Transportation

This bill extends and increases tax credits for sustainable aviation fuel (SAF) producers. It raises the credit rate from 20 cents to 35 cents per gallon for certain SAF facilities and from $1.00 to $1.75 per gallon for others, while requiring SAF to meet ASTM International standards and exclude palm oil or petroleum-derived sources. The credit period is extended from ending in 2029 to 2033, applying to fuel produced after December 31, 2025. The bill directly affects SAF producers meeting these specific criteria, aiming to incentivize cleaner fuel production for the aviation industry.

HR 4193, the Time is Money Act, updates airline passenger protections by lowering the delay threshold that triggers airline assistance. It requires the Transportation Secretary to amend federal regulations within 180 days, reducing the definition of a "significantly delayed flight" from 3 hours to 2 hours for domestic trips and from 6 hours to 5 hours for international trips. This change directly affects air travelers experiencing these shorter delays, making it easier for them to qualify for airline services like meals, accommodations, or refunds. The bill focuses on adjusting the specific delay timeframes in existing rules, not on new financial penalties or broader airline regulations.

Household Goods Shipping Consumer Protection Act This bill allows the Federal Motor Carrier Safety Administration (FMCSA) to assess civil penalties against motor carriers, brokers, and freight forwarders for violations related to the interstate transportation of household goods and provides states with additional related authorities. As background, a broker is the “middle person” between a shipper and a motor carrier and arranges for the transportation of household goods. A freight forwarder organizes shipments for individuals or corporations. Unlike a broker, freight forwarders assume responsibility for transportation and may transport the freight itself. The bill expands the FMCSA registration requirements to require motor carriers, brokers, and freight forwarders to designate a principal place of business (i.e., a single physical location where management officials report to work, a significant portion of the transportation business is conducted, and records are maintained). FMCSA may withhold, suspend, amend, or revoke any part of a registration for failure to designate. In addition, brokers and freight forwarders must disclose any common ownership, management, control, or familial relationship with any other carrier, freight forwarder, broker, or applicant in the previous three years. Under current law, motor carriers must disclose this information. Further, states may use certain grant funds to enforce federal household goods statutes and regulations for the interstate transportation of these goods by motor carriers and brokers. This applies to Motor Carrier Safety Assistance Program (MCSAP) grant funds and MCSAP High Priority discretionary grant funds. A state shall retain collected fines that are a result of enforcement.

This bill exempts communications projects replacing disaster-damaged infrastructure from federal environmental (NEPA) and historic preservation (NHPA) review requirements. It applies specifically to projects within 5 years of a federally declared disaster (under the Stafford Act) that replace damaged facilities or make necessary recovery/improvement work for future resilience. The key mechanism removes the need for environmental assessments or historic preservation consultations for these projects, speeding up rebuilding of cell towers, networks, and emergency communications infrastructure. This directly affects telecom providers and local governments coordinating disaster recovery efforts after events like hurricanes or floods.

The Clean Shipping Act of 2025 sets new federal standards to reduce greenhouse gas emissions from commercial shipping in U.S. waters. It requires vessels over 400 gross tons operating on covered voyages (between U.S. ports or U.S. ports and foreign ports) to gradually lower the carbon intensity of their fuel, aiming for 100% reduction by 2050 through phased targets (e.g., 30% reduction by 2030, 58% by 2034). Ship owners must report annual fuel carbon intensity and emissions data, while the EPA must develop consistent reporting methods aligned with international standards. The law applies directly to commercial shipping companies operating eligible vessels and includes flexibility for feasibility adjustments if technological or economic challenges arise.

The Technology for Energy Security Act (HR 1752) extends a federal tax credit for investments in fuel cell technology. It changes the deadline for claiming this credit from January 1, 2025, to January 1, 2033, for projects starting construction after December 31, 2024. This directly affects businesses and individuals installing fuel cell systems by allowing them to claim the tax incentive for an additional eight years. The bill does not alter the credit amount but expands the timeframe for eligible projects.

HR 2788, the End DWI Act of 2025, requires states to mandate ignition interlock devices for drivers convicted of driving while intoxicated (DWI) for a minimum of 180 days. States that fail to implement this requirement risk losing 3% of federal highway funds in 2027 and 5% annually thereafter. The bill directly affects states (by tying funding to policy compliance) and DWI offenders (who must use interlock devices to regain driving privileges). Key provisions include a national standard for interlock use, defined exceptions (like employer vehicles), and mechanisms for restoring withheld funds once states comply.

This bill amends the Omnibus Crime Control and Safe Streets Act to include Transportation Security Administration (TSA) employees as eligible for public safety officers' death benefits. It specifically covers TSA officers who die while performing duties related to protecting transportation systems, ensuring their families receive financial support similar to other public safety officers. The key change adds a new definition (subparagraph H) to the existing law, expanding eligibility to TSA personnel who are actively safeguarding transportation infrastructure. This directly affects TSA employees and their dependents by granting access to these death benefits for on-duty fatalities. The amendment applies to incidents occurring on or after October 31, 2013.

HR 2946, the Clean Energy Victory Bond Act of 2025, authorizes the U.S. Treasury to issue voluntary savings bonds (starting at $25) with interest tied to energy savings from funded projects. Proceeds from up to $50 billion in annual bond sales would fund a new Clean Energy Victory Bonds Trust Fund, supporting clean energy projects like solar/wind installations, energy-efficient buildings, grid upgrades, and zero-emission vehicle infrastructure. The bill mandates that at least 40% of annual funding must target disadvantaged and vulnerable communities, defined as those facing disproportionate health/environmental burdens or high low-income populations. It directly affects all Americans who purchase bonds and federal/state/local entities implementing eligible clean energy projects.

This bill requires the Transportation Secretary to issue guidance within one year about how states can use specific federal highway funds to reduce rail trespassing fatalities. It directs the Federal Highway Administration to clarify which types of safety projects qualify for funding set aside under existing law (Title 23 U.S. Code, Section 130(e)(1)(A)). The guidance will help states administer these funds for projects directly aimed at preventing fatalities at rail crossings, affecting state transportation agencies managing federal highway funds. The bill does not create new funding or alter existing safety requirements, only specifying administrative guidance for current programs.