The bill establishes a carbon tax on fossil fuel emissions starting at $35 per metric ton of CO2 equivalent in 2027, with annual increases based on inflation. It creates border tax adjustments for imports and exports of greenhouse gas-intensive products to prevent carbon leakage. Revenue from the tax would fund the Rebuilding Infrastructure and Solutions for the Environment Trust Fund, which would distribute funds for infrastructure projects, climate adaptation, and assistance for displaced energy workers. The tax would directly affect fossil fuel producers, manufacturers, and importers/exporters of covered goods.
This bill imposes penalties on freight brokers who contract with carriers that have a history of safety violations. Specifically, brokers face a civil penalty equal to 10% of the contracted cargo's value if they work with a carrier (or employ a driver) that received three or more Department of Transportation violations in the past five years. Penalties collected go to the Highway Trust Fund and can be used for roadway safety projects. The bill also authorizes investigations into fatal crashes involving brokers' contracted carriers, allowing safety requirements to be added if brokers showed disregard for safety.
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 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.
This bill creates a tax credit for new vehicles with better fuel economy than the median for their model year, with a maximum credit of $5,000. It also imposes a fee on manufacturers of vehicles with fuel economy below the median for their model year. The credit amount is calculated based on how much a vehicle's fuel economy exceeds the median for its model year, using combined fuel-economy ratings expressed in miles per gallon of gasoline equivalent. Vehicle manufacturers must report fuel economy data annually, and the credit can be transferred to dealers who disclose the amount to customers. The bill applies to new passenger cars and light trucks starting with model year 2027.
The Maritime Supply Chain Security Act (HR 2390) amends federal port infrastructure funding rules to allow the use of existing funds for replacing port crane hardware or software linked to the Chinese government. It specifically targets equipment installed, provided, or maintained by China's government entities or its agencies. This change directly affects U.S. ports that currently use such Chinese-sourced crane systems, enabling them to upgrade or replace these components using federal port development funds. The bill modifies existing law to explicitly include crane replacement projects under eligible port resilience initiatives.
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.
