Maximizing Transportation Efficiency Act
- Bill Number
- H.R. 7301
- Origin Chamber
- House
- Congress
- 119th Congress, Session 2
- Policy Area
- Transportation and Public Works
- Status
- Introduced
- Latest Action
- 2026-01-31: Referred to the Subcommittee on Highways and Transit.
- Last Updated
- 2026-06-04T08:07:31Z
AI-Generated Summary
Purpose of the Legislation
The Maximizing Transportation Efficiency Act aims to promote transportation demand management (TDM) strategies—methods to encourage smarter use of existing transportation systems—to reduce congestion, improve mobility, enhance air quality, and address disparities in rural areas. It seeks to make transportation more efficient and accessible, particularly for underserved populations, while optimizing federal funding.
Key Provisions
- Definition of Transportation Demand Management (TDM): Expands the legal definition in federal transportation law (23 U.S.C. § 101(a)) to include a wide range of strategies, such as incentives for alternative travel (e.g., carpooling, vanpooling), pricing for parking or tolls, telecommuting support, marketing campaigns, micromobility options (like bike-sharing), and technology tools (e.g., trip-planning apps).
- Integration into Federal Programs:
- Adds TDM as an eligible activity in the Congestion Mitigation and Air Quality Improvement Program (23 U.S.C. § 149), which funds projects to ease traffic and pollution.
- Includes TDM in the National Infrastructure Project Assistance (49 U.S.C. § 6701) and Local and Regional Project Assistance (49 U.S.C. § 6702) programs, allowing grants for TDM implementation.
- Incorporates TDM into the Strengthening Mobility and Revolutionizing Transportation Grant Program from the 2021 Infrastructure Investment and Jobs Act.
- Rural TDM Set-Aside (23 U.S.C. § 173(p)): Allocates $20 million annually from the Rural Surface Transportation Grant Program for grants focused on rural TDM. Eligible activities include developing plans, public outreach, data analysis, innovative programs (e.g., vanpooling, real-time info systems), public-private partnerships, and operational costs. Eligible recipients: state transportation departments, local governments, Tribal governments, transit agencies, nonprofits, and others involved in rural planning.
- Congestion Relief Program Updates (23 U.S.C. § 129(d)): Removes population size restrictions (previously limited to areas over 1 million people) for eligibility. Adds a $20 million annual set-aside for smaller projects costing $500,000 to $10 million. Unutilized funds from set-asides can support other program projects.
Significant Changes to Existing Law
- Broadened TDM Definition: Inserts a detailed, inclusive definition into federal highway law, shifting from a narrow focus to comprehensive strategies that emphasize behavior change and technology over just building new roads.
- Expanded Funding Eligibility: Makes TDM explicitly eligible for multiple grant programs, previously focused more on infrastructure construction, now including planning, incentives, and operations.
- New Set-Asides: Introduces dedicated rural TDM funding and small-project allocations in congestion relief, with flexibility for unused funds—promoting targeted investments in underserved areas without overhauling overall program structures.
- Removal of Urban Bias: Eliminates population thresholds in the Congestion Relief Program, allowing smaller or rural areas to access funds more easily.
Potential Impacts
- On Government Agencies: The U.S. Department of Transportation (DOT) and state/local agencies will need to administer new grant programs, evaluate TDM proposals, and track outcomes like reduced congestion or improved rural access, potentially increasing administrative workload but using existing funds more efficiently.
- On Citizens: Rural residents, especially the elderly, disabled, low-income families, and those without cars, could gain better access to jobs, healthcare, and services through options like carpooling or apps, lowering transportation costs (rural households currently spend more than urban ones). Urban and suburban users may see less congestion and cleaner air from widespread TDM adoption. Overall, it could save billions in congestion-related losses (estimated at $74 billion in 2024).
- On International Relations: No direct impacts; the bill focuses on domestic transportation efficiency.
Main Stakeholders Affected
- Rural Communities and Vulnerable Groups: Elderly, disabled, and low-income residents in rural areas benefit from targeted mobility improvements to address isolation and high transport costs.
- Government Entities: State departments of transportation, metropolitan planning organizations (regional planning bodies), local governments, Tribal governments, and public transit agencies gain access to new funding for TDM projects.
- Nonprofits and Private Sector: Organizations focused on rural planning, commuter services, and technology providers (e.g., for apps or incentives) can apply for grants and partner on initiatives.
- Employers and Workers: Businesses may adopt TDM perks like commute incentives, helping employees in rural or congested areas reach jobs more affordably.
- General Public: All travelers could experience reduced traffic and costs through system-wide efficiency.
Notable Legal, Constitutional, or Political Implications
- Legal: Strengthens federal support for TDM under existing highway and infrastructure laws without creating new agencies, ensuring compliance with environmental goals (e.g., air quality improvements). The bill's focus on grants and definitions avoids mandates, reducing legal challenges.
- Constitutional: Aligns with Congress's authority over interstate commerce and spending (e.g., via the Commerce Clause), promoting equitable resource distribution to rural areas without infringing on state rights—states and locals remain key implementers.
- Political: Highlights rural-urban equity, potentially appealing to bipartisan interests in cost savings and infrastructure efficiency. It emphasizes cost-effective alternatives to road-building, which could influence future transportation budgets amid fiscal pressures, but may face debate over fund reallocations from traditional projects. No overt partisan elements; findings underscore national benefits like congestion relief.
This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.
Sponsor
Rep. Strickland, Marilyn [D-WA-10]
Cosponsors (2)
Rep. Garamendi, John [D-CA-8], Rep. Randall, Emily [D-WA-6]
Recent Actions
- 2026-01-31: Referred to the Subcommittee on Highways and Transit.
- 2026-01-30: Referred to the House Committee on Transportation and Infrastructure.
- 2026-01-30: Introduced in House
- 2026-01-30: Introduced in House
Bill Versions
- Maximizing Transportation Efficiency Act — issued 2026-01-30 — PDF (13 pages)