Legislation1w ago
42
To authorize implementation grants to community-based nonprofits to operate one-stop reentry centers.
HR8548Rep. Kamlager-Dove, Sydney [D-CA-37] (D-CA)
introduced
HR4790119th CongressWALLET
All Aboard Act of 2025
Sponsored By: Representative Rep. Deluzio, Christopher R. [D-PA-17]
In Committee
Summary
The bill would push to _electrify U.S. rail and scale up high‑performance passenger service_. It pairs large grant programs with labor protections and community safeguards to cut rail pollution, speed trips, and train a rail workforce for zero‑emission locomotives.
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- Families and commuters: Aims to fund faster, more frequent intercity and regional service and to shift short‑haul flights to rail by prioritizing high‑performance projects. It authorizes $80.0 billion for a Federal‑State Intercity Partnership over five years.
- Rail workers: Creates a consolidated workforce program and two training centers for passenger and freight jobs, requires prevailing wages, apprenticeships, and workforce transition plans. It authorizes $0.5 billion for training over five years.
- States, operators, and communities: Provides a State rail formula ($3.5 billion over five years) and a $50.0 billion competitive electrification fund for overhead wires, in‑motion charging, rolling stock, yards, and resilience; prioritizes projects that reduce pollution in environmental justice communities.
*This bill would authorize roughly $205.5 billion in federal funding over five years, increasing federal spending.*
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Bill Overview
Analyzed Economic Effects
9 provisions identified: 7 benefits, 0 costs, 2 mixed.
More money to fix crossings
If enacted, $10 billion over five years starting October 1, 2025 would go to grants that remove or fix rail‑road crossings. The bill would also require at least half of a separate annual set‑aside to go to protective devices at crossings. This could improve safety and reduce delays for drivers, pedestrians, and trains.
National rail workforce training
If enacted, a national rail workforce training program would start October 1, 2025. It would create passenger and freight training centers and fund classroom, hands‑on, and on‑the‑job training. The program would support apprenticeships and training for zero‑emission rail technology, safety, and emergency response. It would receive $500 million over five years and recruit underrepresented workers.
Amtrak funding and climate upgrades
If enacted, Amtrak would receive $30 billion over five years starting October 1, 2025. At least $5 billion would be set aside for climate resiliency projects. These projects would address flooding, sea‑level rise, storms, erosion, and extreme heat.
Big grants to electrify rail
If enacted, the government would offer $80 billion over five years starting October 1, 2025 for rail electrification. Grants would fund wires and in‑motion charging, electric locomotives and trains, and electrified yards and corridors. Class I railroads would qualify only if funds go to electrification, with project‑labor and local‑hire rules and a State partner. Applications would need workforce transition and community engagement plans. Freight moves tied to these grants would use crews of at least two certified people.
More money for passenger rail
If enacted, passenger rail would get major funding. The bill would provide $80 billion over five years for high‑performance rail projects, with cost‑benefit tests counting electrification benefits. States would get $3.5 billion over five years, with at least $5 million per State each year for five years, for planning, staff, operations, and building rail. States would need to show progress toward clean trains, including 50% zero‑emission trains by 2030 and all locomotives by 2047. Another $1 billion would support restoring and enhancing service. Amtrak and States would be able to use federal grant dollars to meet matching requirements unless a law or grant forbids it.
Prevailing wages on rail projects
If enacted, construction work paid for by this Act would have to pay Davis‑Bacon prevailing wages. Contractors and subcontractors would need to pay at least the local prevailing rate set by the Labor Department. The Labor Department would enforce these wage rules. This could raise pay for covered workers but may increase project labor costs.
Grants to cut railyard pollution
If enacted, EPA would run a railyard air‑pollution grant program. EPA would receive $500 million over five years starting October 1, 2025. Grants would help states and local areas cut pollution from railyards and monitor health safeguards.
Study power lines along rail
If enacted, the Transportation Department would study putting power lines along or in rail corridors within 180 days. The study would look at feasibility, benefits, equity impacts, and challenges. The Department could recommend a task force, priority corridors, and incentives.
Who counts as a rail employer
If enacted, people doing passenger rail work on infrastructure funded by this Act would be treated as rail carriers and employers for railroad labor and benefit laws. Construction firms doing building work would not become rail carriers just for that work, except for rail maintenance and repair normally done by railroad craft workers. Contractors working under a railroad’s union agreement would also not be treated as rail carriers solely for that work. These rules would apply starting October 1, 2025.
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Sponsors & CoSponsors
Sponsor
Rep. Deluzio, Christopher R. [D-PA-17]
PA • D
Cosponsors
Rep. McIver, LaMonica [D-NJ-10]
NJ • D
Sponsored 7/29/2025
Rep. Lee, Summer L. [D-PA-12]
PA • D
Sponsored 7/29/2025
Roll Call Votes
No roll call votes available for this bill.
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