Coast Guard and Maritime Transportation

Defending American Property Abroad Act of 2026

Defending American Property Abroad Act of 2026 This bill authorizes the President to prohibit the entry of a vessel into the United States if the vessel has transited any U.S. port, harbor, or marine terminal that has been nationalized or expropriated (e.g., seized) by a Western Hemisphere country that has a free trade agreement with the United States. Under the bill, the President may prohibit the entry and operation of a vessel if it has called at any port, harbor, or marine terminal that was owned, held, or controlled by a U.S. entity or individual, but has been nationalized or expropriated by the government of a country that is located in the Western Hemisphere and has a free trade agreement in effect with the United States. The prohibition ends when the President determines that (1) the applicable country has restored ownership of the property that had been nationalized or expropriated, (2) the applicable country has provided mutually acceptable compensation for the nationalized or expropriated property, (3) the conditions for the prohibition are no longer satisfied, or (4) the dispute has been otherwise resolved to the satisfaction of the President. The bill permits certain foreign vessels that are otherwise prohibited from entering the United States under this bill or current law to enter if the vessel is experiencing an emergency (involving the vessel or an individual on the vessel) and in certain instances where access to a covered facility was granted by a U.S. property owner.

Received in the Senate.

Coast Guard Authorization Act of 2025

Received in the Senate and Read twice and referred to the Committee on Commerce, Science, and Transportation.

American Cargo for American Ships Act

American Cargo for American Ships Act This bill requires 100% of equipment, materials, and commodities procured, furnished, or financed by the Department of Transportation (DOT) and transported on ocean vessels to be transported on U.S.-flagged commercial vessels. (Current cargo preference laws require that a minimum percentage of federally financed ocean cargo be transported on U.S.-flagged commercial vessels. For civilian agencies and agricultural cargo, the minimum is generally 50%.) Specifically, the bill imposes the requirement on DOT (for cargo it contracts for or procures for itself) and recipients of DOT funding (for cargo DOT has financed with federal funds or advanced funds for the recipient to obtain). As under current cargo preference laws, the requirement applies to the extent those vessels are available at fair and reasonable rates for U.S.-flagged commercial vessels, in a manner that will ensure fair and reasonable participation of U.S.-flagged commercial vessels by geographic area.

Received in the Senate and Read twice and referred to the Committee on Commerce, Science, and Transportation.

Secure Our Ports Act of 2025

Secure Our Ports Act of 2025 This bill prohibits owners or operators of certain U.S. maritime transportation facilities from contracting for the lease, ownership, or operation of facilities with enterprises partly or wholly owned by China, Iran, North Korea, or Russia. The covered facilities are located at ports in areas that are subject to enhanced transportation security requirements, including the requirement for an Area Maritime Transportation Security Plan.

Received in the Senate and Read twice and referred to the Committee on Commerce, Science, and Transportation.

Noncontiguous Shipping Competition Act

Noncontiguous Shipping Competition Act This bill revises coastwise laws, commonly known as the Jones Act, that govern domestic transportation of merchandise or passengers by vessels. The Jones Act generally requires that a vessel transporting merchandise or passengers from one U.S. point to another U.S. point be (1) built in the United States, (2) at least 75% owned by U.S. citizens, and (3) mostly crewed by U.S. citizens. The act also includes several exemptions and exceptions. The bill exempts carriage on a route in noncontiguous trade from Jones Act requirements unless (1) at least three owners or operators of coastwise qualified vessels regularly operate such a vessel on the route, (2) each of such owners or operators transports at least 20% of the volume of goods on that route, and (3) none of such owners or operators are under common ownership. (Generally, noncontiguous trade is trade between two U.S. points where at least one of the points is in Alaska, Hawaii, Puerto Rico, or an insular territory or U.S. possession.)

Sponsor introductory remarks on measure. (CR E90-91)

Noncontiguous Shipping Reasonable Rate Act of 2024

Noncontiguous Shipping Reasonable Rate Act of 2024 This bill provides that a rate for service in noncontiguous domestic ocean trade is reasonable if such rate is within 10% of a rate set by a comparable international ocean rate index recognized by the Federal Maritime Commission. (Under current law, a rate is required to be reasonable, and the Surface Transportation Board generally has the authority to determine whether certain rates are reasonable.)

Sponsor introductory remarks on measure. (CR E90-91)

Noncontiguous Shipping Relief Act of 2024

Noncontiguous Shipping Relief Act of 2024 This bill establishes a limited exception to coastwise laws to allow foreign-flag freight vessels to transport merchandise domestically to or from a port in the noncontiguous United States. The bill also addresses various issues related to foreign-flag freight vessels engaged in coastwise trade (i.e., domestic waterborne trade between U.S. ports). Under the coastwise laws, commonly known as the Jones Act, a freight vessel may not transport merchandise between U.S. ports unless it is U.S.-built, at least 75% owned by U.S. citizens, and mostly crewed by U.S. citizens. The bill authorizes qualifying foreign-flag vessels to transport merchandise between (1) a port in the contiguous United States and a port in the noncontiguous United States (i.e., Alaska, Hawaii, Puerto Rico, or a U.S. territory or possession); or (2) two ports in the noncontiguous United States. Under the bill, all foreign-flag freight vessels operating in U.S. coastwise trade must comply with the (1) minimum international labor standards applicable to U.S. seafarers, and (2) same environmental standards that apply to U.S. vessels. The bill authorizes such operators to participate in the Longshore and Harbor Workers’ Compensation program on behalf of masters and crew members they employ. The bill also requires foreign-flag vessel owners and operators engaging in coastwise trade to identify an agent for service of process, abide by U.S. tax and other laws, and maintain specified documentation on board. Additionally, lawsuits against such vessels alleging personal injury or death must be brought in U.S. district court.

Sponsor introductory remarks on measure. (CR E90-91)

Restoring Trade Fairness Act

Restoring Trade Fairness Act This bill establishes various trade measures related to China, including by revoking China's permanent normal trade relations (PNTR) status and increasing the rates of duty (i.e., tariffs) on Chinese imported goods. The bill prohibits imported goods originating from North Korea, China, Russia, or Iran from receiving de minimis treatment. (Current law allows for U.S. imports under a de minimis threshold of $800 per shipment to enter free of tariffs, fees, and taxes.) Specifically, the bill revokes China's PNTR status. Currently, China's PNTR status allows for Chinese goods to have duty rates set forth in column 1 of the Harmonized Tariff Schedule of the United States (HTS). With the removal of China's PNTR status, the bill generally sets the applicable duty rates on imported Chinese goods at the higher rates listed in column 2 of the HTS, with exceptions. The bill establishes a minimum duty rate of 35% for all Chinese goods, which requires column 2 rates to be at least 35%. However, the bill establishes a minimum duty rate of 100% for a list of specified goods (e.g., various minerals, certain vaccines and drugs, and certain defense-related articles). Duty rates are phased in over five years and adjusted annually for inflation. The bill also authorizes the President to take additional actions related to trade with China, requires merchandise imported from China to be appraised based on U.S. value, and establishes a trust fund to compensate U.S. producers for lost revenue resulting from retaliatory actions by China.

Referred to the Subcommittee on Coast Guard and Maritime Transportation.