This article is a part of our series From Lighthouses to Electric Chargers: A Presidential Series on Transportation Innovations

Despite President William Howard Taft’s relatively short tenure as president, if I had to vote on which U.S. President had the most influence on how we get around in cities, he would be at the top of my list. Taft had a fascination for automobiles and was the first president to have a limousine fleet at the White House. He believed in a promising future for the automobile and put his money where his mouth was for both his personal use and for improving the country’s transportation infrastructure.  His presidency laid important groundwork and paved many roads – both literally and figuratively – contributing to the emerging tension between public transportation and the automobile industry. 

 President Taft (on the left) at a Seattle Hotel in 1909. 

Caption: A chauffeur outside the White House garage in 1909. Source: Library of Congress 

 When Taft took office in 1909, the United States was experiencing rapid urban growth, with cities expanding both in population and physical size because of rising industrial production and immigration. This expansion created a desire for faster city travel and advances in transportation technology that went beyond existing transportation networks and methods. It was at this time that we began to see the rising popularity of gas-powered automobiles over electric automobile,  that began to rival the dominance of public transportation systems (such as streetcars, subways, and railroads.) 

Taft had a staunch commitment to advancing policies that promoted economic efficiency and fair competition. He believed in the importance of both regulating big business to prevent monopolistic practices and reducing market competition costs, and he was not afraid to take big business to court with antitrust suits. For example, after a successful antitrust suit, he managed to break up Standard Oil of New Jersey in 1911. At the same time, recognizing the need for government to support infrastructure development that would benefit the economy, he pioneered the first federal aid for program highway construction through the Post Office Appropriation Act of 1912. This dual focus on regulation and infrastructure investment set the stage for significant advancements in transportation during his presidency. 

Taft achieved some of his most significant transportation-related accomplishments through his support for the Good Roads Movement, a grassroots-led campaign initially started by bicyclists. The movement began gaining momentum in the late 19th century with a simple goal to improve the quality of the nation’s roads, which were often in poor condition. The movement’s advocacy led to more formal government road offices. Over time, standard road construction and maintenance transformed America’s roadways into a more reliable and cohesive network that boosted economic growth by improving access to regional markets and accelerating the expansion of cities beyond the urban core. His efforts solidified the idea that roads are a “public good,” and affirmed the government’s role in their development and maintenance. 

During Taft’s presidency, the federal government took decisive steps and became a more actively involved in road construction and maintenance. The Post Office Appropriation Act allocated $500,000 (equivalent to $16.2 million in 2024) to improve postal roads essential for mail delivery.  

Also, in 1912, Taft proposed home delivery of packages over four ounces by the Post Office. Later that year, Congress appropriated the funds, and the system began on January 1, 1913. This new service significantly increased the weight and bulk that postal workers had to carry on their routes, creating additional demand for better roads, beyond the needs of merchants and farmers.  

The improved roads built for the postal service not only made mail services more efficient but also provided a broader public benefit for everyday Americans motorists. By tying federal funding to roads that met specific engineering and quality standards, Taft set a precedent that would shape future transportation policy, such as the Federal Aid Road Act of 1916, which significantly expanded the national highway system. 

Moreover, his policies were instrumental in shaping the future of transportation in the U.S. as they ultimately led to public funding favoring one mode over another. His fascination with cars, and subsequent support for road development, arguably gave the automobile industry a deliberate competitive edge over public transportation systems. 

The Tension Between Public Transportation and the Automobile 

In the early 1900s, public transportation systems like streetcars, subways, and railroads played a vital role in urban areas. Between 1909 and 1913, over 1,000 streetcar systems operated in cities all across the country, alongside growing subway networks in Boston and New York. These systems, typically run by private companies but heavily regulated by local governments, provided essential and affordable transportation options for millions of people in cities. However, the rise of the automobile posed a significant challenge to public transport, as more Americans began purchasing cars and demanding better roads.  By supporting the Good Roads Movement and providing federal aid for highway construction, President Taft essentially picked sides. His road building policy priorities lay the foundation for the modern highway system that is now the backbone of the nation’s transportation infrastructure.  

Illustration of a New York City subway station. Source: Library of Congress. 

Without a doubt President Taft’s pro-road policies spurred the growth of the automobile industry, along with expectations for “smooth roads ahead” that made automobile travel more convenient for everyday Americans. Major automobile manufacturers like Ford, General Motors, and Cadillac saw increased sales as Taft supported road improvements and infrastructure development. Tire manufacturers such as Goodyear and Firestone, road construction firms, and oil companies like Standard Oil also thrived from the rising demand for vehicles and the expansion of road networks. Taft’s emphasis on modernizing road infrastructure and promoting automobile travel created a favorable environment for these industries and boosted their growth. 

Taft’s policies essentially prioritized the growth of the automobile industry at the expense of public transportation, ultimately leading to a gradual decline in public transportation use. Although this shift was not immediate, it nearly decimated public transportation. While some may argue that the car’s dominance was due to fair market competition and consumer preference, these market conditions were significantly shaped by the recognition of roads as a public good and the substantial public road investments initiated under President Taft. 

Taft’s Legacy in Transportation Policy 

Taft’s transportation policy achievements reflect his broader vision of fostering a more efficient economy, ensuring fair market competition, and building the infrastructure necessary to support a rapidly industrializing nation. While his policies were designed to address the pressing needs of his time, they also inadvertently set the stage for the transportation innovations and challenges that would shape the future of the United States’ transportation landscape and industry for years to come. By contributing to the rise of the automobile and road infrastructure, the unintended consequences of Taft’s pro-road stance led to the eventual decline of public transportation systems in many cities, a legacy that cities are still trying to undo.  

Claudia Huerta is a strategic leader committed to driving business growth, policy advocacy, and economic development, while addressing some of the most pressing urban planning challenges of our time. She currently works at the San Diego Workforce Partnership, serves on the San Diego Airport Audit Committee and is a board member of the San Diego Chapter of Latinas in Tech and the San Diego North County Economic Development Council.