Sponsors (11)
Want to know what is actually in this bill?
This is not an official government website.
Copyright © 2026 PLEJ LC. All rights reserved.
Redesignates paragraphs (1) through (3) as paragraphs (2) through (4) and inserts a new paragraph (1) requiring the Secretary to give priority to projects that install or upgrade infrastructure enabling high-performance passenger rail anywhere within the United States.
Amends subclauses (IV) and (V) (formatting changes) and adds subclause (VI) to require consideration of anticipated positive impacts of the project's efforts to electrify the corridor or make improvements to allow for future electrification infrastructure.
Adds paragraph (14) to expand eligibility to include a Class I railroad company only if it meets conditions including use of funds for electrification infrastructure, use of project labor agreements, enforceable agreements to hire from local communities, compliance with section 22404, and partnership with specified entities.
Adds paragraph (17) to list eligible activities for projects to facilitate zero-emission locomotive infrastructure, including electrifying publicly- or Amtrak-owned routes, rehabilitating locomotives to reduce emissions, purchasing infrastructure/right-of-way to expand passenger rail or to electrify in the future, building electrified corridors and yards, acquiring easements for electrification, purchasing electrification equipment and zero-emission rolling stock, ensuring climate-resilient infrastructure, and community engagement.
Revises subsection (d) to prescribe application form/manner requirements and to require each application to include a transition plan addressing workforce impacts, plans to operate and maintain infrastructure using existing insourced workforce, plans to avoid displacement, steps to offset negative workforce impacts, and engagement with workforce organizations; also requires additional application content for rail electrification projects regarding community engagement, hiring plans, and wage/apprenticeship descriptions.
Redesignates paragraphs (2) and (3) as (3) and (4), and inserts a new paragraph (2) requiring the Secretary to give priority to projects that include electrification infrastructure in freight railyards or corridors in environmental justice communities and along new or existing rail corridors.
Adds subsection (g) permitting Amtrak or States, unless prohibited by law or inconsistent with a grant agreement, to use Federal grant funding to cover any non-Federal share of costs required under grant programs in title 23 or 49 or other Federal laws to advance critical intercity passenger rail investments.
Redesignates subparagraphs (B) and (C) as (C) and (D) and inserts a new subparagraph (B) requiring that at least one-half of the funds set aside each fiscal year under subparagraph (A) be available for installation of protective devices at railway-highway crossings.
Creates and funds a national rail and clean-rail package that: (1) establishes a state formula grant program to support state rail planning, operations, maintenance, electrification, and service expansion; (2) creates a large competitive Green Railroads Fund to accelerate electrified rail operations; (3) funds upgrades to passenger and high‑performance rail programs and integrates electrification, safety, and climate priorities into grant rules; (4) directs the EPA to fund railyard air‑pollution mitigation; and (5) requires prevailing wages and funds rail workforce training centers. The bill authorizes roughly $54.5 billion across five years (major items: $50 billion Green Rail, $3.5 billion state formula grants, $500 million EPA railyard grants, $500 million workforce program) with technical assistance, labor, and reporting requirements and targeted grant eligibility and use rules.
Defines “Administration” to mean the Federal Railroad Administration.
Defines “Administrator” to mean the Administrator of the Federal Railroad Administration.
Defines “Amtrak” to mean the National Railroad Passenger Corporation.
Defines “electrification infrastructure” to mean overhead wire in‑motion charging technology and any associated infrastructure needed to propel a locomotive or train; it also includes battery electric technology used to propel locomotives or trains in railyards and other places where catenary (overhead) infrastructure is hard to install, as determined by the Secretary.
Defines “environmental justice community” as a community that has significant numbers of people of color, low‑income people, or Tribal and Indigenous people and that is experiencing, or is at risk of experiencing, higher or more harmful human health or environmental effects.
Who is affected and how:
State governments: Direct recipients of formula grants and participants in planning and reporting requirements; they will receive minimum annual allocations and can access competitive funds for electrification and service expansion.
Rail operators and carriers (passenger and freight, including Amtrak): Eligible for competitive Green Rail grants, subject to labor and application requirements; can use some federal funds to cover cost shares in limited cases; will need to plan for electrification upgrades and workforce training.
Rail and construction workforce: New demand for electricians, signal technicians, construction trades, and specialized rail technicians due to electrification and infrastructure projects; workforce training centers and prevailing wage rules aim to expand and standardize skills and compensation.
Local communities near railyards and rail corridors: Potential air quality and noise benefits from reduced diesel emissions where railyard grants and electrification projects occur; communities will be engaged as part of grant applications and environmental/siting considerations.
Utilities and grid planners: May need to coordinate on new transmission and charging/overhead power needs; the bill requires a study on co‑locating transmission with rail corridors and will increase electricity demand on some corridors.
Manufacturers and suppliers in rail supply chains: Greater demand for zero‑emission locomotives, electrification equipment (overhead catenary systems, traction power substations), and related materials could benefit domestic and international suppliers.
Federal agencies (DOT modal administrations, EPA): Increased program responsibilities, grant administration workload, technical assistance duties, and monitoring/reporting obligations.
Potential tradeoffs and implementation challenges:
Cost and timeline: Large authorizations will require appropriations and sustained implementation; electrification projects are capital‑intensive and may face permitting, right‑of‑way, and utility‑interconnection hurdles.
Labor and project cost impacts: Prevailing wage and labor rules increase project labor costs but aim to ensure skilled labor and fair compensation; labor requirements may affect project schedules and budgets.
Equity and siting: Railyard pollution grants target local health benefits but require careful community engagement to avoid displacement or inequitable siting decisions.
Grid integration: Co‑locating transmission with rail corridors could streamline electrification but will need interagency and utility coordination and potential upgrades to local distribution systems.
Expand sections to see detailed analysis
Read twice and referred to the Committee on Commerce, Science, and Transportation.
Introduced July 29, 2025 by Edward John Markey · Last progress July 29, 2025
Read twice and referred to the Committee on Commerce, Science, and Transportation.
Introduced in Senate