PlainBillCongress, translated.Legislation. Context. Public interest.Referred to the Subcommittee on Highways and Transit.
Congressional Research Service
No official summary is available in the imported record yet.
People & committees
Rep. Stevens, Haley M. [D-MI-11] · D–MI
Legislative record
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Referred to the Subcommittee on Highways and Transit.
Referred to the Committee on Energy and Commerce, and in addition to the Committee on Transportation and Infrastructure, for a period to be subsequently determined by the Speaker, in each case for consideration of such provisions as fall within the jurisdiction of the committee concerned.
Referred to the Committee on Energy and Commerce, and in addition to the Committee on Transportation and Infrastructure, for a period to be subsequently determined by the Speaker, in each case for consideration of such provisions as fall within the jurisdiction of the committee concerned.
Introduced in House
Introduced in House
Primary sources
Text links open the official source. We also preserved the text version used in the PlainBill explanation below.
No related bills are listed in this snapshot. This does not establish whether the proposal has appeared in earlier Congresses.
Source last updated: Jun 17, 2026. Consult Congress.gov for the current record.
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PlainBill explanation
Based on the full Introduced in House · 2025-03-05 text. This explanation has not received human editorial review. This overview describes the proposal’s major provisions; it does not establish what its real-world effects would be.
This bill would create competitive federal grants to build, install, or improve wireless charging for electric vehicles. Governments, transportation bodies, and their partners could apply. Grants would cover no more than 80 percent of project costs and could not exceed $25 million each. The bill would authorize $250 million for the program, but that authorization would not itself provide the money.
award grants on a competitive basis to eligible entities for projects to construct, install, or improve existing wireless charging infrastructure and technology for electric vehicles
an entity shall be, or be partnered with, any of the following: (1) A State, local, Tribal, or territorial government. (2) A Metropolitan Planning Organization. (3) A special purpose district or public authority with a transportation function. (4) A transit agency.
The Federal share of a grant awarded under the Program may not exceed 80 percent of total cost of the project. (b) Maximum grant amount The amount of a grant awarded to an eligible entity under the Program may not exceed $25,000,000.
There is authorized to be appropriated $250,000,000 to carry out this Act, to remain available until expended.
The proposed law would be called the Wireless Electric Vehicle Charging Grant Program Act of 2025.
This Act may be cited as the Wireless Electric Vehicle Charging Grant Program Act of 2025.
The bill's findings describe potential advantages of wireless charging, including reducing drivers' concerns about running out of charge and improving accessibility. These are statements of the bill's rationale, not demonstrated results of the proposed program.
Range anxiety is one of the chief barriers to electric vehicle adoption. If deployed strategically, wireless electric vehicle charging could help by providing drivers convenient opportunities to charge and extend the range of electric vehicles.
Wireless electric vehicle charging has the potential to make electric vehicles more accessible and allow all people of the United States, regardless of physical ability, to enjoy the benefits of electric vehicles.
The Transportation Secretary would have to establish the competitive grant program in coordination with the Department of Energy. Eligible work would include charging infrastructure and technology, safety, performance, electromagnetic compatibility, interoperability, and development and testing.
The Secretary of Transportation shall establish a program, in coordination with the Department of Energy, to award grants on a competitive basis to eligible entities for projects to construct, install, or improve existing wireless charging infrastructure and technology for electric vehicles, including performance, safety, electromagnetic compatibility, interoperability, development, and testing of wireless charging.
The Secretary could fund charging along roads, in parking lots and airports, and at coastal and inland ports. Recipients would have to focus on at least one of these categories: light-, medium-, or heavy-duty vehicles; fleets, including federal fleets; or public transit.
(1) may award grants for projects described in section 3, including for wireless charging located along roads, in parking lots, airports, and at coastal and inland ports; (2) shall ensure that recipients of the grants focus on the wireless charging of 1 or more of— (A) light-, medium-, and heavy-duty vehicles; (B) fleet vehicles, including the Federal vehicle fleets; and (C) public transit;
The Secretary would have to publish an annual progress report to the relevant House and Senate committees. It would cover recipients, amounts disbursed, selection reasons, each pilot project's progress, technology successes and failures, safety, future recommendations, workforce effects, and environmental information. Predicted emissions savings would be reported as predictions.
shall publish an annual progress report to the relevant committees of the House of Representatives and the Senate that includes— (A) a description of recipients of grants, amount disbursed, and reasons for the selection of projects; (B) the progress of each pilot project funded under the Program; (C) successes, failures, and safety of the technologies funded under the Program; (D) recommendations for future funding, best practices, and policies relating to wireless electric vehicle charging; (E) workforce impacts of each project; (F) the environmental impact of each project, such as the amount of fuel saved from the project, predicted emissions savings, changes in air quality, and any other environmental information deemed necessary by the Secretary; and (G) any other information the Secretary considers necessary;
The Secretary could provide eligible entities with technical assistance for charging projects, at the Secretary's discretion.
may provide technical assistance, as determined appropriate by the Secretary to eligible entities with respect to activities described in paragraph (1).
To be eligible for a grant or technical assistance, an applicant would have to be, or partner with, a state, local, Tribal, or territorial government; a metropolitan planning organization; a special purpose district or public authority with a transportation function; or a transit agency.
To be eligible for a grant or technical assistance under the Program, an entity shall be, or be partnered with, any of the following: (1) A State, local, Tribal, or territorial government. (2) A Metropolitan Planning Organization. (3) A special purpose district or public authority with a transportation function. (4) A transit agency.
The Secretary would have to prioritize geographic diversity when choosing recipients. Eligible entities could also receive state, local, Tribal, or territorial grants for similar activities.
(b) Geographic diversity In selecting eligible entities to receive grants under the Program, the Secretary shall prioritize geographical diversity. (c) Additional grant amounts An eligible entity may receive a grant from a State, local, Tribal, or territorial government to carry out similar activities as the activities funded under the Program.
Recipients could use part of their grants to train workers to build, install, maintain, or operate projects. They could also pay for public education and for involving communities and affected workers, such as drivers, in project planning and design.
(d) Workforce development and training Eligible entities may use a portion of their grant to cover costs associated with training workers to construct, install, maintain, or operate the projects. (e) Community engagement Eligible entities may use a portion of their grant to cover costs associated with engaging the communities and affected workers, such as drivers, on the planning and design of the project and educating the public on the project.
Each program grant would be capped at $25 million, and the federal share could cover no more than 80 percent of the project's total cost.
(a) Federal share The Federal share of a grant awarded under the Program may not exceed 80 percent of total cost of the project. (b) Maximum grant amount The amount of a grant awarded to an eligible entity under the Program may not exceed $25,000,000.
Grant selection would favor projects that minimize disruption, fit existing infrastructure, and benefit the public, including low-income, underserved, or disadvantaged communities. It would also favor cost-effective, energy-efficient, environmentally sustainable technology for public use.
In awarding the grants under the Program, the Secretary shall prioritize projects that— (1) focus on non-disruptive designs that are compatible with existing infrastructure and beneficial to the public, including for low income, underserved, or disadvantaged communities; (2) focus on cost-effective, energy-efficient, and environmentally sustainable technologies for public use;
Other selection priorities would include compatibility across electric vehicles, compatibility with evolving universal charging standards when the Secretary considers that appropriate, and safe designs suitable for frequent use, different weather, and road maintenance.
(3) focus on compatibility with the entire range of electric vehicles and with, if determined appropriate by the Secretary, developing and evolving universal wireless charging standards; (4) focus on safe designs that are compatible with frequent use in a variety of weather conditions and road maintenance activities;
Selection would also favor projects carried out by entities emphasizing diversity, equity, and inclusion in their workforce and business practices. Projects would receive priority for encouraging nonfederal contributions, including through public-private partnerships, and for having state, local, Tribal, or territorial government support.
(5) are carried out by entities that emphasize diversity, equity, and inclusion in the eligible entity’s workforce and business practices; (6) are likely to leverage Federal investment by encouraging non-Federal contributions to the project, including projects from public-private partnerships; (7) have State, local, Tribal, or territorial government support;
Projects would receive priority for public education before, during, and after construction, and for plans that include surrounding communities and affected workers in planning and design.
(8) have an outreach strategy to inform and educate the public on project benefits and uses before, during, and after the construction of the projects; (9) have an inclusive plan to engage and ensure that the surrounding communities and impacted workers, such as the drivers of the vehicles, are included in the planning and design process;
Further priorities would include developing and testing whether charging systems work together, focusing on vehicle fleets including medium- and heavy-duty vehicles, and improving battery life. The bill describes potential fuel and carbon dioxide reductions from fleet electrification; it does not establish that particular projects would achieve them.
(10) focus on interoperability development and testing; (11) focus on fleets, including medium and heavy-duty vehicles, which through transitioning to electric can have a significant impact on reducing fuel consumption and CO2 emissions; and (12) help improve the life of the vehicle’s battery.
Recipients would have to give reasonable assurances that project laborers and mechanics, including those employed by contractors and subcontractors, would receive at least the local wage rates for similar work determined by the Labor Secretary under the cited Davis-Bacon law.
The Secretary shall require that each recipient of a grant under the Program provides reasonable assurances that all laborers and mechanics employed to carry out the projects for which the assistance is provided, including laborers and mechanics employed by contractors or subcontractors, will be paid wages at rates not less than those for similar work in the locality as determined by the Secretary of Labor in accordance with subchapter IV of chapter 31 of title 40, United States Code (commonly referred to as the Davis-Bacon Act).
Recipients would need an explicit policy of neutrality toward employees organizing or choosing to join unions, with the requirement also extending to contractor and subcontractor employment on covered activities. Required policies would provide workplace notices and information at the start of employment about rights under the National Labor Relations Act.
The recipient of grants under the Program shall have, and ensure that all employed by contractors and subcontractors of the covered entity with respect to the covered activities have— (1) an explicit policy of neutrality with regard to— (A) labor organizing for the employees engaged in the covered activities; and (B) such employees’ choice to form and join labor organizations; and (2) policies that require— (A) the posting and maintenance of notices in the workplace to such employees of their rights under the National Labor Relations Act (29 U.S.C. 151 et seq.); and (B) that such employees are, at the beginning of their employment, provided notice and information regarding the employees’ rights under such Act.
Recipients would have to comply with the Buy America requirements cited in the bill. The Secretary could grant waivers in the same manner and to the same extent allowed by the cited transportation statute. The source does not reproduce those requirements or waiver criteria.
(d) Buy America (1) In general Except as provided in paragraph (2), recipients of grants under the Program shall comply with the requirements described in section 5323(j) of title 49, United States Code. (2) Waiver The Secretary may provide any waiver to the requirements described in paragraph (1) in the same manner and to the same extent as the Secretary of Transportation may provide a waiver under section 5323(j)(2) of title 49, United States Code.
The bill defines an electric vehicle as a zero-emission vehicle “powered by an electric battery and train.” The wording “electric battery and train” is unexplained. Wireless charging would mean charging without a wire connecting the power source and battery, including inductive charging. The definition of “State” would come from a cited statute that is not reproduced here.
(1) Electric vehicle The term electric vehicle means a zero-emission vehicle powered by an electric battery and train. (2) State The term State has the meaning given the term in section 101 of title 23, United States Code. (3) Wireless charging The term wireless charging means the charging of a battery by inductive charging or by any means in which a battery is charged without a wire, or plug-in wire, connecting the power source and battery.
The bill would authorize $250 million in appropriations to carry out the Act. Money appropriated under that authorization would remain available until spent; this section does not itself appropriate the money.
There is authorized to be appropriated $250,000,000 to carry out this Act, to remain available until expended.
The supplied official-actions snapshot, updated June 17, 2026, records introduction in the House on March 5, 2025, referrals that day to the Energy and Commerce and Transportation and Infrastructure committees, and referral to the Highways and Transit Subcommittee. It does not establish subsequent passage or enactment.
Source snapshot updated 2026-06-17T16:27:15Z. 2025-03-05: Referred to the Subcommittee on Highways and Transit. 2025-03-05: Referred to the Committee on Energy and Commerce, and in addition to the Committee on Transportation and Infrastructure, for a period to be subsequently determined by the Speaker, in each case for consideration of such provisions as fall within the jurisdiction of the committee concerned.
2025-03-05: Introduced in House
A closer look
Reviewed version: Introduced in House · 2025-03-05. These findings describe provisions and who may benefit; they are not judgments of waste, corruption, or motive.
This review covers the supplied bill text. “None identified” does not rule out provisions in later versions or accompanying reports and disclosures.
Provisions outside the bill’s main subject, or policy changes attached to appropriations.
None identified in the reviewed text
No unrelated provision or policy rider attached to appropriations was identified after reviewing the complete supplied introduced text. This conclusion is limited to that version and does not establish attachment history or what other versions or accompanying materials contain.
Spending directed to particular recipients or places outside ordinary competitive or formula-based allocation.
None identified in the reviewed text
No congressionally directed spending for a particular recipient or place was identified after reviewing the complete supplied introduced text. This conclusion is limited to that version and does not establish absence in other versions or accompanying materials. Formal earmark disclosures and committee and conference materials were not supplied.
Narrow exceptions, exemptions, or preferential treatment that warrant a closer look.
None identified in the reviewed text
No materially narrow carve-out, special exemption, or preferential benefit meeting the review definition was identified after reviewing the complete supplied introduced text. Program eligibility, selection priorities, and generally applicable grant conditions do not alone establish such a benefit. This conclusion is limited to that version and does not establish absence in other versions or accompanying materials.
Full text preserved for this analysis. Legislative record snapshot: Jun 17, 2026. How PlainBill uses AI