Congress expands federal funding for safe bike and pedestrian paths

What it does

This bill amends federal highway safety law to expand funding for bicycle and pedestrian infrastructure projects. It allows states to receive up to 100% federal funding (instead of the usual 80% match requirement) for projects that connect existing bike/pedestrian paths, reduce risks to vulnerable road users, or implement proven safety measures like protected bike lanes. It also lets states count certain bike/pedestrian safety spending toward their required local match on other transportation projects.

Why we flagged it

The bill's operative mechanism is straightforward: it increases federal cost-share percentages and creates flexible financing pathways for bicycle and pedestrian safety projects. This is a direct public-safety appropriations and eligibility measure, not a tax provision, deregulation, or private carve-out.

What the text implies

• The 100% federal share for certain projects may incentivize states to prioritize bike/pedestrian work over other highway safety improvements, potentially shifting modal investment patterns.
• Allowing bike/pedestrian spending to count toward non-federal match requirements on other projects may enable creative accounting that reduces actual local skin-in-the-game for transportation planning.
• The bill's reliance on FHWA determination of 'Proven Safety Countermeasures' concentrates discretionary authority in a federal agency; inconsistent application across regions could create equity gaps.
• Projects identified through 'consultation' and 'planning processes' may favor well-resourced metropolitan areas with established planning infrastructure over rural or under-resourced communities.

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

Who it affects

The bill removes financial barriers to bicycle and pedestrian safety infrastructure by increasing federal funding availability and flexibility. Ordinary citizens—especially those who walk or bike, live in lower-income areas with fewer local matching funds, and vulnerable road users—gain improved safety infrastructure and reduced traffic fatalities without requiring local governments to shoulder the full cost burden.

Named in the bill

Federal Highway Administration (FHWA), U.S. Department of Transportation, State transportation departments, Local governments, Metropolitan planning organizations, Regional transportation planning organizations, Tribal governments

Where it stands

17 cosponsors: 9 Republicans, 8 Democrats.

• Mar 10, 2025 — Introduced · Congress.gov: “Introduced in House”
• Mar 10, 2025 — Referred to House Committee on Transportation and Infrastructure · Congress.gov: “Referred to the Subcommittee on Highways and Transit”

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

Money around this bill

5 lobbying clients named this bill on 8 disclosure filings across 2 quarters, Dec 2025 to Jun 2026. Those filings disclosed $1,473,158 in lobbying spend. A filing names 7 bills on average, so that figure is what each filing reported, not a share belonging to this bill.

More lobbying clients named this bill than 78% of bills with at least one filing.

Jamie Raskin, the sponsor, reported $412,639 in PAC receipts in the 2026 cycle.

• National Association of Mutual Insurance Companies — $1,005,758 on 2 filings
• American Heart Association — $400,000 on 1 filing
• Peopleforbikes Coalition — $60,000 on 2 filings
• League of American Wheelmen, Inc — $7,400 on 1 filing
• Safe Routes to School National Partnership — $0 on 2 filings

Lobbying Disclosure Act filings through Jul 23, 2026. A filing shows who paid to lobby on a bill it names, not what changed.