Overview
Title
To require States to establish complete streets programs, and for other purposes.
ELI5 AI
The bill wants to make roads safer and easier to use for everyone, like people who walk, bike, or drive, by having each state create a program called "complete streets." It gives money and help to plan and build these friendly roads, but it has to be done carefully to make sure the money is spent wisely.
Summary AI
H.R. 7082 aims to establish programs in each U.S. state that encourage the development of "complete streets," which are roads designed to be safe and accessible for everyone, whether they're walking, cycling, using transit, or driving. The bill defines specific requirements for these programs, including technical assistance and grant opportunities for eligible entities, which can include local governments and organizations. It encourages the adoption of complete streets policies that prioritize safety and accessibility, and it requires the Secretary of Transportation to set guidelines and certify that states comply with these standards. Additionally, the bill mandates updates to design standards to enhance accessibility and safety for all users on federal roads.
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AnalysisAI
The Complete Streets Act of 2024 is a legislative proposal aimed at enhancing the design and construction of roadways across the United States to ensure accessibility and safety for all users, including pedestrians, cyclists, motorists, and others. This bill requires each state to establish a program supporting the development of "complete streets" policies that can accommodate multiple modes of transportation. By mandating comprehensive planning and design, the bill intends to improve infrastructure for diverse transportation needs and prioritize safety for all users.
General Summary of the Bill
The bill introduces key concepts and definitions, such as "complete street" and "eligible entity," indicating which roads and organizations are involved. A structured program is described, including the establishment of benchmarks and the distribution of grants to support the complete streets’ design and construction. Moreover, the bill mandates that the Secretary of Transportation develop uniform design standards to guide projects on federal-aid highways, aiming at harmonizing efforts across different jurisdictions. The Act includes provisions to ensure equitable service in underserved communities, emphasizing a comprehensive and inclusive transportation approach.
Summary of Significant Issues
A few critical issues are identified within the bill’s provisions. First, there is concern about the administrative burden on states created by section 2's requirement to establish comprehensive programs without explicit guidance on expected outcomes. This could potentially lead to inefficiencies and inconsistent results. Furthermore, the definition of "eligible entity" is very broad, possibly leading to funding challenges and oversight complications.
The timeline outlined for establishing design standards is notably short, which might result in hastily developed and incomplete guidelines. Additionally, the Act stipulates grant limitations that may inadequately support large-scale projects, specifically in high-cost areas, risking uneven resource distribution. The provision allowing states and metropolitan planning organizations to create their own safety standards might also lead to variations in safety measures across different regions, contradicting the goal of universal safety improvements.
Impact on the General Public
For the general public, the Complete Streets Act of 2024 aims to enhance the safety and accessibility of transportation systems, potentially leading to better quality of life by fostering safer streets and promoting diverse transportation options. Improved infrastructure could encourage healthier travel choices, like walking and cycling, thus contributing to public health.
However, without clear guidelines and effective oversight, resources may be spread thin across too many projects or poorly prioritized initiatives, which could diminish the effectiveness of these investments. Consistent implementation will be crucial in realizing the intended benefits of this legislation.
Impact on Specific Stakeholders
Local governments, transportation planners, and metropolitan planning organizations might benefit from the increased funding opportunities but could face challenges related to the administrative and reporting requirements imposed by the bill. For underserved communities, the emphasis on equitable distribution holds promise for improved infrastructure and accessibility. However, the broad criteria for grant eligibility might lead to challenges in prioritizing the most impactful projects in these areas.
State departments of transportation might encounter substantial workloads due to the bill's demanding reporting requirements and implementation timelines. They will need to balance this new legislation with existing responsibilities.
In conclusion, while the Complete Streets Act of 2024 aims to make transportation more inclusive and safer for all, its successful implementation will depend on clear guidance, effective oversight, and stakeholder cooperation. Failure to address these issues could hinder the bill's potential to achieve consistent and lasting improvements in the nation’s transportation infrastructure.
Financial Assessment
The Complete Streets Act of 2024, encapsulated in H.R. 7082, is a legislative attempt to transform U.S. roadways into safer, more inclusive spaces for all users by creating "complete streets" programs. The bill includes multiple financial references aimed at supporting the proposed initiatives.
Financial Allocations and Spending
A key aspect of the bill is the allocation of funds to support the development and implementation of complete streets programs across states. Each state is required to establish a competitive process that allows eligible entities to seek technical assistance and grants for designing and constructing complete streets. States are authorized to provide up to $100,000 per fiscal year to entities with approved policies to conduct studies necessary for completing their prioritization plans. Additionally, there are provisions to allocate grants for design and construction, capped at the lesser of $20 million or 20 percent of a state's total funding for these programs in any given fiscal year.
These financial allocations directly tackle some of the issues identified. However, the grant limitation in Section 2(g)(2)(B), which restricts funding to 20 percent of a state's budget for complete streets or $20 million, may not adequately cover large-scale projects, particularly in high-cost urban areas. This might result in inequitable resource distribution, leaving certain projects underfunded and potentially undermining the bill's objectives of equitable service provision.
Expenditure Oversight and Eligibility
The bill's broad definition of "eligible entity" includes diverse organizations, from local governments to non-profit entities, which can apply for technical assistance and grants. This inclusivity could lead to a dilution of funds and pose challenges in oversight, possibly detracting from the focus on the most critical projects. As identified, this could compromise efficient use of resources, an important consideration for maximizing the impact of financial allocations.
Similarly, the oversight mechanism in place, which allows for funding for technical support, may not account comprehensively for the varying requirements of these entities, leading to potential inefficiencies and differences in capacity-building.
Administrative and Reporting Cost Implications
The financial provisions also entail significant administrative and reporting responsibilities. States are required to document and report on their complete streets programs, including adherence to complete streets principles, which might result in a substantial workload for state transportation departments. The demands for detailed progress reports and maintenance of comprehensive records may stretch resources thin, diverting away from other essential duties if not managed effectively.
Conclusion
The Complete Streets Act of 2024 sets ambitious financial directives to foster safe, accessible roadways. Although the financial allocations attempt to provide a structured framework for disbursing funds to eligible entities, potential issues arise from grant limitations and administrative burdens that could hinder efficient resource utilization. These financial allocations and expenditures need careful management to ensure that they meet policy objectives without resulting in inefficiencies or inequitable distributions.
Issues
The requirement for States to establish a complete streets program in Section 2 could create significant administrative burdens without clear guidance on expected outcomes, potentially leading to inefficiencies.
The broad definition of 'eligible entity' in Section 2 might dilute funds and create oversight challenges, compromising the focus on the most critical projects.
In Section 4, the timeline to establish complete streets design standards (180 days) may be too short, risking rushed and incomplete standards.
The grant limitation in Section 2(g)(2)(B) might inadequately support large-scale projects in high-cost areas, leading to inequitable distribution of resources.
The requirements for each State and metropolitan planning organization to adopt and implement their own standards in Section 3 could lead to inconsistencies in safety standards across different states and regions.
The broad range of criteria for project-specific exemptions from complete streets policy in Section 2(d)(4) might allow considerable discretion, potentially undermining policy objectives.
The complexity and extent of the reporting requirements in Section 4(6) might impose a heavy workload on State transportation departments, affecting their capacity to fulfill other duties.
Section 4 allows for appeals to the Federal Highway Administration, which could result in bureaucratic delays and additional costs.
The accessibility standards update requirement in Section 2(i) calls for extensive changes across multiple agencies, which might be difficult to align and implement cohesively.
The language in Section 3 does not specify a timeline for implementation, which could lead to delays and potential non-uniformity across states.
The language in Section 2(b)(3)(E) regarding equitable service provision is broad and may lead to subjective interpretations and implementation difficulties.
Sections
Sections are presented as they are annotated in the original legislative text. Any missing headers, numbers, or non-consecutive order is due to the original text.
1. Short title Read Opens in new tab
Summary AI
The first section of the bill states that it can be officially referred to as the “Complete Streets Act of 2024.”
2. Complete streets program Read Opens in new tab
Summary AI
The section creates a "Complete Streets Program" that requires U.S. states to develop road plans ensuring safe use for everyone, including pedestrians, cyclists, and drivers. It defines key terms, explains program goals and requirements, and lays out funding and approval processes for designing and building streets that consider the needs of all users.
Money References
- (5) TECHNICAL ASSISTANCE FUNDING.—A State may provide not more than $100,000 in each fiscal year to an eligible entity with a complete streets policy approved by the applicable State or metropolitan planning organization to conduct studies or analyses to support the completion of a complete streets prioritization plan.
- (2) LIMITATION.—A grant provided to an eligible entity under paragraph (1) may be in an amount equal to the lesser of— (A) $20,000,000; and (B) 20 percent of the total amount of funding for the complete streets program of the State for the fiscal year. (h) Priority.—In selecting projects to receive grants under this section, the State shall give priority to projects on intersections and corridors in which nonmotorized users are most vulnerable, based on the most recent data and the evidence of risk.
3. Safety for users Read Opens in new tab
Summary AI
The amendment to Section 1442 of the FAST Act requires that the Secretary ensures each state and metropolitan planning organization follows new safety standards. These standards are meant to make sure that all users, both motorized and nonmotorized, can safely and adequately use federal transportation projects at every stage, from planning to operation.
4. Complete Streets design standards Read Opens in new tab
Summary AI
The section describes new "Complete Streets" design standards that must be established by the Secretary within 180 days after the Complete Streets Act of 2024 is enacted. These standards require bike lanes, sidewalks, and lighting for safety. Projects on eligible Federal-aid highways must comply with these standards within specified timelines unless exempt, such as emergency repairs or areas with no anticipated need. There are also provisions for appeals and reporting of compliance by states.
Money References
- “(B) PROJECTS DESCRIBED.—Except as provided in paragraph (4), a project referred to in subparagraph (A) is a new project— “(i) on a Federal-aid highway that— “(I) is within the boundaries of a metropolitan planning area; and “(II) has scheduled, fixed-route transit service; “(ii) that uses funds apportioned to a State under section 104(b); and “(iii)(I) for new construction or reconstruction; or “(II) with a total cost of more than $10,000,000. “
- “(C) PROJECTS DESCRIBED.—Except as provided in paragraph (4), a project referred to in subparagraph (A) is a new project— “(i) on a Federal-aid highway that is within the boundaries of a metropolitan planning area; “(ii) that uses funds apportioned to a State under section 104(b); and “(iii)(I) for new construction or reconstruction; or “(II) with a total cost of more than $10,000,000.