Port Crane Tax Credit Act of 2025

Legislation relating to the Port Crane Tax Credit Act H.R. 4589.

Client expense: Not reported · Firm income: $40,000

Government targets: HOUSE OF REPRESENTATIVES, SENATE

Legislation relating to H.R. 1 OBBBA and the Port Crane Tax Credit Act H.R. 4589.

Client expense: Not reported · Firm income: $20,000

Government targets: HOUSE OF REPRESENTATIVES, SENATE

SHIPS for America Act (S 1541) Highlights of SHIPS Act: would establish a Maritime Security Trust Fund, financed by redirecting tariff revenues, special tonnage taxes, and new Shipbuilding fees collected to support maritime programs outside the annual appropriations process Creating a Maritime Security Advisor and Board within the Executive Office of the President to coordinate federal maritime policy Updating cargo preference laws, requiring more U.S. government cargo to move on U.S.-flagged vessels (raising the requirement from 50% to 100%) * Funding shipbuilding and maritime infrastructure, including up to $250 million annually for shipyard investments and a new shipbuilding innovation program Streamlining environmental reviews for port and shipyard infrastructure projects Expanding the Capital Construction Fund (CCF) program to allow marine terminal operators to replace cargo handling equipment - excluding Chinese-made cranes and gear Launching workforce initiatives to support mariner recruitment, retention, and training, with specific benefits for State Maritime Academies and the U.S. Merchant Marine Academy Offering tax incentives to support shipbuilding and investments in maritime infrastructure, including investment tax credits for U.S. shipyards and vessels Concerns of SHIPS Act: No dedicated funding for port infrastructure (PIDP) Concerns about U.S.-flagged cargo preference and prioritization expansion potentially increasing shipping costs and delays for port users Updated tonnage taxes and fees, which could increase costs for ports New trust fund structure requires future legislation to direct spending, leaving uncertainty for port priorities Brownfields Reauthorization Act of 2025 * bill extends through FY2030 and modifies the Brownfields Program under the Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (CERCLA) * bill expands eligibility for Brownfields Program resources to tax-exempt organizations defined under section 501(c)(6) of the Internal Revenue Code * increases to $1 million the maximum grant amount that the EPA may provide for brownfield remediation per site * removes the 5% cap that a grant recipient may use for administrative costs * reduces the cost-sharing requirement for grant recipients from 20% to 10% * requires the EPA to waive cost-sharing requirements for grant recipients located in small communities or disadvantaged areas * authorizes the use of grants by a state or Indian tribe for the implementation of a response program * modifies the criteria used to rank grant applications by requiring the consideration of whether the applicant has a plan to engage a diverse set of local groups and organizations that represent the views of the local community directly affected by the proposed brownfield project * requires the EPA to report on and update application ranking criteria and the approval process Port Cranes Tax Credit Act of 2025 (HR 4589) * Amends the Internal Revenue Code of 1986 to establish tax credits to incentivize the domestic production of port cranes, and for other purposes * Establishes a 25% investment tax credit for qualified U.S. facilities that manufacture or repair ship-to-shore (STS) and mobile harbor port cranes * Establishes ala production credit of 40%, rising to 60% if at least 90% of crane components are American made CBP Securing Ports and Americas Commerce and Economy (SPACE) Act * Provides CBP and its facilities with the resources it needs by setting up a sustainable funding mechanism via existing user fees it already collects * Establishes greater transparency and oversight of what CBP charges local partners Secure Our Ports Act (HR 252) Impacts future Chinese investment in U.S. ports but would not impact existing investments already reviewed by the Federal Government. Passed on Suspension Calendar 6/9/2025 HR 2390 Maritime Supply Chain Security Act Permits Port Infrastructure Development Program funds to be used to replace software from Chinese firms in ship-to-shore cranes. HR 252 Secure Our Ports Act Impacts future Chinese investment in U.S. ports but would not impact existing investments already reviewed by the Federal Government. HR 2390 Maritime Supply Chain Security Act Permits Port Infrastructure Development Program funds to be used to replace software from Chinese firms in ship-to-shore cranes. HR 2035 American Cargo for American Ships Act Strengthens U.S. Cargo preference laws and reduce the ongoing decline of U.S. flagged ships. Bill would require that all cargoes procured, furnished, or financed by the U.S. Department of Transportation be transported on privately-owned commercial vessels of the United States. HR 2035 American Cargo for American Ships Act Strengthens U.S. Cargo preference laws and reduce the ongoing decline of U.S. flagged ships. Bill would require that all cargoes procured, furnished, or financed by the U.S. Department of Transportation be transported on privately-owned commercial vessels of the United States. Emphasized importance and carry through of provisions in H.R. 8812 Water Resources Development Act reauthorization of 2024: 100% reimbursement of capital asset acquisition required to perform dredging operations on the federal navigation channel on the Columbia River (Sec.333); definition clarification to ensure aquatic confined placement structures are deemed in the national interest and built at full Federal expense rather than cost-shared (Sec.131); and clarification that pile dike maintenance are existing projects and not new construction (Sec.144). Implementation of draft Dredge Material Management Plan (DMMP)and environmental impact studies, no specific legislation.