UPDATED 8/14: Mass Transit magazine is tracking the status of all of the transit ballot measures that are being voted on across the U.S. in 2026. While some have already secured their position on the ballot, others have already been decided. This is a living webpage that will be updated as ballot measures progress through the approval process or when the votes are finalized.

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Jump to measures on the ballot

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Decided

Added 8/14: Alger County, Mich.

Alger County voters opted to renew and expand the millage that funds the Alger Transit Authority (Altran), increasing the millage from 0.75 mills to 1 mill for 2027-2031. The measure passed with 65% of the vote and is expected to generate just shy of $560,000 in its first year of collection. The increase is expected to generate nearly $150,000 in additional funding for the agency.

Altran Executive Director Erich Fix told The Munising Beacon that the increase was needed because every aspect of transit operations has gotten more costly, including parts, vehicles, fuel, utilities and facility expenses. Fix also noted that the agency didn’t want to pass the costs onto its riders, already having pushed its last fare increase back for five years before going through with it.

The agency operates a mostly Dial-a-Ride service, with deviated-fixed-route service to Marquette, Mich.

Added 8/14: Caledonia Township (Shiawassee County) Mich.

Caledonia Township voters opted to renew the .19 mills levy that funds the township’s access to the Shiawassee Area Transportation Agency (SATA) demand-response services. The renewal lasts for two years and funds fare-free access to the service for seniors on weekdays from 9:00 a.m. to 6:00 p.m., the ability to book rides in advance and to set up recurring rides. Non-participating municipalities can still access the service, however, riders pay full fares and do not receive the recurring or prescheduling benefits.

SATA Executive Director Mary Rice thanked voters in a statement on its website.

“Thank you to the voters in Caledonia Township for the strong approval of millage support on the August 4 ballot for the renewal of Public Transportation Millage. The Shiawassee County residents who rely on Shiawassee Area Transportation Agency for mobility and independence and the dedicated employees who make that transportation possible each day appreciate your support,” Rice said in the statement.

Participating municipalities get fares ranging from $1.50 through $9 based on distance, whereas non-participating municipalities pay a flat rate of $9 for every trip, or $4.50 for reduced-fare riders.

The agency has 18 revenue vehicles in service and completed just shy of 67,000 unlinked passenger trips in 2024, according to data from the National Transit Database (NTD) —a number that’s steadily been climbing since 2022.

Added 8/14: Charlevoix County, Mich.

Voters in Charlevoix County opted to renew and restore the now-.25 mills millage that funds Charlevoix County Transit. The measure was restored to .25 mills after being previously reduced to 0.2425 mills. The newly passed measure—that was approved with 72% of the vote—covers 2026 through 2029.

Minutes from an April 2026 county meeting that discussed the agency’s fiscal year (FY) 2027 position noted that the funding would be used for general operating support, not specifically targeting any new programs or services for the demand-response system.

Added 8/14: Crawford County, Mich.

Crawford County voters opted to renew the .6747 mill millage that funds the Crawford County Transportation Authority Dial-a-Ride service. The ballot question was for an unchanged, four-year renewal that passed with 59% of the vote to continue funding operating costs for the agency alongside its other funding streams.

The agency reported giving just shy of 100,000 unlinked passenger trips in 2024 across its fleet of 18 revenue vehicles—according to the latest-available NTD data on the agency. While the number of trips the agency completed jumped up between 2023 and 2024, the agency managed to reduce its operating costs by just about $250,000.

Updated 8/14: Delta County, Mich. 

Delta County voters decided to renew and expand a transit property tax levy that seeks to unify multiple smaller municipal millages into one county-wide millage. The new structure is for an eight-year, county-wide transit millage at 0.689 mills from 2026 through 2033, expected to generate approximately $1.1 million in its first year. The measure passed with 65% of the vote.

The measure replaces current city and township transit millages—currently 0.6 mills in Escanaba and Gladstone, Mich., and 0.5 mills in seven participating townships—while expanding Delta Area Transit Authority’s (DATA) door-to-door service into seven currently unserved townships. It also seeks to extend operating hours to include service until 2:00 a.m. on Friday and Saturdays, along with Saturday service county-wide. 

“We’re really excited,” said DATA Executive Director John Stapleton to WZMQ18. “We’re very humbled by the support that we got. It took a lot of work. We got a lot of feedback from people. We did a lot of presentations and getting the word out.”

The service currently operates in a patchwork fashion across the county, with some municipalities lacking access to services due to a lack of millage.

Added 8/14: Genesee County, Mich.

Genesee County voters opted to renew and expand the millage that funds the Genesee County Mass Transportation Authority (MTA). The vote—passing with 64% in the affirmative—increases the millage by .3 mills for a total of 1.5158 mills, according to the ballot language. This millage replaces the one set to expire in 2029 and is expected to generate an estimated $7 million in new annual funding atop the existing revenue streams.

The authority, which delivered just shy of 3.5 million unlinked passenger trips in 2024, says the increase is related to rising costs and state funding gaps.

“Everything that we purchase to run the system has exponentially went up in cost, some things doubled in price,” said MTA CEO Edgar Benning to WNEM5.

The authority also cited a rising demand for medical transport, noting it completed more than 300,000 trips last year, and is on track to approach 500,000 trips this year. Additionally, the authority launched an on-demand transit service in July—Genesee Connect.

Added 8/14: Ingham County, Mich.

Ingham County voters opted to renew and restore the Ingham County Public Transportation Millage with a vote of 80% in the affirmative. The millage was corrected to be collected at .6 mills, raising the previous levy by .0012 mills to restore an even number. The millage will apply from 2027 through 2032 and is expected to generate $6.1 million in its first year.

The funding is set to be used to continue Spec-Tran, the agency’s door-to-door transportation for people with disabilities and the elderly. It will also help support a connection to Capital Area Transportation Authority’s (CATA) main transit lines for people living in rural parts of the community, as well as a new Veterans Affairs partnership that provides a vehicle and driver for the medical transport of veterans—according to statements made by Ingham County Deputy Controller Jared Cypher to the Lansing State Journal.

The agency delivered more than 320,000 Spec-Tran rides in 2025, according to Cypher, while it had delivered just shy of 192,000 trips as of the end of July.

This funding stream is separate from that that funds CATA’s fixed-route services—that millage was passed in 2024.

Added 8/14: Iosco County, Mich.

Iosco county voters opted to renew and more than triple the Iosco Transit Corporation (ITC) Millage, increasing it to a total of 0.4450 mills. The measure passed with 59% of the vote and is set to raise just shy of $447,000 in the first year.

ITC General Manager Liam Strauer explained the reason for the increase in an April 15 county commissioner meeting.

“The millage will be increased by 0.3 mills to cover a gap in funding, continue current services and expand services in the western part of the county,” the meeting minutes summarized.

The demand-response service delivered 30,713 unlinked passenger trips in 2024, according to NTD data.

Added 8/14: Kalamazoo County, Mich.

Kalamazoo County voters opted to renew and increase the Kalamazoo County Transportation Authority (KCTA) millage from .3124 mils to .36 mils—a roughly 15% increase—through 2033. The millage is expected to raise $4.6 million in its first year, though the overall rate is lower than when the millage initially began being collected in 2009. The renewal passed with 65% of the vote.

The funding is set to support Metro Connect, the county’s on-demand public transit service, and Metro Share, a program that allows area agencies the use of Metro vehicles to transport people with disabilities and senior citizens. KCTA reports that the millage supports nearly 40% of Kalamazoo Metro’s total budget.

Metro Transit Director Sean McBride told WKZO that the millage helps the agency continue to leverage federal and state funding and provide its services.

Updated 8/14: Manistee County, Mich. 

Manistee voters opted to renew and increase a property tax millage funding the Manistee County Transportation Dial-a-Ride. The millage combines a 0.5-mill renewal with a 0.25-mill increase for a total of 0.75 mill over six years, from 2027 through 2032, to improve availability and increased service hours. 

The measure passed with 61% of the vote, renewing the current measure that expires at the end of the year.

Dial-a-Ride General Manager Julie Stec also noted that the system was at capacity and “was struggling to meet demand” when explaining the increase when asked during an April 15 county board meeting, according to the Manistee News Advocate.

Added 8/14: Monroe County, Mich.

Residents of the city of Monroe and of Frenchtown Township decided to renew their respective millages that funds Lake Erie Transit. Both millages were straight renewals, with the city of Monroe reapproving its 1 mill levy with 75% of the vote and the Frenchtown Township reapproving its .75 mill levy with 65% of the vote. Each millage was passed through 2029.

The agency operates both fixed-route and Dial-a-Ride services, with the millage funding maintaining the status quo, as reported on its website. According to NTD data, the agency delivered just over 258,000 unlinked passenger trips in 2024, with 68% of those being delivered via its fixed-route service.

Added 8/14: Ogemaw County, Mich.

Ogemaw County voters opted to renew and more than double the millage that funds Ogemaw County Public Transit with 54% of the vote. The new millage will be levied at .47 mills and has a term of six years, running through 2031. The levy is expected to raise up to $582,328 in its first year, according to the ballot language.

The agency conducts demand-response services, with NTD data for 2024 charting 46,708 unlinked passenger trips, 15 revenue vehicles and that the agency has been getting more cost-efficient per-mile and per-hour than it was in prior years.

January meetings of the county suggest the agency's financial health was behind the increase, as they sought stability for the agency. The NTD data also showed that the local government had already increased its contribution by over $100,000 from 2023 to 2024, further working to help the agency find better footing.

Updated 8/14: Pere Marquette Charter Township, Mich. 

Pere Marquette voters opted to renew the Public Transport Service Millage to continue Ludington Mass Transportation Authority’s (LMTA) Dial-a-Ride service. The measure passed with 80% of the vote.

The measure modifies and renews Pere Marquette's Public Transport Service Millage, bringing the fund up for renewal again in 2033 after seven years instead of the four-year basis it was previously approved on. The measure also indicates the township would act on charging the full 0.4 mill—or 40 cents per $1,000 of taxable value—ceiling allotted by the measure during the first year, doubling the revenue from the previous seven years at 0.2 mill. The township has historically levied only 0.2 mills of that authorized ceiling, generating roughly $178,000 annually—close to the current $170,900 budget. The full 0.4 mills would generate about $356,830. 

The millage is how Pere Marquette Township funds its contract with LMTA.

Added 8/14: Saugatuck, Douglas, Saugatuck Township and Fennville (Allegan County), Mich.

Voters in Saugatuck, Douglas, Saugatuck Township and Fennville opted to renew and double the millage that funds the Interurban Transit Authority (Interurban). Previous charged at .5 mills from 2022 through 2026, the new millage doubles that to 1 mill while also doubling the renewal window from five years to 10. The millage passed with 78% of the vote.

According to the ballot measure question language, the updated millage would provide approximately $1,078,000 across Interurban’s newly expanded service area in the first year. That expansion brought Fennville into the agency after a pilot began in 2025 to test service viability and interest, which showed there was consistent demand. The municipality was inducted into the agency earlier this year. That induction also expanded the agency’s board from six to eight members.

The increased funding will be used for a variety of updates, improvements and to combat rising costs and potentially shrinking state funding. This bump of funding also assists with maintaining the new city the agency picked up, a connection to Holland, Mich., a partnership with Van Buren Transit and a service contract with Ganges Township to support service to Fenn Valley Winery and Virtue Cider that it picked up last year.

Updated 8/14: Spokane County, Wash. 

Spokane County residents voted on whether or not to renew a Spokane Transit Authority (STA) 0.2% sales and use tax. This measure funds local transportation services and is intended to—in part—assist the agency in implementing its Connect 2035 10-year roadmap. The measure passed with 51.5% of the vote.

The measure is set to provide the funding backbone for the roadmap and ensures the agency can maintain access to federal and state grant programs. It is also set to fund projects like the Division Street Bus Rapid Transit (BRT) line—the region’s second BRT project, a pilot program that would offer reduced fares to low-income riders and the upgrade of stops with more than 25 daily boardings to host bus shelters. 

“In 2016, the voters approved the funding mechanism behind STA Moving Forward, our original 10-year strategic plan to improve transit service in the region,” said STA CEO Karl Otterstrom before the election, according to 92.9 ZZU. “STA has advanced the purposes and projects in the original plan, increasing bus service by over 35%. Subject to voter approval, a renewal of the 0.2% sales and use tax will ensure we can maintain the expanded service and system.” 

STA levies a total of 0.8% in sales tax, which The Center Square reports accounts for $121 million of the agency’s $162 million in operating revenues for 2026. A quarter of that sales tax—0.2%—was set to expire in 2028. Like in other measures, this renewal was pushed to the ballot well before the current funding measure expires to both ensure funding continuity and to help STA compete for $82 million in federal funding for the Division Street BRT project.

“This project, overall, has a cost estimate of $166 million. That includes $82 million in federal funds, $45 million in state funds—originally programmed and then later committed by the state a few years ago—and then approximately $38 million in local funds that are already in our capital program,” Otterstrom said to Spokane Public Radio. “There's no debt that will be incurred as part of this project.” 

The renewal included a 20-year sunset clause expiring at the end of 2048 instead of the 12-year clause posed in the previous version first approved in 2016.

Added 8/14: St. Joseph County, Mich.

St. Joseph County voters opted to renew a millage that funds the St. Joseph County Transportation Authority (St. Joseph CTA) at a rate of .33 mills. The levy is set to be assessed from 2027 through 2030 and is expected to collect $974,600 in its first year. The measure passed with 68% of the vote.

The agency notes on its website that the millage makes up one third of its operating budget, supporting both fixed-route and demand response services. St. Joseph CTA operates 23 weekday bus routes and five Saturday bus routes, completing just over 18,000 fixed-route trips and just over 50,000 demand response trips in 2024, according to NTD data.

Updated 8/14: Wayne County, Mich. 

Wayne County voters decided on Aug. 4 to renew and expand the county property tax millage for 10 years, instead of the usual four, that funds the Suburban Mobility Authority for Regional Transportation (SMART). The vote imposes a uniform millage of between 0.98 and 0.994 mills annually on all residential and commercial properties to fund SMART, as the opt-out provision was struck down by the state legislature. Now, the tax will be imposed across the entire county and provide transit services via SMART to the entire county, dissolving “a patchwork of transit systems,” as characterized by the sponsor of the bill that struck down opt outs, Rep. Alabas Farhat (D-Dearborn).

“Wayne County voters made a clear choice for a more connected region, and this millage will finally bring every community into one connected transit system for students, seniors and workers,” SMART General Manager and CEO Tiffany Gunter said in a statement obtained by the Michigan Chronicle.

“None of this happens without our drivers, mechanics, planners, riders and the community partners who made the case day after day,” Gunter continued. “Now the work starts, and we get the chance to prove again that this organization delivers, for everyone.”

Currently 17 of the 43 county municipalities do not pay into, nor have access to the SMART system. Since the measure passed, all 43 municipalities will now have access with the tax. The county laid out expansion plans for the system prior to the election, noting that service will be expanded through a combination of five route extensions, eight new routes and Flex microtransit zones where fixed-route service doesn’t present itself as the best use of resources. The rollout will be conducted with a phased approach through 2029.

The ballot question faced legal challenges under the guise it was placed on the ballot illegally. The lawsuit took issue with the ballot language and how it made it to the ballot—the lawsuit claiming via an illegal, secret meeting on March 19. However, the case was dismissed by Wayne County Circuit Court Judge Kathleen McCarthy on June 1.

Updated 8/14: Wexford County, Mich. 

Wexford County voters opted to renew and restore a transit property tax millage with 65% of the vote. The countywide transportation millage is set to be taxed at a rate of 0.60 mills for five additional years—from 2028 to 2033—to fund the Cadillac Wexford Transit Authority (WexExpress). If approved and charged at its full rate—which is anticipated for its first year—the transit millage could generate approximately $845,018 in that first year. 

The agency offers door-to-door transit services in Wexford County while also hosting daily trips to and from Traverse City, Mich. The agency carried out more than 150,000 rides in 2025 across a demand-response fleet of only 35 revenue vehicles—a record for the agency. In 2024, the agency reported operating expenses around $4.1 million, for which the local government contributed approximately $1.4 million, the state government approximately $1.7 million and the federal government approximately $850,000. Of the operating expenses, the agency only expensed just over $210,000—meaning the millage offers a significant funding boost for the agency. 

Prior to the election, WexExpress Executive Director Carrie Thompson shared her enthusiasm for the renewal.

“We’re excited to have the exact same millage that we’ve had for the last 20 years and just do a renewal,” Thompson said in a July county board meeting. “We’re excited to be able to keep those low for the community and consistent.”

Updated 6/8: Marin and Sonoma Counties, Calif.

Marin and Sonoma County voters decided on June 2 to extend Sonoma-Marin Area Rail Transit’s (SMART) existing quarter-cent sales tax for another 30 years through 2059 with a vote in the affirmative of just over 70%. The measure is set to generate approximately $51 million annually beginning in 2029, according to the ballot measure language. This renews the funding measure that was first approved by voters 17 years ago in November 2008. 

The measure was initially up for renewal in 2020 to attempt to get ahead of its 2029 expiration, but the measure required a two-thirds majority, for which it fell short. However, the new attempt only needed a simple majority to pass due to the passage of Senate Bill 504—a bill that created a special statutory pathway for renewing the SMART sales tax in Marin and Sonoma counties after a Marin grand jury urged SMART to bolster support for the measure due to the financial instability of the agency.

“This has felt like an existential situation,” said SMART Board Chair and Sonoma County Supervisor Chris Coursey to the Press Democrat on election night. “Had we not been able to extend it, we would have come back in 2028. People would have been looking for jobs. We would have been planning on how to wind it down.

“Now, we’ve got another 30 years. This is my grandkids being able to grow up and have this train,” Coursey added.

California State Sen. Mike McGuire (D-02) reacted to the measure’s passage, noting the importance of the service.

“The North Bay loves SMART, and they showed their support big time by overwhelmingly passing Measure B,” McGuire said on election night, according to KQED. “SMART is the backbone of public transit in Marin and Sonoma counties.”

Updated 5/22: Oregon

Oregon voters decided overwhelmingly on May 19 not to uphold Oregon House Bill 3991, a state-wide funding package that was initially passed by Democrats during a special session in September 2025. After the tally, 83% of voters rejected what would have, in part, increased the gas tax if passed.  

That package of legislation would have done many things—it would’ve increased the gas tax by 6 cents and increased titling and registration fees for vehicles every two years. It also would’ve doubled the statewide transit payroll tax from 0.1% to 0.2% through 2028—a tax that was first implemented in 2017. The total projected revenue had Measure 120 passed was $4.3 billion for the Oregon Department of Transportation (ODOT) over the next 10 years. 

It ended up on the ballot after Republicans collected north of 200,000 signatures—over two times the 78,000 needed to refer a measure like this to the ballot—to get voters to weigh in on the law. The campaign against the measure was led by gubernatorial candidate and State Rep. Ed Diehl (R-17), Senate Minority Leader Bruce Starr (R-12) and Taxpayer Association of Oregon founder Jason Williams. 

“You stood up to a gas tax that you knew was wrong, and you didn’t accept Gov. [Tina] Kotek ramming it down your throats. That is a signal that the people of Oregon have a voice,” Diehl said, according to KATU. 

The measure was initially set to appear on November’s ballot but was moved up through a state senate bill to be on the May ballot, as Democrats claimed the road funding couldn’t wait until November, according to OPB. 

Sunset Empire Transportation District Executive Director David Carr said that without the funding from the measure, the agency would face unavoidable cuts, as it gets a majority of its funding through the state budget. 

"State funding represents nearly 60% of our operating budget,” Carr said in a special session. “Reductions would result in unavoidable service cuts, disproportionately harming disabled and transit-dependent riders. Conversely, timely and increased state funding could offset federal delays, preserve essential services and enable the restoration of routes lost during previous cutbacks. A meaningful increase would also help us move closer to pre-COVID service levels and better serve unserved areas of our rural county." 

The failure also leaves a deficit of more than $200 million for ODOT, which it backfilled with other grants that the measure intended to replenish—though the measure’s failure won’t result in any immediate changes or staffing cuts as the current budget cycle was fully funded with the backfilling. 

“ODOT remains grateful that Gov. Kotek and the Oregon Legislature worked together this year to stabilize core services through the end of 2027 regardless of the outcome of Measure 120,” the agency said in a statement obtained by KATU. 

Oregon Gov. Tina Kotek has begun to compile another funding package, according to OPB. However, the package isn’t set for delivery until next year—and she’s currently up for re-election. 

“President [Donald] Trump’s reckless war with Iran has increased prices at the pump and made Measure 120 nearly impossible for voters to support,” Kotek said in a statement. "Oregonians deserve a safe and reliable transportation system, and I am committed to working in a bipartisan fashion to achieve our state’s future goals." 

Updated 5/22: Jackson County, Ore. 

Jackson County voters opted on May 19 to renew a property tax levy that funds the Rogue Valley Transportation District (RVTD). The levy—charged at 13 cents per $1,000 of assessed value on a house— was up for a five-year renewal after passing in both 2016 and 2021. The measure is expected to generate $2.8 million in FY 2026-2027 and about $3.3 million in FY 2030-2031. The current measure approved in 2021 expires on June 30. 

The vote comes after the agency had to make cuts in 2025 due to losses of federal funding. 

Updated 5/22: Athens-Clarke County, Ga. 

Athens-Clarke County voters opted to renew a 1% Transportation Special Purpose Local Option Sales Tax (TSPLOST) on May 19 with 56% voting yes. The TSPLOST, in part, offers nearly $68 million over five years to fund Athens Transit. Funding covers items like operations, fleet upgrades, a new transfer station, service expansion and bus stop renovations. 

Of the nearly $70 million that’s dedicated to transit, $45 million is earmarked for preserving Athens Transit's fare-free service, should that be determined as a feasible path forward. Athens is one of the U.S. cities recorded to be offering fare-free public transit—a policy that initially began as a temporary COVID-era executive order in 2020, though became permanent. A 2025 internal agency audit recommended reevaluating the fare-free policy due to sustainability concerns, and transit officials are pointing to the TSPLOST as a mechanism to help keep fares at zero. While the TSPLOST doesn’t guarantee the continuation of fare-free services, it’s seen as a prerequisite that would bolster its future consideration as it’s evaluated over the next two years. 

The service is currently being kept free through April 2027 via a grant from AmeriHealth Caritas. 

The TSPLOST also provides $96.7 million to road projects, including repaving, culvert replacement, bridge repairs, residential traffic calming and Vision Zero safety projects. 

With the approval of the TSPLOST, the existing overall 8% sales tax rate is set to continue—voters were asked to renew the 1% dedicated to transit rather than add a new tax.

Benwood, W.Va. 

Benwood City voters opted to renew a property tax millage on May 12 that, in part, funds the Ohio Valley Regional Transportation Authority (OVRTA). The levy is charged at 9.07 cents per $100 of assessed value for Class II property and 18.14 cents per $100 of assessed value for Class IV property. The millage was renewed for two years and will run through June 30, 2029. 

While results are still unofficial, the measure tentatively passed with just shy of 70% of the vote—an important number to watch in West Virginia as property tax ballot measures need a 60% majority to be enacted. 

The measure’s funding, according to the ballot language, covers the city of Benwood’s obligations to the OVRTA, covering operating deficits, capital costs, equipment and facilities connected to urban mass transit. 

Cabell County, W.Va. 

Cabell County voters opted to renew a property tax measure that funds the Tri-State Transit Authority (TTA), in part. While the results are still unofficial, the measure passed with 76% of the vote—exceeding the 60% needed for tax levies to pass in the state. The levy is collected at 7.95 mills overall but is shared among multiple county priorities. The share for transit works out to 0.75 mills. 

The levy, which runs in tandem with a levy in Huntington, W.Va., runs for five years, covering fiscal years beginning July 1, 2027, through July 1, 2031. The Cabell County levy allocates $1.6 million to TTA as part of a broader levy that also covers EMS, the health department, senior services and fire protection. 

TTA's total annual budget works out to approximately $8 million, comprised of federal grants, the levies, fares and other fees. TTA CEO Paul Davis explained the gravity of the measures for the agency.  

"TTA can't survive without them. We will not be here without these levies. We won't be able to match the federal grants," Davis said to WSAZ. 

Huntington, W.Va. 

Voters in Huntington opted to renew a five-year property tax levy, continuing the stream of dedicated funding for TTA bus services from the city with an unofficial yes vote of 81%. Rates of the levy are charged at 3.5 cents per $100 for Class I property, 7 cents for Class II and 14 cents for Class IVproperties. 

The levy, which runs in tandem with a levy in Cabell County, W.Va., runs for five years, covering fiscal years beginning July 1, 2027, through July 1, 2031. Unlike Cabell County, the funding stream in Huntington only supports the TTA. While the TTA serves the whole county, the city of Huntington contributes a dedicated stream due to the proportion of service offered. 

Kanawha County, W.Va. 

Kanawha County voters opted to approve a renewal and modify the Kanawha County Public Safety Levy with 75% of the vote on May 12. While not a stand-alone public transit measure, the levy does, in part, fund Kanawha Valley Regional Transportation Authority (KRT). 

The levy continues—starting at 6.09 cents per $100 of assessed property value—but changes how the tax is disbursed throughout the county. KRT's share drops from 43.5% to 39%, while other services, like Kanawha County Emergency Ambulance Authority, will see its share rise. The county's share increases from 13% to 15% to close a Metro 911 deficit. The levy is estimated to be valued at $19.5 million by 2029, of which KRT's share is expected to be approximately $7.6 million annually. KRT Executive Director Sean Hill said on 580 Live with Dave Allen that the levy provides about 60% of the of KRT’s funding. 

While the passage is good news for the transit agency, it’s also facing some large bills in its future while already operating on a deficit. The Charleston Gazette-Mail reports that the agency is about to spend $6 million to match grants for a new maintenance facility, totaling $30 million, while operating on a year-to-date deficit of $1.5 million. 

Changes take effect in July 2028.

Athens County, Ohio 

Athens County residents voted on May 5 on a 0.2% increase to the city municipal income tax, which would in part go to Athens Public Transit, operated by Hocking Athens Perry Community Action (HAPCAP). The increase—raising from 1.95% to 2.15%—is estimated to generate $1.9 million in 2027. As of May 13, results for this election are still unofficial, though the increase has tentatively passed with a margin of eight votes, according to the Ohio Board of Elections. 

With transit listed as one of the five priorities for the funding, Athens Mayor Steve Patterson noted ahead of the election that the city would commit to restoring Saturday transit services, likely in 2028 once funding was flowing—an offering dropped when the COVID-19 pandemic began. 

“This is something that would certainly benefit everyone, to have Saturday service come back,” Patterson said in an April 20 city council meeting, also remarking he’d like to see Sunday service happen as well. 

The measure would fund other general municipal obligations and does not impose a sunset date or procedure. This measure also comes after voters rejected a 0.3% increase in 2025 by a 14% margin, leaving the city to come back with a smaller ask. 

If the measure ultimately fails, the tax rate of 1.95% will remain in place. 

Belmont County, Ohio 

Belmont County voters opted to approve a renewal to a 2.5-mills property tax assessment that funds, in part, the Eastern Ohio Regional Transit Authority (EORTA). The renewal passed with approximately 65% of the vote, though final totals haven’t been made official with the Ohio Board of Elections. 

The measure approves the renewal for the next five years and funds EORTA’s operations in Bellaire, Bridgeport, Brookside, Shadyside and Yorkville, Ohio.

Licking County, Ohio 

Licking County voters declined to approve a dedicated 0.15% sales tax for Licking County Transit on May 5, with 57% voting no. The measure would have generated somewhere between an estimated $3.5 million and $6 million annually. The agency has seen ridership more than double since 2022 and has continued to launch new fixed-route services in its fare-free network. 

The measure would have been the first time the transit agency had a dedicated sales tax stream in addition to the funding it receives from the Federal Transit Administration (FTA), the Ohio Department of Transportation and through other grant funding. 

Licking County Transit Executive Director Matt Allison explained what the funding would do for the agency—and in turn, what it would miss out on if the measure failed—in an interview with The Reporting Project prior to the election. 

“We want to expand to lines running to/through Pataskala to Etna, Mount Vernon Road and Johnstown to New Albany,” Allison said. “We are also hoping to increase frequency on our busiest lines, increasing them to every 30 minutes, versus the current hourly schedule.” 

Stark County, Ohio

Stark County voters declined to approve a renewal of the existing 0.25% sales tax, plus a 0.1% increase for 10 years, with 51% voting no—a measure that funds Stark Area Regional Transit Authority (SARTA). SARTA was seeking the increase on top of renewing its dedicated funding stream to decrease the average age of its buses, restore cuts it made to its ProLine ride-by-appointment service it cut back in February 2025 and resume operations of a limited Sunday service after Sunday service was cut entirely in 2009. 

The failure puts the agency on a clock, as it bundled the rate increase with its standard renewal that’s set to expire in June of 2027—leaving it only two chances to secure even its base funding. Those come in November 2026 during the general election, though a ballot question that aims to amend the Ohio Constitution to prohibit taxes on real property entirely in the state may not make the timing of asking for another tax to be renewed ideal. That ballot question is in the signature collection process and needs nearly half a million verifiable signatures collected by July 1. The other option is during the May 2027 primary, though that’s its final chance before funding lapses in June. 

SARTA Human Resources Director Tammy Brown told 88.5 WYSU what to expect should the funding measure fail. 

“We would really have to take a look to stay sustained as long as possible,” Brown said. “So that may mean some additional cuts.”

Holland and Holland Charter Township, Mich.

Holland and Holland Charter Township voters opted to approve a 0.6-mill levy—0.4-mills renewal, 0.2-mills new—for the next five years to fund Macatawa Area Express Transportation Authority (MAX Transit). The levy—set to raise $2.45 million in 2027—passed with 70% of the vote. MAX Transit officials said the funding bump would assist in covering gaps created by a loss in state revenues and assist with securing more grant funding. 

Further, the agency notes that funds also would be used to upgrade aging vehicles, potentially expand hours to meet demand and improve the passenger experience. 

Highland Park, Texas

Voters in Highland Park, Texas, elected to exit the Dallas Area Rapid Transit (DART) system on May 2, an election that saw three Texas cities deciding their DART future. Highland Park residents opted to exit with 69.7% of residents voting no to staying in the system. 

As of May 14, DART services no longer operate within the city limits of Highland Park after its city council canvassed the results of the election on May 13. While fixed-route buses and paratransit trips will still travel through the city, neither will start or end routes or conduct trips inside city limits.The transit system notes that it will continue to collect the 1% sales tax until the obligations of Highland Park are met in accordance with withdrawal calculations laid out in Transportation Code Ch. 452. 

Initially, six member cities considered leaving the network due to a perception they were not receiving a fair return on the 1% sales tax revenue that each contributes for membership to the network. The six cities include Addison, Farmers Branch, Highland Park, Irving, Plano and University Park—though three withdrew the ballot question when DART adopted a new General Mobility Plan (GMP).  

That GMP gives back up to 7.5% of the contributed tax on a rising scale over five years and contributes another 2.5% of funding from the Regional Transportation Council of the North Central Texas Council of Governments, which approved $75 million to fund transportation-related projects in DART member cities in early February. 

While the agency projects Highland Park’s exit creates a loss of $270 million in sales tax revenue over the next 20 years, it also notes that its current financial standing positions it for success going forward. 

“Because of DART’s prudent fiscal policies and practices—and as evidenced by recent comments from credit rating agencies—our financial position remains strong,” said a DART spokesperson in an email to Mass Transit magazine. “While the loss of any city is detrimental to regional mobility,Highland Park represents [less than] 1% of DART’s annual sales tax revenue. Additionally, the GMP is a significant percentage of DART’s revenues, but we have already incorporated the first two years into the 20-year financial plan, following the board’s adoption of a different version of the program in March 2025. This gives us time to discuss with the board how to accommodate the GMP in fiscal year (FY) 2028 and beyond while minimizing impact to riders.” 

To compensate for the loss of DART services, the city launched Highland Park On-Demand, a microtransit service powered by Via Transportation that’ll operate seven days a week for $3 a trip. The city also launched Highland Park Access, a pre-scheduled paratransit service that will also operate seven days a week for $3.50 a trip. 

DART Board Chair Randall Bryant shared how the agency will move forward with the results of the votes. 

“The future of North Texas will be shaped by the cities that choose to move forward with DART. We are focused on expanding this system with partners who recognize that transit drives economic growth, connects people to opportunity and strengthens communities,” Bryant said in a press release. “As we head into the next legislative session, we are united in our ask, give our cities room to breathe and allow the state to step in as a true partner in shaping what comes next. At the same time, we are pushing forward to expand our system and establish a fair, modern governance and funding model that works for everyone. This is our moment to move forward, and DART is ready to lead.” 

Addison, Texas 

Voters in Addison, Texas, elected to remain a part of the DART network in the May 2 election. Residents opted to stay, with 70% voting yes. This means the city will still contribute the 1% sales tax it’s obligated to and will retain access to all current DART services that serve the city. If voters elected to exit, services would have stopped once the election results were canvassed, and the sales tax would cease when the obligation to DART was fully met—the exit plan laid out in Highland Park. 

In a statement issued to CBS News Texas, Addison Mayor Bruce Arfsten said in part, "By choosing to remain part of DART, our community has reaffirmed the importance of regional connectivity and mobility. With the Silver Line now in place, Addison is well positioned to benefit from increased access and the economic opportunity it provides." 

University Park, Texas 

Voters in University Park opted to remain a part of the DART network in the May 2 election. University Park opted to stay with a slimmer margin than Addison, with 53.7% voting yes to staying. This means the city will still contribute the 1% sales tax it’s obligated to and will retain access to all current DART services that serve the city. 

In an email to Mass Transit, a University Park spokesperson shared a similar sentiment to Bryant, noting that the city was looking to DART for leadership in this moment. 

“The outcome of the election indicates that University Park voters wanted to continue the regional transportation framework and have access to the services provided by DART,” said the University Park spokesperson. “The narrow margin is indicative of the challenges facing regional transportation, and the city will look to DART to ensure University Park residents receive a return on its transportation investment.”

Pima County, Ariz. 

Pima County, Ariz., voters approved a pair of ballot measures on March 10 that creates and funds a Regional Transportation Authority (RTA) Next plan. The Next plan is a $2.67 billion, 20-year transportation plan that focuses on five major priority areas: roadway (multimodal) corridors, arterial reconstruction, transit, safety and ADA enhancements and environmental goals. 

Proposition 418—the proposition that creates the plan—passed with 61% of the vote. Proposition 419—the proposition that asked voters whether to continue to charge the half-cent sales tax that funds the plan—passed with 59% of the vote. 

The funding breaks down like this: $1.2 billion for roadway corridors (31 major projects, including freeway interchanges, lane enhancements and bike lanes); $726 million for transit expansion; and $254.6 million for safety and ADA improvements. The new plan also includes $257.6 million to complete seven leftover corridor projects from the 2006 plan that stalled due to the Great Recession and post-pandemic cost inflation. 

The plan also continues RTA funding to Sun Tran for expanded evening and weekend services, improved frequencies, expanded paratransit and Sun Shuttle neighborhood circulator services. Without the measure passing, those expanded transit services funded under the 2006 plan could have ceased unless another funding source was found. 

"Tucsonans have voted to invest in ourselves at a time when it's especially crucial for us to do so," Tucson Mayor Regina Romero said in a statement. "These funds will bring tangible benefits to our city, from improved roads and bicycle and pedestrian safety to a new bus rapid transit system and major infrastructure upgrades like Mary Ann Cleveland Way."   

Transit funding in the plan faced criticism, though. The plan allocates $70 million toward bus rapid transit (BRT), which is only enough to partially finance approximately five miles of BRT, opponents noted to the Tucson Spotlight. The new RTA Next Plan took effect on April 1, 2026, the day the prior plan expired.

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On the ballot

Updated 8/14: Bay Area regional transportation sales tax measure 

The counties of Alameda, Contra Costa, San Mateo, Santa Clara and San Francisco, Calif., are set to vote in November’s general election on a proposed regional transportation sales tax. The Metropolitan Transportation Commission (MTC) confirmed the measure had collected enough signatures to make the ballot as of July 1. The effort is enabled by State Bill (SB) 63, the Connect Bay Area Act, which authorizes a five-county framework for a coordinated transit funding measure that’s designed in an effort to fend off possible fiscal cliffs for regional transit agencies. 

The proposed measure would levy a 0.5% sales tax in most participating counties and a 1% tax in San Francisco over approximately 14 years, generating roughly $1 billion annually for transit operations and capital investments. 

The measure made the ballot via a citizen-initiated path, meaning it needed to get roughly 186,000 signatures to qualify for the ballot across the five counties, according to California’s regional sales tax rules. The Connect Bay Area Campaign collected 305,000 signatures. While the requirement to qualify for the ballot is roughly 186,000 spread across the five counties, typically ballot measure organizers aim to collect roughly 20% to 30% more signatures than are expected to be needed to ensure enough are left after verification.

That path to the ballot means that the measure only needs to receive 50% plus one of the votes for it to pass. It could have also be placed on the ballot by the MTC. However, this could be more difficult as new special taxes, like that of funding transit, require a two-thirds majority to be approved via this method according to California state law. 

SB 63 also created the Public Transit Revenue Measure District (PTRMD)—governed by the MTC. PTRMD is the fund governing and oversight body that will dole out revenue according to formulas created in SB 63. Two-thirds of the funding would be dedicated to the preservation of service on Bay Area Rapid Transit (BART), San Francisco Municipal Transportation Agency (SFMTA), Caltrain, Alameda-Contra Costa Transit District (AC Transit), San Francisco Bay Ferry and other smaller area transit services—agencies that are facing a multi-hundred million dollar deficit starting in FY 2027-28 according to independent review. The remaining third would go to the Santa Clara Valley Transportation Authority (Santa Clara VTA), San Mateo County Transit District, the Alameda County Transportation Commission (ACTC) and the Contra Costa Transportation Authority (CCTA) to use flexibly for anything from capital projects to operations or road paving projects for their bus routes. 

Attached to the new funding would be independent oversight requirements. One committee would be comprised of representation from each of the participating counties that would ensure that funding is being spent in accordance with the law. Another set of committees would be created for BART, Muni, Caltrain and AC Transit to create a two-phase independent third-party review of the efficiency of their financials. The committee would host four independent experts, board representatives from each of the four operators, one transit agency representative, one department of finance representative and a commissioner from the MTC. 

Additionally, the measure would require agencies to maintain existing levels of funding for operating purposes. The requirement was included to ensure the funding wasn’t replacing existing means but adding to them to fight off the potential funding crisis. 

Without the measure making the ballot and passing, multiple regional agencies would face significant financial strain. For instance, BART could see the closure of 15 stations, the shutdown of the Blue Line, the reduction of service to peak hours on multiple other lines and the loss of 70% of train service hours and 25% of system miles in worst case planning scenarios. Further, the SFMTA noted it would have to make cuts to Muni services, including cuts and reductions to up to 20 Muni lines, ending service at 9:00 p.m. and the possible layoff of up to 2,100 employees in its worst case plan projections. 

This measure still needs to go through a signature verification process that can take anywhere from an estimated 30 to 60 days, though this varies by county and sampling method. That process must be completed by July or August, the time when the five counties solidify their ballots for the November election.

Added 8/14: Greenville County, S.C.

Greenville County voters will decide on Nov. 3 whether to implement a new 1% sales/use tax for transportation/road project, mass transit and greenbelts. The tax is estimated to raise up to $1.1 billion over eight years if passed. Alongside the question of implementing the tax, voters will also get to choose whether to authorize $150 million in bonds to front-load the funding of these projects to be repaid via the collected tax revenue.

While the state allows for a tax of this nature to be imposed for 25 years, the council is targeting an eight-year tax, or a final fund total of $1.1 billion, whichever comes first. Per the final ordinance issued, 90% of the revenue will go towards roads and transportation projects, 7% to greenbelts, including trails and conservation of existing green spaces and 3% for public transit, including the county’s transit system, Greenlink. If the tax passed, Greenlink’s annual funding is projected to increase from $3.5 million to $4.1 million.

While there have been previous attempts to implement similar taxes, which would have differed the spending of the fund to a defined, itemized list of projects that voters could see in advanced that were selected by an independent group, voters narrowly rejected the plan in 2024.

If passed, the tax would become effective on May 1, 2027. Car, truck, boat, prescription drug and SNAP/EBT purchases would not have the tax assessed. Greenville is only one of three counties in the state that currently does not have a local option sales tax.

Added 8/14: Pierce County, Wash.

Pierce County voters will decide on Nov. 3 whether to increase the Pierce Transit local sales tax from .6% to .9% on anything purchased within the service area, excluding groceries and fuel.

Pierce Transit’s CFO Chris Schuler noted at a press conference before the board voted to advance the measure that the tax raise would generate an estimated $64 million in new annual revenue for the agency.

If approved by voters, the measure would fund service improvements that includes:

• New bus routes and special event service.
• More frequent service and shorter wait times.
• Later evening and weekend service.
• Easier transfers and more direct trips.
• Fare-free bus and paratransit service for seniors.
• Expanded paratransit service for people with disabilities.

“Pierce Transit is at a critical moment. Due largely to inflation, our expenses are expected to outpace revenue as early as 2027. Without additional funding, we would continue providing today’s level of service for as long as possible, but rising costs would eventually require service reductions,” said Pierce Transit CEO Mike Griffus in a press release. “This proposal is the result of extensive community input and thoughtful planning to not only preserve today’s service but provide more transit, to more people and places, more often. If approved by voters, the measure would fund a 47% increase in transit service across our service area.”

The last time Pierce Transit got a tax raise approved was 24 years ago in 2002.

Added 8/14: Riverside County, Calif.

Riverside County voters will decide on Nov. 3 whether to extend the county’s half-cent sales tax measure dedicated to transportation funding. It is estimated the renewed transportation measure would generate approximately $280 million annually for transportation improvements and continue until ended by voters.

Alongside approving the measure for the ballot, commissioners also approved the Riverside County Transportation Improvement Plan (RCTIP), which showcases how the funding will be used if greenlit in the general election. The RCTIP organizes investments into three categories:

• Highways and regional corridors
• Local streets and roads
• Public transportation

The commission says the plan maintains accountability and transparency requirements for managing the use of public funds.

“For 37 years, local sales tax transportation funding has helped improve local roads, rebuild interchanges, expand freeway capacity and invest in public transportation throughout Riverside County,” said Riverside County Transportation Commission Executive Director Aaron Hake in a press release. “Local funding matters because it stays in Riverside County, allowing our communities to address local transportation priorities, bring additional state and federal transportation dollars into Riverside County, and deliver projects for the public.”

The measure was first approved in 1988, was subsequently renewed in 2002 and is set to expire in 2039 in its current form unless renewed this November. The measure, since inception, has generated $3.1 billion for transportation projects.

Updated 8/14: Seattle, Wash.

Seattle voters are set to decide this November whether to renew and expand the Seattle Transit Measure—a sales tax measure that partially funds transit operations in the region. If passed by voters, the tax would double from 0.15% to 0.3% and be implemented in 2027 for 10 years.

“This measure reflects what can happen when we work together to deliver practical solutions for Seattle residents,” said Councilmember Rob Saka in a press release after the measure was passed out of the council. “Throughout this process, my office worked closely with the Mayor’s Office and community to ensure this proposal makes meaningful investments not only in transit service, but also in the infrastructure that makes our transportation system more reliable and accessible. I want to thank my council colleagues for their thoughtful amendments, which strengthened this package and helped build broad consensus. Together, we’ve put forward a balanced measure that invests in the people who rely on transit every day and prepares Seattle for a cleaner, more accessible future.”

The mayor’s office notes the measure would fund, in part, 280,000 King County Metro bus trips a year and 22,000 free ORCA transit passes for qualified lower-income residents over the next 10 years.

“The Seattle Transit Measure is one of the reasons why the bus is an irresistibly good way to get around Seattle,” said Seattle Mayor Katie Wilson. “Transportation is one of the biggest costs for most families, so these investments are essential to make our city more affordable so Seattleites can get to jobs, opportunities and each other without a car.”

The mayor’s office says the city uses the majority of sales tax revenue to pay for more transit service, especially at off-peak times. The proposed measure calls for a 0.3% sales tax expected to raise an average of $138 million annually over the 10-year measure. This is estimated to cost the median two-person Seattle household about $58 a year. This replaces the current 0.15% sales tax expiring in March 2027, which currently costs the median household $29 annually.

The majority of measure funding would pay for extra bus trips, according to the mayor’s proposal. This would increase funding for bus service by about 50% and pay for 280,000 bus trips a year—100,000 more than are funded by the current Seattle Transit Measure.

The mayor’s office notes that bus service investments will be focused on the people and neighborhoods which rely on transit most, including east-west transit service, connections to light-rail stations and neighborhoods planned for housing and employment growth.

A hallmark priority of this measure, according to the mayor’s office, will be to create frequent transit service throughout the entire day, including nights, weekends and mid-days. The office reports that data shows that ridership during these off-peak times has grown faster compared to traditional peak commute times in recent years.

The funding is also set to be used to pay for targeted construction projects to reduce transit delays at pinch points and build other improvements around bus stops, as well as adding 12,000 more free ORCA cards for people who are Housing Choice Voucher participants. This boost comes in addition to the 10,000 free ORCA cards currently given to Seattle Promise Scholars, low-income Seattle Preschool families and Seattle Housing Authority residents.

Critics of the measure suggest it may face difficulties on an already crowded ballot for tax measure, citing that with its intended raise, sales tax in the city would stretch to 10.7%, according to 97.4 KIRO.

While no plan was issued for if the measure fails, Wilson noted that sustaining services already required a raise.

“Just to maintain the level of transit service that we have been providing was going to require a larger measure anyway because the cost of everything is going up all across the board for households, businesses and for government,” Wilson said in a press conference announcing the measure.

Further, if the measure fails, there’s no clear backstop for the loss of funding that would be created by the expiration of the current Seattle Transit Measure at the end of 2026.

Added 8/14: Tempe, Ariz.

Voters in Tempe will decide on Nov. 3 whether to implement a .5% sales tax increase that will—in part—fund public transit and multimodal projects in the city. The increase equates to 50 cents on every $100 spent and would take effect on Jan. 1, 2027. The rest of the tax will be allocated to public safety and early childhood care and preschool education. Groceries and other home-prepared food items will be exempt from the tax.

City Council members note that the increase is needed due to state-level cuts, like that of the Tempe residential rental tax and decreases in revenues shared by the state, as reported by KTAR. Councilmember Arlene Chin attributed the approximate $24 million deficit the council was facing was a combined force of actions from the Arizona legislature and the federal government, according to AZFamily.

While Councilwoman Berdetta Hodge inquired about a sunset clause for the tax, city staff noted that there wasn’t another present way for the city to “recapture” the lost revenue in an April 23 budget briefing, as reported by The Tempe Tribune.

This tax would be the first major, non-sunsetting tax voted on by residents of Tempe since 1996.

Charleston County, S.C. 

Charleston County voters will decide on Nov. 3 whether or not to reapprove and reformat the county-wide half-cent sales tax for the next 25 years. The tax is projected to raise $4.25 billion over the life of the measure—20.24% of which is being directed to public transit, or $860 million. 

The measure funds roadway infrastructure, public transit and the greenbelt, with the prior category of bike/pedestrian funding getting folded into the roadway infrastructure item. Public transit was funded at a flat 20% in the prior tax structure, not getting cut in the revision that’s headed to the ballot—even in the face of a plurality of surveyed residents saying the public transit funding share was too high. 

A lot for Charleston Area Regional Transportation Authority (CARTA) rests on this funding—not just sustaining service, but for service and frequency expansion and for the Lowcountry Rapid Transit project. That bus rapid transit project aims to serve the corridor connecting Summerville, North Charleston and downtown Charleston and is currently expected to begin construction next year. 

The Charleston Metro Area Chamber of Commerce notes that “without adequate funding from the tax continuation, CARTA would be unable to sustain its current operations.”

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