REPAIR Infrastructure Act
- Bill Number
- S. 3413
- Origin Chamber
- Senate
- Congress
- 119th Congress, Session 1
- Policy Area
- Transportation and Public Works
- Status
- Introduced
- Latest Action
- 2025-12-10: Read twice and referred to the Committee on Environment and Public Works.
- Last Updated
- 2026-01-13T19:12:16Z
AI-Generated Summary
Purpose of the Legislation
The Restoring Essential Public Access and Improving Resilient Infrastructure Act (REPAIR Infrastructure Act) aims to reauthorize and expand a federal program originally established as a pilot to reconnect communities divided by highways and other transportation infrastructure. It focuses on restoring access, promoting equity, enhancing community connectivity, and building resilient transportation systems that support economic opportunities, affordability, and environmental goals without expanding road capacity.
Key Provisions
- Funding Authorization: Allocates $3 billion annually from the Highway Trust Fund (excluding the Mass Transit Account) for fiscal years 2027 through 2031. This includes:
- $750 million for planning grants to assess and design projects.
- $2.25 billion for capital construction grants to build or improve infrastructure.
Funds remain available until spent and are treated like regular highway apportionments, with special provisions for Tribal governments.
- Program Renaming and Structure: Renames the "Reconnecting Communities Pilot Program" to the "REPAIR Infrastructure Program" and extends it beyond the original 2022–2026 timeframe. It emphasizes projects that remove or mitigate barriers created by existing highways, viaducts, or other "divisive roadway infrastructure" (defined as transportation facilities that hinder mobility, access, or economic development due to design features like high speeds or grade separations).
- Selection Criteria Enhancements:
- For planning grants: Prioritizes projects demonstrating community benefits like improved affordable transportation options, safe mobility for all users (including people with disabilities), access to jobs, healthcare, schools, and parks; robust community participation plans; partnerships with local organizations; efforts to address historical barriers in underserved communities; and measures to prevent displacement (e.g., preserving affordable housing, supporting small businesses).
- For capital grants: Similar criteria, plus requirements for detailed funding commitments, encouragement of public-private investments in walkable or transit-oriented development, and optional inclusion of local land-use policies that promote denser housing (e.g., allowing duplexes or eliminating minimum parking requirements).
- Restrictions: Prohibits using grant funds for projects that add travel lanes to existing highways, focusing instead on reconnection and resilience.
- Expanded Eligibility: Integrates REPAIR-eligible projects into several existing federal highway programs, including:
- National Highway Performance Program (for construction).
- Surface Transportation Block Grant Program.
- Highway Safety Improvement Program (adds "divisive roadway infrastructure" as a safety concern and allows evaluation of its 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 (requires states to prioritize REPAIR projects if they certify reductions in transportation emissions on a per capita or per economic output basis).
Significant Changes to Existing Law
- From the Infrastructure Investment and Jobs Act (2021): Evolves the pilot program into a permanent one with increased funding, updated headings, and extended timelines. Adds detailed equity-focused criteria (e.g., community advisory groups, anti-displacement measures) not in the original, and bans lane expansions to shift emphasis from road widening to reconnection.
- Amendments to Title 23, U.S. Code: Broadens eligibility for REPAIR projects across multiple programs, redefines safety priorities to include "divisive roadway infrastructure," and adjusts carbon reduction funding to mandate REPAIR prioritization under certain conditions. These changes make it easier for states, localities, and Tribes to fund such projects using existing apportionments.
Potential Impacts
- On Government Agencies: The U.S. Department of Transportation (DOT) and state transportation departments will handle increased grant administration, project evaluations, and community engagement requirements, potentially straining resources but streamlining funding access. Tribal and territorial governments gain targeted support for rural and insular areas.
- On Citizens: Improves mobility and access in communities historically divided by infrastructure (e.g., urban neighborhoods, low-income areas), reducing barriers to essential services, promoting safer streets, and preventing displacement through affordability protections. Could lower transportation-related emissions and enhance public health via better connectivity to parks and healthcare.
- On International Relations: No direct impacts; the bill is focused on domestic U.S. transportation policy.
Main Stakeholders Affected
- Underserved and Impacted Communities: Residents in areas divided by highways, including low-income, minority, and disabled populations, who benefit from restored access and anti-displacement measures.
- State, Local, and Tribal Governments: Eligible applicants for grants, responsible for project implementation and community partnerships.
- Community Organizations: Nonprofits, community development financial institutions, and advisory groups involved in planning and oversight to ensure equitable outcomes.
- Transportation and Development Entities: Public agencies, private developers, and businesses that can leverage the program for mixed-use, transit-oriented projects.
- Environmental and Equity Advocates: Groups focused on reducing emissions, addressing historical injustices (e.g., from mid-20th-century highway construction), and promoting sustainable urban planning.
Notable Legal, Constitutional, or Political Implications
- Legal: Strengthens federal oversight of highway funds to prioritize equity and environmental justice, potentially setting precedents for how transportation projects must incorporate community input and anti-displacement safeguards. The lane-expansion ban could limit state flexibility under existing highway laws, leading to possible legal challenges from road-building interests.
- Constitutional: Aligns with equal protection principles by targeting barriers that disproportionately affect marginalized groups, but may raise federalism concerns if seen as overly prescriptive for state-led programs.
- Political: Advances bipartisan infrastructure goals (introduced by Senators Blunt Rochester, Merkley, and Warnock) while emphasizing social justice and climate resilience, which could garner support from progressive and environmental coalitions but face opposition from those favoring traditional road expansions. Reauthorization signals long-term commitment to "reparative" infrastructure, influencing future federal spending debates.
This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.
Sponsor
Sen. Blunt Rochester, Lisa [D-DE]
Cosponsors (2)
Sen. Merkley, Jeff [D-OR], Sen. Warnock, Raphael G. [D-GA]
Recent Actions
- 2025-12-10: Read twice and referred to the Committee on Environment and Public Works.
- 2025-12-10: Introduced in Senate
Bill Versions
- Restoring Essential Public Access and Improving Resilient Infrastructure Act — issued 2025-12-10 — PDF (19 pages)