The GREEN Streets Act (HR 5465) requires states and metropolitan planning organizations to establish and meet new performance targets for reducing greenhouse gas emissions and decreasing vehicle miles traveled on public roads. It mandates that states analyze projects increasing traffic capacity for environmental justice impacts and requires states that miss emissions targets to dedicate specific portions of federal transportation funds to projects like transit expansion, active transportation infrastructure, and transit-oriented development. The bill establishes new definitions for transit accessibility, mode share, and stop distance, and requires covered entities (metropolitan areas with populations over 250,000) to report on progress toward these targets. The legislation aims to shift transportation planning toward more sustainable, equitable, and low-emission infrastructure.
This bill increases federal funding for projects improving safety for pedestrians and cyclists. It allows states and localities using federal highway funds to fully cover (100%) the costs of specific projects, such as connecting existing bike/pedestrian paths or reducing risks to vulnerable road users, if they use "Proven Safety Countermeasures" for cyclists/pedestrians as defined by the Federal Highway Administration. Projects must align with state safety plans or local safety plans like Complete Streets or Vision Zero plans. The bill directly affects states and local governments managing transportation infrastructure funded through federal highway programs.
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.
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 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 4719, the Freedom to Move Act, would create $5 billion in federal grants to help cities, counties, and transit agencies make public transportation free and improve service quality. Local governments applying for these grants must demonstrate how they will redesign bus routes to prioritize low-income and minority neighborhoods, eliminate criminal penalties for fare evasion, and address transit gaps in underserved communities. The grants cover lost fare revenue and fund specific improvements like safer bus stops, dedicated bus lanes, and better service frequency. This directly affects transit agencies and riders in communities currently lacking reliable, affordable transportation options.
This bill amends highway safety programs to better protect people near disabled vehicles and in work zones. It expands safety measures to include "occupants of and pedestrians associated with disabled vehicles" in existing programs and requires better data collection on roadside and work zone deaths. The bill creates two working groups - one focused on disabled vehicle crashes and another on work zone crashes - to analyze data, develop safety solutions, and improve data sharing with the National Highway Traffic Safety Administration. It also mandates annual reports tracking how states use work zone safety funds and their effectiveness. The bill directly affects drivers, pedestrians near breakdowns, road construction workers, and state transportation agencies responsible for implementing these safety measures.
HR 4699, the BIKE Act of 2025, requires federal grant funding to support bicycle safety education programs for elementary and secondary school students. It mandates the Secretary of Transportation to revise Highway Safety Program Guideline No. 14 to include specific provisions for teaching bicycling skills, traffic rules, road navigation, safety precautions, and helmet use. The revised guidelines must be developed with input from educators and disseminated to state education agencies for integration into school curricula. This bill directly affects public school students and school districts through new safety education requirements and federal funding opportunities.
HR 3647, the SAFE CROSS Act, requires the Federal Railroad Administration to study AI-enabled sensors at rail crossings. The study, to be completed within one year of the bill's enactment, will examine existing pilot programs, compare costs and benefits against alternatives like grade separations, and identify best practices. Results must be published publicly within 30 days, including recommendations for federal, state, tribal, local governments, and private entities responsible for rail crossing safety. This bill does not implement sensors but directs a review of their potential safety benefits and challenges.
HR 3931, the Kids on the Go Act of 2025, requires states to appoint a "Safe routes to school coordinator" for transportation projects. If a state hires such a coordinator, the federal government will cover 95% of eligible project costs under the relevant transportation program (previously a lower percentage). This bill directly affects state transportation agencies and school districts receiving federal funds for safe routes to school initiatives. The key change is the increased federal funding rate tied to the coordinator position, aiming to improve student safety during school commutes. The bill does not mandate hiring but offers a significant funding incentive for states that choose to implement this role.
