The Faster Buses Better Futures Act authorizes $250 billion in grants over five years to help transit agencies redesign their bus networks to increase ridership by 100% within six years. It requires redesigns to be equitable, focusing on underserved communities including those in persistent poverty, and prohibits relying on fare elimination or automated buses to achieve ridership gains. The bill also provides $1 billion annually for bus stop shelters, $1 billion annually for station accessibility improvements for people with disabilities, and funding for transit priority measures like dedicated bus lanes. These provisions affect transit agencies nationwide, with a focus on improving service for low-income residents, seniors, people with disabilities, and communities of color.
This bill authorizes $7.5 billion annually from fiscal years 2027 through 2031 for grants to states and rail agencies to fund intercity passenger rail projects. It directly affects state transportation departments and rail operators by providing long-term federal funding for building, upgrading, or operating passenger rail services. The key mechanism is a multi-year funding authorization for the Federal-State Partnership program, with up to 2% of each year's funds reserved for project oversight. This reauthorization replaces previous funding levels and aims to support expanded rail networks across the country.
HR 2514, the Trucker Bathroom Access Act, requires businesses like warehouses, distribution centers, and shipping facilities (but not small restaurants under 800 sq ft) to allow commercial truck drivers access to their restrooms when delivering goods or waiting to load cargo. It also mandates that port terminals provide sufficient restrooms for drayage truck operators (drivers of large trucks moving cargo at ports) in safe, accessible areas, including parking spots for vehicle access. The bill does not require businesses to make physical restroom changes and exempts locations where access would create health, safety, or security risks. It defines "covered drivers" as those operating commercial vehicles regulated by the Department of Transportation and "covered restrooms" as those safely accessible to drivers. This law directly affects truck drivers and the businesses they interact with during deliveries or port operations.
The BRIDGE Act creates a new federal grant program to fund the maintenance, replacement, or rehabilitation of commuter rail bridges used by public transit systems. Public transportation agencies can apply for these competitive grants, which require a bridge access agreement with bridge owners if the agency doesn’t own the bridge. Grants cover eligible capital costs based on the bridge’s projected use and are subject to factors like bridge condition and priority in transit planning. The program is authorized to spend $1.5 billion annually from 2027 through 2031.
HR 5024, the Transit Funding Flexibility Act, removes a population restriction that previously limited certain federal transit grants to urban areas with fewer than 200,000 residents. It requires transit agencies receiving these grants to annually certify they maintain local funding for operating costs covered by federal money. If an agency fails to maintain this local funding, the bill mandates a 1/3 reduction in their next year's federal grant amount. This bill directly affects public transit agencies in smaller urban areas that now gain access to operating cost funding, while requiring them to sustain local financial commitments.
S 3694, the Maximizing Transportation Efficiency Act, allocates $20 million annually in dedicated grants to fund transportation demand management (TDM) strategies in rural communities. It directly affects rural residents - particularly elderly, disabled, and low-income households - who face limited transit access, high transportation costs, and barriers to jobs/services. The bill modifies existing transportation grant programs to include TDM projects like carpool/vanpool systems, real-time travel apps, rural mobility hubs, and employer incentive programs. Funds must support activities such as developing TDM plans, marketing shared transit options, and deploying technology to reduce congestion. The legislation aims to improve rural mobility by expanding affordable, efficient transportation alternatives beyond car dependency.
The Build HUBS Act (S 3636) improves federal transportation financing programs to support housing development near transit facilities. It defines "attainable housing" for households earning up to 120% of area median income (with most units affordable to those earning up to 80%), creates alternative credit assessment methods to reduce reliance on investment-grade ratings, and streamlines environmental reviews for certain housing projects. The bill establishes a delegated financing program modeled after HUD's housing system to speed up approvals for transit-oriented development projects. These changes primarily affect local governments, transit agencies, and developers working on housing near transit facilities, aiming to increase housing availability for lower- and middle-income residents.
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.
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.
The All Aboard Act of 2025 provides $83.5 billion over five years to accelerate rail electrification and transition to zero-emission rail systems. It establishes new funding programs for states, Amtrak, and rail carriers to electrify rail corridors, improve rail infrastructure, and support workforce transition plans. The bill sets specific targets including achieving zero emissions for 50% of trains by 2030 and all locomotives by 2047, with priority for projects in environmental justice communities. It requires applicants for rail electrification funding to include community engagement plans, environmental protection measures, and detailed workforce transition plans. The legislation aims to modernize rail infrastructure while addressing environmental justice concerns and supporting rail workers through training and job transition programs.
