This bill, known as the Dalilah Law, would restrict commercial driver's licenses to U.S. citizens, lawful permanent residents, and holders of specific work visas. It requires states to verify the citizenship or visa status of all CDL applicants and renewals within 180 days of enactment, while also mandating English language proficiency testing for all license holders. States that fail to enforce these requirements or issue licenses to ineligible individuals risk losing federal transportation funding. The law also imposes lifetime disqualifications for operating commercial vehicles without proper immigration status.
This bill establishes and funds four federal grant programs to support passenger ferry services across the United States from 2027 through 2031. It authorizes funding for building and upgrading ferry boats and terminals, expanding urban ferry grants, creating a modernization program for ferry fleets and shipyards, and supporting essential ferry service in rural areas. The legislation allocates hundreds of millions of dollars in total funding, with specific amounts designated for each program and fiscal year, and requires that a significant portion of rural ferry funds go to services connecting multiple rural communities.
This bill reauthorizes funding for the Federal Lands Access Program, which provides financial assistance to build and maintain roads connecting communities to federal lands like national parks and forests. It directly affects state and local governments, transportation agencies, and communities that rely on these roads for access to public lands. The legislation appropriates specific amounts from the Highway Trust Fund for each fiscal year from 2027 through 2031, with funding increasing slightly each year. The program supports infrastructure projects that improve transportation routes to federal lands, facilitating recreation, tourism, and emergency access.
This bill, known as the Highway Formula Fairness Act, changes how the federal government distributes highway funding to states starting in fiscal year 2027. Instead of using current population or other metrics, the new formula bases each state's share on the amount of highway funding it received in 2012, relative to the total given to all states that year. The bill also includes a floor provision ensuring no state receives less than 95% of what its share would be based on its proportion of highway user tax payments to the federal Highway Trust Fund. These changes directly affect how billions of dollars in federal highway, safety, and infrastructure funds are allocated to state transportation departments.
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.
