PlainBillCongress, translated.Legislation. Context. Public interest.Referred to the House Committee on Transportation and Infrastructure.
Congressional Research Service
No official summary is available in the imported record yet.
People & committees
Rep. DeSaulnier, Mark [D-CA-10] · D–CA
Legislative record
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Referred to the House Committee on Transportation and Infrastructure.
Introduced in House
Introduced in House
Primary sources
Text links open the official source. We also preserved the text version used in the PlainBill explanation below.
No related bills are listed in this snapshot. This does not establish whether the proposal has appeared in earlier Congresses.
Source last updated: Oct 9, 2026. Consult Congress.gov for the current record.
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PlainBill explanation
Based on the full Introduced in House · 2026-10-01 text. This explanation has not received human editorial review. This overview describes the proposal’s major provisions; it does not establish what its real-world effects would be.
The proposed Better Transit for Riders Act would require the Federal Transit Administration to assemble experts to recommend ways transit agencies serving the same metropolitan area could work together. Recommendations would address funding, coordinated fares and services, transit access, and planning around transit. The proposal focuses on developing recommendations, with attention to riders who transfer between different forms of transit.
This Act may be cited as the Better Transit for Riders Act.
the Administrator of the Federal Transit Administration shall convene a task force to provide recommendations regarding benchmarks for urbanized areas
prioritize improving the experience of transit riders and improved service delivery, especially riders who utilize multiple forms of transit in a single ride
(4) best practices for access to transit; and (5) best practices for coordinating regional transit and land use planning, funding, and implementation.
Within two years after enactment, the Federal Transit Administration's Administrator would have to convene a task force to recommend benchmarks—reference points for evaluating practices—for urbanized areas as defined in existing federal law.
Not later than 2 years after the date of enactment of this Act, the Administrator of the Federal Transit Administration shall convene a task force to provide recommendations regarding benchmarks for urbanized areas (as such term is defined in section 5302 of title 49, United States Code)
The task force would recommend practices for allocating transit funds among such needs as modernization, maintenance, expansion, operations, labor, safety, and resilience. It would also recommend practices for combining government funding, passenger fares, public-private partnerships, and other funding mechanisms.
(1) best practices on the allocation and use of transit funds, including ranges or consideration for investment across categories such as capital modernization, state of good repair, infrastructure expansion, operations, workforce and labor costs, safety improvements, and resiliency; (2) best practices regarding the composition of transit agency funding sources, including roles of Federal, state, local and farebox revenues, public-private partnerships, value capture, and other dedicated funding mechanisms;
The task force would recommend indicators of effective coordination for federal funding recipients to consider in planning. Topics would include coordinated fares and payments, joint planning, common transaction-data standards for scheduling software, route-network redesign, and shared infrastructure within the same metropolitan service area.
(3) indicators of effective transit coordination within the same metropolitan service area that recipients of Federal funds should consider when developing planning activities, which shall include considerations for any matters determined relevant by the task force or Administrator, including— (A) integrated payments and fare integration within the same metropolitan service area; (B) cooperative planning; (C) transactional data standards for mobility scheduling software to assist in coordinating services across multiple providers; (D) network redesign; and (E) sharing of infrastructure;
Recommendations would also cover access to transit and coordination between regional transit and decisions about how land is used. In developing its recommendations on allocating and using funds, the task force would have to consider how transit services relate to land use and development oriented around transit.
(4) best practices for access to transit; and (5) best practices for coordinating regional transit and land use planning, funding, and implementation.
(f) Considerations In developing the recommendations described in subsection (a)(1), the task force shall— (1) consider the interconnection between land use, transit-oriented development, and transit services to provide better options for transit riders;
The Administrator would select up to 15 members with relevant operational or academic expertise and set the membership size to ensure fair representation. Represented fields would include transit agencies, governments, unions, standards organizations, regional planners, academia, transit users and community groups, transit associations, and providers connecting riders to and from transit.
The Task Force shall consist of up to 15 members selected by the Administrator and having expertise in an operational or academic discipline that is relevant to the operations, maintenance, or governance of transit services in regions that are served by multiple transit agencies.
The number of members shall be determined by the Administrator to ensure sufficient and fair representation of relevant disciplines.
disciplines shall include transit agencies, municipal governments that have land use authority, representatives of State departments of transportation, representatives from transit unions, relevant standards development organizations, metropolitan planning organizations, academia, first and last mile service providers, community groups or individuals who use public transportation, and associations that represent public transportation.
The task force would initially last two years. The Administrator could extend it for another two years, and members would be appointed for the task force's duration.
(d) Duration (1) In general Members of the task force shall be appointed for the duration of the task force. (2) Length of existence (A) In general The task force shall have an initial length of existence of 2 years. (B) Option The Administrator may exercise an option to lengthen the duration of the existence of the task force for a period of 2 years.
By its termination date, the task force would have to submit a report to Congress and make it public. This reporting requirement specifically refers to subsection (a)(1), which concerns allocating and using transit funds; it does not expressly require the report to cover every recommendation topic listed in subsection (a).
(e) Duties Not later than the date on which the Task Force is terminated, the task force shall submit to Congress and make publicly available a report that provides the recommendations described in subsection (a)(1).
(1) best practices on the allocation and use of transit funds
When developing recommendations on allocating and using funds, the task force would have to prioritize rider experience, service delivery, safety, and security. Particular attention would go to trips involving multiple forms of transit, including delays, connections, and transfer locations. It would also consider services and infrastructure for getting riders to and from transit.
(f) Considerations In developing the recommendations described in subsection (a)(1), the task force shall—
(2) prioritize improving the experience of transit riders and improved service delivery, especially riders who utilize multiple forms of transit in a single ride, like the ease and quality of the ride, safety, reducing delays, connection to other modes of transit, and location of transfer points; (3) prioritize safety and security of riders across transit systems;
(6) consider the use of first and last mile service and associated infrastructure by riders;
For its recommendations on allocating and using funds, the task force would develop a model to help agencies choose investments with limited funding. It would also examine methods for long-term, self-sustaining funding or public financing. Rider benefits, reliability, safety, sustainability, and cost-effectiveness are stated objectives of this work, rather than demonstrated results.
(f) Considerations In developing the recommendations described in subsection (a)(1), the task force shall—
(4) develop and recommend a framework or model to assist transit agencies in making strategic investment decisions, including how to prioritize limited funding to maximize rider benefits, service reliability, safety, and long-term system sustainability; (5) examine potential methods for self-sustaining long-term funding or public financing for transit to achieve cost-effectiveness, such as value capture;
The funding recommendations would have to consider reducing miles traveled by riders in vehicles, greenhouse gas impacts, and compliance with applicable air-quality law, state and local regulations, and court rulings. The task force would also examine data and technology needs, including how systems that work across different providers might improve reliability and operations.
(f) Considerations In developing the recommendations described in subsection (a)(1), the task force shall—
(7) include considerations to reduce vehicle miles traveled by riders; (8) consider greenhouse gas emissions impacts, compliance with the Clean Air Act (42 U.S.C. 7401 et seq.), applicable State and local regulations, and applicable judiciary rulings;
(10) examine data and technology needs across transit providers, including how interoperable data and technology may improve transit reliability and operations.
If the Administrator extended the task force, it would have to provide Congress and the public with an initial report within two years of its establishment. That report would update the information about allocating and using transit funds described in subsection (a)(1).
(g) Initial report If the Administrator exercises the option to lengthen the duration of the task force under subsection (d)(2)(B), not later than 2 years after the date of the establishment of the task force, the task force shall submit to Congress and make publicly available an initial report containing an update on the information described in subsection (a)(1).
(1) best practices on the allocation and use of transit funds
The supplied official-actions snapshot, updated October 9, 2026, records introduction in the House and referral to the House Committee on Transportation and Infrastructure on October 1, 2026.
Source snapshot updated 2026-10-09T15:33:54Z. 2026-10-01: Referred to the House Committee on Transportation and Infrastructure. 2026-10-01: Introduced in House
A closer look
Reviewed version: Introduced in House · 2026-10-01. These findings describe provisions and who may benefit; they are not judgments of waste, corruption, or motive.
This review covers the supplied bill text. “None identified” does not rule out provisions in later versions or accompanying reports and disclosures.
Provisions outside the bill’s main subject, or policy changes attached to appropriations.
None identified in the reviewed text
No unrelated provision or policy change attached to appropriations was identified in the complete supplied introduced text. This conclusion is limited to that version and does not establish absence in other versions or accompanying materials.
Spending directed to particular recipients or places outside ordinary competitive or formula-based allocation.
None identified in the reviewed text
No congressionally directed spending for particular recipients or places was identified in the complete supplied introduced text. This conclusion is limited to that version; formal earmark disclosures and accompanying materials are not supplied.
Narrow exceptions, exemptions, or preferential treatment that warrant a closer look.
None identified in the reviewed text
No materially narrow carve-out, special exemption, or preferential treatment was identified in the complete supplied introduced text. This conclusion is limited to that version and does not establish absence in other versions or accompanying materials.
Full text preserved for this analysis. Legislative record snapshot: Oct 9, 2026. How PlainBill uses AI