HB8692, the Shared Autonomous Mobility Act of 2026, would create and expand federal transportation grant authority for autonomous shared mobility vehicles, especially new bus models equipped with automated driving systems. The bill directs the Secretary of Transportation to establish a competitive grant program within 90 days of enactment to help eligible transit-related entities deploy these vehicles, purchase related equipment and software, and update automated driving software. It also defines “covered shared mobility vehicle” and “automated driving system” for purposes of the program, tying the definition to SAE driving automation levels 3 through 5.
The bill also revises several existing federal transit and infrastructure grant programs so that grant funds may be used to acquire, license, and update software for automated driving systems and autonomous vehicle operations. These changes apply to programs including bus and bus facilities grants, fixed guideway capital grants, mobility innovation grants, national infrastructure project assistance, and related grant authorities. In addition, the bill expands the federal bus testing framework to require a dedicated testing facility for covered shared mobility vehicles and directs the Department of Transportation to adopt a pass/fail scoring rule for bus models based on testing categories such as safety, reliability, braking performance, emissions, and noise.
Its practical impact would be to amend Title 49 of the U.S. Code and related federal transportation statutes to explicitly authorize federal support for autonomous transit technology, software, and vehicle deployment. It would also require the Department of Transportation to maintain testing capacity for autonomous buses and to update regulations to accommodate timely testing. The bill authorizes $60 million for fiscal year 2027 and $40 million for fiscal year 2028 for the new grant program, with at least 15 percent reserved for rural projects.
The available context shows no recorded committee debate or votes, so there is no documented legislative sentiment from hearings or floor action. Based on the bill text, the measure appears generally supportive of innovation in transit and autonomous vehicle deployment, with an emphasis on public-sector pilot projects and rural access. Any likely support would come from transit agencies, technology developers, and proponents of automated mobility, while potential concerns would center on safety, testing standards, procurement, and the use of federal funds for emerging technology.
Notable points of contention are likely to include whether autonomous buses are sufficiently safe and mature for public deployment, how the Department of Transportation should score and certify bus models, and whether federal grant dollars should be used for software and automated driving systems rather than traditional transit needs. The bill also creates a rural set-aside and allows in-kind contributions and funding combinations, which may raise questions about implementation, equity, and oversight among transit operators, manufacturers, and policymakers.
HB8692 would amend Title 49 of the U.S. Code and related federal transit statutes to authorize grant spending on autonomous vehicle software, automated driving systems, and deployment projects for covered shared mobility vehicles, defined as new bus models with automated driving systems. It would create a new competitive grant program, require a dedicated testing facility for autonomous shared mobility vehicles, and expand the allowable uses of several existing federal transportation grant programs. The bill would also require DOT rulemaking to implement a pass/fail bus testing standard and would reserve a portion of new grant funding for rural projects.
No committee transcript or vote data is available, so there is no recorded legislative sentiment from debate or roll call. The bill’s structure suggests a pro-innovation, pro-transit modernization approach, with support likely from autonomous vehicle advocates, transit agencies, and manufacturers. At the same time, the absence of discussion means there is no documented opposition in the provided record, though the subject matter itself implies likely caution from safety-focused stakeholders and fiscal watchdogs.
The main likely points of contention are safety, regulatory readiness, and the use of federal funds for autonomous transit technology. Critics may question whether automated driving systems at SAE levels 3 through 5 are ready for public transit deployment, whether the proposed testing and scoring framework is sufficiently rigorous, and whether software acquisition should be eligible under multiple grant programs. Additional concerns could involve the rural set-aside, procurement rules for public-private partnerships, and whether the bill favors manufacturers and technology vendors over traditional transit investments.