The FORK Act of 2026 creates a pilot program to provide grants for purchasing, retrofitting, or repairing vehicles used to deliver summer meals to children. These grants are intended for service institutions, such as schools or community organizations, and will prioritize applicants in areas with high poverty, outside major metropolitan regions, or serving many students from disadvantaged backgrounds. Each eligible recipient can receive up to $100,000 for a one-year term, with a limit of 10% of funds allowed for administrative costs. The program authorizes $1 million per year for fiscal years 2027 through 2029 and requires recipients to report on the number of sites served and children fed, with a final report due to Congress four years after the program begins.
The Air Carrier Access Amendments Act updates the Air Carrier Access Act to better protect individuals with disabilities from discrimination when traveling by air. It specifically addresses issues such as damaged wheelchairs, physical harm to passengers, inadequate assistance, and mistreatment of service animals. The bill introduces new civil penalties for these violations and allows aggrieved individuals to file lawsuits directly in federal court without first exhausting administrative remedies. Additionally, it grants the Attorney General the authority to sue on behalf of victims and to seek damages in cases involving patterns of discrimination.
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.
This bill allows states to charge fees to boat owners when issuing vessel registration numbers. The collected funds can be used for specific purposes such as search and rescue, boater safety programs, and efforts to control aquatic invasive species. States are permitted to collect these fees alongside other standard registration charges. The legislation also restricts how the money can be spent, ensuring it is only used for activities that directly benefit recreational boating and waterway safety.
This Senate resolution expresses the Senate's commitment to reducing traffic fatalities to zero by the year 2050. It calls on Congress and the Department of Transportation to collaborate on implementing proven safety measures, such as improving data collection, prioritizing countermeasures, and addressing disparities in transportation safety. The document also encourages the use of the term "crash" instead of "accident" to better describe traffic incidents. As a non-binding expression of sense, the bill does not create new laws but serves as a formal statement of policy goals for federal agencies.
Baby Changing on Board Act This bill requires Amtrak passenger rail trains to have a baby changing table in at least one restroom in each car, including in an Americans with Disabilities Act of 1990-compliant restroom. The bill applies to passenger rail trains that are (1) owned and operated by Amtrak, and (2) solicited for purchase after the bill's enactment for use by Amtrak.
The American Energy Independence and Affordability Act extends multiple clean energy tax credits that were set to expire between 2025 and 2026. It specifically extends residential clean energy credits through 2034, clean electricity investment credits for wind and solar through 2032, and clean vehicle credits for electric vehicles through 2032. The bill also reinstates special rates for sustainable aviation fuel and modifies requirements for energy-efficient home improvements. These provisions directly affect homeowners installing solar panels, businesses investing in clean energy infrastructure, and manufacturers producing clean energy equipment.
This bill imposes fees on carbon dioxide-equivalent emissions and criteria air pollutants from international maritime shipping. It requires operators of large cargo vessels (5,000+ gross tons) to report emissions data and pay fees based on fuel consumption and emissions. The fees collected will fund programs to modernize U.S. shipping fleets with zero-emission technology, develop low-carbon fuels, train workers for clean shipping technologies, and improve air quality monitoring in port communities. The bill affects international shipping operators and U.S. port communities, with reporting requirements starting in 2027 and funding programs beginning in 2029.
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 increases the annual limit on the tax credit for qualified railroad track maintenance expenses (also referred to as the short line railroad tax credit) and expands eligibility for claiming the credit. Under current law, the tax credit is limited each tax year to $3,500 multiplied by the sum of the number of miles of railroad track owned or leased by the taxpayer (miles owned or leased) and the number of railroad track miles assigned to the taxpayer by a Class II or III railroad (miles assigned). This bill increases the annual limit to $6,100 multiplied by the sum of miles owned or leased and miles assigned. The $6,100 amount used in the calculation of the tax credit limit is adjusted for inflation for tax years beginning after 2025. The bill also expands eligibility for the tax credit to include gross expenses for maintaining railroad tracks owned or leased as of January 1, 2024. Under current law, the tax credit is limited to gross expenses for maintaining railroad tracks owned or leased as of January 1, 2015.
