This bill creates a new funding stream for medium-sized cities with populations between 200,000 and 999,999 that operate public transit systems. It directs 1.5 percent of unallocated federal transit funds to these eligible areas based on how well their performance matches that of larger cities with over 1 million residents. To qualify, a city must meet or exceed the national average in at least one specific metric, such as passenger miles per vehicle or ridership per capita. The Department of Transportation will use existing data to calculate these rankings and distribute the money accordingly.
This bill establishes a new funding mechanism to support affordable housing and small businesses near public transit stations by creating special accounts within Community Development Financial Institutions. It allows these institutions to receive secured federal loans, which must then be used to fund affordable projects in low-income areas within a half-mile of transit facilities. The legislation sets specific rules for these accounts, including loan limits of up to 80 percent of project costs and a requirement that repayments be reinvested to create a revolving fund for future projects. Additionally, the bill adjusts existing federal credit programs to accommodate these new accounts and requires coordination with the Treasury Department to manage credit assessments.
The Shared Autonomous Mobility Act of 2026 establishes a new federal grant program to help transit agencies and private partners deploy buses equipped with advanced automated driving systems. This legislation defines these vehicles as those with Level 3, 4, or 5 automation capabilities and authorizes $100 million in funding over two years, with a requirement that at least 15% of the money supports projects in rural areas. The bill also mandates the creation of dedicated testing facilities specifically for these autonomous buses and allows various federal transportation grants to be used for purchasing the necessary software and system updates. Additionally, it updates existing definitions to ensure that funding can cover the acquisition and licensing of automated driving software alongside traditional vehicle equipment.
The STAR Act (HR 8399) aims to remove certain restrictions on how federal transit funds can be used. Specifically, it amends sections of title 49, United States Code, related to federal transit programs. The bill strikes provisions that currently prohibit the use of federal funds for acquiring transit rolling stock manufactured outside the United States and for constructing bus revenue vehicles by manufacturers not established in the U
The Modal Parity in Permitting Act aims to streamline the acquisition of land for federally funded transit and passenger rail projects, directly affecting transit agencies and rail entities. It updates existing law by broadening the term "right-of-way" to "real property interests" for what federal transit funds can acquire. For passenger rail projects, the bill specifically allows recipients of federal aid to acquire or secure real property interests before or during environmental reviews. However, it explicitly prohibits any physical development or improvement on these properties until all required environmental reviews for the project are completed. The Federal Transit Administration is also directed to update its guidelines to reflect these changes.
The "Same-Day Paratransit Innovation Act" aims to expand and modernize paratransit services for individuals with disabilities. It directly affects public transit agencies by increasing the federal share of funding available for both capital projects and operating costs related to providing same-day paratransit services. Specifically, federal grants for capital costs would increase to 90%, and operating assistance could go up to 70% or 80%, depending on compliance with new standards and staffing models.
The bill also mandates the Federal Transit Administration to establish minimum standards for paratransit software and technology within one year, covering areas like accessibility, cybersecurity, and the integration of multiple transportation providers. After these standards are published, transit agencies using federal funds will be required to procure software that meets these new requirements, ensuring improved service and technological capabilities for riders.
The Transit Workforce Development Act expands how federal grants for buses and bus facilities can be used for workforce training. It increases the portion of these grants that transit agencies can dedicate to workforce development from 5% to 10% of the allocated funds. Additionally, the bill broadens the types of training eligible for these funds, allowing them to cover all buses, related equipment, and facility construction,
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.
This bill creates a Transit Workforce Center to help improve training and support for frontline public transportation workers across the United States. The Federal Transit Administration would establish this center by awarding grants to a qualified nonprofit organization that operates nationally and has experience in workforce development. The center would develop training programs, provide technical assistance, share educational resources, and analyze workforce data to help transit agencies recruit, hire, train, and retain skilled workers. It would also focus on emerging technology areas and work in partnership with labor groups, industry associations, and transit providers to address workforce needs in urban, suburban, rural, and Tribal areas.
This bill establishes a Transit Workforce Center to support the recruitment, training, and retention of skilled frontline public transportation workers. The center would be run by a qualified nonprofit organization selected through federal grants and tasked with developing training programs, educational resources, and technical assistance for transit providers across urban, suburban, rural, and Tribal areas. Key duties include conducting data analytics on workforce trends, facilitating industry dialogues, and promoting outreach to improve job readiness for workers using new technologies. The legislation requires the center to collaborate with the Federal Transit Administration, transit providers, and employee representatives while considering feedback from providers when creating training initiatives.
