S 1953119th CongressIn Committee

Complete Streets Act of 2025

Introduced: Jun 4, 2025

Infrastructure

Standard Summary

Comprehensive overview in 1-2 paragraphs

The Complete Streets Act of 2025 would require states to create formal complete streets programs that integrate multiple modes of transportation (walking, bicycling, transit, freight, motor vehicles, etc.) and prioritize safety, accessibility, and equity for people of all ages and abilities. The bill establishes a framework for funding and technical assistance to eligible local or regional entities (such as cities, counties, regional planning organizations, transit agencies, Tribal governments, and certain nonprofits) to develop complete streets prioritization plans and implement projects. It sets governance rules, performance benchmarks, and a certification system overseen by the Secretary of Transportation, with requirements that aim to make street design more multimodal and equitable, and to standardize design practices across the country over time. The act also creates mandatory design standards for new and reconstructed projects, and directs a 5% set-aside of certain federal highway funds to support complete streets activities.

Key Points

1States must establish a competitive process to provide eligible entities with technical assistance and grants for design/construction of complete streets projects, with funding initiated within a defined timeline.
2Eligible entities (local governments, MPOs, transit agencies, tribal governments, nonprofits, etc.) must develop a complete streets prioritization plan and adopt a complete streets policy that emphasizes multimodal, context-sensitive design and equity, with potential for delegation between State and MPOs.
3The Secretary must issue benchmarks, guidance, and evaluation tools; states and entities must report on progress and the Secretary will certify compliance with minimum standards for eligibility to receive grants.
4The bill requires the creation of complete streets design standards, including protected bike lanes, accessible sidewalks/crosswalks, and proper lighting/signaling; phased compliance begins 2 years after enactment for certain projects and broad compliance by 5 years or when a state TIP is updated, with specified exemptions and an appeals process.
5A mandatory funding component requires 5% of applicable federal transportation funds to be obligated to carry out the complete streets program, plus grant caps (the lesser of $20 million or 20% of a state's complete streets funding for the year) for project grants.

Impact Areas

Primary group/area affected- States, state Departments of Transportation, metropolitan planning organizations, eligible local or regional entities (cities, counties, transit agencies, tribal governments, regional planners, nonprofit entities); all would be required to implement multimodal, equity-focused street policies and pursue grants to fund prioritized projects.Secondary group/area affected- Pedestrians, bicyclists, public transit users, people with disabilities, older adults, and communities with low incomes or disproportionate transportation burdens; these groups stand to gain safer, more accessible streets and better transit connections.Additional impacts- Project design and delivery processes would shift toward complete streets principles, potentially increasing upfront planning time and costs but yielding longer-term safety and accessibility benefits.- Local planning may need to align with new benchmarks, guidance, and certification requirements; some projects may be exempt or phased in under defined criteria.- The Act would formalize accessibility standards in federal guidance, reinforcing compliance with disability access and language/communication needs.- Data and reporting requirements would be established to monitor effectiveness and inform Congress about progress and barriers.Complete streets: roadways designed to safely accommodate all users and travel modes, not just cars.Complete streets policy/principle: formal rules and guiding ideas adopted by a governing entity to implement multimodal and equitable street design.Prioritization plan: a documented list of specific projects with timelines, costs, and how they fit with existing plans.Eligible entity: local or regional bodies responsible for transportation or trails, including Tribal governments and nonprofits.Design standards: formal rules for how new or rebuilt roads should be designed (e.g., protected bike lanes, sidewalks, lighting).

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