Transportation

This bill requires transportation project sponsors (like cities or transit agencies) to establish "BUMP Funds" for projects over $50 million funded through federal grants. The funds, partially funded by the sponsor's local contribution (up to 25% of their share), reimburse affected private businesses or nonprofits for specific costs like rent, payroll, utilities, or lost income during construction disruptions. Sponsors must detail eligibility, impact assessment, and distribution processes in grant applications. Unused funds can be reused for project enhancements or other eligible work, with oversight by the Secretary of Transportation. The program applies to highway and transit projects under federal grant programs.

Senate Joint Resolution 92 seeks congressional disapproval of a Federal Highway Administration rule that would have removed regulations governing management systems for the Fish and Wildlife Service and the Refuge Roads Program (which oversees roads in national wildlife refuges). The rule, published in the Federal Register on September 19, 2025, aimed to rescind existing guidelines for managing refuge roads and related operations. If passed, this resolution would block the rule from taking effect, preserving the current regulatory framework. The measure uses a statutory disapproval process under title 5 of the U.S. Code, requiring congressional action to halt agency rules.

The SMART Infrastructure Act of 2025 requires federal agencies to modernize infrastructure permitting by using 3D digital models (digital twins) and a centralized electronic platform (e-NEPA portal). It directly affects transportation agencies, project developers, and communities involved in federal infrastructure projects, such as roads and bridges under the Department of Transportation. Key provisions mandate that digital twins integrate real-time data for environmental and operational planning, while the e-NEPA portal streamlines document sharing, public access, and interagency coordination. The bill sets a goal to reduce environmental review timelines by at least 25% for eligible projects through these digital tools.

HR 7263, the Safe Intersections for Buses and Pedestrians Act, requires new motorcoaches (buses) sold in the U.S. to have a minimally obstructed forward view for drivers. The bill mandates the National Highway Traffic Safety Administration (NHTSA) to establish safety standards within one year of enactment, ensuring drivers can clearly see ahead without obstructions. Manufacturers may use camera systems meeting Federal Motor Vehicle Safety Standard 101 as an alternative to physical visibility improvements. This directly affects new bus manufacturers and NHTSA, aiming to improve driver visibility and safety for bus passengers and pedestrians.

HR 3634, the Interactive Federal Review Act, requires the U.S. Department of Transportation to encourage highway projects receiving federal grants (like INFRA, RAISE, or Mega program funds) to use digital platforms and 3D models for environmental reviews under the National Environmental Policy Act (NEPA). It mandates the DOT to publish guidance within 90 days, select at least 10 projects to test these tools, and prioritize grant applications that plan to use them for public engagement and environmental analysis. The bill also requires reports to Congress within 180 days detailing efficiency metrics and examples of digital workflows, plus public examples of digital environmental documents within a year. This aims to speed up reviews and improve public understanding of project impacts, directly affecting federally funded highway projects.

HR 2819, the DRIVE Act, prohibits the Federal Motor Carrier Safety Administration from requiring speed limiting devices on trucks weighing over 26,000 pounds operating in interstate commerce. This directly affects commercial truck drivers and carriers that operate large vehicles across state lines. The bill blocks the agency from implementing any rule mandating speed limiters that would cap these trucks' maximum speed. It prevents a potential new federal requirement for trucking companies without altering existing safety standards.

This bill requires automatic emergency braking systems in new passenger vehicles to detect and respond to vulnerable road users - including pedestrians, cyclists, motorcyclists, and wheelchair users - in all daylight and low-light conditions across the full speed range specified by existing standards. It mandates that vehicle manufacturers update these systems by September 1, 2029, with the rulemaking process starting within 180 days of the bill's enactment. The law specifically prohibits altering the maximum operating speed of these systems as defined in the 2024 rule. This directly affects all U.S. vehicle manufacturers selling new passenger cars and light trucks.

The SELF DRIVE Act of 2026 establishes federal safety standards for vehicles with automated driving systems (ADS), requiring manufacturers to develop detailed "safety cases" demonstrating their systems won't present unreasonable risks to road users. It creates a National Automated Vehicle Safety Data Repository to collect crash data from ADS-equipped vehicles, including information about vulnerable road users (pedestrians, bicyclists, etc.) and crash circumstances. The bill preempts state laws that conflict with these federal standards while allowing states to enforce identical requirements, and defines key terms related to automation levels (Level 3-5) and operational design domains. Manufacturers must demonstrate ADS capabilities for handling various driving scenarios, including detecting vulnerable road users and achieving minimal risk conditions during emergencies. The bill also establishes requirements for cybersecurity protections and reporting of crash data to the National Highway Traffic Safety Administration.

HR 5394, the Freedom from Automated Speed Enforcement Act of 2025, requires states to certify annually that no jurisdiction within the state uses automated speed enforcement systems (devices that photograph speeding vehicles without an officer present) to avoid losing 10% of federal highway funds. States must submit this certification to the Transportation Secretary by the first day of each fiscal year starting in 2027, with the Secretary able to audit compliance. Exceptions allow automated systems in school zones during posted hours and construction zones with clear signage indicating the system's use and speed limits below 55 mph. The bill directly affects states operating such systems by threatening funding penalties unless they comply, while permitting limited use in specific safety zones.

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.