The BUSES Act establishes a national minimum standard requiring that restrictions on bus engine idling cannot last for less than 15 minutes, applying to both over-the-road and school buses. This rule prevents states and local governments from enforcing shorter idling limits through their existing air quality plans. Additionally, the legislation prohibits private citizens from suing bus owners or operators for violating these idling rules and bans state programs that pay individuals for reporting such violations.
The NO TOD Act prohibits the use of federal transportation funding for transit-oriented development projects, which are commercial or residential developments located near public transit. This legislation removes eligibility for the Transportation Infrastructure Finance and Innovation Act (TIFIA) program and eliminates certain planning initiatives that previously supported such developments. The changes apply to projects applying for funding after the bill is enacted, directly affecting developers, transit agencies, and local governments seeking federal assistance for mixed-use projects near transit stations.
The No CIG Act eliminates the Federal Transit Administration's Fixed Guideway Capital Investment Grants program by repealing the relevant sections of the U.S. Code. This change directly affects public transit agencies that previously received funding for building or upgrading rail systems, as they will no longer be eligible for these specific grants. The bill removes the legal authority for the program and makes corresponding adjustments to related code sections to ensure consistency.
This bill, known as the No Free Rides Act of 2026, would prohibit federal public transportation funding recipients from offering universal free fare policies that allow all riders to use transit services without paying. The law would still permit targeted fare policies that provide free or reduced-cost rides for specific groups such as seniors, low-income riders, students, or employees with employer-paid agreements. Additionally, the Secretary of Transportation could grant waivers if a transit agency can demonstrate a dedicated non-federal revenue source to support universal free fare programs. The measure directly affects public transportation agencies that receive federal assistance under Title 49 of the United States Code.
The STOP China Act prohibits federal funding for the procurement of certain vehicles (including buses) or related infrastructure from companies tied to China. It bans U.S. government contracts using "covered funding" for vehicles made by "covered entities" - defined as companies headquartered in China, controlled by China, or linked to Chinese state-owned entities, particularly those producing electric powertrains. The U.S. Trade Representative must publish and update a public list of these prohibited companies within 30 days of enactment, with quarterly updates initially. Exceptions allow funding for vehicle safety testing, investigations, and research, but the law directly affects federal transportation agencies, contractors, and companies with significant Chinese ownership or control.
The Driving Forward Act permanently exempts certain school bus drivers from needing to pass a pre-trip vehicle inspection test when obtaining a commercial driver's license (CDL). This directly affects school bus drivers in states that choose to participate in the exemption, as they will no longer need to complete this specific test. The bill also requires participating states to submit annual reports for six years after enactment, tracking how many drivers obtain CDLs under this exemption. The exemption extends a temporary rule previously published in the Federal Register (December 2, 2024), making it permanent without altering other CDL requirements.
HR 2360 permanently exempts school bus drivers from the engine compartment inspection requirement during their commercial driver's license skills test, which was previously granted as a temporary measure in a 2024 federal notice. This affects school bus drivers in states that choose to participate in the exemption program. For six years after the bill's enactment, participating states must submit annual reports to the Transportation Secretary detailing how many drivers use this exemption. The exemption maintains the specific conditions established in the 2024 notice.
HR 4361, the STOP China Act, prohibits the use of federal transportation funds to purchase vehicles or related infrastructure (like charging stations for buses) from companies linked to China. Specifically, it bans federal funding for "covered vehicles" made by entities owned or controlled by China (as defined by the bill), including those using Chinese-made electric powertrains. The U.S. Trade Representative must publish and update a public list of these banned entities within 30 days of the bill’s enactment, with updates every 90 days initially and annually thereafter. Exceptions apply only for vehicle safety testing, inspections, or research. The bill directly affects federal transportation projects and contractors receiving federal funds, requiring them to avoid procurement from listed Chinese-connected companies.
HR 3822, the "No Desire for Streetcars Act," prohibits federal funding for streetcar projects across multiple transportation programs. The bill amends four key transportation funding laws (surface transportation block grants, congestion mitigation grants, urbanized area grants, and fixed guideway capital grants) to explicitly ban the use of allocated funds for streetcar procurement, operation, or maintenance. This directly affects state and local governments receiving these federal grants, preventing them from using the funds for streetcar-related expenses. The legislation creates a clear, specific restriction on funding without altering other program provisions or making broader policy statements.
