The TURBO Act expands tax-exempt financing options for specific transportation projects to encourage investment in urban transit and freight infrastructure. It directly affects state and local governments issuing bonds to fund these initiatives by raising the maximum borrowing limit for highway and freight transfer facilities from $30 billion to $45 billion. Additionally, the bill allows tax-exempt bonds to be used for purchasing rolling stock like trains and permits high-speed intercity rail projects to have a maximum speed limit of 110 miles per hour instead of 150. These changes apply to any bonds issued after the law is enacted.
The PATH Act modifies federal funding rules for fixed guideway transit projects, such as light rail and subway lines, to better support high-growth communities. It allows agencies to use population density, population growth rates, and local development plans when forecasting how many people will use a new transit line. By updating these criteria, the bill aims to make it easier for cities with rapidly growing populations to qualify for capital investment grants. This change directly affects transit agencies and local governments seeking federal money to build or expand rail systems in expanding areas.
The Modal Parity in Permitting Act allows federal transit funds to be used for purchasing or leasing real property needed for transit projects before environmental reviews are finished, provided the transaction follows federal law. This change applies to projects receiving financial assistance for transit corridors and passenger rail lines, enabling earlier acquisition of land or buildings. However, the bill strictly prohibits any physical development or improvements to that property until all required environmental reviews are complete. Additionally, the Federal Transit Administration must update its existing guidance documents within six months to reflect these new rules.
The ASAP Act authorizes $350 million annually to help states and local governments upgrade accessibility at older rail stations and facilities that were built before 1990. These funds can be used to retrofit infrastructure such as platforms and entrances to meet modern disability standards, ensuring they are usable by people who use wheelchairs or have sensory and intellectual disabilities. To receive funding, recipients must create a plan that addresses accessibility for all types of disabilities and considers equity for low-income riders and communities of color. The bill also requires that the Secretary of Transportation encourage coordination with disability advocacy groups to assess project needs and progress.
The PATH Act modifies federal funding rules for fixed-guideway transit projects, such as rail lines, to allow grant recipients to use more flexible ridership forecasting methods. Under the new provisions, agencies can choose to base their forecasts on either population density or population growth rate, whichever factor is most beneficial for predicting ridership. The bill also requires these forecasts to consider local development planning activities alongside the chosen population metric. This change directly affects transit agencies applying for capital investment grants by expanding the data they may use to justify project viability.
This bill, the Remote Control Locomotives Safety Improvement Act of 2026, prohibits railroads from operating trains on main lines or outside rail yards using remote control locomotives without a human engineer physically present in the lead locomotive's cab. It mandates that any train moving on a main line must be led by a certified engineer inside the cab and explicitly excludes remote control operators from performing these duties. To enforce these rules, the Federal Railroad Administration must conduct mandatory audits of Class I railroads within 180 days and perform unscheduled inspections of other carriers within a year, while violations can result in civil penalties of up to one percent of annual income or $1 million per day.
This bill creates a new tax incentive to encourage the construction and renovation of affordable housing near public transportation hubs. It directly affects developers and investors by increasing the Low-Income Housing Tax Credit for buildings located within half a mile of rail, bus, harbor, or waterway stations in high-density zones. The credit amount is boosted to 150% of the standard value, rising to 155% for projects in Hawaii, Alaska, or U.S. territories, with limits on how many areas can be designated in each region. Additionally, the bill requires the Department of Housing and Urban Development to study geographic cost-of-living differences and propose changes to how tax credit funds are distributed among states.
The Southeastern Rail Technologies Mapping Act of 2026 directs the Federal Railroad Administration to study how to improve rail performance and integrate new power technologies in the southeastern United States. This study will examine rail segments between Florida and Washington, DC to identify areas suitable for electrification or battery and fuel cell systems while noting any implementation challenges. If certain segments are found unsuitable for these technologies, the report must explain the reasoning and suggest specific infrastructure updates with estimated costs to make them viable. The Administrator is required to submit the findings of this study to Congress within 18 months of the bill's enactment.
The American Electric Rail Mapping Act of 2026 directs the Federal Railroad Administration to conduct a study on the feasibility of electrifying passenger and freight rail lines across the United States. This study will identify existing and planned rail corridors, determine how current systems are powered, and assess which segments could adopt clean rail technologies. The Administrator must consult with railroad operators, state and local governments, and other relevant entities while using existing resources to minimize costs. The agency is required to submit an initial progress report to Congress within one year of enactment, followed by a final report on the study's results a year later.
The Rail Motive Power Source Integration Act of 2026 directs the Federal Railroad Administration to launch a pilot program exploring how trains can switch between different power sources like batteries, electricity, hydrogen, and diesel. The bill requires the agency to research these technologies, design rail cars that allow for easy power source changes, and test these designs through demonstration projects. Additionally, the Administrator must study locations where trains currently need to change power sources due to limitations and report the findings to Congress within one year of the law's enactment.
