Sponsors (5)
The bill redirects federal highway dollars toward multimodal, community-reconnection, and low-emission projects with funding and anti-displacement protections, delivering local investment and safety benefits while reducing traditional highway funds, increasing administrative burdens, and potentially constraining road-capacity projects and equitable access across jurisdictions.
State and local governments (and the local economies they support) receive predictable new funding—$3.0B/year (FY2027–FY2031) including $750M/year for planning and $2.25B/year for capital grants—to plan and build multimodal projects, creating jobs and investment.
State and local agencies can use multiple federal highway programs to fund REPAIR projects and make REPAIR eligible for freight and rural grant programs, expanding access to federal infrastructure dollars for community reconnection and rural economic development.
Communities benefit from dedicated planning grants plus required community participation and feasibility studies, and the program rewards anti-displacement mechanisms and housing-permitting policies, which helps protect affordability for low-income residents near investments.
Using Highway Trust Fund dollars (outside the Mass Transit Account) to finance these programs reduces the HFTF balance available for traditional highway programs, which could delay other highway projects and maintenance.
Stronger community and anti-displacement requirements plus new eligibility categories increase planning, compliance, and administrative burdens for applicants and State transportation departments, raising costs and lengthening project timelines.
Prohibiting grant funds for highway lane-addition projects could limit funding for needed road capacity or safety improvements (important for some rural and suburban areas and freight movement).
Based on analysis of 3 sections of legislative text.
Introduced December 11, 2025 by Patrick Ryan · Last progress December 11, 2025
Provides $3.0 billion per year from the Highway Trust Fund (excluding the Mass Transit Account) for each of FY2027–FY2031 to operate and expand the REPAIR infrastructure program. It reserves $750 million per year for planning grants and $2.25 billion per year for capital construction grants, prohibits using grant funds to add travel lanes on existing highways, tightens selection criteria to prioritize community engagement, anti-displacement measures, affordable and safe access, and makes REPAIR-eligible projects explicitly eligible under several Federal-aid highway programs and certain carbon-reduction funding priorities. Also updates and extends the statutory language for the REPAIR program (originally in the Infrastructure Investment and Jobs Act), adds a new definitional element and evaluation requirement for “divisive roadway infrastructure” in the Highway Safety Improvement Program, and directs states to prioritize REPAIR-eligible projects when certain carbon-reduction certification conditions are met.