The School Bus Safety Act of 2025 requires all school buses with a gross vehicle weight over 10,000 pounds to be equipped with 3-point seat belts at every seating position, fire suppression systems for engine fires, and reinforced firewalls to prevent flames from reaching passengers. It also mandates automatic emergency braking systems, event data recorders, electronic stability control, and 8 hours of behind-the-wheel driver training for school bus operators. The bill establishes a grant program to help schools purchase or retrofit buses with these safety features and requires studies on pedestrian detection systems and seat belt alert systems. These requirements will apply to new school buses manufactured or imported after the Transportation Secretary finalizes the rules.
HR 3728, the Language Access in Transit Act, requires transit agencies receiving federal funding to provide meaningful language access services to people with limited English proficiency (LEP). It directly affects public transportation providers (like bus and subway systems) that receive financial assistance under federal transit programs. The bill amends federal law to mandate that the Secretary of Transportation take "affirmative action" ensuring these agencies offer language assistance, such as interpreters or translated materials, for LEP individuals accessing transit services. This change updates existing provisions in Title 49 of the U.S. Code to explicitly include language access as a requirement for funded transit services.
S 2945, the Safe Transit Accountability Act, amends federal transit safety law to clarify decision-making authority for safety recommendations. It requires transit agencies to designate a single "accountable executive" who has ultimate responsibility for safety plans and asset management. This accountable executive must decide whether to implement safety committee recommendations and serves as the final decision-maker in any committee disputes. The bill directly affects large public transit agencies operating under federal safety planning requirements.
The VA Transit Act establishes a 5-year pilot program to fund public transportation improvements that help veterans access VA facilities and veteran-serving organizations. It directs the Transportation Secretary to award grants to eligible recipients (like states, local governments, and tribes) for projects expanding transit routes to these locations, with a focus on equitable distribution across rural, urban, and Tribal communities. Recipients must publicize services to veterans and report on outcomes like ridership changes, accessibility upgrades, and usage of veteran-focused facilities. The program aims to directly improve transit access for veterans through concrete funding mechanisms, not broad policy changes.
This bill expands federal funding for public transportation by allowing funds to cover transit serving Department of Veterans Affairs (VA) medical facilities, not just urban areas under 200,000 population. It directly affects public transportation providers operating routes to VA medical facilities by changing eligibility criteria under existing law. Recipients must annually certify that funds are used for VA facility transportation, and failure to comply may result in funding suspension. The key change modifies how transportation funds are allocated to improve access for veterans seeking VA care.
S 3284, the Streamline Transit Projects Act, allows large urban transit agencies (with populations over 200,000) that prove capacity to handle environmental reviews for certain transit projects. Eligible agencies would assume responsibility for determining which projects qualify as "categorical exclusions" (projects not requiring full environmental impact studies), replacing federal oversight for these specific activities. Agencies must follow public disclosure rules, sign agreements with the Transportation Secretary, and become legally liable for compliance, while the federal government monitors performance and can terminate agreements for poor execution. This bill directly affects major transit authorities in large cities, shifting a key federal review process to local agencies.
Stronger Communities through Better Transit Act This bill requires the Department of Transportation (DOT) to establish a grant program to support operating projects for public transportation and related service improvements, particularly in underserved communities and areas of persistent poverty. Specifically, the bill requires DOT to allocate funding under the program for urbanized areas, states, and Indian tribes that are recipients of funds under either the Federal Transit Administration's (FTA's) Urbanized Area Formula Funding program or Formula Grants for Rural Areas program. Eligible recipients may use funding for operating costs associated with projects that improve public transportation service for transit-dependent populations and support increased transit ridership (e.g., service expansion, information technology enhancements, and workforce development). DOT must apportion the funding so that recipients receive funds that are proportional to their share of operating costs. The bill also provides for an increased federal cost share for operating assistance for projects or programs carried out in areas of persistent poverty or underserved communities. DOT must set up a multimodal access measurement interface for public agencies to aid transit agencies in determining and reporting on access to jobs and essential services. A grant recipient must (1) report specific information to the FTA for inclusion in the National Transit Database, and (2) survey transit riders and non-riding residents regarding transit service improvements. Further, the bill expands the purposes of the public transportation programs to include supporting public transportation's role in combating climate change through growing/retaining transit ridership.
Connor’s Law (S 2991) requires commercial motor vehicle operators (like truck and bus drivers) to read and speak English well enough to converse with the public, understand English highway signs, respond to officials, and complete reports. It amends federal law to add this language requirement as a condition for operating commercial vehicles. Drivers found noncompliant by enforcement officers would be immediately declared "out of service" (removed from driving). The bill directly affects commercial drivers nationwide who operate vehicles under federal regulations. It does not change existing out-of-service rules for other safety violations.
S 2814, the Transit Crime Reporting Act of 2025, requires the U.S. Secretary of Transportation to annually report crime statistics on federally funded transit systems (like buses and trains receiving federal funding) to Congress, broken down by violent and non-violent incidents. It also establishes a 12-member task force - featuring transit agency leaders, law enforcement, transit workers, and national transit associations - to develop safety recommendations for Congress within two years. The bill directly affects all transit agencies receiving federal funds under specific laws, mandating improved transparency in crime data reporting. Its key mechanisms are the annual crime reports and the task force’s structured process for generating safety recommendations, without implementing new safety measures itself.
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.
