HR 7561 modifies the federal tax code to change how state and local tax (SALT) deductions work. It eliminates the $10,000 SALT deduction limit for most taxpayers above specific income thresholds ($215,000 for joint filers, $161,250 for heads of household, and $107,500 for others), reducing the deduction to $0 for those exceeding these amounts. The bill also creates a new deduction for "qualified special assessment taxes" paid on a taxpayer's principal residence to fund specific local infrastructure projects like roads, schools, or utility systems within designated districts. These changes apply to tax years beginning after December 31, 2026.
This bill establishes fees on carbon emissions and air pollutants from maritime shipping, with reporting requirements starting in 2027. Ship operators must report detailed voyage data including fuel consumption, ports visited, and cargo details, while importers of cargo bound for the U.S. face similar reporting and fee obligations. Revenue from these fees funds specific decarbonization programs: 25% supports modernizing Jones Act vessels, 25% funds low-carbon fuel research, 10% each goes to harbor craft and ferry electrification, and 5% each supports workforce development and air monitoring in port communities. The bill creates a structured funding mechanism to reduce emissions from shipping while requiring transparency through comprehensive reporting.
This bill imposes a $550 tax on each heavy battery module (over 1,000 pounds) and a $1,000 tax on each electric vehicle sold by manufacturers or importers. It excludes hybrid vehicles from the tax definition, as they use both internal combustion engines and rechargeable batteries. The collected revenue would be transferred to the Highway Trust Fund, which finances road and highway maintenance. The tax applies to sales after December 31, 2025.
This bill creates a new federal grant program to fund public transit improvements in cities. It provides 80% federal funding for urban transit systems to cover operating costs (like vehicle service), security enhancements (including personnel), and safety projects identified by safety committees. Recipients must certify they will maintain or increase their own funding levels for these services and cannot use funds to switch to third-party on-demand transit providers. The grants are allocated based on each city's reported transit operating expenses from the previous year.
This bill creates a National Resilience and Recovery Fund financed by specific taxes on crude oil and natural gas production. The fund will be supported by taxes from Gulf of Mexico offshore oil production, environmental taxes on crude oil, and a new windfall profits tax on large crude oil producers exceeding 300,000 barrels per day in 2023. The money will directly support four existing federal disaster resilience programs: Hazard Mitigation Grants, Building Resilient Infrastructure, Safeguarding Tomorrow Revolving Loans, and Flood Mitigation Assistance. The bill also clarifies that certain oil types (including oil from tar sands and oil shale) will be subject to these taxes, with the windfall tax applying to producers exceeding specified production thresholds.
This bill (S 1481) repeals a specific provision (Section 13532 of Public Law 115-97) related to advance refunding bonds. It restores the previous rules allowing state and local governments to issue these bonds for infrastructure projects, as if the 2017 amendment had never been enacted. The change directly affects state and local governments seeking to refinance existing debt using advance refunding bonds. The bill takes effect upon enactment and does not create new funding or alter infrastructure project eligibility.
S 549, the Maritime Fuel Tax Parity Act, expands a federal tax exemption for alternative motorboat fuels to cover vessels operating exclusively between Atlantic or Pacific U.S. ports (including territories). It amends the tax code to include these specific vessels under the existing exemption for fuel used by vessels described in section 4042(c)(1). The change applies to fuel sold for use after December 31, 2025, directly affecting commercial vessels limited to coast-to-coast U.S. trade. This policy modifies tax treatment without altering broader fuel regulations or creating new requirements.
HR 2867, the "Farmer First Fuel Incentives Act," modifies tax credits for clean fuel production under the Internal Revenue Code. It requires that feedstocks used for qualifying fuel must be produced or grown in the U.S. (effective 2025), excludes indirect land use change emissions from lifecycle calculations (effective 2026), and extends the clean fuel production credit deadline from 2027 to 2034. These changes directly affect renewable fuel producers seeking tax credits under Section 45Z by altering eligibility rules, emissions calculations, and the program's timeline. The bill aims to prioritize domestic feedstocks and adjust emissions accounting for clean fuel tax incentives.
HR 3972, the Highway Funding Flexibility Act of 2025, redirects unobligated funds from two existing federal highway programs to allow states greater flexibility in how they use these resources. Specifically, it permits states to use unused funds from the National Electric Vehicle Infrastructure Formula Program and charging/fueling infrastructure grants for highway construction, bridge repairs, wildlife crossing projects, commercial vehicle parking, and related engineering - instead of being restricted to EV charging infrastructure. The bill requires that these funds be distributed to states based on their standard highway funding apportionment and ensures they remain available for their intended highway purposes without new obligation limits. This change affects states receiving federal highway funds who have unobligated balances from these specific programs.
This bill reauthorizes a federal program providing funding for wildlife crossings - such as overpasses or underpasses - to help animals safely cross roads. It authorizes $100 million annually from 2027 through 2031 from the Highway Trust Fund, making the program permanent (removing "pilot" language). Key provisions include requiring 90% federal funding for projects in small, rural, or disadvantaged communities (up to 100% if financial hardship exists) and allocating 0.5% of funds yearly to help tribes and other eligible groups apply for and access program funding more efficiently. The bill directly affects communities and tribes seeking to build wildlife crossings near highways.
