Sponsors (13)
The bill provides substantial federal funding and flexibility to expand and secure urban transit service, but it requires localities to maintain existing spending levels, weakens regional planning oversight, and limits some service-delivery options — trading local control and planning safeguards for near-term federal support.
Urban transit agencies and riders: federal funding will cover up to 80% of net operating project costs and support expansion or improved frequency/coverage, making service expansions and restorations far more financially feasible for cities.
Transit agencies, riders, and front-line workers: agencies may fund capital safety risk‑mitigation projects recommended by safety committees, improving rider and worker safety on transit systems.
Transit systems and local governments: security grants can fund law enforcement or security personnel and capital security projects to better protect public transit infrastructure and passengers.
Local governments and taxpayers: must maintain non‑Federal operating and security spending at or above recent levels, which constrains local budgets and can crowd out other services or priorities.
Regional planning bodies and urban communities: operating and planning funds may be used outside metropolitan/STIP planning processes, weakening regional planning oversight and reducing opportunities for public input.
Local and state governments: treating additional §5308 amounts as §5336 apportionments could shift how existing funds are allocated and potentially reduce funding available for other §5336-eligible projects.
Based on analysis of 2 sections of legislative text.
Creates a new federal formula grant for urbanized areas to fund transit service improvements, planning, security, and safety risk mitigation with an 80% federal share.
Introduced December 11, 2025 by Christopher Van Hollen · Last progress December 11, 2025
Creates a new federal formula grant program that sends money to urbanized areas to help transit agencies improve service, plan service changes, boost security, and carry out safety risk mitigation projects recommended by transit safety committees. Grants are distributed based on each area’s most recent reported operating expenses, are added to existing transit apportionments, and generally cover 80% of net project costs. Recipients who use funds for operating assistance or security must certify they will maintain non‑Federal operating or security spending at least at recent levels and that operating assistance will increase or support vehicle revenue service; operating assistance is exempted from metropolitan/state transportation improvement plan requirements. The bill also bars using funds to convert fixed‑route service into third‑party on‑demand contracts and allows up to 10% of one existing apportionment to be treated as if provided under this new program.