{"id":12,"date":"2026-05-21T13:09:36","date_gmt":"2026-05-21T13:09:36","guid":{"rendered":"https:\/\/urbanatlasmedia.com\/?p=12"},"modified":"2026-05-21T13:09:36","modified_gmt":"2026-05-21T13:09:36","slug":"new-house-infrastructure-bill-cuts-to-transit-mixed-bag-for-active-transportation","status":"publish","type":"post","link":"https:\/\/urbanatlasmedia.com\/?p=12","title":{"rendered":"New House Infrastructure Bill: Cuts To Transit, Mixed Bag for Active Transportation"},"content":{"rendered":"
\n

The first draft of America\u2019s next major federal transportation law threatens big cuts to transit and a mixed bag for active modes \u2014\u00a0and some advocates say it doesn\u2019t even have significant guardrails to prevent President Trump from trampling on the handful of positive provisions it does have.<\/p>\n

Read more Can Neighborhood Block Parties Unite A Broken America?<\/a><\/p>\n

Late on Sunday, the House Transportation and Infrastructure Committee released its version of the bill that will replace the Bipartisan Infrastructure Law that expires on Sept. 30, sounding the starting bell on the marathon reauthorization process that many expect to stretch even past that loose deadline.<\/p>\n

The $580-billion Building Unrivaled Infrastructure and Long-Term Development for America\u2019s 250th Act \u2014\u00a0or BUILD America 250 for short \u2014\u00a0clocked in at , a slim offering compared to its predecessor\u2019s $1.2-trillion haul.<\/p>\n

Many of those cuts came from formula transit programs, which the Union of Concerned Scientists noted would take a 20-percent ($43 billion) hit across the bill\u2019s five years. Highway funding, meanwhile, would increase<\/em> 8 percent ($28 billion) over the same period \u2014\u00a0a move which Kevin X. Shen compared to \u201d\u00a0a\u00a0highway contractor\u2019s wishlist.\u201d<\/p>\n

As dire as that sounds, some advocates noted it\u2019s better than the Trump administration\u2019s proposal for the bill, which recommended zeroing out the mass transit account completely. <\/p>\n

The damage to active transportation programs, meanwhile, was also less bad than some feared after committee Chairman Sam Graves (R\u2013Mo.) warned in November that the bill was \u201cnot going to be spending money on \u2026 bike paths or walking paths.\u201d<\/p>\n

Still, some say that absent a more radical overhaul, even BUILD 250\u2019s few bright spots could be too easily snuffed out \u2014\u00a0and the already-devastating impacts of mass car dependency could get even worse.<\/p>\n

\u201cWe thank the committee for their work, but before any planned markup, we challenge them to dream bigger than re-upping an approach\u00a0that has failed to move the needle\u00a0on what matters to Americans,\u201d Steve Davis of Transportation for America said in a statement. \u201c[We need to be] giving them freedom from high gas prices by investing in transit and more efficient, affordable vehicles, taking decisive action to end the preventable crisis of traffic fatalities, and responding to the overwhelming popular support for prioritizing repair and maintenance ahead of costly road expansions.<\/p>\n

\u201cAs written, this proposal fails to deliver on its promise of a transportation system that safely, affordably, and reliably connects Americans to where they need to go \u2014 and for that reason, we cannot support it,\u201d\u00a0 Davis continued. <\/p>\n

Davis\u2019s organization is among the dozens that signed onto a letter earlier this month urging Congress not to negotiate the next <\/em>infrastructure bill until the Trump administration had fulfilled its legal obligations to execute the last <\/em>one \u2013\u00a0something the White House has categorically not yet done, as billions in grants remain frozen.<\/p>\n

He also says BUILD 250 doesn\u2019t contain enough guardrails against the same thing happening all over again.<\/p>\n

\u201cConsider the dissonance of celebrating any positive changes in the program for building or expanding transit service at the same time that the Trump administration has\u00a0failed to advance a single new transit project since taking office,\u201d Davis wrote. \u201cThe House T&I Committee has failed to recognize that this administration is not implementing the current law as intended and seems poised to ignore whatever they pass.\u201d<\/p>\n

Even if they should take the bill with a veritable boulder of salt, though, advocates say it\u2019s still critical for transportation reformers to engage with the reauthorization process and fight for their priorities as horse-trading over BUILD America 250 begins \u2014\u00a0and as their counterparts in the Senate gear up to write counterpart bills of their own.<\/p>\n

Here are a few of the initial highlights catching their attention. <\/p>\n

The good news \u2026 with asterisks<\/h2>\n

Active transportation advocates applauded House negotiators for not eliminating the Transportation Alternatives Program,<\/strong> the nation\u2019s largest dedicated source of formula funding for biking, walking, and trail infrastructure, which has frequently fallen under threat. The bill even promises more funding to TAP, as it\u2019s colloquially known, growing the total to about $1.66 billion a year by the end of the five-year bill.<\/p>\n

That positive news, though, was undercut by a provision making it easier for states to \u201cflex\u201d money out of TAP to other programs \u2014\u00a0including those that fund highways.<\/p>\n

\u201c[This] could return us to the bad old days of the [twenty]-teens, when we were losing lots of Transportation Alternatives [dollars] to transfers by states \u2026 That could really put a put a hole in the program,\u201d said Kevin Mills of the Rails to Trails Conservancy.<\/p>\n

Of course, forward-thinking states probably won\u2019t <\/em>flex their sustainable transportation dollars over to drivers \u2014\u00a0and BUILD America 250 gives them new opportunities to flex motorist-focused money back to people outside cars, too. <\/p>\n

Happily, the bill contains some of the key provisions from the Sarah Debbink Langenkamp Active Transportation Act<\/strong>,\u00a0which makes it easier for states and local governments to fund bicycling and walking out of their Highway Safety Improvement Program dollars, rather than having to pony up for onerous local matching requirements.<\/p>\n

The formula Recreational Trails Program<\/strong> was also included in the bill, though its funding remained stubbornly low at $84 million a year \u2014 despite the fact that motorized trail users like ATVs pay $281 million a year into the federal gas tax, and non-motorized trail users save their fellow taxpayers considerable money by picking a sustainable mode.<\/p>\n

BUILD America 250 also continues many of the discretionary grant programs that advocates feared would be cut, including Safe Streets and Roads for All <\/strong>\u2014 though the level of funding has been slashed from $982 million in 2025 to an average of $750 million per year over the course of the new bill. <\/p>\n

The BUILD <\/strong>Grant<\/strong><\/em> will continue as well, allowing communities to compete for $1.5 billion a year for locally impactful transportation projects. Not to be confused with the BUILD America 250 Act<\/em> \u2014\u00a0or that program\u2019s two previous names, RAISE and TIGER, because Congress is hellbent on making life harder for transportation journalists \u2014 that money could be a massive boon to local transit, biking, and walking efforts \u2026 or yet another highway-widening program, depending on who\u2019s in the White House to pick the winners. <\/p>\n

Read more The Most Expensive Trip You Can Take is the One You Could Have Walked<\/a><\/p>\n

While the new bill does<\/em> eliminate many of the most-loved discretionary programs from the Infrastructure Investment and Jobs Act, it also creates at least one new one: the Surface Transportation Accelerator Grant, <\/strong>or STAG.<\/p>\n

Essentially a counterpart to BUILD, the new effort will let states compete for $2.4 billion a year to build multimodal infrastructure, with the caveat that a quarter of the funding is set aside for rural areas, a quarter for urban areas, and half for projects \u201clocal and regional\u201d significance.<\/p>\n

However, Rails to Trails dinged the program for ambiguous eligibility requirements that made it unclear whether rural areas, specifically, can make the most of the STAG party and win money for active transportation projects \u2014 despite the fact that rural areas are among the most prolific applicants for federal bike\/walk dollars. <\/p>\n

Both formula and <\/em>discretionary bridge programs<\/strong>, meanwhile, won more than $50 billion funding collectively, but it was also unclear whether adding bike and pedestrian infrastructure to these mega-projects would be an eligible use of the funds. <\/p>\n

Considering all the other <\/em>proposed cuts to programs aimed at making life easier for people outside cars, those ambiguities could prove a big deal. <\/p>\n

The unequivocally bad news<\/h2>\n

Advocates have already found significant cuts to active and shared transportation priorities \u2014\u00a0with more possibly to come.<\/p>\n

In what Mills of Rails to Trails called a \u201cslap,\u201d the BUILD America 250 Act totally repeals the Active Transportation Infrastructure Investment Program, <\/strong>whose preservation was among his organization\u2019s biggest priorities.<\/p>\n

\u201c[Congress is] going out of their way to just entirely eliminate it, when that\u2019s the only program that uniquely invests in filling the gaps in our active transportation networks,\u201d he added. \u201cWhen you build a road system, when you build a rail system, you\u2019ve got to think in terms of connectivity. [But] when it comes to safe walking and biking routes, and they\u2019re like \u2018No; we don\u2019t even want it to be mentioned.\u2019 That\u2019s a big concern.\u201d <\/p>\n

The Carbon Reduction Program<\/strong>, Neighborhood Access and Equity Grant Program,<\/strong> and Healthy Streets Program <\/strong>would all be repealed completely, too, slashing key funding sources for non-automotive modes.<\/p>\n

Some advocates, meanwhile, slammed the introduction of a new electric vehicle registration fee, <\/strong>which experts say would do little to close the gap in the winnowing Highway Trust Fund even after the annual fee increases from $130 to $150 over five years. (Hybrids would get slapped with a $35 per year fee, too, which would eventually scale to $50.) And once again, with highway funding set to increase<\/strong> and transit set to decrease<\/strong>, that gap will only get larger, despite big talk in Washington about cutting government waste and implementing the \u201cuser pays\u201d principle. <\/p>\n

Worse, a new EV fee would decrease electric vehicle uptake, especially when taken together with sharp cuts to the National Electric Vehicle Infrastructure <\/strong>program proposed under the bill. That would leave the most car-dependent communities in the country with virtually no alternatives to get around besides burning ever-more-expensive gas.<\/p>\n

\u201cCongress should be boosting investments in projects that cut costs, cut emissions, create jobs, and build a transportation system that works for all Americans,\u201d said Shruti Vaidyanathan,<\/strong> director of federal and state transportation advocacy at the Natural Resources Defense Council.\u201dThis bill largely ignores the need to build cleaner, more affordable transportation options.\u201d <\/p>\n

And across the bill, many good <\/em>programs will face significant funding insecurity, <\/strong>thanks to the elimination of many \u201cadvanced appropriations\u201d across Build America 250 \u2014\u00a0with transit taking the brunt of the burden. <\/p>\n

That means that even if this bill gets passed exactly as written, future congresses could decline to provide many transit programs the money that this <\/em>congress promised them, while most highway dollars will remain insulated from political horse-trading. And that\u2019s before <\/em>any future White House follows the Trump playbook of clawing back, rescinding, illegally impounding, and slow-walking programs they just don\u2019t like. <\/p>\n

The road ahead<\/h2>\n

With a mark-up scheduled for Thursday and months of drawn-out negotiations to come in both chambers of Congress, the House\u2019s mega-bill is only a first draft. <\/p>\n

Still, advocates say it\u2019s troubling that the Transportation and Infrastructure Committee is starting the conversation by setting the bar so low \u2013\u00a0and urging their representatives to fight for better.<\/p>\n

\u201cWe are in an affordability crisis with transportation policies that tie us to the fuel pump,\u201d said Mike McGinn, executive director of America Walks. \u201cWhen given the chance to do something about it, we get a bipartisan proposal to increase highway expansion, cut transit, and eliminate programs designed to make neighborhoods more walkable.\u201d<\/p>\n

\u201cAny federal candidate running on affordability should be ashamed to vote for this bill for that reason alone, not to mention the continued damage to health, safety and the environment,\u201d McGinn continued. \u201cPersonally, I\u2019m looking for the members of congress willing to stand up to the powerful lobbying interests and fight for a more forward looking approach than this.\u201d<\/p>\n

Read more The Most Expensive Trip You Can Take is the One You Could Have Walked<\/a><\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

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