Noncontiguous Shipping Relief Act of 2024

The Disaster Recovery Efficiency Act

Recognizing Gold Shield Families and affirming that their sacrifices and difficulties should not be forgotten.

All Aboard Act

Fast Lane for Youths Act or the FLY ActThis bill directs the Federal Aviation Administration (FAA) and the Transportation Security Administration (TSA) to allow caregivers, parents, and guardians who already qualify for the TSA PreCheck program to accompany minors and passengers needing assistance to their flights. The TSA PreCheck program expedites traveler screening through participating TSA security checkpoints. Specifically, the FAA and the TSA must collaborate to establish a system to expedite gate passes and flight access procedures for these individuals. The system must ensure that these caregivers, parents, and guardians are provided up to two gate passes.

Train Establishment of Appetizing Table Service Act or the Train EATS Act This bill requires Amtrak to provide a range of dining services to passengers on overnight routes.Specifically, Amtrak must make available (1) traditional dining (i.e., table service), to the extent practicable; and (2) an alternative food and beverage service that is more affordable than traditional dining.On each overnight route, Amtrak must offer any traditional dining capacity not otherwise used by first-class or business-class passengers to passengers in coach class for a fee. In addition, Amtrak must ensure that traditional dining on overnight routes includes (1) a healthy meal option, and (2) the option for passengers to preorder meals that satisfy their dietary restrictions.The Department of Transportation must issue any necessary regulations.

Support Neighborhoods Offset Winter Damage Act of 2025 or the SNOW Act of 2025This bill authorizes Federal Emergency Management Agency (FEMA) grant funding for winter storm hazard mitigation and requires FEMA rulemaking to expand assistance for winter storms. It also increases the federal cost share for various FEMA grants, for any hazard type, in rural or disadvantaged areas.The bill specifically authorizes the use of grant funding under the Hazard Mitigation Grant Program (HMGP) and Building Resilient Infrastructure and Communities program to reduce the risk of future damage in areas affected by winter storms, such as by acquiring snow removal equipment. Also, under current FEMA policy, in determining eligibility and recommending a presidential major disaster declaration for a snowstorm, FEMA’s considerations include whether data shows record (or near record) snowfall and whether estimated statewide costs meet applicable thresholds. The bill requires FEMA to create regulations waiving these eligibility requirements for a major disaster declaration for a snowstorm in certain circumstances. FEMA must also create regulations to provide certain assistance for winter storms, including for debris removal and specified infrastructure, as well as individual and emergency assistance when the state determines the storm exceeds state and local capacity. In addition, for any hazard type, the bill requires FEMA to increase the federal cost share from 75% to 90% for certain assistance provided in rural or disadvantaged areas. It also authorizes an increased HMGP federal cost share amount from 75% to 90% for assistance in rural or disadvantaged areas. 

Semiquincentennial Congressional Time Capsule ActThis bill requires the Architect of the Capitol to create a congressional time capsule in honor of the 250th anniversary of the Declaration of Independence to be buried on the west lawn of the Capitol on or before July 4, 2026. Congressional leadership will determine the contents of the time capsule, and the time capsule shall be sealed until July 4, 2276.

Housing Survivors of Major Disasters ActThis bill lowers the eligibility criteria for Federal Emergency Management Agency (FEMA) Individuals and Households Program (IHP) housing assistance, including for IHP permanent housing construction, and requires FEMA to consider evidence of constructive ownership of a residence when determining eligibility for IHP home repair or home replacement assistance.  Specifically, the bill lowers the level of damage required for certain IHP housing assistance eligibility, so the residence must merely be damaged by a major disaster instead of rendered uninhabitable. Also, under current law, FEMA is authorized to provide assistance for permanent housing construction where (1) no alternative housing resources are available; and (2) other types of temporary housing assistance are unavailable, infeasible, or not cost-effective. The bill authorizes IHP permanent housing construction where FEMA determines such assistance is a cost-effective alternative to other housing solutions, including temporary housing costs.Additionally, the bill requires FEMA to consider an individual or household’s claim of constructive (i.e., implied) ownership, where evidence supports its existence is more likely than not, when determining eligibility for IHP financial assistance for home repair or replacement for a residence without documented ownership rights. FEMA must consider all evidence provided when determining whether constructive ownership more likely than not exists, and the bill lists examples of evidence. If FEMA determines the evidence is insufficient, FEMA may require a signed declarative statement describing the constructive ownership. FEMA may not require notarization of the statement.

Disaster Management Costs Modernization Act

America First Act

Anti-Congestion Tax Act This bill prohibits the Department of Transportation (DOT) from awarding capital investment grants to the Metropolitan Transportation Authority (MTA) for projects in New York until DOT certifies that vehicles using certain crossings to enter into Manhattan's congestion tolling zone receive exemptions from congestion tolls. The vehicular crossings include the Holland Tunnel, the Lincoln Tunnel, the George Washington Bridge, and any other crossing immediately before entry into the congestion tolling zone.As background, the MTA's Central Business District Tolling Program for New York City charges drivers a toll to enter an area in Manhattan designated as the Congestion Relief Zone. Under the bill, congestion tolling zone generally means any roadways, bridges, tunnels, approaches, or ramps that are located within, or enter to, the Congestion Relief Zone, with some modifications.Specifically, the bill requires the MTA to credit a vehicle for the vehicular crossing toll from the amount of the congestion toll charged to the vehicle for entering the congestion tolling zone.Further, the bill allows drivers entering Manhattan using any of the vehicular crossings immediately before entry into the congestion tolling zone to receive a federal tax credit at the end of the year equal to the amount paid in congestion tolls for using the crossing. 

Railroad Responsibility Act of 2025This bill provides states with the authority to adopt or enact any law, regulation, order, or other requirement limiting the duration that a railroad carrier may block a grade rail crossing. Specifically, this bill states that federal transportation laws do not preempt a state from adopting or enacting these limits. As background, state and federal courts have generally found that state laws regarding obstructed crossings are preempted by one or more federal laws, thereby rendering the state laws unenforceable.

Motorist Tax Abuse ActThis bill prohibits the Federal Highway Administration (FHWA) from establishing or maintaining cordon pricing for the Central Business District Tolling Program for New York City under the FHWA's Value Pricing Pilot Program. The New York program charges drivers a toll to enter an area in Manhattan designated as the Congestion Relief Zone. In general, cordon pricing is a form of congestion pricing that includes a zone-based pricing system that involves either variable or fixed charges to drive within or into a congested area within a city.

Protecting Infrastructure Investments for Rural America Act This bill modifies the definition of rural area that is used for the Rural Surface Transportation Grant Program and adds provisions for small communities.As background, the grant program supports projects that improve and expand the surface transportation infrastructure in rural areas. Eligible applicants for the grant program include states, regional transportation planning organizations, local governments, and tribal governments.For purposes of the program, the bill defines rural area as an area outside an urbanized area that has a population of 30,000 or less. Current law requires a rural area to be outside of an urbanized area with a population of over 200,000.The bill includes provisions for small communities (i.e., an area outside an urbanized area and that has a population of 5,000 or less). The bill sets the maximum federal cost-share at 90% for project grants carried out in a small community. The Department of Transportation (DOT) must use at least 5% of the program's annual funds to provide grants for projects in small communities. The bill also removes the prohibition against DOT using more than 10% of program funds for grants that are under $25 million.Further, program grants may be used for highway, road, bridge, or tunnel projects that would benefit the economic development or quality of life for citizens of the local community.The bill also specifies that the program's goals include the generation of economic growth and development in rural areas.