New Act Mandates 100% Ridership Increase and Funds $2 Billion in Bus Stop Upgrades

The Faster Buses Better Futures Act is a massive overhaul aimed at dragging public transit, specifically bus systems, into the 21st century. It’s not just a funding bill; it’s a mandate for radical change, backed by serious cash. The core idea is simple: if your local bus system isn’t working, you have to redesign it completely, and the feds are putting up the money—but they expect results.

The $20 Billion Dare: Double Your Ridership

Section 2 sets up a competitive grant program with a staggering $20 billion authorized from 2026 through 2030 for what the bill calls "Bus Network Redesign Grants." This isn't money for a fresh coat of paint; it’s for tearing up the old maps and starting over. The catch? To get the money, your transit agency has to prove the redesign will increase transit ridership by 100 percent within six years of implementation. That’s a huge, ambitious metric that will be incredibly difficult to hit for many cities, and agencies that don't hit it might struggle to get future funding.

Agencies applying for this money must detail exactly how the new network will close “equity and mobility gaps.” This means they have to analyze how the redesign helps low-income individuals, seniors, and people with disabilities, focusing on improving service to areas of persistent poverty. If you live in an underserved community, this bill is specifically targeting you for better, more frequent service. The grant money can cover the costs of new projects (like buying buses or building garages) and the increased operating costs for the new, expanded service. Crucially, the federal government covers 100 percent of the operating cost increase for the first three years, but then that share drops sharply to just 33 percent after that. This is a massive financial cliff that local agencies will have to plan for, or they risk having to cut the very service they just expanded when the federal money dries up.

Transit Priority: Giving Buses the Right-of-Way

Section 4 is where the rubber meets the road—literally. This section is all about Transit Priority Measures, which means giving buses and light rail priority over regular car traffic. If your local transit provider asks the city or county road owner for a dedicated bus lane, signal priority at intersections, or a bus-only street, the road owner has to cooperate “to the transit provider’s satisfaction.”

If the city and the transit agency can't agree, the Federal Transit Administration (FTA) regional office steps in to settle the dispute. The FTA is directed to generally side with the transit provider unless the road owner can prove the transit request would “seriously hurt” the maintenance of the entire transportation system. This is a huge shift in power. For the average driver, this means more dedicated bus lanes, fewer parking spots, and changes to traffic signals designed to keep the bus moving. If you’re a bus rider, this means a much more reliable commute—no more sitting at a red light while the bus waits behind a dozen cars.

Furthermore, Metropolitan Planning Organizations (MPOs) and states can’t start building new car lanes or reconstructing existing ones until they’ve completed all the transit priority projects requested by the transit providers in that area. Transit must come first, or the Secretary of Transportation can withhold discretionary grants from the road owner.

Accessibility and Amenities: $2 Billion for Stops and Stations

Sections 3 and 5 deal with the physical experience of riding the bus. The Act authorizes $1 billion annually for five years to reimburse transit entities for installing new bus stop shelters. These aren't just flimsy metal roofs; they must meet specific weather standards, include seating, and feature real-time bus arrival signs. This is a direct benefit for anyone who has ever waited for a bus in the rain or brutal heat—the feds are paying for better comfort and information at the stop itself.

Section 3 also authorizes another $1 billion annually for grants to upgrade older bus and rail stations to meet full ADA accessibility standards. If you use a wheelchair, a cane, or have any mobility issue, this is critical funding aimed at fixing the stations that were built before modern accessibility requirements. The money can’t be used on stations that already comply, ensuring the funds go directly to fixing the most problematic, non-compliant infrastructure.

Finally, Section 5 allows states to create cooperative purchasing agreements for bus stop equipment, which should make it easier and cheaper for smaller towns and rural transit agencies to buy high-quality shelters and real-time signage that adheres to “Buy America” rules. This means better, domestically-sourced gear for stops, whether you’re in a big city or a small town.