Transportation

Railway Safety Act of 2025 This bill addresses safety requirements for rail carriers and trains transporting hazardous materials. Specifically, the Department of Transportation (DOT) must issue safety regulations for trains carrying hazardous materials to require that rail carriers or shippers (1) provide state emergency response commissioners with advance notice and information about the hazardous materials; (2) reduce blocked rail crossings; and (3) comply with certain requirements regarding train length and weight specifications, track standards, speed restrictions, and response plans. DOT must also establish requirements for wayside defect detectors. These are used by railway systems alongside the tracks to detect defects and failures (e.g., wheel bearing failures). Current federal regulations do not require their use, but federal guidance does address their placement and use. Under the bill, DOT must issue regulations establishing requirements for the installation, repair, testing, maintenance, and operation of wayside defect detectors for each rail carrier operating a train carrying hazardous materials. The bill also increases the maximum fines DOT may impose on rail carriers for violating safety regulations; requires DOT to update rail car inspection regulations and audit the federal inspection programs; establishes a statutory requirement for freight trains to have at least two crew members, with exceptions; phases out certain railroad tank cars by May 1, 2027; expands training for local first responders; imposes a new fee on certain rail carriers; and authorizes grants to improve railway safety.

S 1167, the Transportation Asset Management Simplification Act, modifies federal requirements for states managing transportation assets. It changes the submission frequency for asset management plans from annually to once every four years, aligning with existing recertification cycles. The bill establishes clearer compliance rules: states deemed compliant maintain that status until the next review, while noncompliant states get a 90-day period (extendable) to fix issues without penalties. This directly affects states receiving federal transportation funding, streamlining their reporting obligations under Title 23, U.S. Code.

The Roadway Safety Modernization Act of 2025 requires states to integrate predictive safety tools - like data analytics and telematics - into federal highway safety programs to identify risks, evaluate projects, and improve planning. It directs the Department of Transportation to issue guidelines on data privacy, security, and validating these tools to ensure reliability. The bill also defines "intelligent freight transportation systems" to include technologies that enhance freight safety on highways. These changes apply directly to states administering highway safety funds and federal agencies like the Federal Highway Administration.

This bill (HR 3586) modifies federal transit funding rules to allow transit agencies to make advance payments for new buses without requiring manufacturers to provide a performance bond. It sets strict limits: agencies may pay no more than 20% of the total bus purchase price upfront, and must have a signed contract with the manufacturer, preaward approval, and meet other existing requirements. The bill directly affects transit agencies receiving federal funds under Title 49 for bus purchases. It changes how agencies can structure payments but does not alter funding amounts or create new financial obligations. The key change is removing the performance bond requirement while imposing a 20% cap on advance payments.

This bill requires the U.S. Department of Transportation to propose new federal safety standards for seat belts on all new school buses within 180 days of enactment. It directs the Secretary to specifically consider lap/shoulder belt systems (Type 2), safety findings from the National Transportation Safety Board, and existing state practices where seat belts are already required. The proposed rules must also evaluate innovative seat belt detection and reminder systems for school bus designs. The bill directly affects manufacturers of new school buses and aims to establish uniform federal seat belt requirements for all new vehicles, regardless of size.

The Cargo Security Innovation Act establishes a pilot program to test advanced security technologies at up to six high-risk cargo transportation hubs, such as ports, airports, and rail yards, with elevated cargo theft rates. The Transportation Security Administration will provide grants to partnerships between transportation companies, rail police, and local law enforcement to deploy and evaluate these technologies. The bill prohibits using technology from "foreign entities of concern" and requires grantees to track fund usage for audits. After two years, the TSA must report on the technologies' effectiveness, and the pilot will end three years after initial deployment, followed by a GAO evaluation.

The Cool Corridors Act of 2025 expands the existing Healthy Streets program to fund tree planting, shade structures, and green infrastructure along transportation corridors - like bus stops, transit hubs, and school zones - to reduce heat exposure. It directly affects communities facing extreme heat and limited tree canopy (especially low-income or historically underserved areas), as well as state/local transit agencies, schools, and environmental groups. Key provisions include requiring projects to prioritize heat-vulnerable regions, mandate annual reporting on temperature reduction and equity outcomes, and ensure tree planting doesn’t obstruct traffic safety. The bill also extends program funding through 2030 and mandates coordination with agencies like the EPA and Forest Service.

HR 3085, the Expanding Regional Airports Act, creates a new federal grant program to help specific regional airports expand their capacity. It authorizes $50 million annually to provide 3-10 grants per year to airports serving communities of at least 75,000 residents that are either general aviation airports or nonprimary commercial service airports. Grants can fund runway lengthening, expanded screening facilities, hangar construction, improved passenger amenities, and costs to meet federal security and operational requirements. This bill directly supports smaller airports seeking to handle more passengers and flights without requiring legislative changes to broader aviation policy.

HR 6839, the Vaccine Transportation Access Act, provides federal grants to nonprofit community organizations that serve low-income or minority communities facing transportation barriers to vaccines. The grants fund projects like on-demand rides, first/last mile transportation to vaccine sites, and expanded transit coordination to reduce missed appointments. Recipients must track performance metrics and report outcomes to the Department of Health and Human Services. The bill also adds a provision ensuring 100% federal funding for nonemergency vaccine-related transportation costs under Medicaid plans.

HR 4419, the AV Accessibility Act, requires states to ensure self-driving ride-hail services (like driverless Uber/Lyft vehicles) do not discriminate against people with disabilities when issuing licenses for fully autonomous operation. It mandates a federal study to identify infrastructure changes - such as improved curb access, non-visual navigation aids, and dedicated pickup zones - that would help people with disabilities safely use these vehicles. The study, funded with $5 million, will examine modifications to sidewalks, road design, and technology to improve accessibility during boarding and exiting. This bill directly affects disabled riders and autonomous vehicle service providers operating in the U.S.