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Expands the Highway Safety Improvement Program to clearly fund bicycle and pedestrian connection projects and other efforts that reduce risks to vulnerable road users. It also lets certain eligible safety projects receive up to a 100% Federal cost share. The measure adds flexible financing options and allows, under defined conditions, funds tied to Highway Safety Improvement projects to count toward non‑Federal cost shares. It recognizes specific types of road safety plans as qualifying and makes a conforming change to Federal cost‑share rules in title 23.
Amend 23 U.S.C. 148(a)(4)(B) by inserting two new clauses. Clause (xxix) defines eligible projects as the connection of two or more segments of existing bicyclist or pedestrian infrastructure. Clause (xxx) defines eligible projects as projects or strategies that reduce safety risks to vulnerable road users when described in a program of projects or strategies developed under subsection (l)(2)(B).
Amend 23 U.S.C. 148(j) to allow a higher Federal share for certain projects. The Federal share of the cost of a highway safety improvement project carried out with funds apportioned under section 104(b)(3) may be up to 100 percent if the project is described in clause (xxix) or (xxx) of subsection (a)(4)(B).
Amend 23 U.S.C. 133(h)(7): redesignate existing subparagraph (C) as (E), and replace subparagraph (B) with a new "Flexible financing" rule. Under the new rule, the non‑Federal share for a project under this subsection may be calculated on a project, multiple‑project, or program basis, and the Federal share of the cost of an individual project under this subsection may be up to 100 percent.
Add a new subparagraph (C) to 23 U.S.C. 133(h)(7) ("Treatment as non‑Federal share"). Funds made available to carry out section 148 may be credited toward the non‑Federal share of the costs of a project under this subsection if one of the following is true: (i) the project includes a Proven Safety Countermeasure for bicyclists or pedestrians, as determined by the Federal Highway Administration; (ii) the relevant State strategic highway safety plan includes an emphasis area related to vulnerable road users; or (iii) the proposed project was described in a program of projects or strategies developed pursuant to section 148(l) or was identified by a local government, metropolitan planning organization, or regional transportation planning organization as addressing one or more high‑risk areas for vulnerable road users during required consultation and data‑based planning.
Add a new subparagraph (D) to 23 U.S.C. 133(h)(7) defining the safety plans referenced above. Qualified safety plans include: a pedestrian or bicyclist safety plan; a Complete Streets plan; a local roadway safety plan; a Vision Zero Action Plan; an ADA Transition Plan (as described in 28 C.F.R. §35.150(d) or successor regulations); a Tribal transportation safety plan; a comprehensive safety action plan as defined in section 24112(a) of the Infrastructure Investment and Jobs Act; or any other safety plan as determined by the Secretary.
Modifies subsection (a)(4)(B) by inserting two new clauses after clause (xxviii): a new clause (xxix) defining 'The connection of 2 or more segments of existing bicyclist or pedestrian infrastructure' and a new clause (xxx) defining 'The reduction of safety risks to vulnerable road users through a project or strategy described in a program of projects or strategies developed pursuant to subsection (l)(2)(B)'; redesignates the prior clause (xxix) as clause (xxxi); and updates the cross-reference text to refer 'through (xxx)'.
Revises paragraph (1) (In general) and adds a new paragraph (2) providing an exception that allows the Federal share of the cost of a highway safety improvement project carried out with funds apportioned under section 104(b)(3) to be up to 100 percent if the project is described in clause (xxix) or (xxx) of subsection (a)(4)(B).
State departments of transportation and local governments gain clearer authority and flexibility to fund pedestrian and bicycle connections and other vulnerable road user safety projects, with the option for full Federal funding in defined cases. Metropolitan planning organizations and project sponsors can leverage flexible financing and matching rules to bundle or accelerate safety improvements. Communities benefit from targeted risk‑reduction investments for non‑motorized travelers, which can help reduce crashes and improve safe access to jobs, schools, transit, and services. The Federal Highway Administration would implement and oversee updated eligibility and cost‑share provisions without creating a new grant structure.
Referred to the House Committee on Transportation and Infrastructure.
Introduced March 10, 2025 by Jamie Ben Raskin · Last progress March 10, 2025
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Referred to the Subcommittee on Highways and Transit.
Referred to the House Committee on Transportation and Infrastructure.
Introduced in House