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House Transportation Bill Would Hold Spending Below Senate Bill [October 29, 2015]
"On October 22, the House Transportation and Infrastructure Committee (T&I) approved and ordered reported the Surface Transportation Reauthorization and Reform Act of 2015 (STRRA; H.R. 3763). The T&I bill provides only those spending increases the Congressional Budget Office (CBO) has determined are needed to cover projected inflation in the cost of the existing surface transportation program. Unlike the Developing a Reliable and Innovative Vision for the Economy Act (DRIVE Act; H.R. 22), adopted by the Senate on July 30, 2015, STRRA does not increase spending beyond this CBO 'baseline.' The two bills have important similarities, which might simplify negotiations should the House pass STRRA and should both chambers agree to a conference committee to reconcile their differences: [1] Both bills would provide for six-year authorizations (FY2016-FY2021). Both bills would provide only three years of full funding for the Highway Trust Fund, requiring Congress to come up with new revenues or spending offsets starting in FY2019. [2] Both bills would create new discretionary programs administered by the Department of Transportation. STRRA's Nationally Significant Freight and Highway Projects program (NSFHP) would be funded at a higher level, averaging $740 million annually, whereas the DRIVE Act's Assistance for Major Projects program would average $525 million. [3] Both bills provide for a discretionary competitive grant program for buses and bus facilities. Both bills would make major reductions in the amounts available to support leveraged funding under the Transportation Infrastructure Financing and Innovation Act (TIFIA) program, which provides loans and loan guarantees for large transportation infrastructure projects. […] [4] With the exception of changes to the Surface Transportation Program (STP), much of the formula program structure for highways would remain similar to existing law, although some eligibility requirements have been modified."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2015-10-29
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Highway Bridge Conditions: Issues for Congress [April 13, 2016]
"Of the 612,000 public road bridges in the United States, about 59,000 (10%) were classified as structurally deficient in 2015, and another 84,000 (14%) were classified as functionally obsolete. These figures--along with events such as the July 20, 2015, washout of the Interstate-10 Bridge near Desert Center, CA, and the partial closure of the Arlington Memorial Bridge, which connects Washington, DC, to Northern Virginia--have led to claims that the United States is experiencing a crisis with respect to deficient bridges. Federal data do not substantiate this assertion. The numbers of bridges classified as structurally deficient or functionally obsolete have fallen consistently since at least 2000, and the proportion of all highway bridges falling into one or the other category is the lowest in decades. The vast majority of structurally deficient bridges, roughly four out of five, are in rural areas. These bridges tend to be small and relatively lightly traveled. Structurally deficient bridges in urban areas, while far fewer, are generally much larger and, therefore, more expensive to fix: 55% of the deck area of structurally deficient bridges is on urban bridges. Bridges on roads carrying heavy traffic loads, particularly Interstate Highway bridges, are generally in better condition than those on more lightly traveled routes."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2016-04-13
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Emergency Relief for Disaster-Damaged Roads and Transit Systems: In Brief [June 27, 2016]
"Major roads and bridges are part of the federal-aid highway system and are therefore eligible for assistance under the Emergency Relief Program (ER) of the Federal Highway Administration (FHWA). Following a natural disaster (such as Hurricane Sandy in 2012 or the West Virginia flooding of 2016), or catastrophic failure (such as the 2013 collapse of the Skagit River Bridge in Washington State) ER funds are made available for both emergency repairs and restoration of federal-aid highway facilities to conditions comparable to those before the disaster. State departments of transportation typically have close ongoing relationships with FHWA's division offices in each state, which facilitate a quick, coordinated response to disasters. Although ER is a federal program, the decision to seek ER funding is made by the state, not by the federal government. The program is funded by a permanent annual authorization of $100 million from the Highway Trust Fund (HTF) along with general fund appropriations provided by Congress on a 'such sums as necessary' basis. […] The 112th Congress authorized an emergency relief program for public transportation systems. However, this program does not have a permanent funding source, and funds are to be provided only by appropriation. The 2013 Disaster Relief Appropriations Act (P.L. 113-2) made available appropriations of $10.9 billion (reduced by $545 million by sequestration) for the Public Transportation Emergency Relief Program. There have been no further appropriations since 2013."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2016-06-27
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Tolling U.S. Highways [August 26, 2016]
From the Introduction: "Since FY2008 [Fiscal Year], federal highway user taxes and fees have been inadequate to fund the surface transportation program authorized by Congress. Although the 2015 surface transportation act addressed the revenue shortfall through FY2020 by authorizing the use of general funds for transportation purposes, the Congressional Budget Office (CBO) projects that after FY2020 the gap between dedicated surface transportation revenues and spending will average $20 billion annually. The search for revenue to fill this gap may revive congressional interest in tolling as a means of financing transportation projects without federal expenditures. Although states are free to impose tolls on roads, bridges, and tunnels that have been built and maintained without federal assistance, federal law limits the imposition of tolls on existing federal-aid highways, especially on the Interstate Highways. This report explains current federal policies governing tolling and discusses issues related to increasing the use of tolls as a source of revenue for surface transportation projects."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2016-08-26
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Mileage-Based Road User Charges [June 22, 2016]
"A mileage-based road user charge would involve assessing owners of individual vehicles on a per-mile basis for the distance the vehicle is driven. Currently, federal highway and public transportation programs are funded mainly by motor fuel tax receipts that flow into the Highway Trust Fund (HTF). The tax rates, set on a per-gallon basis, have not been raised since 1993, and receipts have been insufficient to support the transportation programs authorized by Congress since FY2008. The long-term viability of motor fuels taxes is also questionable because of increasing vehicle fuel efficiency and the wider use of electric vehicles. Economists have favored the use of mileage-based user charges as an alternative to motor fuels taxes to support highway funding. […] Under this user charge concept, motorists would pay based on distance driven and, perhaps, other costs of road use, such as wear and tear on roads, traffic congestion, and air pollution. Mileage-based road user charges could range from a flat cent per mile charge based on a simple odometer reading to a variable charge based on a global positioning system (GPS). […] Experiments with road user charges have been conducted in the United States. Although useful, most of these have been small-scale experiments done at the state or local level. Other countries have implemented full-scale road user charge systems that offer more information on the potential costs and benefits. These include road user charges on trucks in Germany, Switzerland, and Austria, as well as charges on both trucks and automobiles in New Zealand."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Levinson, Marc
2016-06-22
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Transportation Spending Under an Earmark Ban [March 17, 2016]
"In the 112th Congress, which convened in January 2011, the House and Senate began observing an earmark ban. Earmarks--formally known as congressionally directed spending--directed a significant amount of federal transportation spending prior to the ban. This report discusses how federal highway, transit, rail, and aviation funding were distributed before and after the earmark ban, and how Members of Congress might influence the distribution with a ban in place. Currently, about 92% of federal highway funds and more than 75% of transit funds are distributed by statutory formulas. The use of formula highway funds is under the control of the states. The bulk of formula transit funding is under the control of local governments and public transit agencies. Most federal funding for aviation is for operation of the air traffic control system and safety-related programs, and generally has not been earmarked. Most aviation infrastructure spending is distributed according to priorities set forth in national plans, but a small percentage was available for earmarking prior to 2011. Most rail funding goes to Amtrak to operate national intercity passenger service. Federal funding for maritime purposes is directed by statute and has not been earmarked. Most of the remaining federal transportation funding is distributed under discretionary programs. U.S. Department of Transportation (DOT) discretionary funds are typically distributed through a competitive grant-making process, within guidelines established by Congress and DOT."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William; Peterman, David Randall
2016-03-17
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Federal-Aid Highway Program (FAHP): In Brief [January 14, 2016]
"The federal government has provided some form of highway funding to the states for roughly 100 years. The major characteristics of the federal highway program have been constant since the early 1920s. First, most funds are apportioned to the states by formula and implementation is left primarily to state departments of transportation (state DOTs). Second, the states are required to provide matching funds. Until the 1950s, each federal dollar had to be matched by an identical amount of state and local money. The federal share is now 80% for non-Interstate System road projects and 90% for Interstate System projects. Third, generally, federal money can be spent only on designated federal-aid highways, which make up roughly a quarter of U.S. public roads."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2016-01-14
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Funding and Financing Highways and Public Transportation [November 1, 2016]
"Almost every conversation about surface transportation finance begins with a two-part question:
What are the 'needs' of the national transportation system, and how does the nation pay for
them? This report is aimed almost entirely at discussing the 'how to pay for them' question.
Since 1956, federal surface transportation programs have been funded largely by taxes on motor
fuels that flow into the Highway Trust Fund (HTF). A steady increase in the revenues flowing
into the HTF due to increased motor vehicle use and occasional increases in fuel tax rates
accommodated growth in surface transportation spending over several decades. In 2001, though,
trust fund revenues stopped growing faster than spending. In 2008 Congress began providing
Treasury general fund transfers to keep the HTF solvent.
Every year since 2008, there has been a gap between the dedicated tax revenues flowing into the
HTF and the cost of the surface transportation spending Congress has authorized. Congress has
filled these shortfalls with a series of further transfers, largely from the Treasury's general fund.
These transfers have shifted a total of $143.6 billion to the HTF. The last $70 billion of these
transfers were authorized in the Fixing America's Surface Transportation Act (FAST Act; P.L.
114-94), which was signed by President Barack Obama on December 4, 2015.
The FAST Act
funds federal surface transportation programs from FY2016 through FY2021. When the act
expires the de facto policy of relying on general fund transfers to sustain the HTF will be 12 years
old.
Congressional Budget Office (CBO) projections indicate that the imbalance between motor fuel
tax receipts and HTF expenditures will reemerge and the HTF balance will approach zero in
FY2021. In consequence, funding and financing surface transportation is expected to continue to
be a major issue for Congress."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2016-11-01
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Highway Bridge Conditions: Issues for Congress [December 19, 2013]
"The sudden catastrophic failure of the I-5 Interstate System bridge in Washington State on May 23, 2013, has raised policy concerns in Congress regarding the condition of the nation's transportation infrastructure in general, and in particular the federal role in funding, building, maintaining, and ensuring the safety of roads and especially bridges in the United States. Of the 607,000 public road bridges, about 67,000 (11%) were classified as structurally deficient in 2012, and another 85,000 (14%) were classified as functionally obsolete. This is less than half the number classified as structurally deficient in 1990 and 16% less than were classified as functionally obsolete. Structurally deficient and functionally obsolete bridges are not necessarily unsafe. Nonetheless, public concern about bridge safety in the wake of the I-5 bridge collapse raises the policy question of how quickly these bridges should be replaced or improved. At current annual spending levels, the Federal Highway Administration (FHWA) estimates that the bridge investment backlog (in dollar terms) would be reduced by 11% by 2028. Reducing the backlog to near zero during the same period is estimated to require an annual spending rate roughly 60% higher than recent levels. The most recent highway bill, the Moving Ahead for Progress in the 21st Century Act (MAP-21; P.L. 112-141), eliminated the former Highway Bridge Program, which distributed federal money specifically for bridge improvements. States may use funds received under two major FHWA programs, the National Highway Performance Program and the Surface Transportation Program, for bridge repairs or construction, but the decision about how much of its funding to devote to bridges rather than roadway needs is up to each state. FHWA enforces certain planning requirements and performance standards established in MAP-21, but it does not make the determination as to which bridges should benefit from federal funding."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2013-12-19
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Federal-Aid Highway Program (FAHP): In Brief [December 16, 2013]
"The federal government has provided some form of highway funding to the states for roughly 100 years. The major characteristics of the federal highway program have been constant since the early 1920s. First, most funds are apportioned to the states by formula and implementation is left primarily to state departments of transportation (state DOTs). Second, the states are required to provide matching funds. Until the 1950s, each federal dollar had to be matched by an identical amount of state and local money. The federal share is now 80% for non-Interstate System road projects and 90% for Interstate System projects. Third, generally, federal money can be spent only on designated federal-aid highways, which make up roughly a quarter of U.S. public roads."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2013-12-16
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Transportation Spending Under an Earmark Ban [January 4, 2017]
"In the 112th Congress, which convened in January 2011, the House and Senate began observing an earmark ban. Earmarks--formally known as congressionally directed spending--directed a significant amount of federal transportation spending prior to the ban. This report discusses how federal highway, transit, rail, and aviation funding were distributed before and after the earmark ban, and how Members of Congress might influence the distribution with a ban in place. Currently, about 92% of federal highway funds and more than 75% of transit funds are distributed by statutory formulas. The use of formula highway funds is under the control of the states. The bulk of formula transit funding is under the control of local governments and public transit agencies. Most federal funding for aviation is for operation of the air traffic control system and safety-related programs, and generally has not been earmarked. Most aviation infrastructure spending is distributed according to priorities set forth in national plans, but a small percentage was available for earmarking prior to 2011. [...] Federal funding for maritime purposes is directed by statute and has not been earmarked. Most of the remaining federal transportation funding is distributed under discretionary programs. [...] In practice, however, much of this funding was earmarked by Congress prior to 2011. Banning earmarks has not eliminated the opportunity for Members to influence the allocation of transportation resources. The funding formulas and eligibility rules in authorization bills can be shaped to favor particular states, congressional districts, and projects. [...]"
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William; Peterman, David Randall
2017-01-04
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Emergency Relief for Disaster-Damaged Roads and Public Transportation Systems [August 29, 2018]
"Disaster-damaged roads and public transportation systems are eligible for federal assistance under two U.S. Department of Transportation (DOT) programs, the Emergency Relief (ER) Program administered by the Federal Highway Administration (FHWA) and the Public Transportation ER Program administered by the Federal Transit Administration (FTA). The two programs have different histories and legal and regulatory authorities, but they share a similar intent and face some of the same issues. For example, there are concerns with both programs about the extent to which federally funded activities should go beyond restoring infrastructure to predisaster conditions, including so-called resilience projects. This report begins by discussing FHWA assistance for the repair and reconstruction of highways and bridges damaged by disasters (such as the 2017 Hurricanes Harvey, Irma, and Maria) or catastrophic failures (such as the collapse of the Skagit River Bridge in Washington State in 2013). This includes information on the use of ER funds on disaster-damaged federally owned public-use roadways, such as National Park Service roads and U.S. Forest Service roads, under an affiliated program, the Emergency Relief for Federally Owned Roads Program. This is followed by a discussion of FTA's assistance program, established in 2012, which has provided assistance to public transportation systems on two occasions, once after Hurricane Sandy in 2012 and again after the 2017 hurricanes."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William J.
2018-08-29
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Highway Bridge Conditions: Issues for Congress [January 17, 2018]
"Of the 614,000 public road bridges in the United States, about 56,000 (9%) were classified as structurally deficient in 2016. These figures--along with events such as the July 20, 2015, washout of the Interstate 10 Bridge near Desert Center, CA, and the partial closure of the Arlington Memorial Bridge, which connects Washington, DC, to Northern Virginia--have led to claims that the United States is experiencing a crisis with respect to deficient bridges. Federal data do not substantiate this assertion. The number of bridges classified as structurally deficient has fallen consistently since at least 2000, and the proportion of all highway bridges classified as structurally deficient is the lowest in decades."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2018-01-17
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Transportation Spending Under an Earmark Ban [December 3, 2018]
"Since the beginning of the 112th Congress, convened in January 2011, the House and Senate have observed a ban on earmarks, formally known as congressionally directed spending. The ban has led to changes in the way transportation funding decisions are made. This report explains what earmarks are and discusses their use in surface transportation finance. It then discusses how federal transportation funding is distributed with a ban in place and how Members of Congress might influence the distribution."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William J.; Peterman, David Randall
2018-12-03
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Transportation Spending Under an Earmark Ban [Updated May 5, 2020]
From the Introduction: "Since the 112th Congress (2011-2012), the House and Senate have observed a moratorium on earmarks, formally known as congressionally directed spending. The moratorium has led to changes in the way transportation funding decisions are made. This report explains what earmarks are and discusses their use in surface transportation finance. It then discusses how federal transportation funding is distributed with a ban in place and how Members of Congress might influence the distribution."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2020-05-05
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Surface Transportation Reauthorization and the America's Transportation Infrastructure Act (S. 2302) [September 3, 2019]
From the Document: "Surface transportation programs are currently authorized through FY2020 by the Fixing America's Surface Transportation Act (FAST Act; P.L. 114-94). In a step toward FAST Act reauthorization, the Senate Environment and Public Works Committee (EPW) on August 1, 2019, reported the America's Transportation Infrastructure Act of 2019 (ATIA; S. 2302). The bill includes the highway elements of surface transportation reauthorization under EPW's jurisdiction. In the Senate, other elements of reauthorization, such as public transportation, highway safety agencies, rail, and tax revenues, are under the jurisdiction of other committees."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2019-09-03
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Moving Forward Act (H.R. 2) Would Both Restrict and Encourage Highway Tolls [Updated July 28, 2020]
From the Document: "Section 1110 of the Moving Forward Act (H.R. 2, as passed in the House of Representatives July 1, 2020) would make substantial changes to the statutory and regulatory framework governing highway transportation tolls. Some of the changes would increase federal oversight of tolling operations while others encourage state and local governments to increase use of tolling. On the one hand, by reinstating the requirement that a detailed tolling agreement be negotiated between states or public authorities and the Secretary of Transportation before a previously untolled federal-aid highway, bridge, or tunnel is made subject to tolls, the provision would increase the oversight role of the U.S. Department of Transportation (DOT). On the other hand, the congestion pricing provisions in the act would increase the ability of states to implement tolling on congested Interstate System highways. These new provisions, together with the complexity of existing law, could create ambiguity about what is and what is not permissible when implementing new tolling schemes. Federal tolling law applies only to roads, bridges, and tunnels that are eligible for federal aid. These facilities, referred to as federal-aid highways, make up about 1 million of the roughly 4 million miles of public roads in the United States. Within the federal-aid highways is a category of designated major highways referred to as the National Highway System (NHS), which includes about 220,000 miles of highways. Within the NHS are the Interstate System highways, which make up just under 49,000 miles of highways."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2020-07-28
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Highway Bridge Conditions: Issues for Congress [Updated August 31, 2020]
From the Summary: "Of the 617,000 public road bridges in the United States, about 46,000 (7.5%) were classified as in poor condition in 2019. These data, along with some highly publicized incidents involving highway bridges, have led to claims that the United States is experiencing a crisis with respect to bridge condition. Federal data do not substantiate this assertion. The number of bridges classified as poor has consistently fallen over the past decade, totaling about 15,000 fewer bridges in poor condition in 2019 than in 2009. Although improvements have been made in most states, there remain major differences in the share of bridges in poor condition. About 22% of bridges in Rhode Island are classified as poor, whereas in Nevada the share is 1%. The vast majority of bridges in poor condition, over four out of five, are in rural areas. These bridges tend to be small and relatively lightly traveled. In urban areas, bridges in poor condition, while far fewer, are generally much larger and, therefore, more expensive to fix: 59% of the deck area classified as in poor condition is on urban bridges. Bridges on roads carrying heavy traffic loads, particularly Interstate Highway bridges, are generally in better condition than those on more lightly traveled routes."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William J.
2020-08-31
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Emergency Relief for Disaster-Damaged Roads and Public Transportation Systems [Updated October 9, 2020]
From the Introduction: "Disaster-damaged roads and public transportation systems are eligible for federal assistance under two U.S. Department of Transportation (DOT) programs, the Emergency Relief (ER) Program administered by the Federal Highway Administration (FHWA) and the Public Transportation ER Program administered by the Federal Transit Administration (FTA). The two programs have different histories and legal and regulatory authorities, but they share a similar intent and face some of the same issues. For example, there are concerns with both programs about the extent to which federally funded activities should go beyond restoring infrastructure to predisaster conditions, including so-called resilience projects. This report begins by discussing FHWA assistance for the repair and reconstruction of highways and bridges damaged by disasters (such as recent flood events, Western wildfires, and ongoing permanent repairs to damage from the 2017 Hurricanes Harvey, Irma, and Maria) or catastrophic failures (such as the I-5 overpass that was critically damaged in 2019 by an over-height truck near Chehalis, WA). The report includes information on the use of ER funds on disaster-damaged federally owned public-use roadways, such as National Park Service roads and U.S. Forest Service roads, under an affiliated program, the Emergency Relief for Federally Owned Roads Program. This is followed by a discussion of FTA's assistance program, established in 2012, which has provided assistance to public transportation systems on three occasions, once after Hurricane Sandy in 2012, after the 2017 hurricanes, and in 2019 for major declared disasters in 2018."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2020-10-09
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Repairing and Reconstructing Disaster-Damaged Roads and Bridges: The Role of Federal-Aid Highway Assistance [February 22, 2010]
"This report describes FHWA [Federal Highway Administration] assistance for the repair and reconstruction of disaster-damaged highways and bridges or catastrophic failures (such as a bridge collapse). It begins with a brief discussion of the legislative origins of federal assistance and describes the ER program in its current form. The report then discusses eligibility issues and program operation. The report briefly describes the major findings of a recent Government Accountability Office (GAO) report on ER."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2010-02-22
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Repairing and Reconstructing Disaster-Damaged Roads and Bridges: The Role of Federal-Aid Highway Assistance [September 16, 2005]
"When Hurricane Katrina swept across the Gulf of Mexico coast and into Louisiana, Mississippi, and Alabama, its winds, storm surge, and flooding did significant damage to the road and bridge infrastructure in the coastal areas of these states. Most of the major highways in the disaster area are part of the Federal-Aid highway system and are therefore eligible for assistance from the Department of Transportation (DOT) through the Emergency Relief Program (ER) of the Federal Highway Administration (FHWA). Within the context of Hurricane Katrina, Congress faces a number of options in regard to the ER program."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2005-09-16
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Repairing and Reconstructing Disaster-Damaged Roads and Bridges: The Role of Federal-Aid Highway Assistance [March 31, 2008]
"Most of the major highways and bridges damaged during the 2005 Gulf of Mexico Hurricanes as well as the I-35W bridge in Minneapolis, MN, which collapsed suddenly on August 1, 2007, are part of the federal-aid highway system and are therefore eligible for assistance under the Emergency Relief Program (ER) of the Federal Highway Administration (FHWA). Following a natural disaster or catastrophic failure (such as the I-35W bridge), ER funds are made available for both emergency repairs and restoring the federal-aid highway facility to pre-disaster conditions."
Library of Congress. Congressional Research Service
Kirk, Robert S.
2008-03-31
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Reauthorizing Highway and Transit Funding Programs [Updated March 1, 2021]
From the Document: "Surface transportation reauthorization acts fund federal highway and public transportation programs, along with transportation research, intercity passenger rail, and other programs. The five-year Fixing America's Surface Transportation Act (FAST Act; P.L. 114-94) authorized federal spending on highways and public transportation for FY2016-FY2020. A one-year FAST Act extension, through September 30, 2021, was enacted as part of the Continuing Appropriations Act, 2021, and other Extensions Act (P.L. 116-159). Infrastructure legislation could be considered in conjunction with FAST Act reauthorization."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William J.
2021-03-01
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Highway and Public Transit Funding Issues [Updated March 1, 2021]
From the Document: "Federal highway and public transportation programs are funded in surface transportation authorization acts. The five-year Fixing America's Surface Transportation (FAST) Act (P.L. 114-94) was enacted on December 4, 2015. The act was extended by the Continuing Appropriations Act, 2021, and other Extensions Act (P.L. 116-159) for an additional year, through September 30, 2021. The FAST Act, as extended, has provided a modest increase in annual spending on surface transportation from the previous level. It funded this, in part, by transferring $86.3 billion from the Treasury general fund to supplement other revenues that are dedicated to the Highway Trust Fund (HTF), from which federal funds are distributed to state governments and public transportation operators. However, the FAST Act did not address the widening gap between the dedicated revenues flowing into the HTF and the costs of the highway and public transportation programs authorized by Congress. More money will be needed after FY2021 if Congress wishes to continue these programs at their current levels, adjusted for inflation. Congress is expected to address the persistent gap between projected HTF revenues and program costs in surface transportation reauthorization."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William
2021-03-01
