The state Commission on Transportation Finance and Policy will hold the first of four scheduled statewide meetings in Madison Thursday.

The commission was created by the Legislature as part of the 2011–13 state budget to …

… examine issues related to the future of transportation finance in Wisconsin, including the following:

• Highway maintenance, rehabilitation and expansion projects
• Local aid and assistance programs, including general transportation aids (GTA)
• Transportation fund revenue projections
• Transportation fund debt service
• Options to achieve balance between revenues, expenditures and debt service
• Impact of highway project planning on abutting property

The commission is meeting in Madison Thursday, Milwaukee March 22, Appleton April 26 and Eau Claire May 31 to get public input as part of the process of creating a report the Legislature is requiring the commission to complete by March 1, 2013. The commission will also take public input at dottfpcommission@dot.wi.gov.

(Want some public input? Here goes: Wisconsin 23 between Ripon and Fond du Lac needs to be four lanes ASAP. I am tired of being stuck on 23 behind someone who cannot differentiate between a 4 and a 5 either on the lower left of speed limit signs or that person’s car speedometer.)

As it happens, I know, or know of, a few of the members. I’m pleased to see Barb Fleisner, executive director of Centergy, the Central Wisconsin regional economic development effort, and a former Marketplace Magazine cover subject. A representative of Schneider National, one of the nation’s largest trucking firms, is in the group, as are a couple of companies related to road construction. The head of the Transportation Development Association of Wisconsin, a group that advocates for road construction even if it requires higher taxes, is in the group too. I am not pleased to see former Madison mayor Dave Cieslewicz in the group, although I suppose he’s there to represent the cars-suck constituency.

One of the most visible pieces of evidence that suggests that former Gov. and current U.S. Senate candidate Tommy Thompson was a big-government conservative is the vast expansion of freeways over Wisconsin since I’ve gotten my driver’s license. I grew up a mile south of where Interstate 90 goes to Chicago, Interstate 94 goes to Milwaukee and then Chicago, and I–90/94 head north until they split near Tomah to go to, respectively, La Crosse and the Twin Cities. Interstate 43 between Milwaukee and Green Bay,  the snippet of Interstate 535 that connects Superior and Duluth, the snippet called Interstate 794 down Milwaukee’s lakefront, and Interstate 894 through Milwaukee’s southern suburbs were the only other Interstate highways in Wisconsin. I only knew of I–90 and I–94 through Madison because if you live in Madison, you’re unlikely to go to Milwaukee to go somewhere north and south.

Looking at Wisconsin’s Interstate mileage vs. other states may have been the first time I wondered what the hell our elected officials were doing in Washington. Some of U.S. 41 and U.S. 51 was four-lane, though with intersections instead of interchanges in many spots. There was also the Beltline Highway, much of which was freeway, but the most dangerous parts, East Broadway in Monona, were not. Most Wisconsin roads had just two lanes, including the high-traffic roads such as U.S. 151, along with, once I moved northeastward, U.S. 10 and Wisconsin 29.

Now, three decades after I got that piece of freedom called a driver’s license, freeways and four-lanes cover much more of Wisconsin’s landscape. U.S. 51 north of I–90/94 is now Interstate 39 to Wausau. I’m not sure why Wisconsin 15 between Beloit and Milwaukee’s west side was built as a freeway, but it is now part of I–43. U.S. 41 from Milwaukee to Green Bay via Fond du Lac, Oshkosh and the Fox Cities will be Interstate 41, 55 or 243 (or so speculation goes) in 2014.  U.S. 10 is no longer known as “Highway Hell” (or so WGBA-TV called it) now that 10 is four lanes from the Fox Cities to Stevens Point and will be four lanes west of Stevens Point. Wisconsin 29 lost its “Bloody 29” nickname now that it is four lanes from Green Bay through Wausau to I–94. U.S. 53 is four lanes from Eau Claire north to Superior. My one-year commute to New London was made more tolerable because of U.S. 45, which is four lanes from Oshkosh to U.S. 10. And U.S. 151, the four-lane I’ve spent the most time on over the years, is four lanes from Fond du Lac through Madison to Dubuque.

That’s a lot of road construction, some of which started in the 1980s, more of which started in the 1990s. Some argue that is the result of the excessive political influence of the road-builders. Former state Sen. Brian Burke (D–Milwaukee) used to complain about “building four-lane roads to nowhere,” a place presumably not called Milwaukee. (Burke’s political career ended badly, let’s just say.) The Sierra Club, the leaders of Wisconsin’s Plants Before People movement, bemoaned the death of the $822-million pseudo-high-speed-rail project, calling projects that, unlike Madison-to-Milwaukee train projects, benefit a majority of travelers a “boondoggle.”

(I knew two people who died and one person who was permanently injured on roads that weren’t upgraded soon enough. You can conclude that environmental groups don’t bother to contact me for donations.)

The fact remains, however, that more Wisconsinites use roads than any other mode of transportation by a large margin. Road projects, after all, only benefit those who want to get themselves or get something from one place to another in this state on their own schedule. That includes travelers from point A to B and businesses that sell products. The former benefit from trains, buses and commercial aircraft only if they’re following the train’s or bus’ or airline’s schedule. Freight trains are fine for the latter if their products are large enough to make the cost economical, except that something has to get the product from the train to where it’s sold, and that will not be a train.

One subject the commission will deal with is how to fund transportation projects. Gov. James Doyle raided segregated funds, including the transportation fund, to “balance” his unbalanced budgets. That has been stopped by state Constitutional amendment. The problem, though, is that gas and diesel tax receipts drop when people buy less fuel from a combination of driving less (a byproduct of a weak economy) and driving more economical vehicles. That being the case, fuel taxes tax those who use more fuel, which results when you drive more.

One partial solution is to use sales tax proceeds from transportation purchases — for instance, car purchases — to augment the transportation fund. That is a partial solution, but it has the benefit of forcing state government to prioritize its spending of the total state tax dollar.

Another is to be more selective about which projects get done. The DOT’s Connections 2030 plan involves projects in every mode of transportation you can think of, including transportation modes in places that don’t presently have them (for instance, passenger rail). I am not an opponent of roundabouts (in fact, I prefer them to stoplights, and I vastly prefer them to four-way stops), but one sometimes gets the impression that road projects are chosen based on the opportunity to install roundabouts instead of installing roundabouts as part of regularly scheduled road projects.

A third is to spend money generated by road users only on roads, and not on little-used projects that don’t benefit most people’s first transportation method. I occasionally bike (when I can pry my bike out of our oldest son’s hands), but I would not argue that spending money on, for instance, converting abandoned railbeds to bike trails is a particularly efficient use of scarce tax dollars. You want mass transit? Pay for it yourself, Madison and Milwaukee. You want trains? Most people disagree with you.

The four-letter word “toll” inevitably will come up. Tollways would be immensely unpopular in Wisconsin. Most people who have had the misfortune of traveling the old Illinois tollways think of stopping every 20 miles or so to throw coins in baskets. (Not to mention the patronage machine known as the Illinois Tollway Authority.) The wireless toll transmitter is more convenient, but also easier to abuse, given that a few keystrokes create a rate increase.

For my money, road improvements are one of the few provably valuable uses of our tax dollars. I think about that every time I drive on Madison‘s South Beltline, which goes south of the old, bad East Broadway, which was simultaneously crowded, slow and dangerous, and took too much time to be replaced. (East Broadway is still there, but with about one-tenth of the traffic.) With road projects, you get to see what you’ve paid for.