HR 312, the Restoring Vehicle Market Freedom Act of 2025, repeals five tax credits related to clean and alternative fuel vehicles from the Internal Revenue Code. Specifically, it eliminates credits for previously owned clean vehicles, alternative motor vehicles, alternative fuel refueling property, new plug-in electric vehicles, and commercial clean vehicles. This change means individuals and businesses purchasing or installing qualifying vehicles or infrastructure will no longer be eligible for these tax incentives. The repeal applies to vehicles or property acquired or placed in service after the bill's enactment date.
The No Track No Tax Act of 2025 prohibits federal funds from being used to study, propose, establish, implement, or enforce any mileage tax program, including those requiring vehicle mileage tracking. It directly affects state and local governments seeking to adopt mileage-based taxes, as they cannot use federal money for related activities like developing tracking systems. The bill blocks federal financial support for mileage tax initiatives but does not ban the taxes themselves. This restriction applies to all federal funding streams, preventing even indirect support for such programs.
HR 5337 establishes a new standard for businesses (called "covered entities") that contract with motor carriers to ship goods. It requires these businesses to verify 45 days before shipment that a carrier is properly registered, has required insurance, and is confirmed by the Federal Motor Carrier Safety Administration (FMCSA) as meeting safety standards. Individual shippers (like personal movers) are exempt from these verification requirements. The standard expires once the FMCSA issues new safety fitness regulations within one year of the bill's enactment. The bill also creates a public FMCSA confirmation system showing whether carriers meet safety requirements.
The AMERICA DRIVES Act (HR 4661) allows commercial trucks equipped with Level 4 or Level 5 automated driving systems (ADS) to operate interstate without a human driver onboard or a remote operator. It directly affects commercial trucking companies and autonomous vehicle manufacturers by preempting state laws requiring human drivers and mandating the Department of Transportation (DOT) to update regulations by 2027. Key provisions include revising rules around hours of service, drug testing, and driver licensing to apply to driverless vehicles, while defining ADS based on industry standards (SAE J3016). The bill ensures regulatory parity for ADS-equipped trucks and excludes automated technologies from width calculations under safety standards.
This bill requires a nonpartisan review of rising costs for transit buses in the U.S. The Comptroller General will analyze factors driving high manufacturing and procurement costs, compare U.S. prices to other countries, and examine how supplier challenges affect federal transit programs like the Low/No Emission Grant Program. The review will assess strategies such as joint state procurement that might reduce costs and speed up delivery. The findings will be reported to Congress within 18 months, but the bill itself does not change funding or directly alter bus procurement processes.
HR 1137, the "No Kill Switches in Cars Act," repeals Section 24220 of the Infrastructure Investment and Jobs Act (Public Law 117-58), which previously required vehicle manufacturers to implement advanced impaired driving technology. This bill directly affects car manufacturers by removing a mandate to integrate specific safety technology designed to detect driver impairment. The key provision is the repeal itself, eliminating the requirement without creating new obligations or altering existing vehicle safety standards.
This bill increases the annual limit on the tax credit for qualified railroad track maintenance expenses (also referred to as the short line railroad tax credit) and expands eligibility for claiming the credit. Under current law, the tax credit is limited each tax year to $3,500 multiplied by the sum of the number of miles of railroad track owned or leased by the taxpayer (miles owned or leased) and the number of railroad track miles assigned to the taxpayer by a Class II or III railroad (miles assigned). This bill increases the annual limit to $6,100 multiplied by the sum of miles owned or leased and miles assigned. The $6,100 amount used in the calculation of the tax credit limit is adjusted for inflation for tax years beginning after 2025. The bill also expands eligibility for the tax credit to include gross expenses for maintaining railroad tracks owned or leased as of January 1, 2024. Under current law, the tax credit is limited to gross expenses for maintaining railroad tracks owned or leased as of January 1, 2015.
HR 2526, the Bus Parity and Clarity Act, clarifies that over-the-road buses operating in scheduled or charter service must pay the same tolls and access terms as public transit buses at toll roads, bridges, tunnels, and HOV lanes. It updates federal definitions to explicitly include "charter service" under existing equal access rules and requires toll facilities to offer these buses identical rates. The bill mandates the Federal Highway Administration to publish a public database of toll rates and terms within 180 days of enactment. This directly affects commercial bus operators using toll infrastructure, ensuring they receive equitable treatment compared to public transit vehicles.
Brake for Kids Act of 2025 This bill directs the Department of Transportation (DOT) to produce and distribute a national public safety campaign on the dangers of illegally passing stopped school buses. Specifically, the campaign must increase awareness and education about the issue through a variety of media, including television, radio, and social media advertising. DOT must use Infrastructure Investment and Jobs Act funds to produce and distribute the campaign.
The HOME Expansion Act allows jurisdictions that don't receive other federal housing funds to use HOME program money for infrastructure like water lines, roads, and sidewalks directly tied to affordable housing projects. It raises the income eligibility limit for affordable homeownership from 95% to 110% of area median income and requires new long-term affordability measures, such as shared equity ownership models or community land trusts. The bill also creates exceptions for military members (waiving income rules during deployment) and heirs of deceased homeowners to maintain housing affordability. These changes apply to housing assisted under the HOME program and related tax credit programs.
