One bus route can't wear two hats. Faster, sparser routes are typically complemented by slow, meandering collector routes which provide the kind of backstop you describe. Moreover, elderly and disabled people can use paratransit [1], which exists precisely to serve people with mobility issues too severe for regular transit.
Anyway, I reject the notion of buses as a second-tier transit option reserved for poor and disabled people. The only way poor people ever get decent service is when they use the same infrastructure that affluent people do. A bus system that doesn't serve the middle class is a system that will quickly lose its funding and become inadequate for anyone to use.
Paratransit is for a far smaller percentage of the population due to the significant expense.
In the US, buses (and public transport in general), are thought of as social programmes. Anyone can use them, but they are really for people who can't drive or are too poor to own a car.
The rider makeup then looks like that. The elderly and the poor, sadly. Services run at a huge loss and are dependent on massive and unpopular government subsidies. Quality of service is bad. There's a stigma to using it. You end up with long, slow bus lines because this allows as many of the current demographic (elderly, poor) to take the bus. And there are always bailouts or brutal cuts on the horizon. You end up at a sort-of local maxima of inadequacy.
In an alternate universe, public transport is run to compete with the car, and attracts all demographics. Day-to-day operations are un-subsidised, and therefore relatively expensive. It competes on value. People use it because it's a better experience than driving.
This alternate universe is a city like London. Transport for London has a balanced budget, and despite what grumpy Brits like to say, quality of service is on an ever-upwards trajectory.
In my opinion, operating transport as transportation programme, not a social programme, is how you get more adoption in the long term. You make public transport attractive to more demographics.
1. Where the Government wants to subsidize some group (e.g. help the disadvantaged by giving them discounts) they should pay the fair price to the transit agency out of the budget of Welfare, not drag on the financials of the transport agency. In other words, it shouldn't be possible that the transport agency is insolvent only because most of their customers are paying next to nothing. Discussions about whether we should spend a certain sum on subsidizing the poor to ride the bus/train/etc are purely welfare budget discussions.
2. The Government should move additional money into the system when they realize an expansion of transport helps further societal goals: e.g. congestion pricing funds should help to expand transit, or the government pays part of the cost to build new rail service to reduce congestion on the roads.
Instead of TfL being forced to take the loss, they are reimbursed by local government cost of the transport.
As an aside, I also take some issue with this pass being completely free to use. In my experience, people end up using it to go a single stop just because it's free, so why not -- which slows bus service for everyone else. I think it should be 20p per journey or something like that.
The usual pattern is when a bus only lane is proposed, drivers complain because they view the bus as a social program. Local legislators often take the drivers' side because they also view the bus as a social program. Even if you get the political capital to push a bus only lane, traffic enforcement will routinely ignore bus lane violations. LA is making waves on the latter problem by attaching cameras to buses which automatically write tickets for cars blocking the bus lane.
Ultimately it's a politics problem. If nobody wants to spend political capital on running a bus system as a transport program, it ends up as a social program.
The problem with this in the US is that it's nearly impossible for the bus to be faster than a car without making the car slower on purpose, and the latter is the thing which is going to create the most opposition, because you're essentially screwing people over during the transition period -- which would take years if not decades.
In the meantime people still can't take the bus because the higher density housing that makes mass transit viable where they live hasn't been built yet etc., and as long as they're stuck in a car they're going to fight you hard if you try to make being stuck in a car even worse.
Meanwhile, cars are expensive. ~$500/mo for a typical car payment, another $100+ for insurance, another $100+ for gas, you're already at $8400+/year per vehicle before adding repairs and maintenance etc. For a two-car household that's more than 20% of the median household income. Make mass transit completely free and people start preferring the housing where mass transit is viable, which means more of it gets built, which is the thing you need to actually make it work.
I can't make any excuses for the social and class implications, but if it got more people on the bus, it might only need to be a temporary measure.
It’s a large percentage of total bus revenue by design, and a significant expense for some local governments. But the number only look large because of how we split the vast majority of government spending into federal and state budgets with local budgets being relatively anemic by comparison.
Perhaps the tiny subsidies (in absolute terms) are because the bus systems are just so small?
SFMTA's farebox recovery is around 25%. London Underground is about 130%. Osaka Subway is 209%.
Busses are light compared to 18 wheelers and other heavy equipment, they also replace many cars and SUV’s which keep getting heavier.
Finally that rule of thumb isn’t really that accurate, “A 1988 report by the Australian Road Research Board stated that the rule is a good approximation for rutting damage, but an exponent of 2 (rather than 4) is more appropriate to estimate fatigue cracking.” Rutting really isn’t that significant in most cases, but can instantly destroy road surfaces when fully loaded construction vehicles etc drive over something once.
They don’t replace nearly enough cars and SUV’s to make up for the difference in fourth power of axle weight. But yes, 18 wheelers are worse.
A modest bus holds 40-50 people. Most commuter traffic is single driver, single vehicle. I don't know to which power the difference in axle weight would have to be to surpass the efficiency gains of replacing 40 to 50 American sized SUVs with a city bus, but I suspect it's more than four.
At least that’s what I think. But if you’re right, and there’s a version of bus transport that’s viable without subsidy, then there should be a market opportunity for a private business to provide that type of bus transport. This actually exists for long range intercity buses already, but you’d think it should be possible inside of some cities. I haven’t looked into this in a lot of detail but I wouldn’t be surprised if it was effectively impossible to try and start a private bus service in most cities, specifically because that would reduce ridership of city transit and threaten all of the unionized public sector jobs in that system. In which case the bus system isn’t really even for the poor and elderly anymore; it’s for the transit workers union, which undoubtedly is a player in city politics.
Of course, there's still plenty of drivers, but the nice thing is that you have options here. Why would I want to drive if I can just take the metro, or tram, or train, or hell just cycle? Within Dutch cities cycling is often much faster than any other mode of transport, and the great thing is that everyone uses the cycling infra, young or old, rich or poor, able bodied and otherwise.
(Even then, it depends on the destination - if it's to another city then the intercity trains are still better but for 2+ people it ends up being the premium/expensive option and the car is cheaper.)
Fundamentally as another commenter here said, a bus "can't wear two hats." In most large US cities, the bus, and sometimes the subway (if one exists), is mostly a welfare program, and its target demographic is the elderly, the poor, and the homeless. Two of those groups are rarely in any hurry.
The fact that urban professionals also rely on transit to actually get to work is not very much considered in the decisions ultimately made. This is why any changes to it are so fraught.
To actually serve both populations, you'd need to have two independent systems, but that would represent a tremendous amount of incremental cost. That's why they used to have (do they still? I'd guess not, post-pandemic) buses paid for by Apple, Google, Facebook etc. to shuttle people to work -- it's something the city government could never accomplish because the choices that make transit useful to those with jobs make it problematic for the other group.
Nothing stops you have adding express bus routes, thus allowing busses to work for yet another population. Further, bus networks are inherently cheap as long as they see reasonable ridership numbers it’s more economically efficient than cars.
When living in many a European city, I have chosen to walk instead of using a bus route due to the frequent stops making the bus trip a lot more expensive and marginally quicker. I have also lived in places where the eldery get a separate service, tailored to them, if they need it. Works a lot better IMO.
Alternate buses stop on the one-mile points only.