Truck Parking Safety Improvement Act

Bill Number

H.R. 1659

Origin Chamber

House

Congress

119th Congress, Session 1

Policy Area

Transportation and Public Works

Status

Introduced

Latest Action

2025-02-27: Referred to the Subcommittee on Highways and Transit.

Last Updated

2026-04-07T08:05:47Z

AI-Generated Summary

Purpose

The Truck Parking Safety Improvement Act aims to address the national shortage of parking spaces for commercial motor vehicles (large trucks used for freight) on federal highways. By establishing a federal grant program, it seeks to expand safe parking options, reduce driver fatigue, and enhance overall highway safety as a priority for Congress.

Key Provisions

• Grant Program (Section 180 of Title 23, U.S. Code): The Secretary of Transportation will award competitive grants to fund projects that create or improve public parking for commercial trucks. Grants support construction, reopening facilities, safety upgrades, and management tools like intelligent transportation systems (technology to monitor and direct traffic/parking in real-time).
• Eligible Recipients: States, metropolitan planning organizations (regional groups that plan transportation), local governments, Tribal governments, or multistate coalitions. Recipients can partner with private companies, such as truck stops.
• Eligible Projects: Focus on federal highways or nearby facilities (e.g., ports or weigh stations). Examples include:
• Building new rest areas with truck parking.
• Adding spaces at existing truck stops, weigh stations, or freight hubs.
• Reopening unused public facilities for parking.
• Enhancing safety (e.g., lighting or security) or adding features like truck electrification (systems to power idling trucks without running engines).
• Promoting available parking through apps or signage.
• Application and Selection: Applicants must describe projects and show local parking shortages, consultations with truckers and safety officials, and benefits like better freight flow, reduced congestion, and improved air quality. The Secretary prioritizes projects for geographic spread across the U.S. and ensures recipients can maintain facilities.
• Funding Rules: Up to 25% of grants for planning and design; limits on non-construction uses (e.g., no more than 10% for just promoting existing parking unless tied to expansion). Funds cannot build vehicle charging or fueling stations (though other federal funds can). Parking must be free and open to all truck drivers.
• Project Status: Treated as federal highway projects for funding and oversight; funds available for 3 years.
• Reporting Requirements (Section 4): Starting 4 years after enactment, the Secretary must submit biennial reports to Congress assessing truck parking availability (public and private), grant program effectiveness, facility sustainability, and progress. Reports will be public and aligned with state freight plans.
• Funding Authorization (Section 5): $151 million annually from fiscal years 2025 through 2029 for the grant program.

Significant Changes to Existing Law

• Adds a new Section 180 to Chapter 1 of Title 23, U.S. Code (highways), creating the first dedicated federal competitive grant program specifically for truck parking infrastructure.
• Introduces mandatory biennial federal assessments of truck parking, building on but separate from existing state freight evaluations under Title 49, U.S. Code.
• Prohibits using these funds for propulsion-related infrastructure (e.g., electric charging for trucks), distinguishing it from broader clean energy initiatives, while allowing partnerships with private entities to leverage non-federal resources.

Potential Impacts

• Government Agencies: The Department of Transportation gains new grant administration duties, potentially increasing workload but also enabling coordinated infrastructure improvements. States and locals benefit from federal funding to address regional shortages without full local costs.
• Citizens and Drivers: Truck drivers (over 3.5 million in the U.S.) gain safer, more accessible rest options, reducing fatigue-related crashes (a leading highway safety issue). Broader public sees less congestion and better air quality from efficient freight movement.
• International Relations: Minimal direct impact, though improved U.S. freight infrastructure could enhance cross-border trade efficiency with Canada and Mexico under agreements like USMCA.
• Overall, the act could add thousands of parking spaces, lowering accident risks and supporting the $800 billion trucking industry, but success depends on sustained funding and private partnerships.

Main Stakeholders Affected

• Truck Drivers and Motor Carriers: Primary beneficiaries through safer parking to comply with federal hours-of-service rules (rest mandates).
• State, Local, and Tribal Governments: Eligible for grants to build or upgrade facilities, especially in rural or high-freight areas.
• Private Sector: Truck stop operators and freight companies can partner on projects, gaining from increased capacity without sole funding burden.
• Public Safety Officials: Involved in consultations and benefit from reduced highway risks.
• Federal Agencies: U.S. Department of Transportation oversees implementation and reporting.

Notable Legal, Constitutional, or Political Implications

• Legal: Ensures projects qualify as federal-aid highways, streamlining permitting and funding under existing environmental reviews (e.g., National Environmental Policy Act). The no-fee requirement promotes equity but may challenge long-term maintenance without alternative revenue.
• Constitutional: Aligns with Congress's commerce clause authority over interstate highways and safety, without infringing on state powers (grants are voluntary).
• Political: Bipartisan support (introduced by 25 members across parties) reflects consensus on infrastructure needs. Authorizes funding without immediate appropriations, tying to annual budget debates; biennial reports provide accountability, potentially influencing future transportation bills like the next highway reauthorization.

This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.

Sponsor

Rep. Bost, Mike [R-IL-12]

Cosponsors (54)

Rep. Craig, Angie [D-MN-2], Rep. Stauber, Pete [R-MN-8], Rep. Carbajal, Salud O. [D-CA-24], Rep. Mrvan, Frank J. [D-IN-1], Rep. Kim, Young [R-CA-40], Rep. Steil, Bryan [R-WI-1], Rep. Nehls, Troy E. [R-TX-22], Rep. Cleaver, Emanuel [D-MO-5], Rep. Meuser, Daniel [R-PA-9], Rep. Scholten, Hillary J. [D-MI-3], Rep. Swalwell, Eric [D-CA-14], Rep. Brownley, Julia [D-CA-26], Rep. LaHood, Darin [R-IL-16], Rep. Mann, Tracey [R-KS-1], Rep. Guest, Michael [R-MS-3], Rep. Titus, Dina [D-NV-1], Rep. Pappas, Chris [D-NH-1], Rep. Davis, Donald G. [D-NC-1], Rep. Yakym, Rudy [R-IN-2], Rep. Van Orden, Derrick [R-WI-3], Rep. Finstad, Brad [R-MN-1], Rep. Magaziner, Seth [D-RI-2], Rep. Hurd, Jeff [R-CO-3], Rep. Houchin, Erin [R-IN-9], Rep. Ross, Deborah K. [D-NC-2], Rep. Cuellar, Henry [D-TX-28], Rep. Cohen, Steve [D-TN-9], Rep. Wied, Tony [R-WI-8], Rep. Figures, Shomari [D-AL-2], Rep. Carter, Troy A. [D-LA-2], Rep. Soto, Darren [D-FL-9], Rep. McDowell, Addison [R-NC-6], Rep. Ezell, Mike [R-MS-4], Rep. Owens, Burgess [R-UT-4], Rep. Taylor, David [R-OH-2], Rep. Subramanyam, Suhas [D-VA-10], Rep. Budzinski, Nikki [D-IL-13], Rep. Barrett, Tom [R-MI-7], Rep. Johnson, Dusty [R-SD-At Large], Rep. Webster, Daniel [R-FL-11], Rep. Miller, Max L. [R-OH-7], Rep. Pou, Nellie [D-NJ-9], Rep. Neguse, Joe [D-CO-2], Rep. Vindman, Eugene Simon [D-VA-7], Rep. Crawford, Eric A. "Rick" [R-AR-1], Rep. Malliotakis, Nicole [R-NY-11], Rep. Vasquez, Gabe [D-NM-2], Rep. Gillen, Laura [D-NY-4], Rep. Gonzalez, Vicente [D-TX-34], Rep. Alford, Mark [R-MO-4] and 4 more

Recent Actions

• 2025-02-27: Referred to the Subcommittee on Highways and Transit.
• 2025-02-27: Referred to the House Committee on Transportation and Infrastructure.
• 2025-02-27: Introduced in House
• 2025-02-27: Introduced in House

Bill Versions

• Truck Parking Safety Improvement Act — issued 2025-02-27 — PDF (11 pages)