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Baltimore bridge collapse could wipe out emergency federal highway fund

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Maryland and Baltimore may jump ahead of states that have waited more than a decade for emergency highway funding, as the federal government swoops in with aid after the collapse of the Francis Scott Key Bridge.

The Federal Highway Administration’s emergency relief fund, which reimburses states for expenses to repair or reconstruct roadways after disasters, has a $2.1 billion backlog of projects and only $890 million on hand, according to data obtained by The Washington Post.

That money is not paid on a first-come, first-served basis, leaving some states waiting years to be made whole after a disaster. Baltimore’s needs could both move to the top of the list and also wipe out the money left in the FHWA’s emergency account, pressing Congress into urgent action to replenish the agency’s coffers.

“We have to come to the realization that it needs to be tripled, quadrupled, just to have that money ready so we’re not debating it while one of our key arteries is broken,” Rep. Mike Quigley (Ill.), the top Democrat on the House Appropriations transportation subcommittee, said in an interview. “We have to be honest with ourselves. This fund always needs more money. It’s critical for people, for our economy, for safety. And now, this should be bipartisan. I hope it will be.”

Maryland could require more than $1 billion to rebuild the Key Bridge, which collapsed on March 26 after it was struck by the massive container ship Dali. But state and federal officials still aren’t sure of the exact needs — 12,000 tons of steel and concrete lie at the bottom of the murky Patapsco River, and 5,000 tons lie atop the grounded Dali, according to the Army Corps of Engineers.

Federal transportation officials have already given Maryland $60 million in “quick release” funding to divert traffic away from the roadway and assist other highways that are absorbing the nearly 30,000 vehicles that traversed the bridge each day.

President Biden immediately after the collapse said the federal government should pay for the full cost of reopening Baltimore’s shipping channel and reconstructing the bridge, consistent with past catastrophic bridge collapses, including the 2007 failure of the Interstate 35W bridge in Minnesota.

Sen. Ben Cardin (D-Md.) and Rep. Steny H. Hoyer (D-Md.) introduced legislation Thursday evening to authorize the federal government to cover the full cost of the bridge rebuilding.

But there’s a long list of other projects also waiting for federal support.

California, for instance, is still waiting on $1.5 million to recover from statewide storms in 2005, $7.4 million in highway relief funding from a 2012 rainstorm and flooding, and $722 million total, according to data obtained by The Post. Hawaii is awaiting $3.7 million from a 2012 storm, $77.7 million for recovery after fires ravaged Maui in 2019, and $123 million total.

“We also have a responsibility to support every other community that has been devastated by a disaster because we are all in this together. No state or county, big or small, red or blue, wealthy or not, can shoulder the burden alone,” Sen Brian Schatz (D-Hawaii), chair of the Senate Appropriations transportation subcommittee, said on the Senate floor Wednesday. “When a disaster is so big, so catastrophic for any one state or locality to handle, it falls on the federal government to step up and help.”

Puerto Rico has not been reimbursed for $257 million in highways damage from Hurricanes Irma and Maria in 2017. Tennessee is entitled to $61.8 million after severe storms, floods and landslides in 2019.

FHWA officials declined to comment on the record.

Some backlog in emergency roadway funding is normal. States are reimbursed for work already completed to restore highways, which means there’s a natural lag as projects are finished. The FHWA pays for 90 percent of expenses for federal highways and 80 percent for state highways. The fund is automatically replenished each year with $100 million, and some repairs take years to complete, cushioning the emergency account from immediate payouts most of the time.

“The imperfect arrangement is, you will have a federal commitment to get paid at some point, but you don’t know when that point is going to be,” said Greg Nadeau, who served as the Federal Highways administrator in the Obama administration.

That can create struggles among states to secure that funding, he said, as each presses the case that its project is vital. Maryland Gov. Wes Moore (D) came to Capitol Hill on Tuesday and again Thursday to lobby members of Congress on his state’s behalf.

“For [state transportation departments], there’s never enough money and there’s always a need. It’s really a function of budget timing and competition for resources with the rest of the government,” Nadeau said.

Federal transportation officials have other avenues to funnel money to Baltimore in addition to the emergency relief fund, said Jeff Davis, senior fellow at the Eno Center for Transportation think tank. The state received $828 million from the FHWA for general highway upkeep in the 2024 fiscal year and got another $88 million specifically for bridges.

The Infrastructure Investment and Jobs Act, one of Biden’s chief legislative achievements, also created federal bridge grant programs for which Maryland would now be a strong candidate, Davis said. The state could receive between $5 billion and $6 billion in the next two fiscal years, if selected.

That 2021 law also renewed the $100 million in annual funding for the emergency relief program, but its balance is far from enough to keep the program solvent, experts and lawmakers say, and to keep enough cash on hand for both quick-release funding in the immediate aftermath of disasters and long-term funding to rebuild crucial roadways.

“There are lots of other states of all political persuasions that rely on that fund, so we look forward to working together on a bipartisan basis to making sure that fund is available for all those projects,” Sen. Chris Van Hollen (D-Md.) said Tuesday.

Congress has appropriated $11.5 billion for the FHWA emergency fund since 2011, including $800 million most recently in 2022, according to the Congressional Research Service. Biden in October sought $634 million for the fund as part of a larger spending request that included money for child care, broadband access and energy security priorities.

That request hasn’t yet passed Congress, but it could gain momentum as lawmakers look to tackle a growing number of spending concerns, including some that have gotten more acute since October. The Affordable Connectivity Program, which has helped roughly 23 million American households receive free or heavily discounted high-speed internet, is set to expire at the end of the month, and it is a major funding priority for some Democrats, including many in the Maryland delegation.

That has the potential to complicate the funding picture for Baltimore. Senate Republicans and the new House Appropriations chair are broadly in favor of aid for Maryland and new federal highways funding, but skeptical of authorizing resources for other programs.

“This is not just a local or regional problem, this is a national problem because of the amount of trade that goes through the port. I think we need to be supportive,” Sen. John Boozman (R-Ark.) said Tuesday. “ … But I think we need to stick to what’s at hand. There’s all kinds of things that could go in there, but that’s where people get upset when you put all those other things that are unrelated in there.”

Erin Cox and Tony Romm contributed to this report.

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There’s a key change coming to 401(k) catch-up contributions in 2025

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Many Americans face a retirement savings shortfall. However, setting aside more money could get easier for some older workers in 2025.

Enacted by Congress in 2022, the Secure Act 2.0 ushered in several retirement system improvements, including updates to 401(k) plans, required withdrawals, 529 college savings plans and more.

While some Secure 2.0 changes have already happened, another key change for “max savers,” will begin in 2025, according to Dave Stinnett, Vanguard’s head of strategic retirement consulting.

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Some 4 in 10 American workers are behind in retirement planning and savings, according to a CNBC survey, which polled roughly 6,700 adults in early August.

But changes to 401(k) catch-up contributions — a higher limit for workers age 50 and older — could soon help certain savers, experts say. Here’s what to know.

Higher 401(k) catch-up contributions

Employees can now defer up to $23,000 into 401(k) plans for 2024, with an extra $7,500 for workers age 50 and older.

But starting in 2025, workers aged 60 to 63 can boost annual 401(k) catch-up contributions to $10,000 — or 150% of the catch-up limit — whichever is greater. The IRS hasn’t yet unveiled the catch-up contribution limit for 2025.  

“This can be a great way for people to boost their retirement savings,” said certified financial planner Jamie Bosse, senior advisor at CGN Advisors in Manhattan, Kansas.

An estimated 15% of eligible workers made catch-up contributions in 2023, according to Vanguard’s 2024 How America Saves report.

Those making catch-up contributions tend to be higher earners, Vanguard’s Stinnett explained. But they could still have “real concerns about being able to retire comfortably.”

More than half of 401(k) participants with income above $150,000 and nearly 40% with an account balance of more than $250,000 made catch-up contributions in 2023, the Vanguard report found.

Roth catch-up contributions

Another Secure 2.0 change will remove the upfront tax break on catch-up contributions for higher earners by only allowing the deposits in after-tax Roth accounts.

The change applies to catch-up deposits to 401(k), 403(b) or 457(b) plans who earned more than $145,000 from a single company the prior year. The amount will adjust for inflation annually. 

However, IRS in August 2023 delayed the implementation of that rule to January 2026. That means workers can still make pretax 401(k) catch-up contributions through 2025, regardless of income.

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Holiday shoppers plan to spend more, while taking on debt this season

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Increase in consumer holiday spending expected this year, says Mastercard's Michelle Meyer

Americans often splurge on gifts during the holidays.

This year, holiday spending from Nov. 1 through Dec. 31 is expected to increase to a record total of $979.5 billion to $989 billion, according to the National Retail Federation.

Even as credit card debt tops $1.14 trillion, holiday shoppers expect to spend, on average, $1,778, up 8% compared to last year, Deloitte’s holiday retail survey found.

Meanwhile, 28% of holiday shoppers still haven’t paid off the gifts they purchased for their loved ones last year, according to another holiday spending report by NerdWallet

How shoppers pay for holiday gifts

Heading into the peak holiday shopping season, 74% of shoppers plan to use credit cards to make their purchases, NerdWallet found.

Another 28% will tap savings to buy holiday gifts and 16% will lean on buy now, pay later services. NerdWallet polled more than 1,700 adults in September.  

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Buy now, pay later is now one of the fastest-growing categories in consumer finance and is only expected to become more popular in the months ahead, according to the most recent data from Adobe. Adobe forecasts BNPL spending will peak on Cyber Monday with a new single-day-record of $993 million.

However, buy now, pay later loans can be especially hard to track, making it easier for more consumers to get in over their heads, some experts have cautioned — even more than credit cards, which are simpler to account for, despite sky-high interest rates.

The problem with credit cards and BNPL

To be sure, credit cards are one of the most expensive ways to borrow money. The average credit card charges more than 20% — near an all-time high.

Alternatively, the option to pay in installments can make financial sense, especially at 0%. 

And yet, buy now, pay later loans “are just another form of credit, disguised as something for free,” said Howard Dvorkin, a certified public accountant and the chairman of Debt.com.

The more BNPL accounts open at once, the more prone consumers become to overspending, missed or late payments and poor credit history, other research shows.

If a consumer misses a payment, there could be late fees, deferred interest or other penalties, depending on the lender. In some cases, those interest rates can be as high as 30%, rivaling the highest credit card charges. 

“This is just another way for financers to put their hands in the pocket of consumers,” Dvorkin said. “It’s a trojan horse.”

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Here’s why the U.S. retirement system isn’t among the world’s best

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The U.S. retirement system doesn’t get high marks relative to other nations.

In fact, the U.S. got a C+ grade and ranked No. 29 out of 48 global pension systems in 2024, according to the annual Mercer CFA Institute Global Pension Index, released Tuesday. It analyzed both public and private sources of retirement funds, like Social Security and 401(k) plans.

A similar index compiled by Natixis Investment Management puts the U.S. at No. 22 out of 44 nations this year. Its position has declined from a decade ago, when it ranked No. 18.

“I think [a C+ grade] would describe a rating where there is a lot of room for improvement,” said Christine Mahoney, global retirement leader at Mercer, a consulting firm.

The Netherlands placed No. 1, followed by Iceland, Denmark and Israel, respectively, which all received “A” grades, according to Mercer. Singapore, Australia, Finland and Norway got a B+.

Fourteen nations — Chile, Sweden, the United Kingdom, Switzerland, Uruguay, New Zealand, Belgium, Mexico, Canada, Ireland, France, Germany, Croatia and Portugal — got a B.

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Of course, retirement systems differ since they address a nation’s unique economies, social and cultural norms, politics and history, according to the Mercer report. However, there are certain traits that can generally determine how well older citizens fare financially, the report found.

The U.S. system is often referred to as a three-legged stool, consisting of Social Security, workplace retirement plans and individual savings.

The lackluster standing by the U.S. in the world is largely due to a sizable gap in the share of people who have access to a workplace retirement plan, and for the ample opportunities for “leakage” of savings from accounts before retirement, Mahoney said.

Employers aren’t required to offer a retirement plan like a pension or 401(k) plan to workers. About 72% of workers in the private sector had access to one in March 2024, and about half (53%) participated, according to the U.S. Bureau of Labor Statistics.  

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“The people who have [a plan], it’s probably pretty good on average, but you have a lot of people who have nothing,” Mahoney said.

By contrast, some of the highest-ranked countries like the Netherlands “cover essentially all workers in the country,” said Graham Pearce, Mercer’s global defined benefit segment leader.

Additionally, top-rated nations generally have greater restrictions relative to the U.S. on how much cash citizens can withdraw before retirement, Pearce explained.

American workers can withdraw their 401(k) savings when they switch jobs, for example.

About 40% of workers who leave a job cash out “prematurely” each year, according to the Employee Benefit Research Institute. A separate academic study from 2022 examined more than 160,000 U.S. employees who left their jobs from 2014 to 2016, and found that about 41% cashed out at least some of their 401(k) — and 85% completely drained their balance.

Employers are also legally allowed to cash out small 401(k) balances and send workers a check.

While the U.S. might offer more flexibility to people who need to tap their funds in case of emergencies, for example, this so-called leakage also reduces the amount of savings they have available in old age, experts said.

“If you’re someone who moves through jobs, has low savings rates and leakage, it makes it difficult to build your own retirement nest egg,” said David Blanchett, head of retirement research at PGIM, Prudential’s investment management arm.

Social Security is considered a major income source for most older Americans, providing the majority of their retirement income for a significant portion of the population over 65 years old.

To that point, about nine out of 10 people aged 65 and older were receiving a Social Security benefit as of June 30, according to the Social Security Administration.

Social Security benefits are generally tied to a worker’s wage and work history, Blanchett said. For example, the amount is pegged to a worker’s 35-highest years of pay.

While benefits are progressive, meaning lower earners generally replace a bigger share of their pre-retirement paychecks than higher earners, Social Security’s minimum benefit is lesser than other nations, like those in Scandinavia, with public retirement programs, Blanchett said.

“It’s less of a safety net,” he said.

“There’s something to be said that, as a public pension benefit, increasing the minimum benefit for all retirees would strengthen the retirement resiliency for all Americans,” Blanchett said.

That said, policymakers are trying to resolve some of these issues.

For example, 17 states have established so-called auto-IRA programs in a bid to close the coverage gap, according to the Georgetown University Center for Retirement Initiatives.

These programs generally require employers who don’t offer a workplace retirement plan to automatically enroll workers into the state plan and facilitate payroll deduction.

A recent federal law known as Secure 2.0 also expanded aspects of the retirement system. For example, it made more part-time workers eligible to participate in a 401(k) and raised the dollar threshold for employers to cash out balances for departing workers.

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