Sponsors (3)
The bill channels new, sustained federal funding toward reconnecting communities and multimodal, equitable projects—especially benefiting disadvantaged, rural, and Tribal areas—while creating funding trade-offs, administrative burdens, and politically sensitive land‑use constraints that may divert resources from traditional highway and freight priorities.
Local governments, transit agencies, Tribal entities, and communities gain a sustained, flexible funding stream to build multimodal and reconnecting projects (approx. $2.25B/year for capital + $750M/year for planning FY2027–FY2031, with funds available until expended and administrable like Title 23).
Low-income communities, people with disabilities, and neighborhoods harmed by past disinvestment get prioritized access, community participation requirements, and partnerships with CDFIs to help deliver affordable, job- and services‑connected transportation projects.
State and local governments can steer federal carbon-reduction and REPAIR-focused funds toward reconnecting communities and multimodal solutions—while statutory rules forbid using grant funds to add travel lanes—helping reduce vehicle miles traveled and discourage auto-centric expansion.
Taxpayers and other Highway Trust Fund priorities face a new ongoing $3 billion/year draw (outside the Mass Transit Account), increasing federal highway-related outlays and reducing funds available for other HTF uses.
Directing formula or discretionary funds to REPAIR and reconnecting projects may reduce money for traditional highway, freight, or maintenance projects, potentially delaying maintenance or capacity investments.
New application requirements, emissions‑reduction demonstrations, and expanded eligibility increase administrative complexity and burden—disadvantaging smaller local jurisdictions and potentially delaying project delivery.
Based on analysis of 3 sections of legislative text.
Introduced December 10, 2025 by Lisa Blunt Rochester · Last progress December 10, 2025
Reauthorizes and expands the REPAIR infrastructure program and funds it at $3.0 billion per year from the Highway Trust Fund for FY2027–FY2031, split into $750 million annually for planning grants and $2.25 billion annually for capital construction grants. The bill replaces the program’s pilot status with a permanent authorization, requires grant applications to demonstrate community participation, anti-displacement measures, partnerships (including with community organizations and CDFIs), and prohibits using REPAIR grant funds to add travel lanes to existing highways. Also, the bill explicitly makes REPAIR-eligible projects an authorized category across many Title 23 surface-transportation programs (e.g., NHPP, STBG, HSIP, CMAQ, National Freight, Rural grants, Territorial highways) and adds a new definition for “divisive roadway infrastructure.” REPAIR funds are treated like apportioned Title 23 funds, available until expended, with specific administrative and Tribal-government provisions and new application guidance that can include local land-use policies that reduce displacement.