Sponsors (5)
Official title: To establish programs to improve bicycle and pedestrian infrastructure and incentivize the use of bicycles in transit, and for other purposes.
Introduced May 26, 2026 by Michael Thompson · Last progress May 26, 2026
The bill directs substantial new federal resources and incentives to build active‑transportation infrastructure, education, and micromobility access—improving safety and lowering local costs—while shifting funds and revenue, adding compliance requirements, and creating risks that benefits will be unevenly distributed across communities and industries.
State and local communities (especially pedestrians, cyclists, students, and people with disabilities) will get sustained, targeted funding and requirements that will accelerate construction of sidewalks, crossings, bike lanes, Safe Routes to School projects, and other safety countermeasures, likely reducing crashes and improving everyday safety.
State and local agencies can access larger federal shares and new grant programs (including up to 100% federal share for some bicycle/pedestrian projects, 95% for Safe Routes with a coordinator, and a new active-transportation competitive program with authorized funding), lowering local upfront costs and enabling bigger multimodal projects.
K–12 students and schools will gain standardized pedestrian and bicycle safety education, curricula/guidance from DOT, and support for on‑bicycle programs, increasing practical safety skills and classroom alignment across states.
States and taxpayers may see reduced flexibility and reallocation of existing highway and HTF funds (new set‑asides and percentage requirements), meaning less money for pavement, bridges, transit, or other local priorities and potential delays in non-safety maintenance projects.
The bill creates nontrivial increases in federal outlays and reduces federal revenues (tax exclusions for bike benefits and up to 10 years of forgone tariff revenue), which could increase deficits or require offsets elsewhere.
New and changed eligibility rules, percentage caps, reporting/coordination requirements, and regulatory insertions introduce administrative burdens and legal uncertainty for state/local agencies, school districts, grant applicants, CBP, and manufacturers, potentially delaying projects and increasing compliance costs.
Based on analysis of 14 sections of legislative text.
Directs new grant programs and set‑asides to expand bicycling/active transportation, updates safety/education rules, suspends duties on certain bike parts for 10 years, and restores a bicycle commuting tax benefit.
Provides new federal support and rules to expand bicycling and other active transportation. The bill creates multiple grant programs and funding set‑asides for bicycle and pedestrian infrastructure, requires States to dedicate portions of certain highway funds to active transportation and safety projects, revises safety program rules (including allowable education and bike accommodation cost caps), suspends duties on certain imported bicycle parts for 10 years to encourage domestic assembly, and reinstates an employer-provided qualified bicycle commuting tax benefit effective for taxable years beginning after December 31, 2025. It also directs the Department of Transportation to update bicycle/pedestrian safety education guidance for K–12, authorizes competitive grants for bicycle–transit integration and active transportation networks, and raises the allowable Federal share (including up to 100%) for certain bicyclist/pedestrian safety projects to encourage construction and safety countermeasures.