INDIANAPOLIS — This is Infrastructure Week, and there are many ideas on the table for how to fix deteriorating infrastructure in Indiana and other states. The White House and congressional leaders are expected to meet again next week to hash out a proposed $2 trillion infrastructure improvement plan.

There's been some talk about increasing the Passenger Facility Charge to invest in airport modernization, which Sharon Pinkerton, senior vice president for legislative policy at Airlines for America, argued against. She explained while airport revenues are soaring, the Highway Trust Fund is not solvent.

"Congress should look at funding for highways and bridges that we know are in great need of repair very differently from the way they view airport investment,” Pinkerton said. “It's a very different system than the highway system, which is underfunded right now and needs more investment."

With a $7 billion surplus in the Aviation Trust Fund, Pinkerton said there's no need to raise taxes on passengers. Others counter that lifting the federal cap on Passenger Facility Charges would help airports invest in their own facilities.

According to the American Society of Civil Engineers, 13% of Indiana's nearly 97,000 miles of public roads are in poor condition, and 6% of the state's bridges, about 1,200, are structurally deficient. Pinkerton said meanwhile, the state's airports are thriving.

"It's important for a place like the Indianapolis airport, that might not necessarily be one of the big hubs, to be able to keep costs down for passengers,” she said. “We're willing to continue to invest in airports. We ask in return, though, that they don't leave passengers holding the bag for increased taxes."

She noted the Indianapolis Airport Authority is set to receive nearly $20 million in federal and state grants to support a variety of projects; the Evansville Regional Airport is undergoing a $20 million renovation, and work to extend the Huntingburg airport's runway is slated to start next year.


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Massachusetts will receive close to $1 billion in federal funding to replace the Cape Cod bridges.

Lawmakers said it is the largest single bridge funding grant in U.S. history and the biggest federal grant ever awarded to the Commonwealth.

Massachusetts Gov. Maura Healy called it game-changing for the state's economy.

"It is a turning point truly in terms of sustained investments in an infrastructure whose benefits will be felt for generations," Healy emphasized. "It's a victory that we celebrate today."

The nearly 90-year-old Sagamore and Bourne bridges provide the only routes on and off the Cape and are considered "functionally obsolete" despite carrying more than 30 million vehicles each year. Healy explained plans are to focus first on replacing the Sagamore Bridge before turning to the Bourne.

The Biden Administration's Bipartisan Infrastructure Law, which established the Bridge Investment Program, invests a total of $40 billion over five years to help ensure the nation's most important bridges remain safe and operational. Already, the law has funded more than 7,000 bridge projects nationwide.

Sen. Edward Markey, D-Mass., said it feels like "Christmas in July," with the bridge project set to create some 9,000 construction jobs.

"We're going to do this with union labor," Markey pointed out. "It is going to be one of the largest union projects in Massachusetts history."

Markey noted an additional $700 million dollar state investment will allow construction on the Sagamore Bridge to begin. It is projected to be completed sometime in 2034 with the Bourne Bridge replacement completed more than a year later. The new bridges would be built next to the old ones to avoid traffic disruptions during construction.

Last week, the Senate Environment and Public Works Committee heard testimony on the state and federal response to the collapse of the Key Bridge. In addition to a recap of the cleanup efforts, testimony turned to bridge replacement and who is paying for it.

Sen. Ben Cardin, D-Md., and Sen. Chris Van Hollen, D-Md., introduced the Baltimore Bridge Response Invests and Delivers Global Economic Relief Act, in which the federal government would fund 100% of the replacement of the bridge and its approaches. Cardin said the money is needed immediately.

"We are asking for the 100%, because that's what we've done in the past and we need it now," Cardin emphasized. "Because we are lending contracts to start the construction now. We don't want to delay this. Every month it's delayed is additional loss to our communities, and frustration among drivers, not only those that are directly impacted by the port, but those that are using our streets."

The legislation requires any funds recovered from insurance proceeds or as compensation for damages be used to reduce the federal government outlay. The current estimate to replace the bridge is $1.7 billion.

The Maryland Transportation Authority is evaluating proposals from design-build teams and expects to have a team chosen by mid- to late summer. Senators in the committee focused on safety upgrades to protect bridge piers against collisions from Neo-Panamax size ships such as the container ship Dali.

Paul J. Wiedefeld, Maryland transportation secretary, said designers will ensure pier protection.

"Whether it's through islands or actually moving the piers further apart," Wiedefeld explained. "If you put these piers much further apart, obviously, that's a natural protection. That'll be played out through the design as a high priority."

The bridge rebuild completion target is fall 2028.


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Wyoming's Wind River Canyon corridor turns 100 years old this year, and federal grant money will soon support a study on potential improvements. The U.S. Department of Transportation recently announced $1.8 billion for infrastructure projects nationwide, including more than $1.6 million for a resilience and feasibility study in the Wind River Canyon corridor. The windy road links northern and southern Wyoming through the remote Big Horn Basin.

Cody Beers, senior public relations specialist with the Wyoming Department of Transportation, said everyday during the summer, about 5,000 vehicles travel the road, which is tough to maintain.

"It is a route that is fraught with rockfall, landslides," he explained. "It basically makes its own weather."

Weather and vehicle accidents often close the road, Beers said, and alternate routes are either 85 or 150 miles out of the way. Project partners include the towns of Thermopolis and Shoshoni, as well as the Eastern Shoshone and Northern Arapaho Tribes on the Wind River Reservation, through which the road also passes.

Many tourists use the scenic route, according to Beers, but it's also a vital route for people who live in the communities near it, including his own family. Beers added that his son and daughter-in-law live on one side of the canyon and are due to have a baby in a hospital on the other side.

"This canyon thoroughfare is very important to livelihoods, families, businesses, tourists, anybody using it to get from one community to the other. And we really believe that an alternate route is worth exploring," he continued.

WYDOT is interested in exploring an alternate route, Beers said, potentially a little-used road east of the highway, connecting the small towns of Lysite and Ten Sleep.