This bill exempts communications projects replacing disaster-damaged infrastructure from federal environmental (NEPA) and historic preservation (NHPA) review requirements. It applies specifically to projects within 5 years of a federally declared disaster (under the Stafford Act) that replace damaged facilities or make necessary recovery/improvement work for future resilience. The key mechanism removes the need for environmental assessments or historic preservation consultations for these projects, speeding up rebuilding of cell towers, networks, and emergency communications infrastructure. This directly affects telecom providers and local governments coordinating disaster recovery efforts after events like hurricanes or floods.
HR 4376, the AV Safety Data Act, requires vehicle manufacturers and operators (called "covered entities") to report detailed safety data to the National Highway Traffic Safety Administration (NHTSA) about autonomous vehicles and Level 2 driver assistance systems. Covered entities must submit monthly reports including miles traveled broken down by vehicle type, location, and software version, plus data on collisions involving vulnerable road users and "unplanned stoppage events" (like vehicles stopping unexpectedly on roads). This data, including location, weather, and resolution times for incidents, becomes publicly available online in machine-readable format 120 days after the law takes effect. The law directly affects companies producing or operating autonomous vehicles, aiming to create a standardized public safety database for these technologies.
She Develops Regulations In Vehicle Equality and Safety Act or the She DRIVES Act This bill directs the Department of Transportation (DOT) to revise motor vehicle safety standards to require the use of certain anthropomorphic test devices (i.e., crash test dummies) and testing on female crash test dummies. Specifically, DOT must issue final rules to revise the current testing regulations to include specific adult male and adult female frontal impact and side impact crash test dummies. The final rules must establish or update the testing injury criteria based on real-world injuries and the greatest potential to increase safety. The injury criteria must include head, neck, chest, abdomen, pelvis, upper leg, and lower leg criteria for the crash test dummies. The final rules must also establish crashworthiness frontal and side impact tests for adult female occupants in all front seating positions that are currently tested for adult male occupants (as of the date of the bill's enactment). Further, DOT must promulgate a final decision notice to update the testing procedures for the New Car Assessment Program of the National Highway Traffic Safety Administration to require the use of these crash test dummies for frontal and side impact crashworthiness testing. Finally, DOT must submit reports to Congress that, among other things, identify timelines for DOT to incorporate additional types of crash test dummies into the regulations and identify testing devices used in other countries for similar crashworthiness standards.
HR 546, the Investing in Safer Traffic Stops Act of 2025, creates a federal grant program to fund local, state, and tribal governments in replacing police officers with civilian staff or traffic monitoring technology for enforcing traffic violations. The program, authorized for $100 million annually from 2026 through 2031, allows grantees to purchase technology or hire non-law enforcement personnel (defined as "civilians" under the bill) to handle traffic enforcement. This directly affects local governments seeking to shift traffic enforcement responsibilities away from sworn officers, with funds restricted solely to civilian staffing or traffic monitoring technology. The bill does not mandate this shift but provides financial support for jurisdictions choosing this approach.
This bill requires large auto manufacturers (those producing over 250,000 vehicles annually) to make at least 10,000 passenger vehicles per year meeting two specific safety standards: one for a U.S. impairment detection system (DADSS) and another based on a European car safety assessment (ENCAP 10.3). It applies directly to major vehicle manufacturers selling in the U.S., mandating these standards within 180 days of enactment. The bill expires when a related rule from the Infrastructure Investment and Jobs Act takes effect. It does not specify enforcement penalties but references existing civil penalties for noncompliance.
The Roadway Safety Modernization Act of 2025 requires states to integrate proven safety tools like predictive analytics and telematics into highway safety planning and freight programs. It directs state highway agencies to use these technologies to identify high-risk road segments, evaluate crash causes, and improve safety project effectiveness. The bill also mandates the Transportation Department to issue guidance on data privacy, tool validation, and transparency for these safety technologies. This directly affects state transportation departments and freight operators who must adopt these data-driven approaches in their safety planning under federal highway programs.
HR 1828, the School Bus Safety Act of 2025, requires new school buses (over 10,000 lbs gross weight) to have 3-point seat belts at every seat, fire suppression systems, enhanced firewalls, and stricter interior flammability standards. It also mandates automatic emergency braking, event data recorders, electronic stability control, and 8 hours of specialized driver training for school bus operators. School districts can apply for federal grants to purchase new safety-equipped buses or retrofit existing ones. These requirements would take effect for buses manufactured or imported one year after the Transportation Secretary issues final rules.
The Trailer Safety Improvement Act (HR 141) amends federal highway safety programs to specifically address trailer safety. It requires these programs to prevent improper and unsafe use of light- and medium-duty trailers and to educate the public about required safety equipment and preventive maintenance, particularly after unsecured vehicle loads. This directly affects trailer owners, operators, and the public by promoting safer towing practices through existing federal initiatives. The key change is adding these two concrete objectives to current program requirements under Title 23, U.S. Code. The bill does not create new funding or regulations but refocuses existing efforts on these safety priorities.
HR 6704 establishes a $45 million prize competition to accelerate development of passive, in-vehicle technology that prevents operation by drivers with high blood alcohol levels (e.g., breath or touch sensors). It also creates a Traffic Safety Enforcement Center of Excellence to provide states and law enforcement with data-driven strategies for targeting drunk and drug-impaired driving, and mandates a national drug-involved crash data system to track non-alcohol impairments in fatal and serious injury crashes. The bill directly affects vehicle manufacturers (through tech integration incentives), states (via enforcement training and data grants), and law enforcement agencies (through new protocols and resource targeting). Key provisions include requiring standardized toxicology data collection, prioritizing rural/underserved states for grants, and de-identifying public crash data to comply with privacy laws.
The Parkway Safety and Reinvestment Act authorizes speed safety cameras on National Park System highways (managed by the Interior Secretary) to automatically capture speeding violations. It allows the National Park Service to issue citations and fines for these violations, with all collected revenue required to fund repairs, maintenance, and camera upkeep on the specific park roads where violations occurred. The bill mandates that camera use complies with state traffic laws where the park highway is located. This directly affects drivers using National Park roads and requires the Park Service to reinvest enforcement revenue into maintaining those same park infrastructure systems.
