Complete Streets Act of 2025
The Complete Streets Act of 2025 would require states to create and implement formal complete streets programs aimed at ensuring road networks accommodate users of all ages and abilities (pedestrians, bicyclists, transit riders, people with disabilities, motorists, freight operators, etc.). The bill establishes a national framework in which eligible local and regional entities (cities, counties, MPOs, transit agencies, tribal governments, nonprofits, etc.) can receive technical assistance and grants to design and build streets that safely integrate multiple modes of transportation. It sets up benchmarks, design standards, and a certification process, and it ties a portion of federal highway funding to the adoption and execution of these programs. Equity and accessibility for underserved communities are a stated priority. Overall, the bill aims to shift planning and project delivery toward multi-modal, safety-focused street design and to codify a structured, federally guided path for states and eligible entities to implement complete streets projects. Key mechanisms include: a mandatory state program with a competitive grant process for local entities; development of nationwide benchmarks and guidance; mandatory complete streets policies for eligible entities; a prioritization plan guiding project selection; grant authority for design/construction of projects; mandatory design standards (with phased compliance); updated accessibility and safety requirements; a mandated funding obligation of 5% of certain federal highway funds; and regular reporting and oversight by the Secretary of Transportation.
Key Points
- 1Definitions and scope: Establishes what counts as a “complete street,” “complete streets policy/principle/prioritization plan,” and who is an “eligible entity” (local governments, regional MPOs, transit agencies, tribal governments, nonprofits, etc.). Also broadens the meaning of “State” for purposes of implementing the program.
- 2State program establishment and funding timeline: By Oct 1 of the second full fiscal year after enactment, each state must set up a competitive process for entities to obtain technical assistance and grants for complete streets projects; by Oct 1 of the third full fiscal year, states must begin providing grants. States are required to obligate 5% of specified federal highway funds each year to support the program.
- 3Benchmarks and guidance: Within one year, the Secretary must publish benchmarks and guidance on implementing complete streets policies, programs, and project evaluation. These focus on integrating transportation modes, safety, costs, barriers, local cooperation, and compatibility with existing guidance and plans.
- 4Complete Streets policies: Eligible entities seeking funding must adopt a complete streets policy grounded in the act’s principles, with guidance to MPOs/states on adoption and review. Policies must cover project scope, multi-modal access, safety, exceptions processes, and implementation steps, and must emphasize context sensitivity and network connectivity. Policies should include performance standards and accessibility requirements.
- 5Certification and minimum standards: The Secretary will certify state programs and set minimum standards for eligible entities to receive grants. If an entity’s policy is not certified, it cannot receive certain grants but may still apply the policy locally.
- 6Complete Streets prioritization plan: Entities must develop a prioritization plan identifying specific streets/projects to improve safety, mobility, and accessibility across modes. Plans must include costs, timelines, alignment with local plans, and integration with existing policies; plans may incorporate projects from existing local safety or complete streets initiatives.
- 7Technical assistance and grants: States can fund up to $100,000 per year to eligible entities for plans and analyses to complete the prioritization plan. States may grant funds for design and construction of projects, subject to a cap (the lesser of $20 million or 20% of the state's total complete streets funding for the year).
- 8Project prioritization and equity: Projects are prioritized for those that improve safety and mobility for nonmotorized users and underserved communities, including low-income and communities of color, and those with strong transit connections.
- 9Design standards and timing: The act requires the Secretary to establish complete streets design standards (within 180 days of enactment) that include protected bike lanes, sidewalks/crosswalks, and lighting/signalization. Compliance for new or major projects is phased in: within two years for certain federal-aid highway projects in MPO areas with fixed-route transit, and within five years (or the state's first TIP after that deadline) for other similar projects. Exemptions apply in certain cases (e.g., limited access highways, specific industrial areas, lack of need, or parallel networks nearby).
- 10Accessibility updates: The design standards and accompanying regulations will adopt accessible design guidelines for pedestrian facilities and expand requirements for vision, hearing, cognitive ability, and language access.
- 11Safety for users: The FAST Act’s safety provisions are updated to require states and MPOs to adopt and implement standards ensuring safe accommodation of all users in all project phases.
- 12Public accountability and reporting: States must inventory and publicly share which highway segments comply with the design standards and related costs; FHWA and DOT will maintain and update cost and compliance data; periodic reporting to Congress is required.
- 13Appeals and oversight: If a state denies an MPO’s proposal to meet the design standards, the MPO can appeal to the FHWA regional office and potentially to FHWA headquarters for review.