Federal law now requires streets designed for all users, not just cars.

What it does

This bill requires federal highway agencies to consider all road users—pedestrians, cyclists, transit riders, and motorists—when designing streets and allocating transportation funds. It mandates that the Federal Highway Administration publish explanations for design prohibitions, update regulations to clarify how 'all modes' must be evaluated, create categorical exceptions for multimodal projects, and establish guidelines for bus stops and connected networks. States must update their design manuals to reflect lower-speed, multimodal guidance or lose federal highway funding. The bill also requires a study on fatal crashes and sets a requirement that vulnerable road user fatalities not increase.

Why we flagged it

The bill's core mechanism is a regulatory and funding shift that requires federal and state transportation agencies to prioritize pedestrian, cyclist, and transit safety alongside motorized traffic. It is fundamentally a public-safety and accountability measure, not a subsidy or carve-out.

What the text implies

• States that do not update design manuals within 2 years may face loss of federal highway funding, creating a de facto mandate with significant fiscal leverage over state transportation policy.
• The requirement that vulnerable road user fatalities 'not exceed' prior-period totals creates a strict performance floor; states missing this target could face funding penalties or federal intervention.
• The bill's emphasis on 'context-sensitive design' and 'land use context' may require local zoning and land-use coordination, expanding federal influence into traditionally local planning decisions.
• Categorical design exceptions for multimodal projects may reduce the need for individual exception requests, but the 5-year update cycle means some approved designs could become outdated before revision.
• The 10% set-aside for small communities in the Safe Streets for All program may create a two-tier system where small projects receive preferential treatment, potentially disadvantaging mid-sized municipalities.

Section numbers refer to the bill text the analysis read — linked under Primary records below.

Who it affects

Ordinary citizens gain enforceable rights to safer street design, transparent decision-making, and multimodal transportation options. The bill shifts federal policy from car-centric design toward pedestrian and cyclist safety, with accountability mechanisms (publication requirements, GAO study, state compliance conditions) that expose previously opaque engineering decisions. Small communities receive dedicated funding and technical assistance.

Who stands to gain

• engineering and planning consultants (increased demand for multimodal design expertise)
• transit agencies (prioritized in funding and design guidance)
• construction firms specializing in pedestrian and cycling infrastructure
• small communities (dedicated funding set-aside)

Named in the bill

Federal Highway Administration (FHWA), Federal Transit Administration (FTA), Department of Transportation (DOT), Comptroller General of the US (GAO), National Committee on Uniform Traffic Control Devices, American Association of State Highway and Transportation Officials (AASHTO), National Association of City Transportation Officials (NACTO), State highway departments, Infrastructure Investment and Jobs Act (IIJA), PROTECT program, SMART Grant Program, ATTAIN program — and 1 more

Where it stands

1 cosponsor: 1 Democrats.

• Aug 6, 2026 — Introduced · Congress.gov: “Introduced in House”
• Aug 6, 2026 — Referred to House Committee on Transportation and Infrastructure · Congress.gov: “Referred to the House Committee on Transportation and Infrastructure”

Dates and quoted wording are Congress.gov's action record; the timeline shows status changes, not every procedural step.