Complete Streets Act of 2025
- Bill Number
- H.R. 3712
- Origin Chamber
- House
- Congress
- 119th Congress, Session 1
- Policy Area
- Transportation and Public Works
- Status
- Introduced
- Latest Action
- 2025-06-05: Referred to the Subcommittee on Highways and Transit.
- Last Updated
- 2026-03-27T19:39:57Z
AI-Generated Summary
Purpose of the Legislation
The Complete Streets Act of 2025 aims to promote safer, more inclusive public roads by requiring states to create programs that support "complete streets"—roads designed for safe travel by people using various methods, such as walking, biking, public transit, wheelchairs, cars, and trucks. It encourages planning that considers all users, regardless of age, ability, or location, to reduce crashes and improve access, especially in underserved areas.
Key Provisions
- Definitions: Establishes terms like "complete street" (a road safe for multiple travel modes), "complete streets policy" (a local plan for inclusive road design), and "eligible entity" (includes local governments, regional planners, transit agencies, Tribal governments, nonprofits, and others involved in transportation).
- State Programs: By October 1 of the second full fiscal year after enactment (around 2027), each state must set up a competitive program offering technical help and grants to eligible entities for complete streets projects. Grants start by the third fiscal year (around 2028). Programs must prioritize equity for low-income areas, rural regions, Tribal lands, and communities of color.
- Benchmarks and Guidance: Within one year of enactment, the Secretary of Transportation must create standards and advice for states and eligible entities on implementing complete streets, focusing on safety, user needs, design options, and overcoming barriers. This includes public input and draws from existing federal assessments.
- Policies and Approval: Eligible entities must adopt a detailed complete streets policy, covering planning, design, construction, maintenance, and exceptions (e.g., for high costs or low-use areas). Policies need state or metropolitan planning organization (MPO) approval, with minimum federal standards. Unapproved entities can't get grants but can use policies locally.
- Prioritization Plans: To qualify for grants, eligible entities must create state-approved plans listing projects that boost safety, mobility, air quality, and access to jobs/services. Plans can incorporate existing safety plans (e.g., Vision Zero or ADA transition plans) and prioritize vulnerable spots like intersections.
- Grants and Funding: States provide grants up to $20 million per project (or 20% of their program funds). States must dedicate 5% of federal highway funds to these programs. Up to $100,000 per year in technical aid is available for plan development. Priority goes to high-risk areas for non-drivers.
- Accessibility and Safety Updates: Requires federal agencies to adopt new guidelines for pedestrian access in public spaces, including features for vision, hearing, cognitive, and language needs. Amends laws to mandate designs accommodating all users (motorized and nonmotorized) in all project phases.
- Design Standards: Within 180 days, the Secretary must set federal standards for bike lanes, sidewalks, crosswalks, lighting, and signals. Starting two years after enactment, major new or rebuilt federal-aid highway projects in urban transit areas (costing over $10 million) must comply; this expands statewide after five years or sooner. Exemptions apply for limited-access highways, industrial zones without transit, or emergencies (with temporary fixes where possible). Appeals process for denials, plus state reporting on compliance.
- Reporting and Certification: States submit reports on program implementation; the Secretary certifies compliance and reports to Congress on progress by the fourth fiscal year.
Significant Changes to Existing Law
- Amends Section 1442 of the FAST Act (2015) to require states and MPOs to adopt standards ensuring safe accommodation for all transportation users (including non-drivers) across all project stages, replacing a narrower focus.
- Adds a new subsection to 23 U.S.C. § 109 (highway design policy), mandating complete streets standards for federal projects, with phased rollout and exemptions—shifting from car-focused designs to multimodal ones.
- Introduces new federal funding mandates (5% set-aside) and equity requirements not previously required in highway laws, building on but expanding prior guidance like the 1998 bicycle/pedestrian design document.
Potential Impacts
- Government Agencies: The Department of Transportation (DOT) and states/MPOs face new duties for guidance, certification, reporting, and fund allocation, potentially increasing administrative workload but providing tools for better project outcomes. States must integrate this into existing planning, which could streamline multimodal investments.
- Citizens: Improves road safety and access for pedestrians, cyclists, transit users, people with disabilities, children, seniors, and low-income or minority communities by filling infrastructure gaps (e.g., sidewalks, bike lanes). May reduce crashes in vulnerable areas and enhance equity, though upfront costs could temporarily raise local taxes or fees.
- International Relations: No direct impacts; the bill focuses on domestic U.S. transportation.
Main Stakeholders Affected
- States and Local Governments: Must create and fund programs, approve policies/plans, and report compliance.
- Metropolitan Planning Organizations (MPOs) and Regional Entities: Handle policy approvals (with state funding support) and integrate into regional plans.
- Transit Agencies, Tribal Governments, and Nonprofits: Eligible for technical aid and grants to build inclusive infrastructure.
- Citizens and Communities: Especially benefits underserved groups (low-income, communities of color, rural/Tribal areas, people with disabilities) through safer, more connected streets; all road users gain from reduced risks.
- Federal Agencies: DOT leads implementation; Attorney General updates accessibility rules.
Notable Legal, Constitutional, or Political Implications
- Legal: Strengthens enforcement of the Americans with Disabilities Act (ADA) by mandating accessible designs and public right-of-way guidelines, with clear exemption procedures to avoid overly broad mandates. Introduces certification and appeals processes, potentially leading to more federal oversight of state projects without violating federalism (as it ties to existing federal funding).
- Constitutional: Aligns with equal protection by prioritizing equity for marginalized groups, but exemptions prevent undue burdens on states. No First Amendment issues, though public comment requirements enhance transparency.
- Political: Shifts policy toward sustainable, inclusive transport over vehicle-only focus, rewarding proactive states/communities with grants. Could spark debates on costs vs. safety benefits, but neutrality in implementation avoids partisan bias. May influence future infrastructure bills by embedding multimodal standards federally.
This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.
Sponsor
Cosponsors (10)
Rep. Auchincloss, Jake [D-MA-4], Rep. Espaillat, Adriano [D-NY-13], Rep. Foushee, Valerie P. [D-NC-4], Rep. Titus, Dina [D-NV-1], Rep. Jackson, Jonathan L. [D-IL-1], Rep. Gottheimer, Josh [D-NJ-5], Rep. Latimer, George [D-NY-16], Rep. Scanlon, Mary Gay [D-PA-5], Del. Norton, Eleanor Holmes [D-DC-At Large], Rep. Thompson, Mike [D-CA-4]
Recent Actions
- 2025-06-05: Referred to the Subcommittee on Highways and Transit.
- 2025-06-04: Referred to the House Committee on Transportation and Infrastructure.
- 2025-06-04: Introduced in House
- 2025-06-04: Introduced in House
Bill Versions
- Complete Streets Act of 2025 — issued 2025-06-04 — PDF (28 pages)