strategy, not just a transit project.

“We’re in the third-largest economic region in the United States—more than Chicago alone—we’re in the 10th-largest economic region in the world. Yet Racine, the largest city furthest away from an interstate in the Midwest, is not connected by passenger rail infrastructure,” he said.

The Southeastern Wisconsin Regional Planning Commission (SEWRPC) and city officials continue to study the technical, financial, and logistical components needed to bring the project to life.

In September 2024, Kenosha County Executive Samantha Kerkman declined to support a resolution backing the KRM study, citing concerns about representation and community input.

Despite this, the cities of Kenosha, Racine, and Milwaukee continue moving forward with the project, with the feasibility study expected to wrap up in 2025.

“The way you create investment in Racine, the way you help people get to jobs, and the way you encourage families to settle here is by investing in regional transportation—namely, passenger rail from Kenosha north to Racine and then into Milwaukee,” Jung added.

https://racinecountyeye.com/2025/04/04/ryde-racine-ridership-increases/

For the first time in more than a decade, Milwaukee has a chance at establishing a regional system for public transit.

Gov. Tony Evers’ biennial budget proposal includes changes to state law allowing the creation of Regional Transit Authorities, something that has been off the table since 2011. It would also create a new taxing authority for local governments to pay for transit routes that cross municipal, or county, boundaries.

Regional Transit Authorities (RTA) are typically independent governmental entities with their own taxing authority. They are created to manage and plan transit at a regional level. Local economies and transportation needs don’t stop at municipal or county boundaries, so why should public transit? At least, that’s the argument for an RTA.

“A Regional Transit Authority is essentially, in its most basic terms, creating a regional governmental body to replace multiple local bodies,” said Rob Henken, immediate past president of the Wisconsin Policy Forum.

The governor’s budget boosts — incentivizes, even — RTA creation by giving local governments the authority to establish a dedicated transit tax, something the Milwaukee County Transit System (MCTS) has never had. The provision allows local governments to exceed state-imposed property tax limits in order to pay for any transit routes crossing municipal or county boundaries, provided they have signed agreements and passed a referendum to do so.

Milwaukee has history with RTA’s though it’s unclear if it has a future. Neither county transportation officials nor County Executive David Crowley‘s office have plans for establishing or even lobbying for an RTA, according to a spokesperson for the county. The Wisconsin Public Transportation Association (WIPTA) offered some praise for the proposal in a press release, saying it “appreciates” the governor’s inclusion of the RTA provision. Julie Esch, the interim managing director of MCTS, is also the chair of WIPTA’s board of directors.

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Muting the response to the governor’s proposal, perhaps, is the reality that some of the biggest political opponents to RTAs remain in power. Assembly Speaker Robin Vos, for example, has sponsored legislation in the past seeking to repeal RTA authority across the state.

More than a decade ago, Milwaukee almost found itself with an RTA. One was created for the Kenosha-Racine-Milwaukee (KRM) commuter rail line in 2009. A few years later, in 2011, Republicans led by Vos in the Assembly and former governor Scott Walker killed the KRM project and repealed the RTA. Democrats have also dashed hopes for an RTA. In 2010, disunity among Democratic state legislators sunk a bill that would have created an RTA for MCTS.

At the time, MCTS was finding it difficult to continue to pay for all the bus service it was running. Fast forward 15 years and that’s still the case. The transit system has a structural deficit that will reappear to the tune of approximately $17.8 million, once federal stimulus funds are exhausted in 2028.

“Often people think of the RTA as a funding mechanism,” Henken said. “But really it’s more than that.”

For transit systems that are struggling financially, it can be tempting to create an RTA simply as a mechanism for establishing a dedicated stream of revenue to run the system. But the real opportunities are found in being able to plan transit at the regional level, Henken said.

There are already thousands of commuters to and from Milwaukee County every day, so the benefit of regional transportation has already been established, Henken noted. From the perspective of a transit rider, bus routes that stop at the county line make little sense.

RTAs, however, pose political challenges beyond those that exist at the state level: it requires a new governmental entity and taxes. “I think citizens would, justifiably, be concerned about a new governmental body with its own taxation authority,” Henken said.

Currently county leaders have finite resources and have to make difficult decisions about where to put them.

“So from the taxpayers perspective, arguably, that’s a good thing,” Henken said. “From the perspective of the transit system that’s not a good thing, because it’s not only limited by what’s a reasonable amount of taxation, but it has to compete with other vital services, which, in the case of Milwaukee County, includes public safety and health and human services.”

An RTA would have more independence, and greater control over its own finances, allowing it to plan long-term in ways that have proven difficult for MCTS. The transit system recently scrubbed a long-term planning project for a second bus rapid transit project as it became clear the county would not be able to afford the operational costs without making cuts elsewhere in the system.

Dave Steele, executive director of MobiliSE, said a successful RTA might resemble the Milwaukee Metropolitan Sewerage District (MMSD).

“Our region decided a long time ago that wastewater and clean waterways was a regional priority, so they created a regional mechanism to do that, the MMSD, and it’s been very successful,” Steele said. “If it’s a regional priority, then we need to have a regional way of planning it, making it happen and ultimately funding it.”

The sewerage district has not faced the same revenue restrictions local governments have, and as a result it has better maintained infrastructure, planning long-term and successfully implementing complex projects, Henken said.

Local leaders should not pursue an RTA as a goal in and of itself. The goal should be a regional system for “rapid, fast and frequent” transit, Steele said. Even an RTA will have trouble accomplishing that without guaranteed, sustainable funding.

“The regional collaboration is a big part of it, but let’s keep it focused on what our end goal is, which is fast, frequent and reliable service that takes people where they want to go,” Steele said.

MCTS has collaborated on regional transit projects in the past, creating bus routes bringing Milwaukee residents to job centers in other counties and partnering with Waukesha Metro to join the Connect 1 bus rapid transit route to Waukesha Metro 1 for riders traveling between the two counties.

In 2024, MCTS unsuccessfully bid to operate the City of Waukesha‘s transit system. The revenue MCTS would have picked up from the contract would not have closed the system’s structural deficit. The real opportunity leaders saw was in greater regional collaboration.

“Ultimately, the hope is to illustrate how a regional approach to public transportation is a key component in growing the region economically,” Esch wrote in a report to the county board.

What comes next is unclear. There are no plans ready to go. An RTA, or some other regional transit system, remains theoretical. On top of that, the governor’s proposals needs to survive the budget process in the Republican-controlled Wisconsin Legislature.

But, for the first time in at least 15 years, a narrow opportunity for regional public transit has been created. Will local leaders act on it?

https://urbanmilwaukee.com/2025/03/16/transportation-could-milwaukee-create-a-regional-transit-authority/

In a city with a public transit system that has long served as a vital link connecting neighborhoods and economic corridors, the conversation around its future has reached a critical juncture.

Milwaukee faces a choice, does it pursue an ambitious expansion of its transit network, or does it scale back operations due to budgetary challenges and shifting ridership patterns? The debate has left residents, local leaders, and business owners looking for a sustainable path forward.

HISTORICAL CONTEXT

Milwaukee County’s public transit system has been operational for well over a century, starting with horse-drawn streetcars in the late 1800s. Over time, that gave way to electric trolleys and eventually the modern bus networks that traverse the area.

Although the appearance and technology of public transit have evolved dramatically, the fundamental mission remains, which is to provide reliable, accessible transportation to residents from every walk of life.

In recent decades, the city explored options beyond traditional buses. The streetcar system, now locally referred to as The Hop, is one such example. Launched to mixed opinions, The Hop has nonetheless reshaped certain parts of downtown transit.

Buses continue to be the backbone of Milwaukee County Transit System (MCTS), but new modes of travel have begun to capture the public’s imagination. The tension between preserving current routes and expanding rail-based or bus rapid transit (BRT) lines has fueled much of the current debate.

THE FINANCIAL REALITIES

Despite occasional infusions of state or federal funding, the cost of running a robust public transit system continues to rise. Fuel prices, maintenance expenses, and labor costs all contribute to budget pressures.

Milwaukee County has historically relied on a combination of fare revenue, sales tax revenue, and state aid to keep buses on the road. In recent years, however, the fiscal environment has become more challenging.

Local officials say that balancing the budget can be a scramble. Ridership took a significant hit during the early stages of the COVID-19 pandemic, when commuting patterns changed and more people worked remotely. Although ridership has gradually recovered, some of the lost fare revenue has forced MCTS to trim certain routes.

CHANGING RIDERSHIP PATTERNS

Another key factor influencing the debate around transit is the changing pattern of where people live and work. Milwaukee’s downtown has experienced a wave of new apartment buildings, restaurants, and cultural venues, making it a popular place to live for young professionals. Meanwhile, many of the city’s longtime residents continue to live in neighborhoods farther from the city center, and their job opportunities may exist outside Milwaukee’s core.

That evolving landscape has prompted calls for more flexible and comprehensive public transit solutions. Advocates for expansion say that improving service on existing routes and adding new lines is essential to maintain economic mobility.

Without such investment, they argue, certain communities may be left without reliable access to employment, education, and health care. Critics counter that the city and county can only do so much with limited funds, and question whether enough ridership exists to justify more routes or infrastructure upgrades.

THE ROLE OF BUS RAPID TRANSIT

A new chapter in Milwaukee’s transportation history opened with the launch of the city’s first BRT service. BRT systems, known for their dedicated lanes, limited stops, and quicker travel times, have shown promise in other large metropolitan areas around the country.

Local officials tout BRT as a cost-effective way to deliver faster service without the same infrastructure price tag as light rail or subway systems. The BRT route currently in operation aims to connect key employment centers, medical facilities, and residential neighborhoods.

Transit planners believe that if the County expands BRT corridors, it would encourage more people to leave their cars at home. Higher-frequency service, protected bus lanes, and modern vehicles are all part of the vision.

THE HOP’S PRESENCE AND FUTURE

Downtown’s streetcar, The Hop, launched with a focus on connecting major attractions, hotels, and business districts. Funded in most part by a federal grant, it was introduced as a catalyst for economic development and urban revitalization, akin to streetcars in other American cities.

Supporters highlight the new restaurants, apartments, and retail outlets that have sprouted up near the streetcar line. The Hop also had loud critics, mostly from people who did not live in the city or required its service. Their opposition was mostly manufactured outrage disguised as calls for fiscal responsibility, which followed no consistent logic for opposition to the project.

Today, the question remains whether the streetcar can or should be expanded. Initial proposals envisioned a broader route network that would stretch beyond downtown, possibly connecting to adjacent neighborhoods. Whether such expansions will materialize may depend on funding availability, ridership data, and broader public opinion. Some city leaders remain optimistic, while others want to see more evidence that The Hop is truly beneficial to residents.

EQUITY AND ACCESSIBILITY

Public transit has always played a critical role in advancing equity by providing affordable transportation to people who either do not own cars or cannot drive. In Milwaukee, the question of equity is especially important given the city’s diverse population and longstanding racial and economic disparities.

A robust public transit system can serve as a lifeline for residents who rely on buses to get to work, school, or doctor’s appointments. Proposed cuts to underperforming routes often spark concern among advocates for low-income neighborhoods. They argue that the lines, while not generating high farebox revenue, are essential for those who have no other means of travel.

ENVIRONMENTAL CONSIDERATIONS

Another factor shaping the discourse around Milwaukee’s transit future is environmental sustainability. Buses and private cars remain the most common modes of ground transportation, but the environmental impact of constant vehicle emissions has become harder to ignore.

Milwaukee has faced air quality challenges in the past, and local environmental groups call for more investment in public transit as one solution to curb emissions. Transit agencies are attempting to reduce their carbon footprint by introducing cleaner, more fuel-efficient vehicles.

Electric buses, for instance, could become more common on Milwaukee’s streets if pilot programs demonstrate cost-effectiveness. However, the upfront investment in electric charging infrastructure and new buses is substantial. Proponents say the environmental gains could be a key selling point for both local leaders and the public.

INNOVATIVE IDEAS FROM OTHER CITIES

Looking beyond Wisconsin, Milwaukee’s transit planners have taken cues from cities that have successfully rejuvenated their public transportation systems. Cleveland, for example, has gained attention for its HealthLine BRT service, credited with spurring economic development along its corridor. Minneapolis and St. Paul have expanded their light rail and bus networks with measurable success in boosting ridership.

Milwaukee’s leaders see both cautionary tales and potential role models. Some cities have struggled with cost overruns, low ridership, and public skepticism. Others have managed to align broad coalitions — including business interests, environmental groups, and neighborhood associations — to support expanded transit. Such cross-sector collaboration may be what Milwaukee needs if it hopes to move forward with significant changes to its system.

Transit decisions for Milwaukee rarely occur in a vacuum. Regional governance structures, county boards, and state lawmakers all play a role. Budgets are political documents that reflect priorities. In some cases, expansions proposed by the city or county have been halted by disagreements at the state level, where funds may be allocated elsewhere or withheld.

Observers note that the political climate can shift rapidly, affecting the availability of resources for projects. As officials look ahead to the next election cycles, some wonder whether transit will become a central campaign issue. If it does, public opinion on the importance of efficient, reliable transportation could shape the political calculus for years to come.

WEIGHING EXPANSION VS. CUTS

Ultimately, the debate over whether Milwaukee should invest in transit expansion or move toward cutbacks is a reflection of competing visions for the city’s future. Advocates for expansion highlight the economic, environmental, and social benefits of a reliable, wide-ranging system. They point to research suggesting that robust public transit can stimulate development, attract a skilled workforce, and lower carbon emissions.

Some hope to see improvements to existing routes, such as boosting frequency on high-demand lines, upgrading bus stops, and investing in cleaner vehicles. Doing so could yield tangible benefits without the cost of building new infrastructure. Others propose smaller-scale pilot programs for BRT expansions to gauge effectiveness.

Public forums and surveys continue to shape the conversation, providing residents with opportunities to voice their preferences. Meanwhile, city and county officials are examining how recent federal infrastructure legislation might provide grants or matching funds to help finance improvements.

Milwaukee’s public transit crossroads illuminates fundamental questions about the city’s identity. Is Milwaukee committed to growing into a vibrant metropolis with robust, efficient mobility? Or will it focus on maintaining current service levels, even if that means scaling back in some areas?

Local leaders, riders, and businesses alike will be watching closely as the city and county navigate that path. Despite uncertainties, the hope among those who use public transit daily is that thoughtful, community-driven solutions will emerge. The choices made now could define how Milwaukee moves, grows, and thrives for decades to come.

https://www.milwaukeeindependent.com/explainers/state-milwaukee-expanding-public-transit-builds-connected-community/

Molson Coors is once again offering free bus rides for Milwaukee County residents on the weekend before St. Patrick's Day.

All Milwaukee County Transit System bus rides will be free beginning at 6 p.m. on Saturday, March 15, according to a March 4 MCTS news release. The free fares will continue until the end of regular service on all MCTS routes.

The free rides coincide with the Shamrock Club of Wisconsin's annual St. Patrick's Day parade, which is slated to begin at noon.

“No matter where your celebrations take you, we want our Milwaukee community to feel confident knowing that free rides will be available on Saturday evening, ensuring everyone can get to their destinations with a reliable ride," said Molson Coors Community Affairs Manager Alison Hanrahan.

Miller Lite’s Free Rides program provided more than 2,000 free rides for Milwaukeeans celebrating St. Patrick's Day in 2024 alone, the release said. Moreover, the program has provided more than 9 million free rides across the nation since its inception in Milwaukee in 1988.

Here's what to know:

When will MCTS bus rides be free for St. Patrick's Day?

Rides will be free throughout Milwaukee County beginning at 6 p.m. on Saturday, March 15 until the end of regular service on all MCTS routes.

How to plan your MCTS route:

You can view route maps by visiting RideMCTS.com/schedules, or you can download the Umo app to plan your trip. Another way to plan your trip is by using the MCTS website trip planner feature.

Madison at ‘high’ risk of losing $118 million in federal funding for next BRT route, says transportation director

The city’s plan is to expand service to the north and south sides in 2028

by Liam Beran

City officials are working on 'alternate strategies' to implement the route if funding falls through.

Shortly before President Donald Trump took office, city officials were unsure how federal funding for Madison infrastructure projects would be affected under the new administration. Now, the city’s transportation director says the city is at “high” risk of not getting an anticipated $118 million in funding for Madison’s north-south bus rapid transit route. 

“In the past administration, this grant program continued. But this administration is doing a lot of things they didn’t do in the first round,” transportation director Thomas Lynch said at a March 3 finance committee meeting. “So I would say the risk for that is high, meaning that we may not get that grant in the next four years.” It could occur, he added, “after the next four years.”

Though the Federal Transit Administration recommended the funding in May 2024, the city does not yet have a contract, said Lynch. The north-south route, planned for a 2028 launch, would be Madison’s second BRT route; the east-west route, buoyed by nearly $140 million in federal funding, launched in September.

City officials are currently working on “alternate strategies” to provide “some of the BRT improvements” without federal funding, said Lynch. Madison Mayor Satya Rhodes-Conway told The Capital Times in November that even without federal funding, the city may look at implementing the north-south route on a smaller scale.

Ald. MGR Govindarajan says the Trump administration's actions are an unfortunate impediment to the city’s efforts to implement BRT service citywide — a project that was nearly over the finish line.

“Over the last five years, there's been a lot of concrete city time and effort going into it,” says Govindarajan. “So when all of that is just stalled because of the Trump administration's actions of cutting funding, it's just very frustrating.” 

He notes the east-west route increased Metro Transit’s ridership — Metro reported that systemwide ridership in November and December 2024 was 10% higher than it had been in those months during 2023 — and that the city’s implementation of BRT was “supposed to help stir economic activity in” Madison’s north and south sides. 

Govindarajan says any cut would disproportionately impact low-income residents and people of color.

The city’s plan for the north-south BRT route states it would service areas that “have some of the greatest racial, ethnic and income diversity within the city.” The proposal also notes that Madison College, the Urban League’s Black Business Hub, Centro Hispano, and the Center for Black Excellence are located near the proposed route.

During his first months in office, Trump has targeted climate-focused projects like the all-electric buses used on the east-west BRT route, which save up to 135 metric tons of greenhouse gas per bus annually, defending such cuts as “unleashing American energy and eliminating the Green New Scam.”

The president has endorsed a House GOP budget proposal that would enact $4.5 trillion in tax cuts over the next 10 years, alongside a $2 trillion spending cut. Noting that some federal agencies are still offering funding opportunities, Ald. Marsha Rummel asked at the transportation meeting whether the city has “any sense of what this administration’s philosophy is about funding opportunities.” 

Programs adopted over the last three years and green energy projects seem “particularly at risk” under the proposal, city finance director David Schmiedicke responded.

“There is probably some amount of agreement among the majority in Congress that those would be a  part of the reductions made to pay for making these tax cuts permanent,” said Schmiedicke. 

City Attorney Michael Haas said at the meeting that while some court decisions have struck down executive orders that halted federal funding, future funding challenges are likely. Courts have so far not weighed in on other “laws or authority” that the administration has to halt federal funds, he added. 

“The biggest tool for that is the upcoming federal budget, [which] we’ll be keeping an eye on,” Haas said.

Govindarajan, for one, has not yet given up on BRT funding. 

“We have a federal lobbyist that will be continuing to talk to the folks at the federal level and hoping that we can get the funding through,” Govindarajan says. “Because if that happens, then all of these hypotheticals are just hypotheticals.”

https://isthmus.com/news/news/madison-at-high-risk-of-losing-118-million-in-federal-funding-for-next-BRT-route/

MCTS Transit Plus expanding service options

by Adam Roberts

 

One of the Milwaukee County Transit System's Transit Plus vans. Image Credit: Milwaukee County Transit System

MILWAUKEE — Thousands of Milwaukee County residents in need of specialized transportation for last-minute wellbeing trips will soon have more options.

The Milwaukee County Transit System‘s paratransit service is expanding its same-day ride pilot to include trips for health, employment, and wellbeing that were unable to be scheduled the day before. MCTS says alll of the approximately 5,000 Milwaukee County Transit Plus riders across the system are eligible.

“At the launch, we predicted there would be adjustments to the pilot as we learned more. That’s why, going forward, the pilot service will also transport riders to wellbeing meetings, appointments, and life events that come up on short notice. For all other travel that can be scheduled in advance, our ADA van service is here to help.” said Transit Plus Director Fran Musci Monday.

The same day pilot first began service in September 2024. Rides are available seven days a week, from 7:00 a.m. to just before 6:00 p.m. at $10 a ride one-way.

The service will be available until the pilot funds are exhausted, which MCTS estimates will be around fall of 2025.

https://wtmj.com/news/2025/03/04/mcts-transit-plus-expanding-service-options/

Madison Metro Transit expands services in the region, starts new Monona route

Madison Metro Transit has expanded its services to Monona on Monday and is working to grow across the greater-Madison area.

By Ashley Weil

Published: Mar. 4, 2025 at 7:15 PM CST

MADISON, Wis. (WMTV) - Madison Metro Transit has expanded its services to Monona on Monday. The bus operation is working to grow across the greater-Madison area to become a regional source of public transportation.

Mich Rusch, Chief Development Officer with Metro Transit, says the launch of Route 38 was a success, saying timing and ridership went smoothly as buses operated at new stops.

The bus operation is working to grow across the greater-Madison area to become a regional source of public transportation.(wmtv)

“We’re really excited, in fact we heard our dispatcher reported that there was a point yesterday morning that we had 15 people on the bus at one time, which is really great for brand new service,” explained Rusch. “It’s great for anytime, especially early morning, and 15 people, that could be 15 cars that aren’t driving into Madison in the morning.”

The newly extended route 38 operates every 30 minutes through Madison and every hour through Monona and runs from 7 a.m. to 7 p.m. every weekday.

Monona officials are hoping this partnership will help Monona residents access Madison and other municipalities in the area. This will also help outside residents access Monona.

The City of Monona previously had its own private bus service, but it only operated at limited times and had limited stops.

“If you wanted to come to the library in the middle of the afternoon or you wanted to come to the pool at 10:00 AM, you couldn’t get here without getting in a car or riding your bike,” explained Alderperson Nancy Moore.

The bus operation is working to grow across the greater-Madison area to become a regional source of public transportation.(wmtv)

Alder Moore says she has been working with Metro Transit for three years to figure out how they wanted to execute the partnership.

“From the time that we started talking to Metro, to a whole bunch of community engagement that we had, to drawing and redrawing maps and routes and what would be safe,” said Moore.

Metro Transit also took time to organize and plan the new route systems. They have also worked with other municipalities in the past to set up other partnerships as they look to become a regional source of transportation.

“Going into Monona, we are looking into other arrangements with other neighboring communities. We want to be a regional transit, so we are working on different agreements with other communities, so that’s pretty exciting for us,” said Rusch.

Rusch says they are already in talks with Verona officials about expanding their metro services to add all-day service.

https://www.wmtv15news.com/2025/03/05/madison-metro-transit-expands-services-region-starts-new-monona-route/

Gov. Tony Evers wants to boost state funding for mass transit and create a fund to help local agencies purchase new buses.

The governor unveiled his proposed 2025-2027 biennial budget Tuesday, which included a proposed 4% increase in mass transit aids, as well as the creation of a new fund to support transit vehicle replacements.

Both items, if ultimately approved, would help the Milwaukee County Transit System (MCTS) as it enters a difficult period. MCTS has a longstanding structural budget deficit: it costs more to operate the system each year than MCTS has revenue.

The transit system has used federal stimulus funding to plug budget holes for the past five years. Once the federal funds run out, though, the system is facing a budget gap between approximately $12 and $18 million, according to a 2024 report by the Office of the Comptroller. MCTS recently cancelled the a second bus rapid transit project to save long-term operating expenses associated with the route, and to move finds dedicated to planning it back into the general operating budget, staving off service cuts until at least 2028, the last year the system will have federal funding.

In the previous biennial state budget, MCTS received approximately $66.8 million annually through the Urban Mass Transit Operating Aid program. A 4% increase in funding for MCTS under this program would mean an additional $2.7 million annually. The additional funding will not close the structural gap, but it will help.

“I’m especially encouraged by the budget increases in mass transit aid and transportation funding so we can keep investing in our infrastructure, supporting job creation efforts, and maintaining public transit services for people in Milwaukee County,” County Executive David Crowley said in a statement on the governor’s proposed budget.

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Urban Mass Transit Operating Aid is the single largest source of operational funding for MCTS each year. MCTS is also the greatest beneficiary of this state program. The combined program funding for other transit systems under this program is still less than what MCTS receives.

In 2023, Republican state legislators potentially weakened the position of this program, moving it out of the segregated Transportation Fund and into the General Purpose Revenue Fund, pitting it against other state funding priorities like K-12 education and healthcare.

Evers’ budget could do more for MCTS than increase operating assistance, though. The governor is also proposing to create a new $20 million grant program to assist transit agencies with vehicle replacements.

MCTS has been struggling in recent years to keep up with its bus replacement schedule for lack of funding. The system needs approximately 150 buses over the next five years to replace all of the buses that will reach the end of the useful life. The industry standard for the life of a bus is 12-years or 500,000 miles.

“We thank Governor Evers for both proposing an increase in mass transit aids for public transportation and creating a new Transit Capital Assistance Fund to modernize aging facilities and purchase additional buses to improve transportation safety and address inflationary costs on purchasing new equipment,” MCTS said in a statement to Urban Milwaukee. “With a ridership increase of 11.5 percent in 2024, we will need more funding to go along with this growth to deliver patrons to businesses and employees to jobs.”

Road Safety Funding

The governor’s proposed budget also includes provisions that would lend support to the Milwaukee County’s road safety projects. A new $60 million fund would be created to provide grants for traffic calming and reckless driving projects over the biennium. Additionally, the budget would codify “complete streets” pedestrian considerations for transportation infrastructure projects.

“If passed, Governor Evers’ budget proposal will allow the Milwaukee County Department of Transportation to sustain important transportation initiatives that contribute to the economic vitality of the entire state of Wisconsin,” MCDOT Director Donna Brown-Martin said in a statement to Urban Milwaukee. The department “applauds projects that could help us achieve our Vision Zero goal of eliminating traffic deaths and serious injuries in Milwaukee County by 2037,” she added. 

MCDOT has spent the past three years creating a comprehensive, countywide plan for road safety, identifying hundreds of areas for traffic safety interventions.

“Proposed traffic calming grants, driver education grants, and complete streets directives support the initiatives we are working towards, in collaboration with our municipalities and state, local, and community partners,” Brown-Martin said. 

Safer transportation infrastructure will have ripple effects, improving local quality of life and supporting economic growth, the director said.

“Enhancing the safety of our roads is one of the most important issues facing the health, well-being, and economic vitality of our community,” Crowley said. “Collaboration and partnership will be key to increasing multimodal safety and reducing reckless driving. Milwaukee County supports any efforts, including support from the State of Wisconsin, that help eliminate traffic fatalities and severe injuries, while improving overall health outcomes for our residents.”

APTA Holds Webinar on Impacts of Executive Actions on Public Transportation

More than 1,300 APTA members joined the association’s Impacts of Executive Actions on Public Transportation webinar Feb. 20. APTA President and CEO Paul P. Skoutelas kicked off the event, explaining that it was the first in a series of informative discussions that APTA will hold on the Executive Orders and directives.

Also speaking were three APTA senior attorneys: Ward McCarragher, APTA vice president for government affairs and advocacy; Taria Barron, APTA general counsel; and Stacie Tiongson, APTA senior director, government affairs and advocacy.

Skoutelas informed participants that, since January 20, President Trump has issued almost 100 Executive Orders, Memoranda, and Proclamations to carry out his Administration’s policy goals and agenda. Many of these directives, together with USDOT actions, he said, directly impact the public transportation industry. For example, they pause some transportation funding; terminate diversity, equity, and inclusion programs; impose new tariffs; and establish priorities for USDOT competitive grants.

Skoutelas said that APTA is continuing to both track and analyze the Administration’s policy announcements that directly impact the industry. APTA staff update on a daily basis the association’s Executive and Regulatory Actions Tracker, which provides real-time updates and summaries regarding the President’s Executive Orders and other Administration actions that impact the public transportation industry.

“Our mission and core values remain as important as ever, and our work to support, strengthen, and advocate for public transportation continues,” Skoutelas said.

McCarragher discussed funding, Green New Deal, DOT orders, and tariff issues that could affect the industry. Barron touched on Executive Orders that affect diversity, equity, and inclusion. Tiongson spoke about orders on immigration enforcement and the regulatory process.

View a recording of the webinar here.