Transportation (Traffic Safety)

HR 5525, the Stop DC CAMERA Act, repeals two specific traffic enforcement provisions in Washington D.C. law. It removes the District's authority to use automated traffic enforcement systems (like red-light cameras) and to erect signage prohibiting right turns at red lights. This bill directly affects D.C. traffic enforcement policies and drivers who would be subject to those specific enforcement methods. The legislation makes a concrete policy change by eliminating these two existing enforcement tools from D.C. traffic regulations.

HR 1137, the "No Kill Switches in Cars Act," repeals Section 24220 of the Infrastructure Investment and Jobs Act (Public Law 117-58), which previously required vehicle manufacturers to implement advanced impaired driving technology. This bill directly affects car manufacturers by removing a mandate to integrate specific safety technology designed to detect driver impairment. The key provision is the repeal itself, eliminating the requirement without creating new obligations or altering existing vehicle safety standards.

HR 351 amends the 1991 Intermodal Surface Transportation Efficiency Act to ban congestion pricing and cordon pricing in federal transportation value pricing programs. It directly affects how transportation projects funded under this law can manage traffic flow, prohibiting the use of these specific pricing strategies. The key provision adds a new rule stating the Secretary cannot establish or maintain such programs that include these pricing methods. This changes the legal framework for federal transportation funding without altering other program requirements.

This bill (SJRES 55) is a congressional resolution seeking to block a rule issued by the National Highway Traffic Safety Administration (NHTSA). The NHTSA rule, published in January 2025, established safety standards for hydrogen fuel systems in vehicles. The resolution aims to nullify this rule through a formal disapproval process under federal law, meaning the safety standards would not take effect. This directly affects hydrogen vehicle manufacturers and dealers who would have been required to comply with the NHTSA rule.

HR 2819, the DRIVE Act, prohibits the Federal Motor Carrier Safety Administration from requiring speed limiting devices on trucks weighing over 26,000 pounds operating in interstate commerce. This directly affects commercial truck drivers and carriers that operate large vehicles across state lines. The bill blocks the agency from implementing any rule mandating speed limiters that would cap these trucks' maximum speed. It prevents a potential new federal requirement for trucking companies without altering existing safety standards.

HR 5394, the Freedom from Automated Speed Enforcement Act of 2025, requires states to certify annually that no jurisdiction within the state uses automated speed enforcement systems (devices that photograph speeding vehicles without an officer present) to avoid losing 10% of federal highway funds. States must submit this certification to the Transportation Secretary by the first day of each fiscal year starting in 2027, with the Secretary able to audit compliance. Exceptions allow automated systems in school zones during posted hours and construction zones with clear signage indicating the system's use and speed limits below 55 mph. The bill directly affects states operating such systems by threatening funding penalties unless they comply, while permitting limited use in specific safety zones.

The Transportation Freedom Act would create a 200% tax deduction for wages paid to U.S. automobile manufacturing workers who meet specific requirements, including health care coverage and pension benefits. It repeals current emissions standards for light-duty, medium-duty, and heavy-duty vehicles, as well as Corporate Average Fuel Economy (CAFE) standards. The bill establishes new standards for greenhouse gas emissions and fuel economy that must be "technologically feasible and economically practicable," requiring consultation with manufacturers and other stakeholders. It also eliminates existing emissions waivers and creates a process for adjusting standards based on market conditions.

Transportation Freedom Act This bill reduces taxes on auto companies and repeals specified environmental regulations on cars and trucks. The bill establishes a new tax deduction equal to 200% of eligible wages paid or incurred by domestic producers of automobiles or automobile components, subject to limitations. It also allows an entity to reduce (and adjust) its financial statement income (for purposes of calculating liability for the alternative minimum tax) by the amount of eligible wages it elects to deduct. The bill nullifies the 2024 rules of the Environmental Protection Agency (EPA) regarding (1) the finalization of specified greenhouse gas (GHG) programs and the reduction of emissions from certain light-duty and medium-duty vehicles (e.g., cars and trucks that are under a certain weight) starting with model year 2027, and (2) phase three of GHG emission standards for heavy-duty vehicles (e.g., school buses and tractor-trailer trucks). It also repeals the 2024 rules of the National Highway Traffic Safety Administration (NHTSA) regarding corporate average fuel economy (CAFE) standards for certain cars, trucks, and vans.  Additionally, the bill eliminates (1) the option given to California to set standards for car emissions that are more stringent than those set under the Clean Air Act, and (2) the option for other states to adopt California's standards.  NHTSA and the EPA must establish new CAFE and GHG standards, respectively, for vehicles that are economically practicable and technologically feasible. The GHG standards may not require the production or sale of electric vehicles.