Transportation (Freight)

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.

Household Goods Shipping Consumer Protection Act This bill allows the Federal Motor Carrier Safety Administration (FMCSA) to assess civil penalties against motor carriers, brokers, and freight forwarders for violations related to the interstate transportation of household goods and provides states with additional related authorities. As background, a broker is the “middle person” between a shipper and a motor carrier and arranges for the transportation of household goods. A freight forwarder organizes shipments for individuals or corporations. Unlike a broker, freight forwarders assume responsibility for transportation and may transport the freight itself. The bill expands the FMCSA registration requirements to require motor carriers, brokers, and freight forwarders to designate a principal place of business (i.e., a single physical location where management officials report to work, a significant portion of the transportation business is conducted, and records are maintained). FMCSA may withhold, suspend, amend, or revoke any part of a registration for failure to designate. In addition, brokers and freight forwarders must disclose any common ownership, management, control, or familial relationship with any other carrier, freight forwarder, broker, or applicant in the previous three years. Under current law, motor carriers must disclose this information. Further, states may use certain grant funds to enforce federal household goods statutes and regulations for the interstate transportation of these goods by motor carriers and brokers. This applies to Motor Carrier Safety Assistance Program (MCSAP) grant funds and MCSAP High Priority discretionary grant funds. A state shall retain collected fines that are a result of enforcement.

The VARIANCE Act (HR 2920) allows commercial trucks transporting dry bulk goods to exceed standard axle weight limits by up to 10 percent (reaching 110% of the maximum axle weight), while still adhering to overall gross vehicle weight restrictions. It directly affects trucking companies hauling unpackaged, nonliquid bulk materials like grain or sand in specialized trailers. The bill amends federal transportation law to create this weight variance specifically for dry bulk cargo, defined as homogeneous, unmarked materials transported in purpose-built trailers. This change aims to improve efficiency by reducing the number of trips needed for bulk shipments without increasing total vehicle weight.

HR 5423, the Predatory Truck Leasing Prevention Act of 2025, would ban truck companies from using lease-purchase agreements that trap drivers in debt without building equity. It requires the federal government to create new rules within one year to prohibit "predatory" programs where carriers control drivers' work, pay, and debt while denying drivers ownership of the truck. Drivers who signed such agreements after the new rules take effect could seek relief if the terms violated the regulations. This directly affects truck drivers in lease-purchase programs and the trucking companies that use them.

HR 3142, the Secure U.S. Leadership in Space Act of 2025, amends the federal tax code to provide spaceports with financial treatment similar to airports. It specifically allows spaceports to qualify for tax-exempt bonds used for infrastructure development and creates special rules for government leases of spaceport land. The bill defines "spaceport" broadly to include facilities for spacecraft manufacturing, launch services, reentry operations, and cargo transport. These changes directly benefit spaceport developers and operators seeking tax advantages for building and operating commercial space infrastructure. The policy change modifies existing tax code sections (142, 146, 149) to exclude spaceport bonds from certain state tax limits and federal guarantee restrictions.

HR 7321, the Towing Safety Act, updates federal rules for heavy-duty tow trucks transporting disabled vehicles. It defines "covered heavy-duty tow and recovery vehicles" to require travel within a single state and compliance with bridge weight limits. The bill specifically sets length and quantity limits for the towed vehicle combination, mandating that these limits match the original disabled vehicle's compliance at the time of disablement. This directly affects commercial towing companies operating heavy-duty vehicles under federal highway regulations.

This bill requires trucking companies operating vehicles weighing over 10,000 pounds to report positive hair drug test results from pre-employment or random tests to the Drug and Alcohol Clearinghouse. It mandates that such tests come only from laboratories accredited by the College of American Pathologists for forensic hair testing and must follow Department of Health and Human Services scientific guidelines when available. The law updates existing reporting rules to include hair test results alongside traditional urine tests in the clearinghouse system. This directly affects commercial motor vehicle employers and drivers subject to federal drug testing requirements.

HR 6647, the Drone Safety Enhancement Act, requires NASA to collaborate with the FAA and other agencies on research into drone technology and advanced air mobility systems. It mandates NASA to brief Congress within 18 months on progress related to unmanned aircraft systems, traffic management (UTM), and autonomous capabilities. The bill directly affects NASA, the FAA, and industry stakeholders developing urban/regional air mobility systems using drones or autonomous aircraft. It focuses on research coordination rather than imposing new regulations, defining terms like "urban air mobility" (e.g., passenger drones under 1,320 lbs) and "regional air mobility" (e.g., larger cargo drones).

HR 2424, the Modern, Clean, and Safe Trucks Act of 2025, repeals a 12% federal excise tax on new heavy trucks, tractors, and trailers. This tax currently adds significant costs - $7,000+ for trailers, $20,000+ for clean diesel trucks, and up to $50,000 for advanced technology trucks - discouraging replacement of older, less efficient vehicles. The bill directly affects truck manufacturers, dealers, and fleet operators by removing this cost barrier, making newer, cleaner models more affordable. It aims to accelerate the adoption of modern trucks with improved safety and environmental features, particularly benefiting electric and alternative-fuel vehicles that face higher upfront costs.

HR 5563, the DRIVE-SAFE Act, creates a structured apprenticeship program for commercial drivers under age 21. It requires employers to provide a two-phase training program: a 120-hour probationary period focused on basic driving skills (like traffic navigation and safety awareness), followed by a 280-hour period covering advanced tasks (such as pre-trip inspections and load management). During both phases, apprentices must operate vehicles equipped with automatic transmissions, collision mitigation systems, and video capture, and must be accompanied by an experienced driver (26+ years old with no recent accidents or violations). The bill does not change existing commercial driver’s license requirements and mandates employers to maintain records and provide remediation for preventable accidents or violations during training.