This bill updates highway safety laws to better protect people involved in roadside incidents and work zones. It expands definitions to include "occupants and pedestrians associated with disabled vehicles" in safety programs and requires collecting data on roadside deaths and work zone fatalities. The bill creates two new working groups - one focused on disabled vehicle crashes and another on work zone safety - to analyze data, develop solutions, and share best practices with the National Highway Traffic Safety Administration. It also mandates annual reports from the Federal Highway Administration on how states use work zone safety funds, including spending details and effectiveness. These changes directly affect drivers, pedestrians, construction workers, and emergency responders by improving data collection and safety planning.
HR 1892 establishes a federal grant program to fund wireless electric vehicle (EV) charging infrastructure across the U.S. The program, authorized with $250 million, provides competitive grants (capped at $25 million per project) to states, transit agencies, and other eligible entities to build or improve wireless charging systems for vehicles - prioritizing fleets (like buses and trucks), underserved communities, and projects that reduce range anxiety. Grants cover up to 80% of project costs, require adherence to Davis-Bacon wage standards, and mandate Buy America rules for equipment. This directly affects local governments and transit providers implementing EV charging networks while aiming to expand EV adoption through accessible, grid-friendly infrastructure.
This bill amends a federal program to promote pollinator-friendly vegetation along roadsides and highway rights-of-way. It expands eligibility to include 501(c)(3) nonprofits managing such projects and requires consultation with the Fish and Wildlife Service before finalizing plans. The bill increases annual funding from $150,000 to $500,000 for program administration and raises the annual funding cap for projects from $2 million to $5 million (for fiscal years 2026-2031). These changes directly affect state transportation departments, federal land agencies, and qualifying nonprofit organizations managing roadside vegetation. The key policy shift is broadening partnership opportunities while increasing funding and clarifying consultation requirements.
The Complete Streets Act of 2025 requires states to establish programs that help local governments, transit agencies, Tribal governments, and other eligible entities design and build transportation infrastructure accommodating all users - including pedestrians, cyclists, transit riders, and people with disabilities. States must provide technical assistance and grants for complete streets projects, with funding coming from 5% of transportation funds apportioned to each state. The bill establishes new design standards requiring protected bike lanes, accessible sidewalks, and appropriate lighting for many road projects, with compliance required for certain new construction and reconstruction projects on Federal-aid highways within metropolitan areas. It also mandates that states develop "complete streets prioritization plans" focusing on improving safety, mobility, and accessibility, particularly in underserved communities.
Connor’s Law (S 2991) requires commercial motor vehicle operators (like truck and bus drivers) to read and speak English well enough to converse with the public, understand English highway signs, respond to officials, and complete reports. It amends federal law to add this language requirement as a condition for operating commercial vehicles. Drivers found noncompliant by enforcement officers would be immediately declared "out of service" (removed from driving). The bill directly affects commercial drivers nationwide who operate vehicles under federal regulations. It does not change existing out-of-service rules for other safety violations.
This bill requires states to publicly report annually on major transportation projects (costing over $10 million) included in their statewide transportation plans. States must publish online reports detailing each project's score based on how well it meets state performance goals and national transportation targets, along with projected benefits, selection reasons, and geographic coordinates. The reports must also explain the metrics used to calculate project scores. These requirements apply to all states implementing qualifying projects, aiming to increase transparency and tie project selection to measurable outcomes. The law mandates these reports start one year after enactment and continue annually.
This bill mandates a joint study by the Comptroller General and the Transportation Secretary to examine weather-related safety gaps in surface transportation (roads, highways, etc.). The study will evaluate federal programs, state/local practices, emergency response, technology barriers, and cost-benefit analyses related to weather impacts on transportation safety. It specifically assesses whether current efforts reduce crashes, reach rural areas, and support real-time traveler alerts. The study must be completed within two years of enactment, with findings and recommendations reported to Congress. This is a procedural study bill focused on identifying gaps, not implementing new policies.
The GREEN Streets Act (S 2890) requires states and metropolitan areas to establish specific targets for reducing vehicle miles traveled and greenhouse gas emissions from transportation systems. It mandates that states set minimum standards for decreasing per capita vehicle miles traveled through investments in transit, sidewalks, bike lanes, and land use planning that supports multimodal transportation. States failing to meet these targets must obligate 33% of their federal highway funds toward meeting the targets, with this requirement increasing by 2% annually until targets are achieved. The bill also requires analysis of projects that increase traffic capacity, particularly those affecting environmental justice communities, and establishes new performance measures for transit accessibility and multimodal transportation options.
HRES 367 is a non-binding House resolution expressing support for designating May 2025 as "Motorcycle Safety Awareness Month." It recognizes motorcycles as part of the transportation mix, highlights the motorcycling community's safety efforts, and encourages rider education, proper gear use, and shared road safety for all users. The resolution does not create new laws or funding but symbolically promotes existing safety initiatives like those by the National Highway Traffic Safety Administration. It directly affects the motorcycling community and public awareness efforts, not specific individuals or regulations.
HR 4847 extends deadlines for states to advance federally funded emergency highway projects after a declared disaster. It prevents the federal government from requiring projects to move to construction before the end of the sixth fiscal year following either a state governor's emergency declaration or the president's major disaster declaration. States can request up to one year extensions for these deadlines, with additional extensions possible if the state provides justification. The bill also requires the federal government to update and publicly share emergency relief manuals every two years to guide states on handling disaster-related highway projects. This directly affects states managing federal highway emergency funds following disasters.
