You would be wrong.
If it had kept pace with inflation, its current level of 18.4 cents a gallon would now be 30.1 cents.
Moreover, the deficit in funds to achieve a 'state of good repair in the nation's bridges, roads, and highways now totals in the hundreds of billions of dollars.
Federal highway funding routinely now gets extended a few months at a time. The latest patchwork solution extends only until May.
In today's anti-tax environment, a gridlocked Congress is seemingly no closer to a solution than it was several years ago--and by now quite accustomed to kicking the can a few months or a year down the road.
Continually improving fuel economy has meant that new cars use less gas to cover the same miles--lowering gas-tax revenue.
The corporate average fuel economy standards signed into law in 2009 and 2010 have only exacerbated the situation.
The real-world average gas mileage of new vehicles sold today hovers around 25 mpg, and it will have to rise to about 42 mpg by 2025 (or 54.5 mpg in CAFE math)
“If something like this is going to be done, now is the time to do it,” Corker told theTimes.
According to an official at the U.S. Chamber of Commerce, many Congresspeople favor raising the tax in private--but fear retribution at the polls.
Meanwhile, newer methods like a tax per mile traveled aren't yet ready to be rolled out on a widespread basis--and raise privacy concerns over tracking and government collection of data on individual movements.
An alternative would be transferring highway funding into the general Federal budget, though many oppose that step.
Another is taxing oil itself by the barrel--which would impose road-maintenance costs on other categories of users, including those who heat their homes with oil.
When the Republicans take control of both houses of Congress later this month, an overall tax reform package is expected to be on the docket.
Corker says he's open to alternatives to provide a long-term funding stream for highways, but not to more short-term fixes.