HR-8565-119
Referred to the House Committee on Transportation and Infrastructure.
Sponsored by Chris Pappas (D-NH)
What it does
This bill would reauthorize the Active Transportation Infrastructure Investment Program (ATIIP) for fiscal years 2027 through 2031. It would authorize $250 million per year — totaling $1.25 billion over five years — drawn from the Highway Trust Fund (excluding the Mass Transit Account). Funds would be administered like standard federal highway apportionments, would remain available until spent, and could not be transferred to other programs.
Who benefits
Pedestrians and cyclists who would gain improved sidewalks, bike lanes, trails, and other non-motorized infrastructure. Local governments and metropolitan planning organizations that receive grants to build active transportation projects. Construction and engineering firms that would be hired to design and build funded projects. Residents in communities with high rates of walking or cycling commutes, including lower-income households without cars. Public health advocates, as active transportation infrastructure is associated with increased physical activity. Disability advocates, as accessible pedestrian infrastructure benefits people with mobility impairments.
Who is hurt
Motorists and highway-focused interests who may view the Highway Trust Fund — historically dedicated to road construction — as being diverted from road and bridge projects. States and localities competing for limited Highway Trust Fund dollars for traditional road maintenance. Taxpayers who oppose federal spending on non-highway uses of the Highway Trust Fund. Rural communities, which may receive fewer active transportation grants relative to urban and suburban areas where walking and cycling infrastructure is more commonly prioritized.
Supporters argue
Supporters argue that ATIIP fills a critical gap in federal transportation funding by directing resources specifically to walking and biking infrastructure, which has historically been underfunded relative to roads and highways. They contend that active transportation reduces traffic congestion, lowers carbon emissions, and improves public health outcomes — and that the program's existing track record under the Infrastructure Investment and Jobs Act demonstrates measurable community benefits. At $250 million per year, they argue the program represents a modest but targeted commitment within a broader federal transportation budget exceeding $60 billion annually.
Opponents argue
Opponents argue that the Highway Trust Fund was established to build and maintain roads and bridges, and that directing $1.25 billion from it toward pedestrian and cycling projects diverts resources from the core infrastructure needs the fund was designed to address — particularly as the fund faces long-term solvency challenges. They contend that active transportation is primarily a local concern best funded by state and municipal governments, and that federal involvement adds administrative overhead without ensuring that projects reflect local priorities or deliver proportionate economic returns.
Constitutional context
Congress has broad authority to fund transportation infrastructure under the Commerce Clause (Art. I, §8, cl. 3) and the Spending Clause (Art. I, §8, cl. 1). This bill reauthorizes an existing program and does not raise novel constitutional questions; it is a straightforward exercise of congressional appropriations authority.
Checks and balances
Congress holds the appropriations power and sets program parameters; the Department of Transportation administers grants and enforces program rules; the Highway Trust Fund's solvency is subject to ongoing congressional oversight.
Historical precedent
ATIIP was originally established by the Infrastructure Investment and Jobs Act of 2021, which authorized similar active transportation funding; this bill would extend that program for a second five-year cycle.