Why the World Cup could be our transit shame

With the 2026 World Cup less than a year away, the U.S. is woefully unprepared for the expected influx of 6.5 million people traveling to the U.S. to enjoy the globally renowned spectacle. Fans and American transit users will rely on systems in desperate need of major investments. For decades, the U.S. has poured billions into highways while underinvesting in transit. If we want a system that works for everyone—that connects people to work, stadiums, and life itself—then we need to build it.

For the first time since 1994, the Men’s FIFA World Cup is coming to the United States. As a part of a historic tri-nation bid with Canada and Mexico, the U.S. will host the majority of games, showcasing not just their love for the sport, but their capacity to welcome the world.

An expected 6.5 million fans will attend matches across the three countries, with the U.S. having 11 host cities. Millions of travelers across the country will depend on our transportation systems to get them to stadiums, hotels, restaurants, shops, and attractions—putting our infrastructure at center stage, as well as greater stress on systems that need to work for students, young families, older adults, and all Americans.

While the World Cup will wisely rely on existing stadiums—avoiding the costly, underused infrastructure often associated with global sporting events—it still highlights a major gap in U.S. readiness: our public transportation systems. Many host cities lack reliable transit networks, while some are facing service reductions or fare increases. For everyday riders—students, seniors, working families—this moment adds stress on already insufficient mobility options. It’s a chance to prove we can move people safely and efficiently. Without serious investment, we risk displacement, transit failure, and missing out on an opportunity to improve long-term transportation outcomes.

Take Arlington, Texas, and Philadelphia—two cities with very different systems, but similar fundamental problems: a lack of local funding and federal support.

Arlington’s lack of transit

Arlington, Texas, nestled between Dallas and Fort Worth, is the largest U.S. city without mass public transit, and is scheduled to host seven matches in the upcoming World Cup. Unlike most host cities, it lacks traditional public transit options like buses or rail.

From 1980 to the present, Arlington voters have rejected three separate proposals to create transit. A lone bus line ran briefly from 2013 to 2017 but was discontinued due to low ridership. In its place, Arlington launched a rideshare program, VIA, the city’s only form of public transportation.

With no light rail, no local bus service, and no dedicated mass transit, tens of thousands of fans will have to travel to AT&T Stadium in…cars. With DART facing proposed service cuts, and VIA lacking any significant capacity, residents and visitors will face a transportation system under distress.

This moment demands transportation excellence. Arlington residents already face growing traffic, and adding thousands of visitors who will rely on limited rideshare options will only worsen conditions. A city that has long avoided public transit is now hoping a cobbled-together system can carry the weight of a global event. That’s a risky bet—one that underscores why forward-looking, multimodal transportation planning is essential.

Philadelphia facing service cuts

Arlington, Texas isn’t the only host city in a hard place. Philadelphia, Pennsylvania’s Southeastern Pennsylvania Transportation Authority (SEPTA) is facing major service cuts. After approving a ‘Doomsday Budget’ in late June, Philadelphians are fighting for a permanent funding solution to stop the bleeding.

Without a new statewide approved budget, SEPTA would see a 45 percent service cut and 21.5 percent fare increase. This means 50 bus routes would be eliminated and a 20 percent reduction on all remaining routes, along with curfews, closure of stations, and elimination of special services, including the Sports Express and Broad Street Line, critical connections to Lincoln Financial Field, which is hosting six FIFA World Cup games.

Service cuts, unreliable buses, increased fares, and a 9 p.m. curfew is not how you prepare for a globally popular sporting event, not how you create a lively, vibrant, enjoyable World Cup experience, and definitely not how you maintain a system for Philadelphians during a major event. Philadelphia will need to work in tandem with Amtrak and the Northeast Corridor, with Boston and New York hosting as well. Yet after previous summer delays and cancellations, Amtrak will need updates to ensure a smooth process.

Looking ahead

Decades long mass investment from the federal government into the national highway system, with only a tiny fraction towards transit, has created a congested, unsustainable system that lacks any semblance of providing efficient and plentiful transportation options. It doesn’t have to be this way.

There are two potential outcomes for this World Cup experience. The first is a vibrant, unforgettable tournament—fans moving easily through U.S. cities on efficient transit, spending time and money across the country that will lead to tangible economic benefits. For two months, locals, fans, and visitors experience an amazing energy with access to all there is to offer, and the on-field action is matched by the exciting off-field atmosphere. This vision only becomes reality if the federal government invests in transit, ensuring safe, reliable, and improved service in our host cities.

The second outcome is far less inspiring, and unfortunately, it’s the path we’re on. Here, locals, fans, and visitors spend hours stuck in traffic or waiting in long lines for a transportation system that fails to meet the needs of our cities. This is a huge opportunity to invest in our system and our people. The federal government can prove we can function effectively and provide great service. There is still time for investment. While Arlington may not get a New York City-sized transportation system by June 2026, the local and federal governments can and should provide short-term and long-term investments into the system. We’ve long seen a federal government pour billions into a failing highway system, while only a fraction of that has gone to transit. This needs to change.