BUILD America 250 Act
Sponsored By: Representative Graves, Sam [R-MO-6]
In Committee
Summary
Major federal investment in highways, transit, and rail. This bill would authorize multiyear funding, speed environmental reviews, and create new grant and pilot programs to repair bridges, expand transit, and modernize rail and freight financing.
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- Families and commuters would see more repaired bridges and safer roads through a $9.2 billion annual bridge grant program and boosted highway safety initiatives that fund enforcement and safety research.
- States, Tribes, and local governments would gain new flexibility and pilots for funding. Up to 10 States could receive lump‑sum consolidated apportionments, and the Tribal Transportation Program is authorized at about $643 million in FY2027.
- Transit, rail, and freight operators would get large capital and financing boosts. The Mass Transit Account is funded at about $16.9 billion in FY2027, Amtrak’s National Network gets about $3.9 billion in FY2027, and the bill adds $3.0 billion a year for Capital Investment Grants plus expanded TIFIA and RRIF options.
This package would also add truck‑parking and wildlife crossing pilots, an EV/PHEV registration fee framework, and many rulemaking and safety data reforms.
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Bill Overview
Analyzed Economic Effects
71 provisions identified: 44 benefits, 3 costs, 24 mixed.
FRA operations and research funding
If enacted, the bill would fund the Federal Railroad Administration's operations and safety activities at set levels for FY2027–FY2031 (about $293 million in FY2027 rising to $325 million in FY2031). It would also authorize FRA railroad research and development funding (about $48.27 million in FY2027 rising to $53.7 million in FY2031).
Highway safety funding and rules
If enacted, the bill would authorize Highway Safety Programs funding for FY2027–FY2031 (about $777 million in FY2027 rising to $842.4 million in FY2031) and related R&D and enforcement funds. It would also expand what States may spend occupant protection and impaired‑driving dollars on and let the Secretary withhold small amounts of R&D or operations funds for targeted grants.
More transit accessibility and safety
If enacted, the bill would create a new All Stations Accessibility program with a $400 million set‑aside each year to upgrade older rail stations. Grants could pay up to 80% of project costs and direct recipients would be required, beginning October 1, 2028, to spend 3%, 4%, or 5% of certain transit aid on accessibility depending on how many stations are already accessible. The bill would also require standardized transit data reporting (assets, assaults, fare‑evasion revenue loss, bus‑impact fatalities) and would start safety work like a bus driver safety group, a first‑aid kit rulemaking committee, and national school‑bus and car‑seat safety campaigns.
Rail safety and technical assistance
If enacted, the bill would create or expand rail safety programs and oversight. It would let DOT make emergency rail relief grants (usually up to 80% of capital costs), with insurance and oversight rules. The bill would fund rail technical assistance (paid by a 5% withholding of Project Management Oversight funds), create safety culture grants to nonprofits, require FRA safety reviews and a staffing floor, set up a rail safety advisory committee and train‑length working group, and require a rail bridge safety concern reporting system.
Railroad crossing safety grants
If enacted, the bill would fund a Railroad Crossing Safety Improvements Program for FY2027–FY2031 with $675 million (FY2027) up to $800 million (FY2031). Each year 0.25% of the appropriation must fund safety education and the Secretary may withhold up to 2% for project oversight. Nonprofit rail safety groups would be eligible applicants.
Road and traffic safety research
If enacted, the bill would fund highway research, data, and safety standard updates for FY2027–FY2031. It would fund Highway R&D and ITS programs, create a national drug‑involved crash toxicology data system ($20 million in FY2027 rising to $24 million in FY2031), require MUTCD updates for minimum retroreflectivity and markings, and start a roadside safety hardware review and rulemaking process.
Surface Transportation Accelerator grants
If enacted, the bill would create a competitive Surface Transportation Accelerator Grant Program. It would split funding 25% rural, 25% urban, and 50% local & regional. Grants could pay for planning and construction, and the federal share would generally be 80% with limited exceptions up to 100%. The Secretary could keep up to 2% for administration and must notify Congress before awards.
Trucking safety, parking, and training
If enacted, the bill would fund FMCSA safety programs (including motor carrier safety assistance, CDL help, and operator training) and create truck parking programs. It would authorize CMV parking grants (Jason's Law) and a $150 million per year truck parking pilot for FY2027–FY2031. Grants must fund public, free truck parking and cannot be used to build charging or fueling infrastructure for propulsion.
Amtrak and intercity rail funding
If enacted, the bill would authorize large yearly grants for intercity rail and Amtrak for FY2027–FY2031. Intercity rail grants would be $3.5 billion (FY2027) rising to $3.9 billion (FY2031). Amtrak would get specified annual sums for the Northeast Corridor (about $1.95 billion in FY2027 rising to about $2.19 billion in FY2031) and the National Network (about $3.9 billion in FY2027 rising to about $4.39 billion in FY2031). The Secretary may withhold small amounts for oversight and must withhold $100 million per year for accessibility grants until Amtrak meets ADA facility requirements.
Big freight and highway grants
If enacted, the bill would authorize $1.2 billion per year from the General Fund for nationally significant multimodal freight and highway projects for FY2027–FY2031. The money would support large freight and highway projects across the country.
Highway funding levels FY2027–2031
If enacted, the bill would authorize Highway Trust Fund totals for core Federal‑aid highway programs for FY2027–FY2031. The bill sets $56.93 billion (FY2027), $57.53 billion (FY2028), $58.69 billion (FY2029), $59.79 billion (FY2030), and $60.94 billion (FY2031). The federal share would generally be 80 percent unless the Act says otherwise.
Major bridge funding and reforms
If enacted, the bill would authorize $9.2 billion per year for State-apportioned bridge and culvert grants for FY2027–FY2031 and set minimum State apportionments (at least $75 million each). It would create a competitive Bridge Completion Program requiring each grant to be at least $50 million and limit federal assistance under that subsection to 50% of project cost, and it would authorize $2.0 billion per year from the General Fund for bridge completion for FY2027–FY2031. The bill would change some bridge reports from annual to biennial, require a study on weathering steel bridge corrosion, expand recognition of regional advance mitigation credits, allow a benefits narrative to meet Emergency Relief economic justification, and require FHWA to update its emergency relief manual within 90 days.
Mass transit funding FY2027–2031
If enacted, the bill would authorize Mass Transit Account funding for FY2027–FY2031 totaling $16.87 billion (FY2027), $17.21 billion (FY2028), $17.53 billion (FY2029), $17.84 billion (FY2030), and $18.16 billion (FY2031). The bill also provides $3.0 billion per year for the Capital Investment Grant program. Transit dollars would remain available until spent.
TIFIA credit and disaster relief
If enacted, the bill would make $250 million available each year for TIFIA credit assistance for FY2027–FY2031. It would also add an emergency loan relief authority allowing eligible TIFIA borrowers with loans made after enactment to request interest‑rate resets, capitalization of unpaid amounts for up to 5 years, or extended disbursement periods after a Presidential major disaster, subject to objective criteria and available budget authority.
Tribal and Federal lands transport funding
If enacted, the bill would authorize specific annual funding for Tribal Transportation and Federal Lands programs for FY2027–FY2031. Tribal Transportation would grow from $643 million (FY2027) to $701 million (FY2031). Federal Lands Transportation and Federal Lands Access would receive specified annual amounts rising modestly across those years.
Higher rail accident award limit
If enacted, the bill would raise the aggregate award limit for rail accident claims to $323,000,000 from the prior statutory amount. Every five years the Secretary could raise the limit by 2%–10%, with an automatic 10% increase if no determination is made; increases take effect one year after notice.
Bigger road safety grants and rules
If enacted, the Safe Streets and Roads for All program would be expanded and authorized through FY2027–FY2031, and at least 30% of each year's funds must go to places with 50,000 people or fewer. If enacted, the high-visibility enforcement program would continue and add speeding reduction as a goal. If enacted, States that exceed certain fatality thresholds would have to spend minimum shares of their Section 402 funds on priorities (examples: occupant protection 6%; impaired driving 26% or 30%). If enacted, the bill would add digital infrastructure to highway safety research and expand a wildlife-crossings pilot with a 75% federal construction share.
Big transit funding and rules
If enacted, the bill would authorize large Mass Transit Account amounts for FY2027–FY2031 (about $16.9 billion in FY2027 rising to $18.16 billion in FY2031) and $3.0 billion a year for Capital Investment Grants. It would allow formula grants to pay for lighting, cameras, emergency phones, farebox upgrades, cyber tools, and other safety projects, but cap annual operating security spending at the lesser of what the agency spends on listed capital/tech items or 1.5% of its yearly section 5336 receipts. The bill would favor new and emerging technologies in BUILD grants, require transit asset management plans and national condition reporting, let certain applicants use expedited Capital Investment Grant reviews, require pass/fail testing for advanced buses before federal funds buy them, require floor-to-ceiling operator barriers on new federal-funded buses 30+ feet starting two years after enactment, and require designated recipients to explain split allocations for large urban areas.
Highway funding caps and shares
If enacted, annual obligation limits would cap Federal‑aid highway and safety construction obligations at specified amounts for FY2027–FY2031 (for example, $72,270,000,000 in FY2027 and $76,996,000,000 in FY2031). If enacted, section 104 apportionments would be set to new fixed amounts for FY2027–FY2031 (for example, $478 million in FY2027 rising to $519 million in FY2031) and percentage splits would change. If enacted, the Secretary would check every two years whether States meet asset management rules and reduce noncompliant States' federal share to 65% until fixed. If enacted, the Secretary must update FHWA's funding guidance within 18 months.
More rail grants and new operating aid
If enacted, CRISI grants would be funded at roughly $1.72 billion in FY2027 rising to about $1.92 billion in FY2031, with up to $100 million per year for a rail technology pilot. If enacted, more entities could apply for rail grants, DOT could allow grants to pay RRIF credit risk premiums, and applicants could coordinate grant and loan applications. If enacted, the bill would create operating grants for intercity routes with staged federal shares for years 1–5 (restoring/starting: 70%,60%,50%,40%,30%; enhancing: 60%,50%,40%,30%,20%). If enacted, the Secretary must finalize a freight‑car age rule within 90 days and may use blocked crossing data to prioritize grant projects. If enacted, Surface Transportation Block Grant use for newly eligible passenger rail projects would be capped at 5%.
More federal credit for rail and transit
If enacted, the bill would expand federal credit tools for rail, freight, and transit projects. RRIF's total lending cap would rise to $50 billion, with $10 billion limits for certain categories and $2 billion reserved for shipper projects on non‑Class I railroads. TIFIA would lower the project threshold to $10 million and raise the eligible project cap to $150 million (adjusted for inflation). The bill would allow RRIF interest‑only loans up to 10 years, accept qualified financial institutions' underwriting work, add a TOD definition for RRIF, and ask the National Academies to study a Federal Infrastructure Bank.
Stronger protections for truck drivers
If enacted, the bill would require DOT to ban predatory lease‑purchase truck programs and to force carriers to keep detailed program outcome records. Carriers must give drivers a disclosure form showing weekly pay, average miles, deductions, buyouts, and completion counts. At least 50% of commercial driver training funds each year would go to providers with minimum behind‑the‑wheel hours (Class A: 30 hours, Class B: 15 hours). The Secretary would limit treating ride‑hailing or taxi drivers as covered for testing unless contract conditions are met.
New truck safety and training rules
If enacted, ELD makers would face stricter certification checks and DOT would publish lists of certified and revoked devices. If enacted, FMCSA would fund training for non‑Federal CMV enforcement personnel and must adopt Commercial Vehicle Safety Alliance inspector standards within 90 days. If enacted, the Motor Carrier Safety Advisory Committee would continue through September 30, 2031. If enacted, hazardous materials programs would be authorized for FY2027–FY2031 and $8,000,000 per year would be set aside for HMEP training grants, with awards capped at $1,500,000 per year.
Studies to improve grants and commuting
If enacted, the bill would direct several studies. The GAO must study DOT discretionary highway grants starting within six months and report within two years. The GAO must also review STBG consultation and obligation processes with a report in about two years. The Transportation Research Board would study national commuting trends, including telework, with a report due about 18 months after an agreement.
Research on drug-related driving safety
If enacted, the bill would fund coordinated research on how marijuana and multiple drugs affect driving. The Department would study testing, law enforcement training, lab capacity, and education campaigns. It would propose evidence-based impairment standards and send annual progress reports to Congress. 'Polysubstance' would mean using two or more potentially impairing substances.
Faster project delivery and materials
If enacted, the bill would push DOT and FHWA to speed project delivery and modernize procurement. DOT would publish digital NEPA guidance within one year and FHWA would list categorical design exceptions within two years. Lead agencies could, in some cases, drop alternatives already studied in approved planning products. DOT may issue guidance on lump-sum contracting and on using advanced construction materials. The bill would define “digital infrastructure” starting October 1, 2026 and require a 180-day study on domestic yellow road paint, with a Buy America recommendation if capacity exists.
Ferries, federal lands access upgrades
If enacted, the bill would fund ferry boat and terminal projects from the Highway Trust Fund: $182 million in FY2027, rising to $191 million in FY2031. It would also explicitly allow Federal Lands Access and Federal Lands Transportation projects that improve accessibility for people with disabilities and improve resilience of transportation facilities serving Federal lands.
Intercity rail service and equipment
If enacted, the bill would let DOT make multistate equipment pool agreements and give nonbinding letters of intent for multiyear funding. The Department would study and evaluate new or expanded intercity passenger rail routes within two years. When DOT awards grants to non-Amtrak carriers, it could require Amtrak to give access to reservation systems or stations and may pay Amtrak for that access. Amtrak-owned trains bought after enactment would need a baby changing table in at least one restroom in each car.
Rail safety, access, and tech upgrades
If enacted, the bill would require rail carriers to train engineers on manual operation and give engineers discretion to use manual mode in hazardous conditions, add a categorical exclusion for certain projects inside existing railroad rights-of-way, and require the Secretary to review computerized train-dispatching systems within 1 year. It would create a working group to standardize access agreements, require action when a public crossing is blocked 3 times in 30 days, set up grade crossing set-aside guidance, and require passenger rail operators to submit assault prevention plans within 1 year. The bill would also create a competitive rail technology pilot that pays up to 50% of project costs and limits awards to no more than 20% of program funds per recipient.
Transportation emergency resilience working group
If enacted, the Secretary would convene a working group within one year to study how surface transportation assets respond to disasters and recommend ways to increase resilience and speed emergency relief. The group must report within one year and the Secretary must send summaries and implementation plans to Congress.
Transportation workforce and CDL training
If enacted, the bill would create a national Transit Workforce Development Center and a surface transportation Task Force to plan workforce strategies. It would set up a commercial motor vehicle workforce grant program with authorized funding from $27.5 million (FY2027) to $29.8 million (FY2031). The bill would also start CDL rule changes to let States give driving skills tests to any applicant and allow a limited school‑bus pre‑trip engine waiver when each State involved agrees, with annual reporting through 2031.
Faster project delivery and fair bidding
If enacted, the bill would push DOT to speed project delivery and improve procurement transparency. It would direct studies of highway network overlaps, survey and propose new categorical exclusions for routine transportation actions, and require DOT to post the data and studies behind proposed rules in rule dockets. The Secretary must issue guidance and form a committee to spot anticompetitive bidding, require public notice of regressive State targets, and improve public access to DOT‑funded research within set deadlines. The Secretary would also set up a rulemaking committee to recommend regulatory changes for highway safety grant administration.
More help for territories, tribes, marinas
If enacted, Puerto Rico and U.S. territories would get set highway apportionments for FY2027–FY2031 (Puerto Rico: $191 million in FY2027 to $207 million in FY2031; territories: $51.2 million to $56.0 million). If enacted, an Insular Area Public Transportation Assistance Program would be created and $25 million per year would be set aside for rural and insular ferry projects. If enacted, Indian Tribes could ask to have competitive FHWA grant awards administered as Tribal Transportation Program funds. If enacted, Interior boating grants could pay up to 75% of eligible project costs and would prioritize certain projects.
More support for freight corridors
If enacted, the bill would rename and broaden the National Highway Freight program to include high priority corridors and aim to upgrade them to Interstate design standards. It would add digital infrastructure alongside intelligent transportation systems, add movement of agricultural products as an explicit consideration, and raise a 3% set‑aside to 5% while adjusting some 2% references to 2.5%.
MPO direct recipient authority
If enacted, the Secretary would have 180 days to set up a rolling application for metropolitan planning organizations (MPOs) to qualify as direct recipients of certain federal planning funds. Approved MPOs could receive and manage funds like a State and use a Federal‑aid financial management system within one year.
Pre-award and reimbursement rules
If enacted, the bill would let the Secretary approve and reimburse certain pre‑award and pre‑project costs for eligible grants. The Secretary would have to decide reimbursement requests within 60 days and explain denials in writing within 3 days. Advance acquisition of property could be reimbursed, but physical development cannot start until environmental reviews finish.
State consolidated transit block grants
If enacted, the bill would create a Consolidated State Block Grant allowing States to combine several transit formula grants into one award. States must apply, give designated recipients 60 days to elect participation, and meet administrative capacity tests. The federal share would usually be up to 80%.
State lump‑sum apportionment pilot
If enacted, beginning in FY2028 up to 10 States could receive their base Federal‑aid apportionment as a lump sum to spend across eligible programs. States must meet pavement and bridge condition tests, use performance‑based planning, meet asset‑management recertification, and the pilot would end on October 1, 2031.
State vehicle fee collection grants
If enacted, the bill would authorize $104 million (available until Sept 30, 2030) to help State motor vehicle departments build systems to collect vehicle registration fees. Each State could receive up to $2 million.
Transportation grants for international events
If enacted, the bill would create a grant program to help eligible entities plan and build transportation projects for multiday international sporting events. It would authorize $50 million per year for FY2027–FY2031. Grants may not pay for bid preparation and must follow applicable highway, transit, rail, or airport rules.
Rail financing and RRIF rules
If enacted, the bill would limit fees the Secretary can charge for RRIF direct loans and guarantees and require a clear, public fee schedule if fees apply. It would let the Secretary recognize underwriting and due diligence by qualified financial institutions for railroad projects and set capital‑structure guideposts (for example, program share no more than 49% and cash equity at least 20% for railroad projects). These changes aim to make RRIF lending more transparent and easier to use.
More small business access to contracts
If enacted, DOT would give State DOTs contracting best practices within 180 days and require State plans within a year to boost competition and outreach. The bill would expand cooperative procurement to include local governments and more goods, technology, and software. It would also set a national aspirational goal that at least 10% of covered program funds go to small disadvantaged businesses starting in FY2027 and exclude firms with average receipts over $31,840,000 from that small‑business definition (adjusted annually).
Higher hazmat fees and penalties
If enacted, DOT would set an annual hazardous‑materials registrant fee: $250–$500 for qualifying small businesses and 501(c)(3)s, and $500–$5,000 for other registrants. The bill also raises maximum civil penalties for hazmat and railroad safety violations (for example, some limits rise to $50,000 and $200,000). These changes increase recurring compliance costs and potential fines for shippers and registrants.
New officer rules for freight brokers
If enacted, the Secretary would issue a final rule within two years setting experience or qualification requirements for officers of freight brokers and freight forwarders. The Secretary must brief Congress within one year and every six months until the rule is final. Broker and forwarder businesses could face higher compliance and staffing costs.
New truck training and safety rules
If enacted, the bill would require several reviews, studies, and new rules for commercial motor vehicle safety and training. The Secretary and the Inspector General must review new‑entrant and training provider programs and issue guidance on specimen collectors and appeals. Employers would have to keep post‑accident alcohol and drug test records for at least five years. FMCSA would get faster removal authority for noncompliant training providers and contested safety violations must be labeled in federal databases until review is finished. The bill would also direct studies on material‑specific CDL endorsements, cabotage impacts, and a possible diesel transport exception.
Technology safety and procurement limits
If enacted, the bill would ban DOT procurement of certain LiDAR from listed companies or countries starting one year after enactment, and require contract certifications that federal funds not be used to buy banned LiDAR unless a waiver is approved. It would also shift a bus testing allocation from 80/20 to 60/40 and require annual statutory research and $2 million per year (FY2027–FY2031) to study lithium‑ion battery thermal runaway in transport units. The bill also tweaks hazardous‑materials special‑permit review periods.
Faster NEPA and MPO planning rules
If enacted, certain States and large city grant recipients could take over categorical exclusion decisions to speed reviews, with the Secretary setting qualifications for non‑State entities. If enacted, some approval terms would be extended and some response times lengthened from 90 to 180 days. If enacted, MPOs and States would not have to prepare resilience improvement plans or include them in some federal planning documents. If enacted, the Neighborhood Access and Equity grant program would be repealed and metropolitan planning funds could be used for design, administration, technical help, and data procurement.
Freight rail safety and inspections
If enacted, the bill would require new safety and inspection rules for freight rail. The Secretary would start rulemaking within 180 days for a confidential close-call reporting system for each Class I freight railroad and for inward- and outward-facing cab image recorders, with devices installed within two years after rules. The GAO would assess track safety standards starting within 180 days and report in about two years. The bill would also require studies and rules on tank car pressure device failures, review train-dispatch systems, tighten lithium-ion shipping rules (a 30% state-of-charge limit within two years), and begin safety rulemaking for self-contained autonomous freight vehicles within about one year.
Highway safety, CMAQ, and standards
If enacted, the bill would expand CMAQ to pay for congestion‑reducing advanced traffic technologies and digital infrastructure and require States to obligate minimum shares for these projects (10% in FY2027; 9% in FY2028; 8% in FY2029; 7% in FY2030). It would broaden Highway Safety Improvement Program eligibility to items like guardrails, suicide barriers, medians, crash attenuators, and digital alerting systems, require use of post‑crash data and predictive analytics, and change State safety plan deadlines to every 3 years. The federal share for metropolitan planning would be set at 90% starting Oct 1, 2026. The bill would also create a Traffic Safety Enforcement Center and an inclement‑weather best-practices working group, but it would bar DOT from issuing Federal‑aid eligibility letters for new roadside safety hardware that fail current crash test standards until a final rule sets modernized standards.
Rail safety and Amtrak oversight
If enacted, the bill would tighten rail safety reporting, require yearly carrier safety trend analyses, and update bridge inspection rules so reports say if a bridge meets safety standards. It would ban most non‑DOT‑117 tank cars from carrying certain flammable liquids after December 31, 2028, unless delayed to May 1, 2029 based on a GAO capacity report. The bill would increase Amtrak transparency, require public notice and comment for restructuring, and cap intercity operating grants so a route may receive no more than five years of operating assistance.
Stronger rail and freight safety rules
If enacted, the bill would require many rail and freight safety reviews, new reporting, and data programs. It would fund a voluntary FLOW freight data program with the Bureau of Transportation Statistics as a neutral steward and require aggregated, confidential freight metrics. The GAO and FRA must complete reports on tank car capacity, pressure relief failures, and cargo security; the Department must publish quarterly summaries of railroad enforcement actions in a searchable database. The bill also requires rulemaking on fire‑resistant hazmat placards, gives the Secretary penalty authority for certain rail violations, forms a cargo‑theft advisory committee, and directs reviews of Amtrak accounting and FRA investigation practices.
Transit oversight and funding rules
If enacted, this bill would change how the Federal Transit Administration oversees and funds transit projects. FTA oversight reporting would move from quarterly to annual and projects under $1 billion or vehicle rehab would generally be excluded. The bill would let the Secretary withhold 10% of a direct recipient's section 5307 funds starting in FY2028 if local law does not make fare evasion a crime or civil offense. It would also limit how long certain emergency relief funds remain available and let States avoid duplicate public review when a TIP adds an unchanged, carried‑over project.
Faster TOD projects and NEPA changes
If enacted, the bill would prioritize transit‑oriented development (TOD) for RRIF loans and coordinate with HUD on local housing policies. It would exclude many TOD land acquisitions from NEPA review and create narrow categorical exclusions for office‑to‑housing conversions and building on previously disturbed transportation land. The Secretary could allow transfer of unused federally assisted property for local development. The bill also changes which metro areas count as 'primary urbanized areas', lowers the Federal lands 'nationally significant' project threshold to $5 million, and raises highway major‑project thresholds to $100 million and $1 billion (with CPI adjustments).
Stricter rules for imported cylinders
If enacted, the bill would require the Secretary to set rules for approving foreign manufacturers of cylinders. Approvals would generally be limited to one year, with a five-year option if the maker attests no prohibited cylinders and is in 'good standing.' DOT would publish a notice and allow at least 30 days for public comment, keep an annual list of approved makers, require annual foreign inspections in some cases, and could recover inspection costs. The Secretary could suspend approvals for obstruction or misrepresentation.
California high-speed rail review
If enacted, the bill would create a working group to study the California high‑speed rail project and require a report to Congress within two years. The group must review speeds, subsidies, alignments, costs, timelines, and economic justification. The Secretary would have to consider the recommendations and may not make grants or other federal awards under this Act to the Authority until the report is due.
Faster local and national projects
If enacted, Local and Regional Project Assistance eligibility would expand to include qualified opportunity zones and lessees of federal hubs, and selected projects would generally need to start construction within 18 months. If enacted, the Secretary could provide pre‑award authority so selected recipients can do eligible pre‑award work between selection and grant signing. If enacted, the Nationally Significant Multimodal Freight and Highway Projects rules would lower project thresholds, raise small award caps to $10 million, shorten notice windows, and temporarily allow the Secretary to pay up to 100% of certain planning costs for up to 5 projects per year, subject to a $30 million per‑project cap and committee notice.
Project delivery and planning changes
If enacted, this bill would restructure how some grant programs and planning rules work to speed delivery and change who administers funds. It would convert parts of the PROTECT program to grant authority, repeal some older reporting and environmental‑review fund statutes, and allow States to assume cross‑boundary project duties only with impacted‑State concurrence. The Secretary would shorten certain modeling deadlines, update highway safety data protections, and change Working Capital Fund IT transfer and reimbursement rules. The bill also narrows an engineering contracting exception and clarifies historic‑preservation program comment treatment.
Transit funding, audits, and accessibility
If enacted, urban transit formula grant recipients would have to spend at least 1% of certain grant money each year on crime prevention and 1% on accessibility work. If enacted, recipients would face stricter recordkeeping, independent audits due within six months, and federal triennial reviews. If enacted, the Capital Investment Grants rules would be changed: core capacity projects must raise corridor capacity by at least 10% and "small start" would become "streamlined start" with a $1 billion threshold. If enacted, systems with 101–125 buses could get up to 25% of the urbanized area share for such systems, and WMATA's grant eligibility would be extended one year.
Expanded road user‑fee pilot testing
If enacted, the bill would expand the Strategic Innovation for Revenue Collection pilot to test user‑based road revenue for all types of roadway users in urban, suburban, and rural areas from FY2027 through FY2031. The program would add 'effectiveness' to evaluations and require annual reporting and updates. This authorizes wider testing only; it does not itself create new charges today.
Extended program windows and grants
If enacted, the bill would extend and tweak several grant programs. It would extend the pedestrian safety provision and the Tribal High Priority Projects program into fiscal years 2027–2031. It would extend the highway tax-evasion grant window to fiscal years 2027–2031. It would change a fisheries allocation formula to the greater of 0.0375% of an appropriation or $200,000. The culvert grant program would be amended to include fish-passage projects and allow the District of Columbia and consortia to apply.
When changes start and bridge review
If enacted, most of the bill and its amendments would take effect on October 1, 2026. The bill would also require the Secretary to form an interagency bridge strike working group within 90 days, produce a report to Congress within one year, and end the working group three months after that report is submitted.
Accessibility study for automated ride-hail
If enacted, the bill would have the Secretary set up a Transportation Research Board study within 180 days to find infrastructure changes that improve access to automated ride-hail vehicles for people with disabilities. The study would look at pick-up/drop-off zones, curb design, dynamic curb management, costs, and rural versus urban needs. The TRB would report to the Secretary and Congress soon after the Secretary receives the study.
Better complaint, data, and enforcement rules
If enacted, the bill would stop adverse actions based on Motor Carrier Management Information System reports unless operators get notice and time to appeal. The Department would implement GAO complaint‑system fixes within one year and publish complaint categories and outreach plans. The national complaint database would separately show complaints about commercial vehicles with automated driving systems. States could opt to use certain federal funds to enforce household‑goods transportation rules and keep fines they collect.
Protecting personal data in DOT tools
If enacted, the bill would require the Secretary to issue guidance within one year to protect personally identifiable information used in DOT predictive analytics, telematics, and validated tools. The guidance would harmonize privacy and anonymization practices across FHWA, NHTSA, and related DOT offices.
Rural and Tribal pilot extended
If enacted, the bill would extend the Rural and Tribal Infrastructure Advancement Pilot program and related statutory deadlines from 2026 to October 1, 2031, keeping those pilot authorities available longer for States, Tribes, and applicants.
Transit bus buying and planning flex
If enacted, the bill would ask transit agencies to use performance-based specifications when competitively buying buses. It would also let some planning funds be used for local project administration, early design, technical help, and critical data purchases. These changes aim to improve procurement outcomes and planning flexibility.
Transit safety reporting and share
If enacted, the bill would extend certain safety reporting through December 31, 2032. It would also raise a statutory percentage used for the Public Transportation Safety Program from 0.75% to 1.0%, increasing the share available for safety activities.
New EV and PHEV registration fees
If enacted, owners of covered electric vehicles would pay $130 per year and covered plug‑in hybrids $35 per year. Fees would rise by $5 every two years starting in 2029 until caps of $150 (EV) and $50 (PHEV). Fees end October 1, 2036. States must remit monthly to FHWA, and noncompliant States risk withholding of 125% of required remittances. The bill authorizes $104 million to help state motor vehicle agencies set up collection.
E-bike access on trails
If enacted, the bill would change the rule so electric bicycles are not treated as motorized on nonmotorized recreational trails. States and local governments could still ban or limit e‑bikes on any trail. This would expand access in some places but keep local control.
Mileage pilot and truck exemption rules
If enacted, the national per‑mile road usage pilot would move from demonstration to implementation and explicitly include odometer‑based systems. Volunteer participants would report mileage (including via State motor vehicle departments). The Secretary must report how mileage charges compare with the Federal motor fuels tax for urban and rural drivers and recommend next steps to Congress. The bill would also require FMCSA exemption holders to submit regular accident and incident data, immediately report crashes causing death or serious injury, and show exemption documents at inspections.
New carrier rules and bridge safety
If enacted, the bill would make motor carriers, brokers, and freight forwarders list a single physical principal place of business and disclose certain ownership or management ties. DOT could withhold or revoke registrations that fail to list a valid place. The bill would create a bridge-clearance working group and a report within one year. Presidio County could impose tolls on the Presidio‑Ojinaga Bridge only after it acquires Texas' ownership interest, and toll money must fund local roadway maintenance. The Drug and Alcohol Clearinghouse could use fees for system development and modernization.
Sponsors & CoSponsors
Sponsor
Graves, Sam [R-MO-6]
MO • R
Cosponsors
Rep. Larsen, Rick [D-WA-2]
WA • D
Sponsored 5/19/2026
Rep. Rouzer, David [R-NC-7]
NC • R
Sponsored 5/19/2026
Webster (FL)
FL • R
Sponsored 5/19/2026
Del. Norton, Eleanor Holmes [D-DC-At Large]
DC • D
Sponsored 5/19/2026
Rep. Rulli, Michael A. [R-OH-6]
OH • R
Sponsored 5/26/2026
Roll Call Votes
No roll call votes available for this bill.
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