Rep. Tom O’Halleran (D-Ariz.) and Rep. Bruce Westerman (R-Ark.) introduced H.R. 2481, the High Risk Rural Roads Safety Grant Program Act, in the U.S. House of Representatives. The bipartisan proposal, which is strongly supported by ATSSA, would direct federal roadway safety infrastructure funds to locally owned rural roads.

The fatality rate on rural roads is two times greater than on non-rural roads, according to U.S. Department of Transportation (USDOT) statistics. Additionally, local governments generally do not have the resources needed to make critical, lifesaving roadway safety infrastructure investments.

H.R. 2481 would create a $600 million competitive grant program that local governments could apply for, with the federal grant being funded at 100%. A specific $100 million set-aside is also included for tribal road safety.

In addition to ATSSA, the American Highway Users Alliance, American Society of Civil Engineers (ASCE), National Association of Counties (NACo), National Association of County Engineers (NACE) and the National Association of Development Organizations (NADO) endorsed the legislation.

The Senate today confirmed Polly Tottenberg as deputy secretary of the U.S. Department of Transportation (USDOT).

Trottenberg previously served as New York City Department of Transportation Commissioner, and prior to that, was Under Secretary of Transportation for Policy during the Obama Administration.

ATSSA President & CEO Stacy Tetschner congratulated Trottenberg on her confirmation.

President Joe Biden today released a proposal to spend $2 trillion on infrastructure projects over an 8-year period. Dubbed the American Jobs Plan, the broadly defined infrastructure concept is separated into four components: Transportation infrastructure and roadway safety, “How We Live” infrastructure, “Care” infrastructure, and Innovation infrastructure.

"ATSSA applauds President Biden, Secretary [Pete] Buttigieg and the administration on ensuring that roadway safety is front and center in the American Jobs Plan,” ATSSA President & CEO Stacy Tetschner said. “Between increasing funding for roadway safety projects, a focus on pedestrian and bicyclist safety, encouraging and funding vision zero programs, and noting the emotional toll that roadway fatalities and serious injuries have on American families, this proposal will put us on a path of reducing fatalities toward zero in the decades to come. ATSSA looks forward to working with the Biden administration and Congress to make zero fatalities a reality through investments in roadway safety infrastructure.”

Take part in ATSSA’s 2021 Legislative Briefing & Virtual Fly-In from the comfort and safety of home. The April 21-22 event is free for members and will be completely online making access to Capitol Hill policymakers convenient and effective.

Last year’s virtual event proved popular with ATSSA members and provided a great way to interact with legislators without the need for travel. Participants drove their message to Capitol Hill and enjoyed direct interactions with members of Congress and congressional staff involved in funding and policy decisions.

ATSSA’s Legislative Briefing & Fly-In equips members to present key roadway safety infrastructure industry issues directly to political leaders and this year’s issues are key for the industry. The FAST Act, or Fixing America's Surface Transportation Act, was a hot topic last year as ATSSA members advocated successfully for a one-year extension but a new deadline is looming.

Late last week, House Appropriations Committee Chair Rosa DeLauro (D-Conn.) announced a process for bringing back congressional directed funding, also known as earmarks. Additionally, House Transportation and Infrastructure Committee Chair Peter DeFazio (D-Ore.) disseminated a “Dear Colleague” letter to members of Congress indicating his plan to include earmarks in the upcoming highway bill, which is expected to be part of a larger House infrastructure package.

Earmarks are projects that receive some level of federal funding for state and local projects in congressional districts. They differ from competitive grant programs in that competitive grants are applied for and decided by staff at the U.S. Department of Transportation (USDOT), whereas earmarks are advocated for by interested parties and members of Congress decide if they want to include them in a particular legislative vehicle.

Because of an extremely bloated earmark process in the 2005 surface transportation bill, Congress opted to ban earmarks starting in 2011. Since then, there have been occasional rumors that they may return; however, DeLauro’s and DeFazio’s announcements mark the first time there has been this serious of an effort.