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.
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.
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.
This bill (HR 3586) modifies federal transit funding rules to allow transit agencies to make advance payments for new buses without requiring manufacturers to provide a performance bond. It sets strict limits: agencies may pay no more than 20% of the total bus purchase price upfront, and must have a signed contract with the manufacturer, preaward approval, and meet other existing requirements. The bill directly affects transit agencies receiving federal funds under Title 49 for bus purchases. It changes how agencies can structure payments but does not alter funding amounts or create new financial obligations. The key change is removing the performance bond requirement while imposing a 20% cap on advance payments.
This bill requires the U.S. Department of Transportation to propose new federal safety standards for seat belts on all new school buses within 180 days of enactment. It directs the Secretary to specifically consider lap/shoulder belt systems (Type 2), safety findings from the National Transportation Safety Board, and existing state practices where seat belts are already required. The proposed rules must also evaluate innovative seat belt detection and reminder systems for school bus designs. The bill directly affects manufacturers of new school buses and aims to establish uniform federal seat belt requirements for all new vehicles, regardless of size.
HR 6839, the Vaccine Transportation Access Act, provides federal grants to nonprofit community organizations that serve low-income or minority communities facing transportation barriers to vaccines. The grants fund projects like on-demand rides, first/last mile transportation to vaccine sites, and expanded transit coordination to reduce missed appointments. Recipients must track performance metrics and report outcomes to the Department of Health and Human Services. The bill also adds a provision ensuring 100% federal funding for nonemergency vaccine-related transportation costs under Medicaid plans.
