The MAP Roads Act creates a pilot program that provides federal grants to states to help digitize and map county roads, directly affecting state and local transportation agencies. To receive funding, states must demonstrate they can distribute money to counties and maintain a centralized, publicly accessible online database for road data. The program prioritizes states with significant gaps in digital road records and requires that the resulting data be compatible with popular mapping platforms and updated at least once a year. Authorized funding of $20 million annually from 2026 to 2031 will support these efforts, while the bill explicitly ensures it does not change existing laws regarding road ownership or jurisdiction.
The PATH Act modifies federal funding rules for fixed guideway transit projects, such as light rail and subway lines, to better support high-growth communities. It allows agencies to use population density, population growth rates, and local development plans when forecasting how many people will use a new transit line. By updating these criteria, the bill aims to make it easier for cities with rapidly growing populations to qualify for capital investment grants. This change directly affects transit agencies and local governments seeking federal money to build or expand rail systems in expanding areas.
The Hazardous Fuels Transportation Assistance Act of 2026 creates a competitive grant program to help organizations transport materials removed during wildfire risk reduction projects on National Forest System lands. Eligible recipients include for-profit companies, nonprofits, state and local governments, Indian Tribes, and universities, with funding available from fiscal years 2027 through 2031. Grants can cover costs for transporting wood and biomass, maintaining transport equipment, and workforce training, but cannot be used for construction or buying timber. The program prioritizes projects in high-risk wildfire areas and offers higher funding percentages to Indian Tribes compared to other applicants.
The PATH Act modifies federal funding rules for fixed-guideway transit projects, such as rail lines, to allow grant recipients to use more flexible ridership forecasting methods. Under the new provisions, agencies can choose to base their forecasts on either population density or population growth rate, whichever factor is most beneficial for predicting ridership. The bill also requires these forecasts to consider local development planning activities alongside the chosen population metric. This change directly affects transit agencies applying for capital investment grants by expanding the data they may use to justify project viability.
The McCarty and Heideman Air Safety Enhancement Act directs the Federal Aviation Administration to review its policies on low-altitude airspace safety, specifically focusing on hazards created by temporary structures like slacklines and highlines. This review will involve consulting with various aviation stakeholders, including pilots, drone operators, and land management agencies, to assess current marking requirements and data accuracy. If the FAA finds that existing rules are insufficient, it must update regulations within a year to better identify these obstructions in flight planning tools and improve coordination with local authorities. Additionally, the agency is required to report its findings and any recommended policy changes to Congress within nine months of completing the review.
The End EPA Abuse Act of 2026 amends the Clean Air Act to place specific limits on the Environmental Protection Agency's ability to issue new regulations. It directly affects the EPA Administrator by prohibiting the creation of rules that restrict the sale or use of internal combustion engine vehicles, force power plants to switch fuel sources, or reduce the reliability of the electric grid. Additionally, the bill forbids regulations requiring technologies that are commercially unavailable, too expensive without subsidies, or technically infeasible due to geographic or infrastructure limitations. Finally, it bars the agency from issuing rules that significantly expand its authority beyond what Congress originally intended.
The Allied Partnership and Port Modernization Act allows vessels owned by NATO member countries to perform dredging work in U.S. navigable waters. To qualify, these ships must be built in a NATO or major non-NATO ally nation and be owned and operated by entities incorporated in a NATO member country. The bill also removes existing transportation requirements for the material removed during this dredging process. These changes aim to expand opportunities for allied nations to participate in U.S. port maintenance while simplifying logistics for the dredged material.
The DEEP Act establishes a new nationwide permit for dredging projects in U.S. ports and navigation channels, aiming to streamline the approval process for maintaining, expanding, or deepening ports up to 60 feet. The bill mandates that the Army Corps of Engineers propose this permit within 60 days of enactment and sets strict deadlines for environmental reviews, requiring the final permit to be issued within two years. It also imposes tight timelines on state agencies to review water quality certifications, deeming them complete if they do not respond within 14 days, and limits the Secretary's ability to deny permits if procedural deadlines are missed. Additionally, the legislation clarifies that compliance with the new permit is sufficient to satisfy other related federal laws regarding river and harbor regulations.
The Incentivizing the Expansion of U.S. Ports Act amends federal laws to streamline regulations for dredging operations and the disposal of dredged material. Specifically, it removes certain exemptions and modifies requirements so that dredged material is no longer subject to specific transportation restrictions. These changes aim to simplify the legal process for ports that need to clear sediment to maintain or expand their facilities. The bill directly impacts port authorities and maritime operators involved in dredging activities by altering how they must handle and move the resulting sediment.
This bill redesignates the existing National Parks and Public Land Legacy Restoration Fund as the America's Legacy Restoration Fund to address deferred maintenance on federal lands. It directs revenue from recreation fees and a portion of energy development income into the fund, which must be used primarily for repairing critical infrastructure like roads, trails, and buildings managed by agencies such as the National Park Service and the Forest Service. The legislation establishes strict rules requiring that most funds go toward non-transportation projects, mandates transparency through public dashboards tracking project status, and sets aside a small percentage for matching private donations. Additionally, the bill increases entrance fees for foreign visitors to ensure they contribute to the fund, while prohibiting the use of these specific funds for land acquisition or employee bonuses.
