Government Affairs

Highway Materials Group Lauds Murphy/Corker Funding Plan

The Highway Materials Group commends Senators Chris Murphy (D-Ct.) and Robert Corker (R-Tn.) on their bipartisan proposal to ensure funding of the nation’s surface transportation system into the future by increasing the federal motor fuels tax by 12-cents. 

In light of the pending insolvency of the Highway Trust Fund (HTF), this proposal finally addresses the longer term revenue issues.   To prevent the burden of the motor fuels increase from falling so heavily on hard working men and women, popular tax breaks would be permanently extended.

In unveiling the proposal, Senator Murphy said, “I think on our side of the aisle, we recognize that it’s time to stop talking theoretically and start talking really in practical terms.”  He added only bipartisan support can move the proposal through the Senate.  Stating lawmakers should be embarrassed for letting things get to this point, Sen. Corker commented on the backbone of the issue, saying, “If Americans feel that having modern roads and bridges is important, then Congress should have the courage to pay for it.”

Under the plan, the gas tax would be increased 6 cents over each of the next two years, and if approved, will be indexed to inflation using the Consumer Price Index to ensure it remains viable in the future.  The measure is expected to raise $164 billion over 10 years. According to the senators, the tax increase would be offset by extending several popular tax breaks.

The proposal adheres to funding principles the Highway Materials Group has circulated to lawmakers, including maintaining the integrity of the user-fee based funding mechanism and ensuring long-term stability and solvency of the HTF.  It also reinforces that the federal government has a significant role in providing for a strong and efficient national surface transportation system, something the nation’s found fathers also acknowledged in Article 1, Section 8 of the U.S. Constitution.

The Highways Materials Group is comprised of the American Concrete Pavement Association, Concrete Reinforcing Steel Institute, the National Asphalt Pavement Association, the National Ready Mixed Concrete Association, the  National Stone, Sand & Gravel Association, and the Portland Cement Association

The group looks forward to working with Senators Murphy, Corker and other members of Congress to ensure the efficiency and cost-effectiveness of America’s surface transportation network, which is essential to business enterprise, economic growth, global competitiveness, and the way of life Americans enjoy. 

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TCC Fly-In and Rally for Roads Highlights

(June 10, 2014)  More than 400 transportation, construction, and labor union officials descended on Washington, D.C., to discuss the situation with the Highway Trust Fund (HTF) and the status of highway and transit reauthorization as part of the annual Transportation Construction Coalition (TCC) Fly-in, according to ARTBA’s Washington Newsline.

TCC members heard from U.S. Secretary of Transportation Anthony Foxx, House T&I Committee Chairman Bill Shuster (R-Pa.-09), Rep. Earl Blumenauer (D-Ore.-03), and Senate EPW Committee Ranking Member David Vitter (R-La.) 

Transportation, construction, and union officials gather for the TCC Fly-In this week.

Transportation, construction, and union officials gather for the TCC Fly-In this week.

Foxx outlined the need for a long-term transportation infrastructure solution and highlighted the Obama Administration’s four-year, $302 billion reauthorization proposal known as the GROW AMERICA Act, while Sen. Vitter and Rep. Shuster discussed their respective chambers’ legislative plans.  Rep. Blumenauer called for an increase in the federal gas tax.  All expressed a desire for a multi-year transportation investment bill.

TCC members also met Representatives and Senators to discuss the highway funding crisis and its impacts on their businesses and state transportation programs, as well as to push for congressional action soon on the HTF and MAP-21 reauthorization.   

In related news, the third “Rally for Roads” was held today, also in Washington, D.C.  This is a one-day event that emphasizes the importance of a fully funded, multi-year transportation bill and the role it plays in stimulating the economy, maintaining the nation’s global competitiveness and above all, creating American jobs.


Rep. Rodney L. Davis (R-Ill.-13) speaks to participants at the Rally for Roads.

Rep. Rodney L. Davis (R-Ill.-13) speaks to participants at the Rally for Roads.


Rep. Earl Blumenauer (D-Ore.-03) addresses participants in today's Rally for Roads.


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10 Myths About the Highway Trust Fund

This article was excerpted from the American Society of Civil Engineers “10 Myths About the Highway Trust Fund.”   View the original blog post by Becky Moylan, ASCE.  

1. The Highway Trust Fund (HTF) is Running Out of Money Because We Waste Money
Thanks to ISTEA, transportation projects are planned, developed and executed efficiently.  The American Society of Civil Engineers’ (ASCE’s)  2013 Report Card saw improvement in six infrastructure sectors that benefited from private investment, targeted efforts from cities and states, or a one-time federal funding boost. Communities often know best where money will be best utilized, and the Highway Trust Fund allows many transportation project decisions to be made on the state and local levels. 

2. The Federal Government Should Get Out of the Infrastructure Business and Let States Make Their Own Decisions
The HTF is designed to assist states in paying (historically about 45 percent) for transportation projects for many reasons, and it is a system that has served the country well.  States do not have the funding to fund transportation projects alone. The U.S. Constitution’s Commerce Clause grants Congress the power to invest and maintain roads, bridges and transit. 

3. The Current Gas Tax Rate is Perfect and Does Not Need to Be Changed
The HTF was created in 1956 to be funded by the federal gas tax.  U.S. Department of Transportation projects that the Highway Account of the Highway Trust Fund will run out of money for new projects as early as July. According to the Congressional Budget Office, to prevent insolvency of the Highway Trust Fund in 2015, federal surface transportation investment would have to be cut by 92 percent that year. The gas tax is not tied to inflation and hasn’t been raised in more than 20 years. We are trying to run a 2014 transportation system on 1993 dollars. Consider that the cost of many items has doubled or tripled since 1993. For example, a new car cost $12,750 in 1993, whereas in 2013 a new car costs on average $31,252. The purchasing power of the federal gas tax is not what it once was. This is obviously an untenable formula that must be addressed.

4. We Can Just Raise Enough Revenue Through Tolls and Public-Private Partnerships (P3s)
Tolls and P3s can be successful sources of revenue, and are a part of the overall solution, but neither can solely provide sustainable long-term funding. Historically, federal highway funding has accounted for approximately 45 percent of what state DOTs spend on highway and bridge capital improvements. For the 10 year window, 2015-2024, the cumulative shortfall in the highway and mass transit accounts of the HTF will be over $170 billion. This is too large a figure for anyone to expect to be filled by tolling and P3s. 

5. We Don’t Have Enough Revenue Because People Are Driving Less
Over the past two years, vehicle miles traveled (VMT) increased.  There was a downturn in vehicle miles traveled after 2007, but the decline coincided with the recession. As the economy continues to improve, more employees will return to work, increasing VMT. The U.S. population grows annually by just under three million people, and the number of licensed drivers also grows by two million people.  These trends are expected to result in an increase of 25 billion VMT annually.

6. Raising the Gas Tax Would Hurt Economic Growth
In our Failure to Act economic studies, ASCE explored the consequences of continued underinvestment in infrastructure. Ultimately, the studies concluded that our deteriorating infrastructure will cost the American economy more than 867,000 jobs in 2020 and suppress the growth of our GDP by $897 billion by 2020. Per household, the cost of deficient surface transportation will cost $1060 per year. To simplify, a homeowner can either fix a leaky roof now or wait for his or her home to eventually cave. Clearly, the former is much more cost effective. Our nation’s infrastructure needs to be tended to and funded now, or we will all continue to pay for it in a multitude of ways at much higher costs.

7. The Gas Tax Isn’t Raising Enough Money Because Cars are More Fuel Efficient
Between 2012 and 2022, gas tax revenues will decrease by less than 1 percent, ($2.5 billion), the CBO estimates. The issue at hand is not really fuel efficiency, but rather that the gas tax has not been increased since 1993. In the 20 years since, it has lost more than a third of its value because of inflation. 

8. We Can Afford to Do a Short-Term Bill and Maintain the Status Quo
Not this time. Since 2008, over $52 billion has been transferred from the General Fund to the HTF to keep it solvent. MAP-21’s funding will run out as the HTF becomes insolvent in weeks or months. Attempting to “Band-Aid” the Trust Fund once again will only result in this becoming a recurring issue. States, planners, and engineers cannot plan needed infrastructure projects without committed funding. As the impending insolvency demonstrates, there is currently not enough revenue to support the system. Furthermore, the 2013 ASCE’s Report Card graded the nation’s infrastructure at a D+.  Status quo is not enough to  help the U.S. build a 21st century infrastructure capable of competing on a global scale.

9. Congress Cannot Get Big Things Done Because Everything Turns in to a Partisan Fight
In the words of Senate Minority Leader Mitch McConnell, “Infrastructure spending is popular on both sides.” In the past year transportation legislation and funding ideas have come from both Democrats and Republicans.  Efforts from both sides of the aisle, as well as the recent bipartisan support that led to the passage of the Water Resources Reform & Development Act (WRRDA), prove there is support for infrastructure investment in both parties. Furthermore, the U.S. Chamber of Commerce continues to support raising the gas tax, stating it is the “simplest and most straightforward” option to fund a long-term highway bill.  Given that this is an area where Congress can agree, now is the time to work together and get something done.

10. We Don’t Have the Money to Fix The Problem
The HTF will become insolvent in only a couple months, meaning the federal government will slow or stop sending checks to state DOT’s this summer. The economic consequences of not being able to pay contractors and employees will send shockwaves throughout our economy.  The costs of inaction and allowing the HTF to cease funding for needed repairs and maintenance are immense. Americans are already paying for the cost of our nation’s D+ infrastructure.  Congested roads cost an estimated $101 billion per year in wasted time and fuel, and driving on roads in need of repair costs motorists an average of $324 per year in vehicle repair and operating costs. We can either invest now or pay a whole lot more in the years ahead.  We can’t afford not to act.

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