REPAIR Infrastructure Act
- Bill Number
- H.R. 6671
- Origin Chamber
- House
- Congress
- 119th Congress, Session 1
- Policy Area
- Transportation and Public Works
- Status
- Introduced
- Latest Action
- 2026-02-02: Referred to the Subcommittee on Highways and Transit.
- Last Updated
- 2026-02-26T09:07:05Z
AI-Generated Summary
Purpose
The REPAIR Infrastructure Act (H.R. 6671) aims to reauthorize and expand a federal program originally established to reconnect communities divided by highways and other transportation infrastructure. It focuses on restoring public access, enhancing infrastructure resilience, promoting equitable mobility, and addressing historical barriers like those created by past highway construction that isolated neighborhoods.
Key Provisions
- Funding Authorization: Allocates $3 billion annually from the Highway Trust Fund (a federal fund for highway projects, excluding mass transit) for fiscal years 2027 through 2031. This includes:
- $750 million for planning grants to develop project ideas and feasibility studies.
- $2.25 billion for capital construction grants to build or improve infrastructure.
- Program Renaming and Structure: Renames the existing "Reconnecting Communities Pilot Program" (from the 2021 Infrastructure Investment and Jobs Act) to the "Restoring Essential Public Access and Improving Resilient Infrastructure (REPAIR Infrastructure) Program." Funds remain available until spent and are administered like standard highway funds, with special rules for Tribal governments.
- Updated Grant Selection Criteria: For both planning and construction grants, emphasizes:
- Community benefits, such as improved affordable transportation options (e.g., access to jobs, healthcare, schools, and parks for all users, including people with disabilities).
- Strong community engagement, including participation plans, partnerships with local organizations (e.g., community-based groups and financial institutions), and efforts to address past economic or physical barriers in underserved areas.
- Anti-displacement measures, like preserving affordable housing, supporting renters and small businesses, and promoting mixed-income developments or community wealth-building activities.
- Integration with local land use, such as creative placemaking (artistic enhancements to public spaces) and policies that encourage denser housing (e.g., allowing duplexes or reducing parking requirements).
- For construction grants, requires details on funding commitments from partners and how projects encourage private investment in walkable or transit-friendly areas.
- Restrictions on Use: Prohibits grant funds from being used to add more travel lanes to existing highways, prioritizing reconnection over expansion.
- Expanded Eligibility: Makes REPAIR-eligible projects (e.g., removing barriers from "divisive roadway infrastructure" like highways or viaducts that hinder community access) qualify for funding under several existing federal programs, including:
- National Highway Performance Program (for system preservation and operations).
- Surface Transportation Block Grant Program (flexible funding for roads and transit).
- Highway Safety Improvement Program (now defines "divisive roadway infrastructure" as barriers to mobility and includes evaluation of their impacts).
- Congestion Mitigation and Air Quality Improvement Program.
- Territorial Highway Program (for U.S. territories).
- National Highway Freight Program.
- Rural Surface Transportation Grant Program.
- Carbon Reduction Program Adjustments: States meeting federal certifications for reducing transportation emissions (per capita and per economic output) must prioritize REPAIR projects with any remaining funds, allowing flexibility for other surface transportation uses.
Significant Changes to Existing Law
- Extension and Scaling Up: Shifts the program's authorization from fiscal years 2022–2026 to 2027–2031, increasing total funding and removing "pilot" status to make it a permanent program.
- Equity-Focused Criteria: Adds detailed requirements for community involvement, historic redress, and anti-displacement protections, which were not as emphasized in the original program. This includes new metrics on land use policies to promote affordable housing density.
- Program Integration: Broadens eligibility by embedding REPAIR projects into at least seven major highway funding programs under Title 23 of the U.S. Code (federal highway law), allowing more flexible use of funds. Introduces a new definition of "divisive roadway infrastructure" in safety programs to target reconnection efforts.
- Emission Reduction Priorities: Modifies the Carbon Reduction Program to mandate REPAIR prioritization for certified states, linking infrastructure equity to environmental goals.
Potential Impacts
- On Government Agencies: The U.S. Department of Transportation (DOT) will oversee increased grant administration, potentially straining resources but streamlining funding through integration with existing programs. States and localities gain more options for federal matching funds, especially in rural, Tribal, and territorial areas.
- On Citizens: Could improve daily access and safety in communities historically divided by infrastructure (e.g., urban neighborhoods split by highways), benefiting underserved groups through better mobility, reduced displacement risks, and enhanced economic opportunities. Rural and low-income areas may see more resilient roads and transit links.
- On International Relations: No direct impacts, as the bill focuses on domestic U.S. transportation.
Main Stakeholders Affected
- State, Local, and Tribal Governments: Primary applicants for grants; gain expanded funding access but must meet new community engagement and equity standards.
- Underserved and Low-Income Communities: Direct beneficiaries through reconnection projects that address barriers to jobs, services, and housing; protected from displacement.
- Community Organizations and Residents: Involved via required participation plans, partnerships, and advisory groups (e.g., community land trusts or benefit agreements).
- Transportation Authorities and Developers: Eligible for capital grants; encouraged to incorporate private investments and anti-displacement measures.
- Environmental and Equity Advocates: Benefit from ties to emission reductions and historic redress, potentially influencing project approvals.
Notable Legal, Constitutional, or Political Implications
- Legal: Aligns with federal authority under the Commerce Clause (U.S. Constitution, Article I, Section 8) to regulate interstate highways and spend on infrastructure. Enhances environmental justice requirements under existing laws like the National Environmental Policy Act by mandating community input and barrier assessments, but may increase administrative burdens for grant reviews.
- Constitutional: No major challenges anticipated; supports equal protection principles by targeting disparities in underserved communities without discriminating against any group.
- Political: Promotes bipartisan infrastructure goals (e.g., resilience and equity) but could spark debates over funding priorities, anti-displacement mandates, or restrictions on highway expansions, especially in car-dependent regions. May advance national equity agendas, influencing future transportation policy toward inclusive, sustainable development.
This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.
Sponsor
Cosponsors (4)
Rep. Figures, Shomari [D-AL-2], Rep. Boyle, Brendan F. [D-PA-2], Rep. Evans, Dwight [D-PA-3], Rep. Mannion, John W. [D-NY-22]
Recent Actions
- 2026-02-02: Referred to the Subcommittee on Highways and Transit.
- 2025-12-11: Referred to the House Committee on Transportation and Infrastructure.
- 2025-12-11: Introduced in House
- 2025-12-11: Introduced in House
Bill Versions
- Restoring Essential Public Access and Improving Resilient Infrastructure Act — issued 2025-12-11 — PDF (19 pages)