SHIPS for America Act of 2025
Sponsored By: Representative Kelly (MS)
In Committee
Summary
Rebuild U.S. commercial shipbuilding and a U.S.-flag strategic fleet by pairing new tax credits, grants, and operating payments with stronger cargo-preference rules and workforce and innovation programs to restore domestic capacity and sealift readiness. It centralizes maritime strategy in a White House advisor and a Maritime Security Board and funds a broad set of industrial, port, and training programs to favor U.S.-built, U.S.-crewed vessels.
Bill Overview
Analyzed Economic Effects
49 provisions identified: 30 benefits, 3 costs, 16 mixed.
Faster training and more mariner paths
The bill would cut required sea time for key deck credentials, such as from 3 years to 18 months in one case. It would let approved nautical school graduation replace some sea service and would start renewed credentials the day after the old one expires. Noncitizen nationals could get mariner licenses. It would allow noncompetitive federal hiring for USMMA grads who meet commitments and for mariners with 7+ years at sea, and let selected mariners study at the Naval Postgraduate School with DOT covering instruction costs. It would also fund maritime workforce promotion at $15 million per year for 2025–2028 and $25 million per year for 2029–2034.
VA education help for mariners
If enacted, some merchant mariners could qualify for VA Chapter 33 education benefits. You would need at least 10 years of full‑time, credentialed service and a qualifying combat‑zone award received after this becomes law. You must also not already qualify for VA benefits under other rules. The VA could receive money from the Maritime Security Trust Fund to run this.
Student incentive payments become tax‑free
If enacted, student incentive payments under 46 U.S.C. 51509 would not be taxed. This would apply to payments made after December 31, 2025. Students in these agreements would not include those payments in their taxable income.
Big boost for Merchant Marine Academy
This bill would fund a 10‑year plan to modernize the U.S. Merchant Marine Academy, starting within 180 days. It would authorize $1.02 billion for FY2026–FY2035, including $54 million in FY2026 and about $107.33 million each year from FY2027–FY2035. It would also authorize $125 million per year for Academy operations for FY2026–FY2035. The agency would report within 180 days on resources needed to raise enrollment.
More aid for maritime students
If enacted, Congress could fund $25 million a year for 2026–2035 for Centers of Excellence to expand maritime training. State maritime academies could get $10 million a year for 2026–2035, and new scholarships would help students pay summer sea‑term costs. Scholarships would be mostly funded by private partners, and recipients must get a license within 3 months and serve at least one year in qualifying jobs. The bill would also authorize $120 million a year for 2026–2035 to pay fuel for training ships (capped at $20 million per academy per year) and to support crew slots, with guardrails on fuel resale and housing use. The Navy would show the Naval Sea Cadet Corps as a line item, and outreach to K–12 would be encouraged.
Agency funding from Maritime Trust Fund
The bill would fund agency administration from the Maritime Security Trust Fund for 2026–2035. It would provide $30 million each year to the Maritime Administration, $30 million each year to the Coast Guard’s department, and $2 million each year to the Federal Maritime Commission. This would support day‑to‑day oversight of maritime programs.
New Maritime Security Trust Fund
This would create a Maritime Security Trust Fund to support merchant marine and industrial base programs. It would receive certain taxes, duties, penalties, and seizure revenues and be capped at $20 billion. Money in the fund could be used for bill obligations before October 1, 2035.
New revolving fund for ship loans
This would set up a Title XI revolving loan fund within 30 days. It would hold appropriations and program fees and could make guarantees and direct loans. The bill authorizes $100 million in FY2026 to capitalize the fund, available until spent.
New grants for U.S. shipbuilding
The bill would create a Shipbuilding Financial Incentives Program with $250 million each year for 2026–2035. It would also authorize $100 million each year for small shipyard assistance for 2026–2035. Awards would require U.S. shipyard construction, Buy America sourcing, milestone checks, emergency‑readiness participation, and a 5‑year ban on stock buybacks after funds are received.
Big tax credits for shipyards and ships
The bill would create two major credits. A 25% credit would apply to qualified investment in U.S. shipyard facilities for property placed in service after December 31, 2025 and not after December 31, 2032. A separate vessel credit would cover 33% of qualified investment, with up to 7% more for U.S. insurance and U.S. classification, for ships built in U.S. yards that operate under U.S. flag and meet a 10‑year use and readiness agreement. Both credits would be eligible for elective pay and transfer. Vessels must begin construction before January 1, 2033.
New limits on shipowner liability
For U.S. vessels, the liability cap would be the vessel’s value plus pending freight. For foreign vessels, the cap would be five times that amount. If there are multiple owners, each would be limited to their ownership share. Wage claims would not be limited, and for foreign owners, claims by non‑crew and non‑passengers for injury or death would not be limited. These rules would apply to liabilities arising on or after enactment.
New Strategic Commercial Fleet and rules
This bill would create a Strategic Commercial Fleet (SCF) of private ships useful to the military. Selection would start two years after enactment, with at least 10 ships chosen in the first year and 20 per year by year five. The fleet could not exceed 250 vessels. Ships would sign seven‑year operating agreements (renewable twice), sail only in foreign trade, and become permanently ineligible for coastwise trade. Owners would get milestone‑based operating and capital support, and must keep emergency service agreements so DoD can request their ships with fair market pay. Entry timing would be set: 180 days after agreement for qualified foreign‑built ships and 36 months for new U.S.‑built ships, with limited delays allowed. Covered vessels would need a set share of repair work done in U.S. shipyards and could not be repaired in countries of concern, unless waived for national security with notice to Congress.
Payments and rules for fleet agreements
MARAD would make milestone payments to covered companies if funded, but no pay would accrue on days a vessel is noncompliant or under U.S. charter. Payments for certain military or preference cargoes would be limited unless waived under strict rules. If an agreement is ended, a termination payment would use remaining life out of 21 years times the unrecovered U.S.–foreign build cost difference. Trust Fund authorizations would rise from $150 million (FY2026) to $2.1 billion (FY2035).
Some China imports must use U.S. ships
Starting five years after enactment, a growing share of goods made in China must be imported on U.S.-built, U.S.-crewed U.S. vessels. The share would start at 1% in year 5 and rise by about 1 point yearly to 10% in year 14 and after. MARAD must issue a final rule within 4 years and can fine noncompliant shippers more than the cost difference versus foreign open‑registry ships. Fines would go into the Maritime Security Trust Fund.
U.S. ships for crude oil exports
Crude exporters would need to ship a set share on qualifying U.S.-documented and domestically built (or retrofitted early on) vessels. The required share would be 3% in years 1–7, 6% in years 8–10, 8% in years 11–13, and 10% in year 14 and after. Early years allow a U.S. retrofit path; later years require U.S. build and listed U.S.-made components. The President could waive component rules if costs rise 25% or more, delays are unreasonable, or parts are not available, and trade‑agreement conflicts could be exempt. Owners would also need to provide training opportunities for credentialed mariners, using federal export data.
U.S. ships for natural gas exports
Natural gas export approvals would require a rising share to be shipped on qualifying U.S. vessels. The schedule would be 2% in years 1–7, 3% in years 8–9, 4% in years 10–11, 6% in years 12–13, 7% in years 14–15, 9% in years 16–17, 11% in years 18–19, 13% in years 20–21, and 15% in year 22 and after. Early years allow a U.S. retrofit path; from year 6, vessels must be U.S.-built with listed U.S.-made components, including LNG boil‑off equipment. Waivers could apply for cost, delay, or availability, and trade‑agreement conflicts could be exempt. The bill also clarifies that gas exportation rules are subject to a specific subsection of the Natural Gas Act.
Easier mariner licenses and retention
If enacted, the Coast Guard’s department would modernize mariner licensing systems, add a secure online portal, accept employer uploads, and allow electronic testing. The bill would authorize $20 million in FY2026 for this upgrade. A new Merchant Marine Career Retention Program would let credentialed mariners work an 8‑3‑1 schedule (8 months ashore, 3 months at sea, 1 month vacation). Employers would grant unpaid leave and reinstate members, with USERRA protections. The Maritime Administrator would publish a merchant mariner workforce report every two years, supported by up to $1 million per year from 2026–2030.
PSLF path for mariners and shipyards
The bill would add the U.S. Merchant Marine and U.S. shipyards to Public Service Loan Forgiveness. Mariners would need a Coast Guard credential and at least 150 days working on a U.S. vessel in a calendar year. If enacted, qualifying borrowers could earn PSLF credit while working in these roles.
Reimburse moving costs for mariner spouses
Spouses who move because a merchant mariner is reassigned to certain reserve officer roles could get reimbursements. You could receive up to $1,000 for relicensing and up to $1,000 for business costs per move. No reimbursements would cover costs paid after December 31, 2035. The bill would authorize $500,000 each year for FY2026–FY2035.
USMMA time counts toward federal retirement
If enacted, time served as a U.S. Merchant Marine Academy midshipman would count for federal retirement under CSRS and FERS. It would apply to past and future service and to annuities based on separations before, on, or after enactment. This could raise retirement benefits for affected workers.
Broader tax rules for qualifying vessels
Vessel owners could treat reconstructed, reconditioned, or repowered ships like newly constructed ones for reserve and depreciation rules. The bill would remove a 30‑day domestic limit so more domestic segments can count for certain shipping tax rules. It would also update which ships qualify, including some U.S.-owned foreign‑flag ships that meet ownership, management, registry, and emergency‑readiness tests.
De-risk maritime ties with China
If enacted, Defense and Homeland Security would deliver a de‑risking strategy within 180 days and every two years to address threats from China and others. Starting after October 1, 2027, the government would list foreign shipyards of concern through a public notice‑and‑comment process, with updates no more than once a year. Several agencies would also report within 180 days on ways to limit U.S. capital flows to Chinese maritime industries and to encourage investment in U.S. and allied maritime firms.
Port priority for U.S.-flag ships
If enacted, the Transportation Secretary could let U.S.-flag ships go ahead of waiting ships from countries of concern at U.S. ports. The Secretary could end that priority at a port if it is in the national interest and must notify Congress within 30 days of doing so.
White House maritime advisor and board
The President would name a Maritime Security Advisor within 60 days and set up a White House office. A Maritime Security Board would start within 90 days, meet quarterly, and set fleet targets within one year. The bill would authorize $5 million each year for 2026–2035 to staff the Board. The Advisor would submit and update a National Maritime Strategy at least every five years and post it online within six months of submission. DOT and the department running the Coast Guard would send implementation plans within 60 days, brief Congress 15 days later, and update every six months for two years; GAO reviews would begin in two years and repeat every two years for ten years. Agencies could use direct‑hire authority for critical positions tied to this Act.
Yearly plan and drills for sealift
If enacted, the Maritime Security Board would set a yearly plan to grow U.S. sealift using federal programs. The plan would set fleet goals and assess U.S. shipbuilding capacity. TRANSCOM would run a tabletop exercise within 180 days, then yearly drills to test control of key fleets, with briefings to Congress. In crises, the government would prioritize commercial U.S. vessels first, then U.S. government ships, then allies, then partners. The Maritime Administrator would also report every two years on using shipbuilding incentives to strengthen the reserve fleet.
Check ports and cable repair readiness
If enacted, DoD would report within 180 days on how ready USNS Zeus and the Cable Security Fleet are to fix undersea internet cables. MARAD would report within 180 days on what ships, ports, shipyards, and fuel infrastructure are needed to support commerce and security, including effects of limiting data sharing with certain foreign platforms. MARAD would also report every two years through December 31, 2035 on vessel repair duties, U.S. shipyard capacity, and steps to strengthen the repair base.
More paths into maritime jobs
This would create a $2 million per year international exchange program for mariners and engineers. It would form a maritime career and technical education advisory committee within one year. It would put state academy training ships into Navy exercises when practical and prioritize student participation. DoD recruiters would refer disqualified applicants to MARAD for training and job hand‑offs, and DoD would deliver a transition plan within 180 days. During national emergencies, the Secretary could renew certain expired mariner credentials for up to two years.
Help agencies use U.S.-flag ships
If enacted, a new Ship America Office would help agencies and businesses move cargo on U.S.-flag ships and train federal staff on cargo‑preference rules. The Maritime Security Advisor would set standard interagency agreements within 180 days to handle non‑availability requests with clear steps and deadlines. Covered agencies could be reimbursed when U.S.-flag shipping raises their freight bills. Each year, reimbursement would equal any ocean freight costs above 20% of the cargo’s value. DOT would sign agreements within 180 days, approve proper claims within 90 days, and its Inspector General would audit results yearly.
Plans to boost U.S.-flag shipping
If enacted, the government would study ways to move more cargo on U.S.-flag ships, including tax or duty options and vessel privileges. A report to favor U.S. vessels in rules, taxation, fees, insurance, and policy would be due by March 1, 2026. The Federal Maritime Commission would publish a yearly competitiveness report with cargo shares and price comparisons. MARAD would survey large U.S.-documented vessels within 180 days and then yearly about build, repair, and upgrade plans. State and Commerce would also report within one year on easing some export controls on foreign‑owned marine firms while protecting U.S. workers.
More federal financing for maritime
The bill would let maritime projects use DOE Title XVII loan guarantees. It would expand Title XI eligibility to cover more U.S.‑documented vessels, coastwise endorsements, conversions to military‑useful ships, and vessels in certain federal fleet programs. It would also require at least 50% of Title XI guarantees go to projects not getting other federal payments under that part.
Shipbuilding research and tech program
MARAD and the Navy would run a National Shipbuilding Research Program. It would fund R&D, tech transfer, and best practices to improve shipyard efficiency. This is aimed at strengthening the maritime industrial base.
Tax breaks for maritime operators
The bill would extend a fuel excise tax exemption to certain U.S. vessels trading between Atlantic or Pacific U.S. ports for fuel used after December 31, 2025. It would exclude specified federal maritime security payments from gross income, but deny related deductions or credits and require basis reductions. It would also raise the recoverable share on foreign vessel repairs to 70%, and to 200% for work in a country of concern, for repairs or purchases started after enactment.
No double claim of ship credits
If you take a section 48F credit in a tax year, you could not take the section 48G shipyard credit for property placed in service that same year. This rule would apply to property placed in service after December 31, 2025. It would not apply to property placed in service after December 31, 2032.
Penalty tax on foreign-linked fleets
The bill would add a new per‑ton penalty tax for vessels tied to foreign entities or shipyards of concern. Rates would be $5.00, $3.50, or $1.25 per ton based on ownership, registry, or shipyard links. If more than one rule applies, the highest rate would apply. This would take effect upon enactment.
Tonnage tax rises with inflation
This would remove fixed per‑ton caps and require the regular tonnage tax to increase each year for inflation. It would take effect upon enactment. Vessel owners would face rising taxes over time.
Stricter tracking of cadet service
Cadets with service obligations would need to report each year in an online system that they met their duty or have a valid deferment. The agency would send notices if a person does not report and could pursue penalties or cost recovery. A first report to Congress would be due within 180 days, then annually.
Capital Construction Fund changes for equipment
This would let Capital Construction Fund holders use withdrawals to buy or rebuild vessels or cargo handling equipment and to pay loan principal for those items. It would tie deposits to agreement terms, shorten the applicable period to 15 years, and set year‑16 to year‑20 payouts at 20%, 40%, 60%, 80%, and 100%. But you could not use funds to buy cranes made in the People’s Republic of China, and not for fully automated remote equipment if the Secretary finds it would cause net job loss at a marine terminal. Most tax changes would apply to tax years starting after December 31, 2025.
Tighter cargo preference and enforcement
Only the President or the Defense or Transportation Secretaries could grant a temporary waiver during a declared emergency, and only if MARAD finds no qualified U.S.-flag capacity at fair rates. The bill would expand cargo‑preference coverage to more food‑aid programs and require MARAD regulations within 180 days, plus 14‑day notifications to Congress for credible noncompliance. It would also insert cargo‑preference requirements into certain food‑aid laws and repeal a prior statutory deadline. An interagency waiver agreement would be due within 180 days.
All federal cargo on U.S. ships
The bill would raise cargo preference for U.S.‑flag ships from at least 50% to 100%. This would start 180 days after enactment. It could boost demand for U.S.‑flag shipping and may raise costs for federal shippers and their partners.
Buy America rules for shipbuilding funds
Buy America rules would apply to Title XI loans, shipbuilding financial incentives, and money used to build or repair U.S.-built vessels. This could raise costs or shift purchases to U.S. suppliers. It would apply upon enactment.
Updates to ship investment savings rules
The bill would change Capital Construction Funds and Construction Reserve Funds. It would allow more flexible investing in CCFs, but bar withdrawals to buy cranes from the People’s Republic of China or foreign entities of concern, and block funding for fully automated gear if it would cause net job loss at a terminal. It would require U.S. citizenship and a 5‑year commitment to build or acquire an eligible vessel for CRFs, with limited extensions up to 15 years in total.
Faster permitting for ports and shipyards
This would add shipyards, ports, and maritime manufacturing to the FAST Act definition of infrastructure construction. That could allow some projects to use programmatic planning or faster environmental review. It may shorten timelines for certain maritime projects.
Alternate inspection path for foreign ships
Within one year, the Secretary would set alternate standards so some foreign‑documented oceangoing ships can get a U.S. Coast Guard certificate. Owners must agree to apply for U.S. documentation and meet classification, safety, and cybersecurity checks. The Secretary could accept certain foreign classification society certifications under strict conditions.
More public data on energy exports
The Energy Information Administration would publish data and forecasts on crude oil and natural gas exports by vessel. Next‑year and multi‑year outlooks would be posted on the EIA website. This could help market planning and transparency.
Temporary duty break for fleet repairs
Until December 31, 2035, some parts and repairs done abroad on vessels in certain U.S. fleet programs could be duty‑free. MARAD must confirm the vessel is in a covered program, and the owner must certify they tried to buy or repair in the U.S. Work in countries of concern would not qualify.
Annual inspections and TWIC checks
If enacted, the Secretary would inspect each covered facility at least once a year to confirm a valid exemption. During these visits, the Secretary would also check that required crew hold a TWIC card. Covered facilities include vessels, rigs, platforms, and similar structures.
Changes to import duty cost tests
This would change the law to compare if the cost to import goods on a vessel is comparable to or greater than on another vessel. It would also exclude duties under that test from the law’s suspension‑of‑discriminating‑duties language. This shifts how duty‑suspension rules apply to U.S.-flag vessel imports.
New maritime planning and advisory rules
The Maritime Security Advisor would gain appointment powers for the national advisory committee, and key federal agencies must be represented. Private‑sector members would be added by Congressional leaders. Non‑federal members would serve three‑year terms with a two‑term limit. The national freight plan would also need to include U.S. strategic sealift goals and maritime networks.
Passenger fare rules for ocean carriers
The bill would treat passengers like cargo in several shipping rules and add “fare” alongside “rate” and “charge.” It would bar a controlled carrier from offering passenger service below a just and reasonable fare. This extends oversight to passenger pricing.
Sponsors & CoSponsors
Sponsor
Kelly (MS)
MS • R
Cosponsors
Garamendi
CA • D
Sponsored 5/1/2025
Wittman
VA • R
Sponsored 5/1/2025
Norcross
NJ • D
Sponsored 5/1/2025
Higgins (LA)
LA • R
Sponsored 5/1/2025
Khanna
CA • D
Sponsored 5/1/2025
Elfreth
MD • D
Sponsored 5/1/2025
DesJarlais
TN • R
Sponsored 5/1/2025
McCormick
GA • R
Sponsored 5/1/2025
Krishnamoorthi
IL • D
Sponsored 5/1/2025
Rutherford
FL • R
Sponsored 5/1/2025
Gooden
TX • R
Sponsored 5/1/2025
LaLota
NY • R
Sponsored 5/1/2025
Pingree
ME • D
Sponsored 5/1/2025
Hoyle (OR)
OR • D
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Messmer
IN • R
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Haridopolos
FL • R
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Kiggans (VA)
VA • R
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Fields
LA • D
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Carter (LA)
LA • D
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Deluzio
PA • D
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Moskowitz
FL • D
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Bera
CA • D
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Scanlon
PA • D
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Harrigan
NC • R
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Golden (ME)
ME • D
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Bergman
MI • R
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Fallon
TX • R
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Van Orden
WI • R
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Wied
WI • R
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Tokuda
HI • D
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Moore (AL)
AL • R
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Fitzpatrick
PA • R
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Scholten
MI • D
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Moore (NC)
NC • R
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Strong
AL • R
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Luttrell
TX • R
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Zinke
MT • R
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Hamadeh (AZ)
AZ • R
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Hayes
CT • D
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Davis (NC)
NC • D
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Suozzi
NY • D
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Bell
MO • D
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Del. Norton, Eleanor Holmes [D-DC-At Large]
DC • D
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Crow
CO • D
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Moolenaar
MI • R
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Bacon
NE • R
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Mills
FL • R
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Smith (NJ)
NJ • R
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Kustoff
TN • R
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Riley (NY)
NY • D
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Finstad
MN • R
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Strickland
WA • D
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Budzinski
IL • D
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Stauber
MN • R
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Thompson (CA)
CA • D
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Hinson
IA • R
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Simon
CA • D
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Gottheimer
NJ • D
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Lawler
NY • R
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Carey
OH • R
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Amodei (NV)
NV • R
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Malliotakis
NY • R
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Latimer
NY • D
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Mrvan
IN • D
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Lynch
MA • D
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Thompson (MS)
MS • D
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Bean (FL)
FL • R
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Brecheen
OK • R
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Courtney
CT • D
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Boyle (PA)
PA • D
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Jackson (IL)
IL • D
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Rulli
OH • R
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Moore (UT)
UT • R
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Lieu
CA • D
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Garbarino
NY • R
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Cohen
TN • D
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Miller (IL)
IL • R
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Brown
OH • D
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Dingell
MI • D
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Guest
MS • R
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Sorensen
IL • D
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Neguse
CO • D
Sponsored 7/25/2025
Menendez
NJ • D
Sponsored 7/25/2025
Crenshaw
TX • R
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Rouzer
NC • R
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McGuire
VA • R
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Kaptur
OH • D
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Salinas
OR • D
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Peters
CA • D
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Friedman
CA • D
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Waters
CA • D
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Bonamici
OR • D
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Vindman
VA • D
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Landsman
OH • D
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Tran
CA • D
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Evans (PA)
PA • D
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Bost
IL • R
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Carter (GA)
GA • R
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Kennedy (NY)
NY • D
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Moore (WV)
WV • R
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Stevens
MI • D
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McGarvey
KY • D
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Moulton
MA • D
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Perez
WA • D
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McClain Delaney
MD • D
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Randall
WA • D
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Turner (OH)
OH • R
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Bresnahan
PA • R
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Pettersen
CO • D
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McDonald Rivet
MI • D
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Vargas
CA • D
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Cisneros
CA • D
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Ryan
NY • D
Sponsored 11/13/2025
Jackson (TX)
TX • R
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Nunn (IA)
IA • R
Sponsored 11/17/2025
Chu
CA • D
Sponsored 11/17/2025
Bynum
OR • D
Sponsored 12/1/2025
Houlahan
PA • D
Sponsored 12/18/2025
Larsen (WA)
WA • D
Sponsored 2/9/2026
Thanedar
MI • D
Sponsored 2/9/2026
Roll Call Votes
No roll call votes available for this bill.
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Would make the False Claims Act apply to deposits to the Crime Victims Fund through FY2029. It would also require an Inspector General audit that sets the audit's scope, timing, and recipients, and the measure is titled the Crime Victims Fund Stabilization Act of 2025. - Entities that make deposits to the Crime Victims Fund would be subject to the False Claims Act (31 U.S.C. 3729–3731) for deposits from enactment through FY2029. - An Inspector General audit would examine the Crime Victims Fund and the bill would set the audit's scope, timing, and who receives the report.
HR1262 — Mikaela Naylon Give Kids a Chance Act
Speeds and strengthens pediatric cancer drug development. It expands which cancer products companies must study in children, reshapes organ transplant network governance and fees, and adds new FDA international and transparency steps. - Children with cancer and researchers: Requires pediatric studies that produce clinically meaningful data on dosing, safety, and early effectiveness and widens the kinds of drug combinations studied. It also sets aside $25 million for pediatric drug studies in each of fiscal years 2026, 2027, and 2028. - Transplant patients and transplant network members: Changes Organ Procurement and Transplantation Network governance and financing by allowing quarterly registration fees, requiring those fees fund OPTN operations, improving electronic health record integration, and calling for a GAO review within two years. - FDA partners and drug makers: Creates an Abraham Accords Office to boost regulatory coordination and technical assistance abroad, and forces more transparency during generic (ANDA) reviews about whether generics are qualitatively and quantitatively the same as listed drugs. It also raises the Medicare Improvement Fund amount from $1.4 billion to $2.6 billion. Increases federal outlays by roughly $1.3 billion, driven by a $1.2 billion boost to the Medicare Improvement Fund and $75 million for pediatric studies, adding to federal spending.
HR2102 — Major Richard Star Act
Establishes concurrent receipt for retirees with combat-related disabilities. This bill would let eligible retirees receive both military retired pay and veterans' disability compensation for the same months without the offset rules that currently reduce payments. - Families of disabled retirees: Veterans with combat-related disabilities would receive both retired pay and VA disability compensation for the same months, increasing their monthly household income. - Defense and VA payment rules: The bill would amend 10 U.S.C. 1413a and 10 U.S.C. 1414 to exempt retired pay from reductions under 38 U.S.C. 5304 and 5305 and add a clear monthly no-offset rule. - Implementation and technical changes: It renames and updates chapter sections, adjusts cross-references, and applies to payments beginning the first month after enactment.
HR1422 — Enhanced Iran Sanctions Act of 2025
Targets Iran's energy revenue through global sanctions. This bill would create a broad sanctions framework to punish foreign persons who process, export, or sell Iran-origin oil, condensates, gas, LNG, or petrochemical products. It pairs blocking of assets and visa bans with ownership-based triggers, waivers, humanitarian carve-outs, and new reporting to limit Iran's access to energy markets and finance for weapons and terrorism. - Foreign energy firms and financial institutions would face blocking of property and bans on transactions if they knowingly handle Iran-origin energy or are 50% or more owned by such actors. Associated aliens could become inadmissible and have visas revoked. - Maritime operators, insurers, flag registries, and LNG pipeline facilities would be exposed to sanctions risk when linked to Iran-origin shipments, though safety-of-crew rules and specific exemptions for imports remain. - Humanitarian organizations would keep explicit exemptions for agricultural commodities, food, medicine, medical devices, and humanitarian assistance to avoid disrupting aid. - U.S. agencies and private companies would see new duties: an interagency working group and multilateral contact group would coordinate enforcement, and private-sector reporting would be required to flag evasion and proceeds from intercepted Iran-origin energy sales.
HR979 — AM Radio for Every Vehicle Act of 2025
This bill would require AM broadcast capability to be installed as standard equipment in passenger motor vehicles. It focuses on driver-accessible AM reception, allows digital AM audio to count for compliance, and links vehicle AM capability to emergency alerting through IPAWS. - Drivers and households: Built-in, driver-accessible AM reception would make it easier for people to get local AM stations and emergency alerts from their vehicles. The bill allows devices that receive digital AM to meet the requirement. - Vehicle manufacturers: The Department of Transportation would need to issue a rule within 1 year, with a general compliance deadline no later than 2 years after the rule is issued. Small manufacturers that produced no more than 40,000 passenger vehicles in 2022 would get at least 4 years to comply. - Oversight and emergency systems: States would be barred from imposing their own AM-access rules. The bill mandates interim labels and pricing protections for cars without AM, authorizes civil penalties and DOJ injunctions for violations, requires a GAO study and a congressional briefing within 1 year, and includes an 8-year sunset for the authority.
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