To amend title 23 and title 49, United States Code, to remove transit-oriented development projects as projects eligible for assistance under the transportation infrastructure finance and innovation program and the railroad rehabilitation and improvement financing program, and for other purposes.

HR8230, titled "To amend title 23 and title 49, United States Code, to remove transit-oriented development projects as projects eligible for assistance under the transportation infrastructure finance and innovation program and the railroad rehabilitation and improvement financing program, and for other purposes," was introduced in the House on April 9, 2026, and subsequently referred to the House Committee on Transportation and Infrastructure. This is an early stage in the legislative process, and the bill has not yet seen any committee action or floor votes. The bill's primary mechanism is to amend existing statutes (title 23 and title 49, United States Code) to explicitly exclude TOD projects from two key federal financing programs: TIFIA and RRIF. These programs provide credit assistance, such as direct loans, loan guarantees, and lines of credit, for eligible surface transportation and railroad projects. By removing TOD projects from eligibility, the bill does not directly appropriate or authorize new funding but rather restricts the scope of projects that can access existing federal credit programs. This would reduce the availability of federal financing for real estate developments integrated with transit infrastructure. Structural losers, should this bill become law, would primarily be developers and investors involved in transit-oriented real estate projects, as well as some public-private partnerships that rely on TIFIA and RRIF financing for the real estate components of their infrastructure projects. Companies that specialize in urban development, mixed-use projects near transit hubs, and certain infrastructure development firms that integrate real estate components could face increased financing costs or reduced project viability. As no specific market data was provided, no stock price movements can be cited. The competitive landscape for TOD projects would shift, potentially favoring projects that can secure private financing without federal credit assistance. Given its early stage, the bill's future is uncertain. It must pass through the House Committee on Transportation and Infrastructure, potentially undergo floor votes in the House, and then follow a similar process in the Senate before it could be presented to the President for signature. The lack of committee assignment or legislative sponsors beyond its introduction suggests it has not yet gained significant momentum.