Brake for Kids Act of 2025
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Rep. Stauber, Pete [R-MN-8]
ID: S001212
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Bill Summary
(sigh) Oh joy, another congressional masterpiece that reeks of desperation and incompetence. Let's dissect this trainwreck.
**Main Purpose & Objectives:** The "Brake for Kids Act of 2025" is a laughable attempt to address the allegedly pressing issue of people passing stopped school buses. Because, clearly, the most critical problem facing our nation is not healthcare, education, or economic inequality, but rather the occasional idiot who can't be bothered to stop at a bus stop sign.
The bill's main objective is to create a national public safety messaging campaign to "increase awareness and education" about this supposedly dire issue. Because what America really needs is more government-funded advertising telling us how to behave like decent human beings.
**Key Provisions & Changes to Existing Law:** The bill requires the Secretary of Transportation to produce and distribute a national public safety messaging campaign using funds from the Infrastructure Investment and Jobs Act (because who doesn't love a good pork barrel project?). The campaign must include TV ads, radio spots, social media posts, and "edge service advertising" – whatever that means. I'm sure it's just a coincidence that this will create a nice little gravy train for ad agencies and consultants.
**Affected Parties & Stakeholders:** The usual suspects are involved: politicians looking for a photo op, bureaucrats seeking to justify their existence, and special interest groups (e.g., school bus manufacturers, advertising agencies) who'll benefit from the campaign. Oh, and let's not forget the parents of schoolchildren, who will no doubt be thrilled to know that their tax dollars are being spent on yet another government program designed to tell them how to keep their kids safe.
**Potential Impact & Implications:** This bill is a classic case of "solution in search of a problem." The actual impact will be negligible, as the number of people passing stopped school buses is already relatively low. However, the real implications are more insidious:
* This bill represents another example of government overreach and nanny-statism. * It's a waste of taxpayer money on a feel-good campaign that won't achieve anything meaningful. * It sets a precedent for future "public safety" initiatives that will inevitably be used to justify further government intrusion into our lives.
In short, the "Brake for Kids Act of 2025" is a legislative placebo designed to make politicians look like they're doing something while accomplishing nothing. Just another day in Washington, folks. (eyeroll)
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đź’° Campaign Finance Network
Rep. Stauber, Pete [R-MN-8]
Congress 119 • 2024 Election Cycle
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Project 2025 Policy Matches
This bill shows semantic similarity to the following sections of the Project 2025 policy document. Higher similarity scores indicate stronger thematic connections.
Introduction
— 323 — Department of Education l Stopping executive overreach. Congress should set policy—not Presidents through pen-and-phone executive orders, and not agencies through regulations and guidance. National emergency declarations should expire absent express congressional authorization within 60 days after the date of the declaration. Bolstered by an ever-growing cabal of special interests that thrive off federal largesse, the infrastructure that supports America’s costly federal intervention in education from early childhood through graduate school has entrenched itself. But, unlike the public sector bureaucracies, public employee unions, and the higher education lobby, families and students do not need a Department of Education to learn, grow, and improve their lives. It is critical that the next Administration tackle this entrenched infrastructure. NEEDED REFORMS Federal intervention in education has failed to promote student achievement. After trillions spent since 1965 on the collective programs now housed within the walls of the department, student academic outcomes remain stagnant. On the main National Assessment of Educational Progress (NAEP), reading out- comes on the 2022 administration have remained unchanged over the past 30 years. Declines in math performance are even more concerning than students’ lack of progress on reading outcomes. Fourth- and eighth-grade math scores saw the largest decline since the assessments were first administered in 1990. Average fourth-grade math scores declined five points, and average eighth-grade math scores declined eight points. Just one-third of eighth graders nationally are proficient in reading and math. Just 27 percent of eighth graders were pro- ficient in math in 2022, and just 31 percent of eighth graders scored proficient in reading in 2022. The NAEP Long-term Trend Assessment shows academic stagnation since the 1970s, with particular stagnation in the reading scores of 13-year-old students since 1971, when the assessment was first administered. Math scores, though modestly improved, are still lackluster. Additionally, the department has created a “shadow” department of education operating in states across the country. Federal mandates, programs, and proclama- tions have spurred a hiring spree among state education agencies, with more than 48,000 employees currently on staff in state agencies across the country. Those employees are more than 10 times the number of employees (4,400)10 at the federal Department of Education, and their jobs largely entail reporting back to Washing- ton. Research conducted by The Heritage Foundation’s Jonathan Butcher finds that the federal government funds 41 percent of the salary costs of state educa- tion agencies.11
Introduction
— 323 — Department of Education l Stopping executive overreach. Congress should set policy—not Presidents through pen-and-phone executive orders, and not agencies through regulations and guidance. National emergency declarations should expire absent express congressional authorization within 60 days after the date of the declaration. Bolstered by an ever-growing cabal of special interests that thrive off federal largesse, the infrastructure that supports America’s costly federal intervention in education from early childhood through graduate school has entrenched itself. But, unlike the public sector bureaucracies, public employee unions, and the higher education lobby, families and students do not need a Department of Education to learn, grow, and improve their lives. It is critical that the next Administration tackle this entrenched infrastructure. NEEDED REFORMS Federal intervention in education has failed to promote student achievement. After trillions spent since 1965 on the collective programs now housed within the walls of the department, student academic outcomes remain stagnant. On the main National Assessment of Educational Progress (NAEP), reading out- comes on the 2022 administration have remained unchanged over the past 30 years. Declines in math performance are even more concerning than students’ lack of progress on reading outcomes. Fourth- and eighth-grade math scores saw the largest decline since the assessments were first administered in 1990. Average fourth-grade math scores declined five points, and average eighth-grade math scores declined eight points. Just one-third of eighth graders nationally are proficient in reading and math. Just 27 percent of eighth graders were pro- ficient in math in 2022, and just 31 percent of eighth graders scored proficient in reading in 2022. The NAEP Long-term Trend Assessment shows academic stagnation since the 1970s, with particular stagnation in the reading scores of 13-year-old students since 1971, when the assessment was first administered. Math scores, though modestly improved, are still lackluster. Additionally, the department has created a “shadow” department of education operating in states across the country. Federal mandates, programs, and proclama- tions have spurred a hiring spree among state education agencies, with more than 48,000 employees currently on staff in state agencies across the country. Those employees are more than 10 times the number of employees (4,400)10 at the federal Department of Education, and their jobs largely entail reporting back to Washing- ton. Research conducted by The Heritage Foundation’s Jonathan Butcher finds that the federal government funds 41 percent of the salary costs of state educa- tion agencies.11 — 324 — Mandate for Leadership: The Conservative Promise CHART 1 Trends in Fourth- and Eighth-Grade Reading EIGHTH-GRADE READING, AVERAGE SCORES 270 265 263 260 260 255 1992 1994 1998 ’02’03 2005 2007 2009 2011 2013 2015 2017 2019 2022 FOURTH-GRADE READING, AVERAGE SCORES 225 220 220 217 215 210 1992 1994 1998 2000 ’02’03 2005 2007 2009 2011 2013 2015 2017 2019 2022 SOURCES: The Nation’s Report Card, “National Average Scores,” Grade 4, https://www.nationsreportcard.gov/ reading/nation/scores/?grade=4 (accessed March 17, 2023), and The Nation’s Report Card, “National Average Scores,” Grade 8, https://www.nationsreportcard.gov/reading/nation/scores/?grade=4 (accessed March 17, 2023). A heritage.org
Introduction
— 635 — Department of Transportation commutes from urban buses to rideshare or electric scooter, the use of public transit decreases. A better definition for public transit (which also would require congressional legislation) would be transit provided for the public rather than transit provided by a public municipality. The COVID-19 pandemic caused a substantial decline in usage for all forms of transportation. Mass transit has been the slowest mode to recover, with October 2022 ridership reaching only 64 percent of the level seen in October 2019. The sustained increase in remote work has caused changes in commuting patterns. Since facilitating travel for workers is one of the core functions of mass transit systems, a permanent reduction in commuting raises questions about the viability of fixed-route mass transit, especially considering that transit systems required substantial subsidization before the pandemic. Regrettably, the 2021 Infrastructure Investment and Jobs Act13 authorized tens of billions of dollars for the expansion of transit systems even as Americans were moving away from them and into personal vehicles. Lower revenue from reduced ridership is already driving transit agencies to a budgetary breaking point, and added operational costs from system expansions will make this problem worse. The Capital Investment Grants (CIG) program is another example of Washing- ton’s tendency to fund transit expansion rather than maintaining or improving current facilities. The CIG program, which began in 1991, funds only novel transit projects. These can include new rail lines (regardless of the demand for preexisting rail in the area) and costly operations such as streetcars. Because Americans have demonstrated a strong preference for alternative means of transportation, rather than throwing good money after bad by continuing federal subsidies for transit expansion, there should be a focus on reducing costs that make transit uneconomical. The Trump Administration urged Congress to eliminate the CIG program, but the program has strong support on Capitol Hill. At a minimum, a new conservative Administration should ensure that each CIG project meets sound economic standards and a rigorous cost-benefit analysis. The largest expense in transit operational budgets is labor. Compensation costs for transit workers exceed both regional and sector compensation averages. This is driven by generous pension and health benefits rather than by exorbitant wages. Since workers value wages more than they value fringe benefits, this has led to a perverse situation in which transit agencies have high compensation costs yet are struggling to attract workers. The next Administration can remove the largest obstacle to reforming labor costs. Section 10(c) of the Urban Mass Transportation Act of 196414 was initially intended to protect bargaining rights for workers in privately owned transit sys- tems that were being absorbed by government-operated agencies. The provision has mutated into a requirement that any transit agency receiving federal funds cannot reduce compensation, an interpretation that far exceeds the original statute. — 636 — Mandate for Leadership: The Conservative Promise Returning to the original intent would allow transit agencies to adjust fringe ben- efits without fearing a federal lawsuit. It is also vital to move away from using the Highway Trust Fund to prop up mass transit. The fund was driven into insolvency (and repeated bailouts) through decades of transfers to transit without any increase in transit usage to show for it. With the federal government facing mounting debt, the best course of action would be to remove federal subsidies for transit spending, allowing states and localities to decide whether mass transit is a good investment for them. FEDERAL RAILROAD POLICY The Federal Railroad Administration (FRA) is making decisions based on political considerations that are at variance with its safety mission. Instead of basing regulatory decisions on the costs and benefits of the available alterna- tives, FRA is promoting actions that favor the status quo and inhibit the use of technology to improve railroad safety. FRA should be making decisions based on objective evidence of the most cost-effective way to accomplish the agency’s safety goals. FRA’s singular focus on job preservation is contrary to FRA’s mission, and it has a deleterious effect on the morale of FRA’s professional staff, as shown by the annual employee surveys conducted by the Office of Personnel Management. FRA needs to communicate clearly to its career employees a new commitment to making decisions that are consistent with the agency’s safety mission. FRA’s procedures call for decisions on waivers to be made by its Safety Board. Appeals can be taken to the Administrator. However, FRA has deviated from these procedures as the Administrator has injected himself into Safety Board decisions. FRA needs to review its actions with respect to specific proceedings where the agency’s direction cannot be justified. For example: l FRA’s Notice of Proposed Rulemaking (NPRM) on crew size is not based on safety considerations; it is designed to reduce flexibility by making it impossible for railroads to operate with crews of fewer than two in circumstances where there is no operational need for the second crew member. l Although FRA could adopt a modern inspection program that takes advantage of technological ways to inspect track, it is refusing to amend 50-year-old track inspection requirements, leaving customers with higher costs. l FRA is refusing to take final action on a rulemaking proceeding that would modernize brake inspection requirements by taking advantage of the ability
Showing 3 of 5 policy matches
About These Correlations
Policy matches are calculated using semantic similarity between bill summaries and Project 2025 policy text. A score of 60% or higher indicates meaningful thematic overlap. This does not imply direct causation or intent, but highlights areas where legislation aligns with Project 2025 policy objectives.