Senate Majority Leader Mitch McConnell said Tuesday that a bipartisan agreement has been reached on a six-year surface transportation bill that will increase money spent on roadways and transit systems.

“Senators from both parties know that a long-term highway bill is in the best interest of our country, so we’ll continue working together to get a good one passed,” McConnell (R-Ky.) said on the Senate floor.

The bill would increase by about $2 billion the $52 billion that Washington currently distributes to state and local transportation officials.

Senate Minority Leader Harry M. Reid (D-Nev.) rose immediately after McConnell’s announcement to say he had yet to see the 1,030-page bill.

“We haven’t seen the bill,” Reid said. “I want a highway bill, but I can’t go forward on a bill until we’ve read it.”

McConnell said he hoped the bill could come up for a preliminary vote Wednesday, and he told the senators to expect to work through the weekend to get the legislation passed.

McConnell, who reached the agreement with Sen. Barbara Boxer (Calif.), ranking Democrat on the Environment and Public Works Committee, said that money had been found to fund the bill for the first three years.

“We’ve got a highway trust fund going bust, going broke,” Boxer said on the floor. “If we could just keep our eye on the prize, I think there will be huge momentum if we pass this in a bipartisan way.”

Money to cover the first three years of a six-year authorization was cobbled together from various sources, most of them involving tinkering with or extending federal regulations or payment schemes. Two of the largest sources came from the reduction of the mandated dividend for large banks and selling 101 million barrels of oil from the Strategic Petroleum Reserve.

McConnell called the funding plan “credible” while acknowledging that Democrats “might not love every single one of them, but there’s not a phony one in there.”

The Senate action comes 10 days before funding for highways and transit is set to expire. It lobs the ball into the House’s court, a week after that chamber voted to extend funding at current levels until Dec. 18. House Ways and Means Committee Chairman Paul Ryan (R-Wis.) has said that will allow time to overhaul the corporate tax structure, making changes that he thinks will help pay for transportation.

There was no immediate reaction Tuesday from Ryan or House Transportation Committee Chairman Bill Shuster (R-Pa.) to indicate whether they would take up the Senate bill or remain on their own path. McConnell has had private discussions about the bill with the House leadership this week.

“If we can get this bill over to the House, it’s my belief that it will take it up,” McConnell said.

Reid responded: “I don’t know what the House is planning to do, but we’re assuming a lot that the House is going to take this bill. I don’t think there’s a chance in the world they’re going to take up this bill.”

Reid cited controversy over the fate of the Export-Import Bank as a potential roadblock in the Senate, where Sen. Rand Paul (R-Ky.) has threatened to filibuster any major legislation in an effort to eliminate funding for Planned Parenthood.

If the highway bill goes on to win House approval, it will close another chapter in Congress’s tortured history on transportation. Once viewed as the rare stage for bipartisanship, and with bills greased by earmarks that gave every key lawmaker skin in the game, transportation bills usually sailed through Congress.

Getting a multi-year bill to the White House would be a major accomplishment for McConnell, who became majority leader in January when Republicans took control of the Senate. Democrats had been unable to pass a genuine long-term bill when they held the majority under Reid’s leadership.

If a six-year authorization bill with just three years of funding becomes law, the money could run out on McConnell’s watch, and that may provide him the impetus to keep pursuing the multibillion-dollar money issue.

That’s because the new bill leaves unanswered a question that has bedeviled Congress for a decade. By funding the bill with a variety of sources — some of them one-time opportunities — no genuine long-term source of transportation cash has emerged.

That means that in three years, lawmakers again will face the need to replenish the rapidly dwindling revenue from the federal gas tax. House and Senate leaders have rejected calls to bump up the tax and index it to inflation, and there has been little movement to another major option: taxing drivers for each mile they travel.

A third option: simply accepting that general tax revenue, rather than fees paid by highway users, eventually will replace the gas-tax-reliant Highway Trust Fund. The 18.4 cent federal gas tax, the traditional source of highway and transit funding, has been eroded by fuel-efficient vehicles and now brings in about $34 billion a year. Since 2008, lawmakers have transferred $62 billion in general tax revenue to bolster the trust fund.

Much of that money has come from what critics have called fiscal sleight of hand. For example, a process called pension smoothing was used in one instance and money was withdrawn from the Leaking Underground Storage Tank Trust Fund in another.