HR 6635, the Bus Operator Safety and Security Act, requires new fixed-route buses over 30 feet long (with a 10+ year lifespan) purchased using federal transit funds to have physical barriers at the driver's workstation. These barriers must extend from floor to ceiling, fully enclose the workstation to block entry of people or objects, and not obstruct the driver's view. Transit agencies must install these barriers within two years of the law's enactment, unless the labor union representing bus drivers agrees to waive the requirement. The rule applies only to new buses bought with federal funds (excluding those from rural transportation programs) and directly affects transit agencies and bus drivers operating large fixed-route vehicles.
HR 3647, the SAFE CROSS Act, requires the Federal Railroad Administration to study AI-enabled sensors at rail crossings. The study, to be completed within one year of the bill's enactment, will examine existing pilot programs, compare costs and benefits against alternatives like grade separations, and identify best practices. Results must be published publicly within 30 days, including recommendations for federal, state, tribal, local governments, and private entities responsible for rail crossing safety. This bill does not implement sensors but directs a review of their potential safety benefits and challenges.
The SPEED Act (S 1894) amends federal transportation law by doubling the funding thresholds for projects eligible for categorical exclusion from environmental reviews. It increases the federal assistance limit from $6 million to $12 million and the project cost limit from $35 million to $70 million. This change directly affects state and local transportation projects that qualify under these thresholds, allowing them to bypass certain federal environmental assessments. The bill makes a technical adjustment to existing law without creating new requirements or altering approval processes.
The BRIDGE Act (HR 6889) creates a new federal grant program to fund the repair, replacement, or rehabilitation of bridges used in commuter rail operations. Public transportation operators can apply for competitive grants covering capital costs, with requirements including a bridge access agreement if the operator doesn’t own the bridge and eligibility limited to projects with projected usage-based costs. The bill authorizes $1.5 billion annually for fiscal years 2027-2031, prioritizing bridges in poor condition or identified for replacement in transit agencies’ asset management plans. It defines "commuter rail bridge" to include structures also used for intercity rail, other transit, or roadways.
This bill creates federal crimes targeting vandalism and assaults on public transit systems. It makes damaging vehicles or facilities with graffiti punishable by up to 5 years in prison (10 years for repeat offenses or $1,000+ damage), and assaults on workers or passengers punishable by 5-20 years (15-20 years with weapons, injury, or prior convictions). Courts must order full restitution for property damage. The law applies only to transit systems using federal funds, affecting interstate commerce, or involved in commerce.
# Summary of Transportation, Housing and Urban Development, and Related Agencies Appropriations Act, 2026
This comprehensive appropriations bill allocates funding for the Department of Transportation, Department of Housing and Urban Development (HUD), and several related agencies for fiscal year 2026.
## Key Funding Areas
1. **Department of Transportation**: Includes funding for transportation infrastructure, safety programs, and related initiatives.
2. **Department of Housing and Urban Development (HUD)**:
- Tenant-based rental assistance (Section 8)
- Public housing operating and capital funds
- Lead hazard reduction programs
- Fair housing activities
- Homeless assistance grants
- Community development programs
- Healthy homes initiatives
3. **Related Agencies**: Funding for the Access Board, Federal Maritime Commission, National Railroad Passenger Corporation (Amtrak), National Transportation Safety Board, Neighborhood Reinvestment Corporation, and Surface Transportation Board.
## Major Restrictions and Provisions
1. **Funding Restrictions**:
- No funds may be used for certain types of training (e.g., training inducing emotional stress, religious content, or designed to change personal values)
- No funds for first-class airline travel in contravention of federal regulations
- No funds for certain projects (e.g., no funds to support projects using eminent domain for private economic development)
- No funds to facilitate new scheduled air transportation to Cuban Government-confiscated property
2. **Reporting Requirements**:
- Quarterly reports to Congress on uncommitted, unobligated, recaptured, and excess funds
- Semi-annual reports on properties with failing physical inspections
3. **Fund Transfer Rules**:
- Strict limitations on reprogramming funds without Congressional approval
- Restrictions on transferring funds between accounts (e.g., no more than 10% or $5 million transfer between offices)
- Specific rules for transfer of funds to the Information Technology Fund
4. **Other Significant Provisions**:
- Restrictions on using funds for certain types of litigation
- Requirements for transparency in consulting services
- Limits on using funds for executive-legislative activities
- Prohibitions on using funds for certain types of contracts (e.g., "HAP Contract Support Services" solicitation)
The bill contains numerous specific restrictions on how funds may be used, with over 100 provisions detailing what the funds cannot be used for, reflecting a strong emphasis on fiscal responsibility and program accountability.
HR 5216, the BUFFER Act, requires the Secretary of Transportation to allow regional transit agencies to increase their spare bus ratio to 30% upon meeting specific criteria. This directly affects transit agencies in regions that regularly experience extreme weather events like heatwaves or cold snaps, which disrupt fixed-route bus services. To qualify, agencies must certify their exposure to extreme weather, document past service disruptions, and explain how additional spare buses will maintain reliable service during such events. The bill mandates federal guidance to implement this change within one year of enactment, aiming to improve emergency resilience for bus-dependent riders.
This bill makes the Union Station Redevelopment Corporation (USRC) eligible to receive specific federal transportation grants with 100% federal funding. It amends four grant programs (BUILD, National Infrastructure Project Assistance, Consolidated Rail Infrastructure, and Federal-State Partnership for Intercity Passenger Rail) to explicitly include the USRC as an eligible recipient. For all these programs, the bill requires the federal government to cover 100% of eligible project costs for USRC projects, eliminating typical cost-sharing requirements. The bill directly affects the USRC, enabling it to access these federal funds without contributing state or local matching funds. This is a policy change affecting federal grant eligibility and funding structure for the USRC.
The Streamline Transit Projects Act (HR 6491) allows large urban transit agencies (with populations over 200,000) to assume responsibility for environmental reviews of routine transit projects, such as bus lanes or minor station upgrades, that typically qualify as "categorical exclusions" under federal law. This means qualifying agencies - like major city transit authorities - can skip full environmental impact studies for these standard projects, instead conducting their own reviews under federal guidelines. The bill requires agencies to meet capacity standards, enter formal agreements with the federal government, and handle all legal liability for compliance, while still maintaining public access to information. The change directly affects large metropolitan transit agencies by shifting environmental review responsibilities from federal officials to local entities, aiming to accelerate project timelines without altering environmental standards.
This bill amends federal transit grant rules to incentivize local housing policies near transit. It defines "pro-housing policies" as actions removing regulatory barriers (like eliminating parking minimums or streamlining approvals for multi-family housing) and adds a 1-point scoring boost in grant evaluations for projects demonstrating such policies within walking distance of transit. Local governments and developers seeking federal transit capital grants can earn this boost by documenting these policies, with HUD consulted to assess expected housing outcomes. The policy directly affects how transit projects are scored for funding, aiming to align housing production with transit access.
