私人投资机会可能会在许多州的美国运输基础设施的未来中，而不是其他州。对联邦投资的不确定性迫在眉睫。
“I’ll be the first to call BS,” said John Schroer, Tennessee Dept. of Transportation commissioner, referring to the current administration’s oft-quoted promise to bring $1 trillion in infrastructure investment, mostly through private funding. Speaking on a panel at the Transportation Research Board’s annual meeting this month, he noted that his state has no P3 legislation and added, “We are concerned about the trust fund becoming insolvent.”
尽管许多州通过通过投票计划增加了运输燃料或营业税来对联邦资金的不确定性做出回应，但其他州面临公众不愿意这样做。俄克拉荷马州运输部执行董事迈克·帕特森（Mike Patterson）说：“除阿拉斯加外，我们在该国的燃油税最低。”
The Missouri Dept. of Transportation is trying to address similar voter resistance. “We have created a transportation funding calculator that shows you how much you pay for a month of driving and where does the money go,” said Patrick McKenna, MoDOT director. “People are surprised at how little they actually pay for transportation.”
Jennifer Cohen, Delaware Dept. of Transportation secretary, noted that, while an attempt to increase the fuel tax by 10¢ failed in 2015, voters did agree to a revenue package that included funding transportation projects with any DMV fees associated with late renewals and other penalties—in other words, transportation would be partly funded through fees that could be avoided.
Texas has enacted legislation that doesn’t include fuel-tax increases, observed James Bass, Texas Dept. of Transportation executive director. Sales-tax revenues after the first $28 billion will fund highways up to $2.5 billion; starting in FY20, after the initial $5 billion from vehicle sales and rentals goes to the general fund, 35% of the subsequent revenue will go to highway infrastructure.
施罗尔指出，田纳西州通过燃油税的增加，以帮助满足100亿美元的高速公路需求，但杂货税的减少量减少，他补充说：“这是历史上最大的减税账单，但几乎没有通过。”
