The House Transportation & Infrastructure committee approved a new, five-year bipartisan authorization of highway, transit and safety programs this month. Considered by the association to be "a critical first step to enacting a new surface transportation bill," the nearly-unanimously passed bill maintain current core highway and transit programs and increases support for bridge programs.
ARTBA noted that rail safety, electric vehicles and transit programs were features of the committee's consideration.
"But most proposed amendments were not added to the bill," according to the group.
Chairman Sam Graves, a republican from Missouri, and Ranking Member Rick Larson, a democrat from Washington, voted in lockstep on amendments.
How ‘Unrivaled Infrastructure' Would Be Funded
It is officially the Building Unrivaled Infrastructure and Long-term Development for America's 250th Act (BUILD America 250 Act).
The bill would authorize $580 billion in funding for highway, transit and safety programs through Sept. 30, 2031.
It would maintain core formula programs, create new revenue for the Highway Trust Fund and enhance project delivery and work zone safety.
ARTBA analyzed the bill and broke down funding among transportation sectors.
"The Build America 250 Act continues total highway investment at current levels, with slight growth adjustments as the duration of the bill goes forward."
ARTBA said that the highway formula programs would increase by more than 3 percent in year one. More modest growth would be seen in out years.
"Formula funds would receive 90 percent of the proposed resources," reported ARTBA. The 10 percent left would be go to discretionary and allocated programs.
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The bill would eliminate $3.7 billion in annual funding for three climate-focused formulas programs. They are the Carbon Reduction Program, National Electric Vehicle Infrastructure Program and the PROTECT Resiliency Program.
"The measure would increase bridge formula program funding from $5.5 billion to $9 billion annually," said ARTBA.
However, it would make the current bridge discretionary grant program subject to annual appropriations.
Total funding of $45 billion in bridge investments over five years would represent a 12 percent increase over prior law.
The association's analysis found the program would require at least 25 percent of funds go to local and off-system bridges.
"The proposal modifies or eliminates several discretionary grant programs and, in some cases, rolls that money into formula programs," said ARTBA. "A new discretionary grant program called the Surface Transportation Accelerator Grants (STAG) Program would provide $2.4 billion annually."
Approximately 50 percent of funding would be reserved for local and regional grants, 25 percent for rural grants and 25 percent for urban grants.
The Safe Streets and Roads for All Program would continue but would lower guaranteed investment levels by half. That figure is relative to the current authorization: $500 million for Fiscal Year (FY) 2027, rising to $1 billion for FY2031, said ARTBA.
"Numerous other discretionary grant programs … which support multimodal, regional and freight-related projects would be authorized at current investment levels."
They are no longer guaranteed, however. Instead, the responsibility for funding these programs would shift to the congressional appropriations process.
ARTBA reported that mass transit programs would receive a $2 billion investment cut to $16.9 billion in FY 2027 with modest growth thereafter.
"This cut is due, in large part, to the elimination of $1.6 billion in annual guaranteed Capital Investment Grants (CIG) included in current law."
The CIG program, which supports transit capital projects, is authorized at $3 billion each year.
But the bill states that all resources would need to be secured through the annual appropriations process.
"The BUILD America 250 Act would establish a $130 annual fee on electric vehicles (EVs) and $35 annual fee for hybrid vehicles," said ARTBA.
This would ensure all users of the highway system support its maintenance and upkeep.
"These provisions would represent new revenue to the Highway Trust Fund (HTF) for the first time in decades," said the association.
The fees would gradually increase every two years but are capped at $150 for EVs and $50 for hybrids.
ARTBA noted that these user fees are a "welcome" recognition of the importance of the user pays system. But, the association cautioned, "Congress will have to identify additional resources to cover the measure's total expenditures."
ARTBA also reported that roadway workers are a specific focus throughout the Highway Safety Improvement Program (HSIP) section. That issue is included in safety data collection, construction zones as hazardous locations and in the definition of road users.
"These provisions will help differentiate roadway workers from other pedestrians in the policymaking process," said the association.
An interagency working group would be established to develop recommendations for work zone protections and would require stakeholder input.
The bill would reauthorize the DBE program, setting a "national, aspirational goal" of at least 10 percent. It states this goal is to be achieved "through good faith efforts" of state and local transportation agencies.
"The provisions are consistent with USDOT's recent interim final rule, which now cites "social and economic disadvantage" for the program's continuance. It would instruct the secretary of transportation to develop "objective criteria" for states in evaluating individuals applying for DBE certification.
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The bill also would direct the secretary to issue guidance on state auditing of procurements.
The secretary also would identify anticompetitive bidding patterns and reduce reliance on historical data in developing engineer's estimates, said ARTBA.
"If enacted, it would establish a committee within USDOT … for recommendation of federal regulatory revisions," added the association.
The committee would include representatives of state DOTs and industry associations.
The regulatory revisions would have a goal of preventing anticompetitive bidding practices on federal-aid highway projects.
According to ARTBA, three other committees in the House will consider parts of the legislation before the full chamber acts.
House Speaker Mike Johnson (R-La.) said he wants to consider the bill in June, the group reported.
In the Senate, the Environment and Public Works Committee is planning to release the highway portion of their bill by July 4, 2026.
The Banking, Commerce and Finance Committees also must develop sections of the bill before Senate floor consideration.
The House Energy & Commerce Committee, Science, Space and Technology Committee, and Ways & Means Committee also will study bill sections.
The Senate Environment and Public Works Committee is still aiming to release its highway portion of a reauthorization bill this summer.
Industry Backs Surface Transportation Funding
More than 400 industry associations were represented in Washington D.C. to lobby Congress to fund a new surface transportation bill.
According to Traffic Technology Today a coalition of construction leaders, labor representatives, engineers and infrastructure advocates gathered for the cause.
In conjunction, the Transportation Construction Coalition (TCC) held a fly-in this spring to push Congress to deliver a reauthorization bill before the fall deadline.
"America's transportation construction industry has arrived in Washington with a simple message," announced the TCC. "Pass a reauthorization bill that helps deliver the projects every congressional district depends on."
Federal transportation investments are not abstract line items, the coalition stressed.
"These programs keep our economy growing, freight moving and communities connected."
Current surface transportation authorization expires in September and industry leaders warn delays could stall projects. Delays also could drive up costs and create uncertainty for states and contractors planning long-term work, the coalition believes.
"The next reauthorization is about delivering safer roads, easier commutes, stronger supply chains and lower costs for American families and businesses," it said. "As lawmakers begin to debate the next surface transportation bill, they should protect the crucial investments already at work"
The coalition also urged Congress to adjust investments for inflation "and deliver a bipartisan bill by September 30."
The TCC published its 2026 Principles for Surface Transportation Reauthorization, a framework to guide the legislative process. The group wants protected current investment levels and inflation adjustments "to maintain purchasing power."
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That's alongside project delivery improvements to ensure federal dollars are used efficiently. It asked congress to increase resources to protect workers in construction zones and improve safety for both construction staff and the travelling public.
The coalition wants to see modernized federal user fee structures to provide fair, sustainable long-term revenue streams.
The TCC is a partnership of 34 national associations and construction unions representing individuals with a direct interest in federal transportation programs. Established in 1996, it is co-chaired by the ARTBA and the Associated General Contractors (AGC) of America.
Justin Harclerode compiled comments from the various associations in the wake of the BUILD America 250 Act's mark-up. Communications director of the House Transportation and Infrastructure Committee, he noted numerous groups have come out in support of the bill.
"Consistent, long-term funding, combined with well-crafted policy structures, positions the act to support transportation systems across the country," said ARTBA.
The AGC also weighed in, saying it appreciates the bill's strong focus on core infrastructure such as roads and bridges. The group also supports the act's "continued emphasis on formula funding rather than discretionary grant programs."
AGC likes that the package includes important project delivery reforms that will help reduce delays and improve the efficiency of delivering transportation projects. CEG
