House Transportation and Infrastructure Committee Chairman Sam Graves told AASHTO officials he considers this highway bill the most important one the panel has worked on. (Rep. Sam Graves)
February 26, 2026 1:30 PM, EST
Key Takeaways:
- House Transportation and Infrastructure Chairman Sam Graves said the must-pass highway bill is on track for committee consideration in March with a floor vote likely before summer.
- Graves and other lawmakers said the bill is significant because it addresses a widening gap between current resources and national transportation needs and may overhaul funding and permitting processes.
- Congress faces a Sept. 30 authorization deadline and must identify a long-term funding fix as both chambers prepare to advance their versions of the highway legislation.
WASHINGTON — The chairman of the influential House transportation panel told state officials this year’s must-pass highway bill is on track for consideration as early as March.
Soon after the committee’s consideration of the bill, Transportation and Infrastructure Committee Chairman Sam Graves (R-Mo.) suggested the full chamber would likely vote on it before the summer, ahead of a Sept. 30 authorization deadline.
“Everybody wants to see this thing done, and done on time,” Graves told the membership of the American Association of State Highway and Transportation Officials on Feb. 25. The group met in the nation’s capital for its annual policy forum.
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“So this is the most important, in my opinion, the most important highway bill that we’ve ever done,” Graves continued. “And the reason for that is because we’ve never had a time when the difference between what we have and what we need is so great. It’s huge.”
In previewing the legislation, Graves explained the Republican-led committee can expect to debate provisions that would total about $550 billion for operations governing the nation’s transportation system. Calling the bill “traditional,” it would prioritize surface transportation corridors, such as highways, roads and bridges. The bill, Graves added, would seek to streamline federal environmental permitting processes as well as possibly restructuring highway funding methods.
Input from colleagues on Capitol Hill and relevant stakeholders will inform the bill’s policy trajectory. “We’re going to have as much as we possibly can in terms of stakeholder and member requests in the base language,” Graves said. “I want everybody to have some buy-in on this piece of legislation.”
Rather than responding exclusively to concerns from previous eras, Graves told AASHTO’s leaders the bill would be designed to anticipate the next two decades of transportation operations in the country. He cited the rise of ride-hailing services like Uber and Lyft as examples of how quickly multimodal connectivity systems can change, arguing that government agencies must meet the moment specific to myriad emerging technologies.
“We’re trying to think outside of the box and be able to move forward,” the chairman said. “We want to give businesses the opportunity to be able to plan and then to be able to adjust and then be able to invest in what they’re doing.”
Rep. Rick Larsen (D-Wash.) echoed the chairman’s viewpoint, insisting the upcoming measure would reflect bipartisan infrastructure and transportation priorities. On the other side of the Capitol, Senate leaders intend to announce a schedule for the consideration of their version of the highway bill. Environment and Public Works Committee Chairwoman Shelley Moore Capito (R-W.Va.) has signaled potential for debating the Senate version before the summer. Capito has emphasized the ongoing need for modernizing surface transportation corridors and arriving at a long-term funding fix for federal highway operations.
Last year, the American Society of Civil Engineers issued a D+ grade for the country’s network of roadways despite noting some gains. (kozmoat98/Getty Images)
Congress is tasked with identifying a sustainable funding source for highway operations. Revenue from the federal Highway Trust Fund is projected to fail to meet requisite levels in less than two years. The fund, which assists with the maintenance of surface transportation corridors, is backed by insufficient revenue from the federal gas and diesel tax. Those rates were set by Congress in 1993.
The House committee reviewed policy proposals for surface transportation programs as part of the upcoming legislation. The requests from members of Graves’ panel range from funding boosts for flood mitigation and severe weather resilience programs to enhancing last-mile corridors and supply chain connectivity.
Lawmakers, such as Rep. Harriet Hageman (R‑Wyo.), a senior member of the Natural Resources Committee, recently called on congressional leaders to amplify the use of obligated, or formula, funds for big-ticket highway projects. At a hearing in January she observed, “I want to shift gears briefly and urge that the committee prioritize flexibility for state and local communities to utilize highway dollars through formula funding while modernizing outdated bureaucratic restrictions that delay the completion of vital infrastructure projects known as formula funding while modernizing outdated bureaucratic restrictions that delay the completion of vital infrastructure projects.”
Last year, the American Society of Civil Engineers issued a D+ grade for the country’s network of roadways despite noting some gains. ASCE determined: “While significant advancements are being made, we still face a substantial investment gap. The shortfall grows as existing infrastructure systems continue to age and demands on those systems increase.”
Current federal highway operations are under congressional authorization through September. Federal highway programs were last authorized as part of the Biden-era $1.2 trillion Infrastructure Investment and Jobs Act.
