HR-8692-119
Referred to the House Committee on Transportation and Infrastructure.
Sponsored by Kevin Kiley (I-CA)
What it does
This bill would create a new competitive federal grant program — the Accelerating Innovative Mobility Grant Program — authorizing $100 million over two fiscal years (FY2027–2028) for transit agencies and their private partners to purchase and deploy autonomous buses (Level 3–5 automated driving systems). It would also expand several existing federal transit grant programs to explicitly allow funds to be used for autonomous vehicle software acquisition and licensing. Additionally, it would require the Department of Transportation to establish a separate testing facility specifically for autonomous bus models and create a formal pass/fail scoring system for bus safety testing.
Who benefits
Public transit agencies seeking to modernize fleets, particularly those already exploring autonomous vehicle technology. Rural transit systems, which are guaranteed at least 15% of program funds. Autonomous vehicle technology companies and software developers who would gain a new federal procurement market. Transit vehicle manufacturers who partner with agencies on autonomous deployments. Commuters and riders in areas where autonomous transit is deployed. Private entities entering public-private partnerships with transit agencies. Researchers and testing facilities that would host or operate the new autonomous bus testing infrastructure.
Who is hurt
Transit bus drivers and operators whose jobs could be displaced or reduced as autonomous systems replace human drivers. Labor unions representing transit workers, who may face reduced bargaining leverage. Transit agencies in jurisdictions with restrictive state or local autonomous vehicle laws, who may be unable to use the funds. Taxpayers who bear the cost of the $100 million authorization. Competing transportation sectors (e.g., paratransit, ride-share) that do not receive equivalent federal support. Communities where autonomous bus technology underperforms or fails safety testing, potentially reducing service reliability.
Supporters argue
Supporters argue that autonomous transit technology can reduce operating costs, expand service to underserved rural areas, and improve safety by eliminating human error — which accounts for over 90% of traffic accidents according to NHTSA data. They contend that the bill's 15% rural set-aside directly addresses transit deserts where driver shortages already limit service, and that the new testing facility and pass/fail scoring system create rigorous safety guardrails before any public deployment of autonomous buses.
Opponents argue
Opponents argue that the bill accelerates the displacement of transit workers — a workforce that is disproportionately composed of workers of color and union members — without any workforce transition provisions or labor protections. They contend that autonomous bus technology at Levels 3–5 remains commercially immature for complex urban transit environments, citing limited real-world deployments, and that committing $100 million in federal funds to an unproven technology risks wasting public resources while undermining existing transit workforces.
Constitutional context
Congress's authority to fund and regulate public transit infrastructure rests firmly on the Commerce Clause (Art. I, §8, cl. 3), and federal grant conditions on state and local transit agencies are well-established under the Spending Clause. No significant constitutional tension is present, as this bill directs congressional appropriations through an existing statutory framework (Title 49) rather than delegating broad new rulemaking authority to an agency — limiting major questions doctrine exposure under West Virginia v. EPA (2022).
Checks and balances
The Executive Branch (Secretary of Transportation) gains discretionary authority to design grant criteria and select recipients; Congress retains control through the appropriations process, and grant recipients must comply with existing competitive procurement requirements under 49 U.S.C. § 5325.
Historical precedent
The Federal Transit Administration's Low or No Emission Vehicle Program (Low-No Program), established under the FAST Act (2015), similarly provided competitive grants to transit agencies for purchasing advanced-technology buses, including electric and hybrid models.