Sponsors (12)
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Modifies the clause list in subsection (a)(4)(B): extends the clause range through (xxx), redesignates existing clause (xxix) as (xxxi), and inserts two new clauses (xxix) and (xxx). The new (xxix) defines 'The connection of 2 or more segments of existing bicyclist or pedestrian infrastructure.' The new (xxx) defines '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).'
Revises subparagraph structure and content: redesignates existing subparagraph (C) as (E); replaces prior subparagraph (B) with a new 'Flexible financing' provision allowing non-Federal share to be calculated on a project, multiple-project, or program basis and permitting the Federal share of an individual project under this subsection to be up to 100 percent; adds a new subparagraph (C) allowing funds made available to carry out section 148 to be credited toward the non-Federal share of projects under this subsection subject to specified conditions; and adds a new subparagraph (D) enumerating qualifying types of safety plans for purposes of subparagraph (C).
Amends the first sentence of section 120(c)(1) by inserting additional language (the specific inserted text is not included in the provided excerpt).
Expands what counts as a highway safety improvement project to explicitly include connecting bicycle and pedestrian segments and projects that reduce risks to vulnerable road users, and lets the Federal government cover a larger share of costs for those projects in some cases. It also allows certain federal funds and approved safety plans to count toward non‑federal matching requirements, giving states and local project sponsors more flexibility to finance bicycle and pedestrian safety work under Title 23.
Amend 23 U.S.C. 148(a)(4)(B) by adjusting clause numbering (extend clause range to through (xxx) and redesignate an existing clause) and insert two new clauses after clause (xxviii): (xxix) "The connection of 2 or more segments of existing bicyclist or pedestrian infrastructure." and (xxx) "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)."
Amend 23 U.S.C. 148(j) to modify the Federal share rules: replace the general language for paragraph (1) and add 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 23 U.S.C. 104(b)(3) to be up to 100 percent if the project is one described in clause (xxix) or (xxx) of subsection (a)(4)(B).
Amend 23 U.S.C. 133(h)(7) by redesignating subparagraph (C) as (E) and replacing subparagraph (B) with a new "Flexible financing" provision that (i) allows the non-Federal share for a project to be calculated on a project, multiple-project, or program basis and (ii) allows the Federal share of the cost of an individual project under this subsection to be up to 100 percent (notwithstanding section 120).
Allow funds made available to carry out section 148 to be credited toward the non-Federal share of the costs of a project under 23 U.S.C. 133(h)(7) when certain conditions are met, effectively treating those funds as part of the non-Federal match for projects under that subsection. This is permitted notwithstanding any other provision of law.
Set the conditions under which section 148 funds may be credited toward the non-Federal share: (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 either 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 (including in a qualifying safety plan) as addressing one or more areas of high risk to vulnerable road users during the consultation process required under section 148(l)(4)(B) and through a planning process and data-based analysis.
Who is most affected and how:
Vulnerable road users (pedestrians and bicyclists): More projects that directly improve safety for people walking and biking are eligible for federal support, which should increase the number and pace of safety improvements like crossings, connecting trails/paths, and engineering changes that reduce conflict.
State departments of transportation and metropolitan planning organizations (MPOs): Gain clearer authority to program and request federal funds for connecting bicycle/pedestrian segments and targeted safety projects; they can also use expanded matching options to advance more projects with less local cash upfront.
Local governments and project sponsors: Face lower matching burdens and greater access to federal funds for small or targeted safety projects, enabling municipalities to deliver safety work that previously might have been unaffordable.
Federal agencies/FTA/FHWA: May see an increase in grant applications and requests for higher federal shares; administrative oversight and guidance may be needed to implement new match and eligibility rules.
Communities (especially areas with limited local funding): Stand to benefit from accelerated safety investments and improved active-transportation connectivity, which can improve equity and access for people who walk or bike.
Secondary effects and tradeoffs:
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Read twice and referred to the Committee on Environment and Public Works.
Introduced March 11, 2025 by Christopher Van Hollen · Last progress March 11, 2025
Read twice and referred to the Committee on Environment and Public Works.
Introduced in Senate