H.R. 3151 — SHIPS for America Act of 2025

This section establishes the Strategic Commercial Fleet (SCF) as a new chapter 536 in part C of subtitle V of title 46, United States Code, consisting of active, commercially viable, militarily useful, privately owned vessels to meet national defense and other security requirements and maintain a U.S. presence in international commercial shipping. (As background, the SCF, administered by the Maritime Administrator in consultation with the Secretary of Defense, builds U.S.-flagged sealift capacity through operating agreements and payments to eligible private operators, akin to the Maritime Security Program in current chapter 531.) The Administrator shall conduct an annual competitive selection process informed by Maritime Security Board recommendations to include at least 10 vessels in the 12-month period beginning two years after enactment, increasing to at least 20 vessels annually by five years after enactment, with a maximum total of 250 vessels. Not later than one year after enactment, the Administrator shall solicit applications via Federal Register notice (allowing at least 30 days to apply) from covered entities—defined to include vessel owners or operators eligible for the SCF or bid teams comprising such an entity, a qualified U.S. shipyard, and a non-foreign entity of concern—for U.S.-built vessels, qualified foreign-built vessels (i.e., no more than 14 years old, previously U.S.-documented, and excluding those owned, operated, constructed, or registered by foreign entities or countries of concern), or other eligible vessels, using separate application processes by vessel type.

This section directs the Commander of U.S. Transportation Command, in coordination with the Secretary of the Navy and the Maritime Administrator, to devise a tabletop exercise within 180 days of enactment to test effective control of the Maritime Security Fleet (MSF, i.e., a program under 46 U.S.C. ch. 531 providing operating agreements for U.S.-flagged vessels available for DoD sealift in contingencies) and Tanker Security Fleet (TSF, i.e., a similar program under 46 U.S.C. ch. 534 for tankers) in a crisis or war. After completing the exercise, the Commander must brief the appropriate congressional committees on the results. Beginning one year after that briefing, the Commander must conduct such tabletop drills annually and provide Congress a briefing on the results after each drill.

This section directs the Secretary of Defense, in coordination with the Maritime Administrator, Federal Communications Commission, and other relevant federal agencies, to submit to the appropriate congressional committees, not later than 180 days after enactment, an assessment of the ability and preparedness of the USNS Zeus and the Cable Security Fleet (under 46 U.S.C. ch. 532) to repair transoceanic submarine fiber optic cables damaged or cut by adversaries. The assessment must include (1) a description of preparedness to address simultaneous damage or severing of partner countries' cables in the Pacific and Atlantic Oceans; (2) a determination of repair timelines for the Cable Security Fleet in coordination with partner countries; and (3) options to provide connectivity during an emergency or crisis caused by such damage.

This section modifies duties under 19 U.S.C. 1466 on equipment purchased for, repair parts or materials used on, or repairs made in a foreign country upon U.S.-documented vessels engaged in foreign or coasting trade by increasing the ad valorem duty rate to 70 percent of costs (from 50 percent) generally and to 200 percent of costs for repairs or equipment from a foreign country of concern (as defined in section 4 of the Shipbuilding and Harbor Infrastructure for Prosperity and Security for America Act of 2025). The section further establishes a temporary duty exemption, from enactment through December 31, 2035, for such foreign costs on vessels participating in the Maritime Security Fleet (chapter 531 of title 46, U.S. Code), Cable Security Fleet (chapter 532), Tanker Security Fleet (chapter 534), or Strategic Commercial Fleet (chapter 536), or those with specified emergency preparedness or contingency agreements, provided the Maritime Administrator confirms participation and a good faith effort to use U.S. shipyards. (This exemption does not apply to foreign countries of concern.) (Thus, these vessels may avoid duties on qualifying foreign repairs despite the rate increases, supporting national security fleets while incentivizing U.S. repairs.) Additionally, the section requires the Maritime Administrator to submit biennial reports to congressional committees, beginning not less than two years after enactment and continuing through December 31, 2035, assessing duty collections by repair location, U.S. shipyard capacity and usage, the provision's effectiveness in promoting U.S. repairs, and recommendations to bolster the U.S. vessel repair industry. The amendments apply to parts, materials, and equipment purchased, and repairs initiated, after enactment.

This section expresses the sense of Congress that only the Maritime Administrator, acting as Director of the National Shipping Authority, may determine the non-availability of qualified U.S.-flag vessel capacity at fair and reasonable rates under the Cargo Preference Act (46 U.S.C. §55305, §55314), with waivers authorized only temporarily by the President, Secretary of Defense, or Secretary of Transportation during a declared emergency and following such a determination, and that the Food for Peace Act does not independently authorize waivers without presidential delegation, an emergency declaration, and the required determination. The section increases the required percentage of government cargoes (e.g., for military shipments, foreign aid, and certain imports) transported on U.S.-flag commercial vessels to 100% (from 50%) under 46 U.S.C. §55305(a), effective 180 days after enactment. The section revises waiver authority under 46 U.S.C. §55305(d)(1) to permit waivers only by the President, Secretary of Defense, or Secretary of Transportation during a declared emergency, following a determination of non-availability by the Maritime Administrator (acting as Director, National Shipping Authority) in consultation with the Maritime Security Board; requires the Maritime Security Advisor to facilitate interagency agreements within 180 days of enactment specifying request processes, standard determination procedures, and deadlines, with congressional notification of agreements; and clarifies notification requirements under §55305(d)(3)(B) to include the Maritime Security Board.

This section directs the Maritime Administrator, not later than 180 days after the date of enactment and notwithstanding other law, to (1) promulgate regulations to fully implement and ensure compliance with cargo preference requirements under 46 U.S.C. §§55305 (50 percent U.S.-flag carriage for government-impelled ocean cargoes), 55314, 55315, and 55316; (2) issue interagency guidance to federal departments and agencies on administering applicable programs; and (3) publish the guidance in the Federal Register and on the Maritime Administration website. The section authorizes consultation with the Food Aid Consultative Group and repeals the prior regulatory deadline in section 3502(a) of the James M. Inhofe National Defense Authorization Act for Fiscal Year 2023 (46 U.S.C. 55305 note).

This section amends cargo preference oversight provisions in 46 U.S.C. 55301 by (1) expanding agency reporting requirements under subsection (a)(2) to cover 46 U.S.C. §§55305, 55314, 55315, and 55316 (from §55305 only); and (2) requiring the Maritime Administrator, upon receiving credible information of noncompliance with those sections or 10 U.S.C. 2631 by relevant federal departments or agencies, to notify specified congressional committees within 14 days. (Cargo preference laws generally require U.S.-flag vessels to carry a minimum percentage of government-sponsored ocean cargoes to support the U.S. maritime industry.)

This section establishes a reimbursement program whereby the Secretary of Transportation finances and reimburses covered agencies—defined as any agency administering specified agricultural export activities of the Secretary of Agriculture or Commodity Credit Corporation under section 55314(b), such as shipments under the Food for Peace Act (7 U.S.C. 1691 et seq.), section 416 of the Agricultural Act of 1949 (7 U.S.C. 1431), or the Bill Emerson Humanitarian Trust Act (7 U.S.C. 1736f-1)—for ocean freight costs and differentials under the cargo preference requirements of section 55305 (i.e., reserving at least 50% of tonnage for U.S.-flag vessels) that exceed 20% of the total value of the transported cargo (including agricultural products). (Thus, it offsets increased costs of U.S.-flag shipping for government food aid and related agricultural exports, with agricultural products from Commodity Credit Corporation inventory valued per section 412(d) of the Food for Peace Act (7 U.S.C. 1736f(d)).) The section further (1) requires the Secretary to enter interagency agreements with covered agencies within 180 days of enactment specifying reimbursement processes, methodologies, and deadlines (with approvals within 90 days of request and congressional notification of agreements); (2) mandates annual audits by the Inspector General of the Department of Transportation of all reimbursements, with agency document production and public reports to Congress within 90 days of fiscal year-end; and (3) authorizes appropriations from the Maritime Security Trust Fund sufficient for all costs, including administrative expenses.

This section establishes requirements that not less than a specified percentage of covered goods (i.e., goods manufactured in the People's Republic of China) by tonnage imported into the United States from foreign ports must be transported on U.S.-built vessels crewed by U.S. mariners, with the percentage increasing annually from 1% in the fifth year after enactment to 10% in the 14th year after enactment as follows: (1) 1% in year 5; (2) 2% in year 6; (3) 3% in year 7; (4) 4% in year 8; (5) 5% in year 9; (6) 6% in year 10; (7) 7% in year 11; (8) 8% in year 12; (9) 9% in year 13; and (10) 10% in year 14. The section directs the Maritime Administrator to impose annual fines on noncompliant shippers in amounts exceeding the cost difference between such U.S. vessels and foreign vessels from open-registry countries (i.e., countries allowing vessel documentation without regard to owner or crew citizenship), depositing fine proceeds into the Maritime Security Trust Fund. The section further requires the Maritime Administrator, in coordination with the Secretary of Homeland Security and the Chairman of the Federal Maritime Commission, to promulgate implementing regulations within four years of enactment establishing identification and compliance systems, enforcement mechanisms, and fine amounts; and makes a conforming amendment to the table of sections for 46 U.S.C. chapter 605.

This section establishes priority for vessels of the United States at any U.S. port ahead of waiting vessels of a country of concern or owned by a foreign entity of concern, as defined in section 4 of the SHIPS for America Act of 2025. The Secretary of Transportation may eliminate this priority if in the national interest and must report to the appropriate congressional committees within 30 days.

This section directs the Maritime Security Advisor, in consultation with the Secretary of Transportation, Secretary of Commerce, Chairman of the Federal Maritime Commission, and United States Trade Representative, to conduct an assessment within 180 days of enactment that (1) identifies current federal authorities to incentivize commercial cargo movement on vessels of the United States (i.e., vessels documented under chapter 121 of title 46, U.S. Code, or exempt under section 12102(c), numbered under chapter 123, or titled under state law) in international commerce; (2) reviews methods for assured access to vessels of U.S. international allies and partners in crisis and conflict; and (3) recommends presidential use of such authorities. The assessment must evaluate tax benefits, modifications to import/export duties, service privileges for U.S. vessels, and other incentives. Upon completion, the Advisor must report to the appropriate congressional committees the recommendations to the President and additional congressional actions to further incentivize such cargo movement.

This section revises cargo preference requirements under 46 U.S.C. 55314 (i.e., section 55305's mandate that at least 75% of tonnage for certain government-sponsored shipments be carried on U.S.-flag vessels) by (1) establishing a new subsection (a) to explicitly apply those requirements to activities specified in subsection (b); (2) in subsection (b), expanding covered export activities from those of the Secretary of Agriculture or Commodity Credit Corporation to the Federal Government; (3) specifying that Food for Peace Act activities in paragraph (1) include titles I, II, or III (7 U.S.C. 1691 et seq.); (4) inserting new paragraphs (4) and (5) for activities under the Food for Progress Act of 1985 (7 U.S.C. 1736o) and McGovern-Dole International Food for Education and Child Nutrition Program (7 U.S.C. 1736o–1); (5) redesignating former paragraphs (4) through (7) as paragraphs (6) through (9) and substituting "agricultural products" for "agricultural commodities or their products" throughout; and (6) adding subsection (c) to define "agricultural product" as any food product, including an agricultural commodity (as defined in 7 U.S.C. 1732), specialty crop (as defined in 7 U.S.C. 1621 note), or processed food product exported from the United States. (Thus, this broadens U.S.-flag shipping mandates to additional federal food aid programs and a wider range of products and actors.)

This section makes clarifying amendments subjecting three U.S. foreign food assistance authorities to cargo preference requirements of 46 U.S.C. §§ 55305 and 55314 (i.e., requiring at least 50% of gross tonnage for government-sponsored shipments of agricultural commodities, including food aid, to be carried on U.S.-flag vessels) as follows: (1) Food for Peace Act provisions on emergency agricultural commodities assistance and related administrative matters for ocean transportation; and (2) the International Disaster Assistance–Emergency Food Security Program, which provides funds, vouchers, or commodities (including through local/regional procurement) for disaster-related food needs.

This section amends Section 3 of the Natural Gas Act to add subsection (g), requiring the Federal Energy Regulatory Commission (FERC), in authorizing natural gas exports under subsection (a), to condition approval on exporters (1) transporting specified percentages of vessel-borne exports on qualifying U.S.-documented vessels—2% in each of the first 7 years after enactment, increasing annually to 3% (years 8-9), 4% (10-11), 6% (12-13), 7% (14-15), 9% (16-17), 11% (18-19), 13% (20-21), and 15% (year 22 and thereafter)—and (2) providing training opportunities for credentialed U.S. merchant mariners. Qualifying vessels, for the first 5 years, are either U.S.-documented with U.S. shipyard retrofits using U.S.-made components from a specified list (e.g., propulsion equipment, valves, pumps) or fully U.S.-built with U.S.-made major hull components and listed parts; from year 6 onward, only fully U.S.-built vessels qualify. FERC may waive U.S. component requirements based on Maritime Administration findings of excessive cost increases (25% or more), delays, or supply shortages; no conditions apply to exports to free trade agreement (FTA) nations if the U.S. Trade Representative certifies a violation of U.S. obligations. The section also makes expedited public-interest approval under subsection (c) for FTA-nation exports subject to subsection (g). (Thus, the requirements promote U.S. shipbuilding and mariner training while preserving streamlined FTA export authorizations absent USTR objection.)

This section revises conditions for importing goods of foreign growth or manufacture in non-U.S. vessels without additional discriminating duties. (1) It replaces the exception in 46 U.S.C. §60502(a)(1)(A) with a cost-based standard under which such importation is permitted if the cost of importing goods aboard the vessel is comparable to or greater than the cost of importing goods aboard a U.S. vessel (thus, limiting the exception to cases where foreign vessels do not undercut U.S. vessel costs); and (2) excludes duties under §60502 from any presidential suspension of discriminating duties under §60503(a). (As background, chapter 605 duties protect the U.S. merchant marine by imposing penalties on goods imports in foreign-flag vessels unless reciprocity or other exceptions apply.)

This section establishes the Ship America Office within the Maritime Administration (MARAD) of the Department of Transportation, to be headed by a Ship America Associate Administrator appointed by the MARAD Administrator. The office must (1) assist private sector entities, federal financial assistance recipients, federal agencies, federal contractors, and owners/operators of U.S.-flag oceangoing vessels in moving commercial and government cargo on such vessels; (2) maximize federal agency compliance with cargo preference laws, including 46 U.S.C. ch. 553 and 10 U.S.C. §2631 (requiring Department of Defense supplies transported by sea to use U.S.-flag vessels unless waived); (3) train federal employees on these laws; (4) develop a "Ship America" verification program for industry self-certification that products were transported to the United States on U.S.-flag vessels; (5) support development of a U.S.-flag fleet and maritime industrial base for federal sealift needs; (6) publicize contact information for U.S.-flag oceangoing vessels; (7) publish information on commercial benefits of using such vessels; and (8) prepare required reports. Not later than one year after enactment and biennially thereafter, the office must report to specified congressional committees and the Maritime Security Board on opportunities and challenges for commercial entities using U.S.-flag vessels for international commerce, along with recommendations to increase such usage. This section also makes a conforming amendment to the table of sections for 46 U.S.C. ch. 553.

This section directs the Secretary of Homeland Security, in consultation with the Maritime Administrator, to establish alternate standards not later than one year after enactment for issuing certificates of inspection under chapter 33 of title 46, U.S. Code, to self-propelled vessels providing oceangoing transportation that are not documented under chapter 121 (i.e., U.S.-flagged) but will become documented. (Certificates of inspection verify that inspected vessels meet U.S. safety, equipment, and operational standards.) To be eligible, the Secretary must determine that (1) the owner agrees to document the vessel under chapter 121 upon issuance; (2) the vessel is then eligible for such documentation; (3) it is classed by an accepted classification society and designed to that society's rules; (4) it complies with applicable international agreements and guidelines as determined by its immediately prior flag state (notwithstanding other U.S. laws); (5) it has been assessed for cybersecurity and surveillance risks; and (6) that prior flag state has not been identified by the Secretary as inadequately enforcing international vessel regulations for that vessel. Eligibility ends if the vessel later fails to comply with requirement (4); the Secretary may rely on certifications from the American Bureau of Shipping or accepted foreign societies (subject to U.S. reciprocity and recordkeeping requirements) for compliance with requirements (3), (4), and (6) and continued eligibility; and the provision does not affect merchant seamen credential or vessel manning requirements. This section also redesignates 46 U.S.C. §§3317 and 3318 as §§3318 and 3319, respectively, and makes conforming changes to the table of sections for chapter 33.

This section establishes a rulemaking committee on commercial maritime regulations and standards (i.e., Coast Guard regulations on vessel design and engineering, merchant mariner training and credentialing, and vessel operating and environmental standards applicable to vessels in foreign commerce, excluding those solely for domestic commerce) in the department in which the Coast Guard is operating. The committee, to be convened for its initial meeting not later than 180 days after enactment, must review such regulations; develop findings and recommendations; and report to the Secretary on opportunities to update regulations governing vessel design and engineering, vessel and facility operations and environmental standards, and merchant mariner credentialing in order to revitalize the U.S. merchant marine and commercial maritime industry, align with International Maritime Organization standards and international treaties (limiting redundancies), and protect U.S. competitiveness. The Secretary must appoint as members (1) specified federal officers or designees (Maritime Security Advisor, Maritime Administrator, Coast Guard Commandant, Secretary of Commerce, EPA Administrator, Federal Maritime Commission Chair, and U.S. delegate to the International Maritime Organization); (2) representatives from classification societies (including the American Bureau of Shipping); (3) industry representatives (vessel owners and operators in domestic and foreign commerce, shipbuilders, and others); (4) individuals holding merchant mariner credentials; (5) maritime labor organization representatives; (6) maritime safety and regulatory experts; and (7) other stakeholders. The Secretary selects the chairperson and vice chairperson; members serve for the committee's life, with vacancies filled as original appointments. In its considerations, the committee must evaluate covered regulations' interactions with International Maritime Organization standards (on safety, cost, enforceability, and competitiveness); compliance challenges for vessel owners, operators, and U.S. mariners; their role in strengthening the U.S. merchant marine; and recommended changes to promote alignment with international and allied standards—focusing on increasing qualified mariners and U.S.-flagged vessels in commerce, enhancing U.S. leadership in international maritime organizations, streamlining processes, and maintaining safety and security—as well as updates to mariner training requirements (e.g., expanding instructors, streamlining facility designs, and standardizing course approvals). (Thus, the committee aims to reduce regulatory burdens and enhance U.S. maritime competitiveness while preserving safety.)

This section revises shipowner liability limits under the Shipowners' Limitation of Liability Act of 1851 (46 U.S.C. § 30523), which caps owner liability for certain maritime claims (e.g., cargo loss or destruction, collision damage) arising without the owner's privity or knowledge at the vessel's post-incident value plus pending freight. Specifically, it (1) retains the limit for owners of U.S.-flag vessels at that amount while increasing the limit for owners of foreign-flag vessels to five times that amount; and (2) expands claims exempt from limitation to include, for foreign-flag vessel owners only, personal injury or wrongful death claims involving non-crewmember, non-passenger victims. The section also makes a conforming amendment to 46 U.S.C. § 30529(c) regarding cessation of certain actions. The changes apply to liabilities arising on or after enactment.

This section establishes a shipbuilding financial incentives program to be administered by the Maritime Administrator, providing federal financial assistance to covered entities (i.e., U.S. citizen vessel purchasers or qualified U.S. shipyards) for (1) aiding construction of a U.S.-documented vessel or (2) incentivizing qualified shipyard investments (i.e., in U.S. shipyards building or repairing civilian/military vessels or in U.S.-based manufacturing facilities for maritime components/subcomponents/equipment where at least 50% of products support U.S. shipyards/vessels or the investment more than doubles such capacity). To qualify, vessel assistance requires a 10-year U.S. documentation agreement, competitive U.S. shipyard bidding (subject to Administrator disapproval), and Administrator determinations that the vessel promotes foreign commerce, suits national defense needs, and includes space for U.S. Merchant Marine Academy/State maritime academy cadet training or other workforce programs; shipyard investment assistance requires use for shipbuilding/repair facilities or maritime suppliers (over 50% maritime use) plus worker/community commitments (e.g., employment for economically disadvantaged individuals and training partnerships). Applications are reviewed with 15-day prior notice to specified congressional committees.

This section revises the Small Shipyard Grant Program (i.e., assistance in the form of grants, loans, and loan guarantees to small shipyards for capital improvements and maritime training) by (1) requiring the Maritime Administrator, when providing assistance, to consider projects that foster long-term industrial base growth supporting the national security and economic security needs of the U.S. merchant marine; and (2) authorizing $100 million for each of FY2026 through 2035 (from $20 million for FY2021), to be provided out of the Maritime Security Trust Fund.

This section establishes a revolving loan fund for the Federal Ship Financing Program (Title XI), to be administered by the National Surface Transportation and Innovation Finance Bureau (49 U.S.C. §116), into which the Secretary of Transportation must deposit any appropriations for the program as well as proceeds and fees from loan guarantees (46 U.S.C. §§53713, 53714); guarantees and direct loans must be made from the fund. It authorizes $100 million for FY2026, available until expended, from the Maritime Security Trust Fund to the revolving loan fund (46 U.S.C. §50301(b)). This section further (1) requires that not less than 50% of guaranteed obligations be for projects receiving no other payments or federal financial assistance from Maritime Administration programs (amending 46 U.S.C. §53704(a)); (2) directs the Maritime Administrator to consider whether a project involves a Vessel of National Interest when assigning risk categories (adding 46 U.S.C. §53704(c)(5)); (3) expands eligibility for loan guarantees involving non-U.S.-built vessels to additional cases (e.g., vessels needing a coastwise endorsement, military conversions, federal contracts, or participation in the Maritime Security Program, Cable Security Fleet, or related programs) (amending 46 U.S.C. §53706(a)(8)); and (4) applies Buy America requirements under 46 U.S.C. §54101(d)(2) to funds obligated by the Administrator (amending 46 U.S.C. §53733(f)).

This section revises the Construction Reserve Fund program (46 U.S.C. ch. 533)—which allows eligible U.S. citizens to defer capital gains taxes on vessel sales or government requisitions by depositing proceeds into a reserve fund for eligible vessel activities—by broadening the definition of eligible vessel to include any vessel documented under U.S. law and operated in foreign or domestic U.S. commerce or fisheries (previously, vessels operated in such commerce or fisheries without a U.S. documentation requirement and excluding those built before 1940); expanding covered activities to include reconstruction, reconditioning, and repowering (in addition to construction and acquisition); and adding a new eligibility category for citizens committing, in their agreement with the Secretary of Transportation, to construct, reconstruct, recondition, repower, or acquire and operate an eligible vessel within 5 years of establishing the fund. The section further requires that, for eligible vessels not built under the construction-differential subsidy program or purchased from the Secretary of Transportation, construction must commence with reasonable dispatch after contract execution (as certified by the Secretary of Transportation to the Secretary of the Treasury) and authorizes the Secretary of Transportation to extend deposit obligation or expenditure periods for up to a total of 15 years. (Thus, the changes modernize and expand the program to support a wider range of vessel upgrades and new market entrants while imposing new timelines and U.S. documentation standards.)

This section revises the Capital Construction Fund program (CCF)—which allows eligible U.S. parties to defer federal income taxes on vessel-related or marine terminal income by depositing it into a fund for qualified capital expenditures—to expand eligibility, purposes, deposits, investments, and withdrawals to include certain cargo handling equipment and U.S. marine terminals, in addition to vessels. Specifically, the section (1) adds definitions of cargo handling equipment (i.e., U.S.-made or sufficiently unavailable non-U.S. vehicles/land-based equipment, excluding marine container chassis, used to lift/move cargo at marine terminals), foreign commerce (i.e., U.S.-foreign or foreign-foreign trade), and marine terminal (i.e., wharves, piers, and associated areas/structures for vessel-shore cargo movement); (2) allows U.S. citizens owning/leasing eligible vessels or committing to build/operate one within five years, and operators of U.S. marine terminals, to enter CCF agreements; (3) expands allowable purposes to replacement, additional, or reconstructed U.S.-built/documented vessels for foreign commerce, domestic trade, or fisheries, or cargo handling equipment for U.S. marine terminals; (4) ties deposit ceilings to commitments for new vessel or cargo handling equipment construction, with allowable revenues now including marine terminal operations, depreciation, sale/insurance proceeds, and fund investment receipts (with lessee reductions); (5) eliminates prior restrictions limiting fund investments to Secretary-approved interest-bearing securities and capping certain assets at 60%; and (6) broadens qualified withdrawals (i.e., tax-deferred) to acquisition, construction, repowering, or reconstruction of qualified vessels/barges/containers or cargo handling equipment, and related debt payments.

This section establishes an annual survey by the Maritime Administrator, beginning 180 days after enactment, of owners, agents, or operators of U.S.-documented commercial vessels (not less than 6,000 deadweight tons operated in domestic trade or foreign commerce, including bulk carriers, tankers, roll-on/roll-off vessels, LNG tankers, container vessels, multi-purpose vessels, cable vessels, heavy-lift vessels, or others deemed appropriate) to identify plans for construction, maintenance, and modernization over the next 10 years and inform the maritime industrial base of future construction needs. The survey collects information on (1) planned vessel construction numbers, capabilities, and service timelines; (2) planned major repairs and overhauls; (3) required industrial base components; (4) planned capital expenditures; and (5) other relevant data; participation is voluntary except for recipients of financial assistance under specified maritime programs. This section further authorizes release of findings to U.S. shipyards and maritime stakeholders (withholding proprietary information at participant request notwithstanding FOIA (5 U.S.C. § 552)), requires coordination with naval and other federal shipbuilding surveys, and makes a clerical amendment to the table of sections for chapter 501 of title 46, U.S. Code.

This section amends the definition of covered project under FAST-41 (i.e., major infrastructure projects subject to NEPA that qualify for coordinated federal permitting timelines via the Federal Permitting Improvement Steering Council) by (1) adding "the maritime industry" to the list of covered sectors after "ports and waterways"; (2) including as covered projects, without the $200 million investment threshold, those covered by a programmatic environmental review for maritime industry projects; and (3) defining maritime industry infrastructure to include shipyards and ship repair facilities, port terminals and other port facilities, manufacturing facilities for equipment and technology facilitating maritime trade and commerce (as defined by the Council), and other industrial base facilities supporting the Navy or U.S. merchant marine.

This section adds marine transportation systems—including commercial vessels of the United States, shipyards, marine terminals, and port facilities—as a new eligible category (14) for loan guarantees under the Department of Energy's Innovative Technology Loan Guarantee Program (42 U.S.C. 16513). (The program provides loan guarantees for innovative projects that avoid, reduce, utilize, or sequester air pollutants or greenhouse gas emissions and employ new or significantly improved technologies.)

This section directs the submission of three reports to the appropriate congressional committees and the Maritime Security Board. (1) Not later than 180 days after enactment and every two years thereafter, the Maritime Administrator—in consultation with the Commander of U.S. Transportation Command, the Secretary of the Navy, the Secretary of Commerce, and the Secretary of Energy—must submit a report outlining a plan to use the shipbuilding financial incentives program (under 46 U.S.C. §53801, as added by section 501) and related financial incentive programs (under subpart C of subtitle V of title 46, U.S. Code) to supplement the size and readiness of the National Defense Reserve Fleet (NDRF)—a government-maintained inventory of ships for use in national emergencies—and to improve national shipbuilding and shipping infrastructure. The report must also describe expanded uses of vessels under Voluntary Intermodal Sealift Agreements or Voluntary Tanker Agreements—programs committing commercial vessels to government sealift needs—along with the new incentives program to ensure access to critical national security vessels (e.g., icebreakers, oil and natural gas tankers, floating dry docks, salvage vessels, dredges, ocean tugs, offshore construction vessels, multi-use workboats, and commercial shipping vessels using small nuclear reactors). (2) Not later than 180 days after enactment and every two years thereafter, the Secretary of Defense and Secretary of Homeland Security—in coordination with the Secretaries of the Treasury and State, the Maritime Administrator, the U.S. Trade Representative, and the Office of Management and Budget Director—must submit a report outlining a comprehensive strategy for de-risking the U.S. maritime domain from the People's Republic of China and other asymmetric or emerging maritime threats. (3) Not later than 180 days after enactment, the Secretaries of Transportation, Defense, Commerce, State, and the Treasury must submit a report on methods to restrict U.S. capital flows to Chinese Communist Party maritime industries—including recommendations to promote capital flows within and between the United States and its treaty allies—along with a survey of banks, pension funds, and large financial institutions and recommendations to incentivize domestic maritime investments.

This section directs the Secretary of State and Secretary of Commerce to jointly submit to Congress, not later than one year after enactment, a report assessing methods to reduce export controls and restrictions under the Arms Export Control Act, International Traffic in Arms Regulations (ITAR), Export Control Reform Act of 2018, and Export Administration Regulations (EAR)—or successor regulations—that limit foreign-owned marine industrial base companies' participation in the U.S. shipbuilding industry, including for the federal government, while ensuring safeguards for U.S.-based firms and American workers.

This section directs the Secretary of the Navy, in coordination with the Secretary of Transportation and the Secretary of the Department in which the Coast Guard is operating, to conduct an assessment of commercial best practices used in the construction and repair of oceangoing maritime vessels—including those from foreign allied shipyards, commercial design standards, and the vessel construction manager model—and to identify opportunities to improve Navy and Coast Guard shipbuilding and repair efficiencies, advanced technologies (specifically including small modular reactors for ship power and propulsion), barriers to their adoption, and potential benefits to the U.S. commercial maritime industry. The section further requires (1) a briefing to the congressional defense committees within 180 days of enactment on the assessment results and an execution plan; and (2) strategies, due within one year of enactment and biennially thereafter, describing incorporation of identified measures into Navy and Coast Guard shipbuilding programs, with public versions published.

This section requires the President, not later than 180 days after enactment, to submit to the appropriate congressional committees a report on a plan of action for using title III authorities of the Defense Production Act of 1950 (DPA)—which authorize priority contracts, loans, purchases, and other incentives to expand domestic production and supply of materials and services for national defense—to (1) establish or enhance domestic production capability for militarily useful commercial maritime vessels operable in U.S. foreign or domestic commerce; (2) establish, improve, or enhance the defense shipyard industrial base; or (3) establish, improve, or enhance U.S. maritime port infrastructure, including U.S.-built containers and ship-to-shore cranes owned by U.S. citizens. The President must develop the plan in consultation with the maritime security advisor and Maritime Security Board (as established by this Act), the advisory committee under DPA section 708(d) (50 U.S.C. 4558(d)), and appropriate private sector stakeholders. For purposes of this section, the appropriate committees are the Senate and House Armed Services, Appropriations, Commerce, Science, and Transportation (Senate), and Transportation and Infrastructure (House) Committees.

This section authorizes the Secretary of the Navy to offer Military Sealift Command (MSC) merchant mariners paid leave accrual at a faster rate than under the standard General Schedule (GS) system to enhance competitiveness with commercial seafaring jobs. It further requires (1) a report to congressional committees, due 180 days after enactment and annually thereafter, on MSC recruitment and retention efforts—including integration of civilian mariners into the military command structure, training on their roles for military commands, and needed authorities; and (2) a report to congressional committees, due 90 days after enactment, assessing the merits of extending maximum charter durations for commercial and specialty vessels used by MSC.

This section revises the United States Center for Maritime Innovation under 46 U.S.C. §50307(e) by requiring it to promote innovation in the maritime transportation system through the establishment, management, and coordination of geographically and topically diverse maritime incubators; specifying that it be selected via competitive process from eligible U.S.-based entities with expertise in emerging marine technologies; directing coordination with the Maritime Security Board and agencies including the Departments of Defense and Energy, the Coast Guard, and NOAA; and assigning expanded responsibilities that include (1) accelerating commercial technology adoption in the U.S. merchant marine, (2) developing U.S.-manufactured standard vessel designs excluding parts from foreign entities of concern, (3) leading engagement with industry and academia on manufacturing technologies, propulsion innovations (e.g., small modular reactors), autonomous systems, workforce training, and allied capacity-building, and (4) coordinating best practices sharing and intermodal interoperability. (As background, the center supports innovation to strengthen the U.S. maritime industry and industrial base.)

This section revises the National Shipbuilding Research Program by requiring the Maritime Administrator, in coordination with the Secretary of the Navy, to establish and carry out the program to develop plans for the economical construction of vessels and their propelling machinery using modern economical types, considering all recognized propulsion means and benefits of standardized production where practicable. Program activities include (1) supporting technology transfers and industry networking; (2) selecting and executing research and development projects, which may advance shipbuilding and ship repair best practices (including alternative project management and public-private financing), improve efficiency across the U.S. shipyard industrial base, and develop, mature, and implement relevant shipbuilding and sustainment technologies; (3) carrying out ad hoc initiatives focused on specific shipbuilding and ship repair target areas; and (4) conducting additional activities as determined by the Maritime Administrator or Secretary of Defense.

This section directs the Maritime Administrator to submit to Congress, not later than 180 days after the date of enactment of this Act, a report on the status and resources and authorities needed to complete necessary improvements to vessels, harborcraft, ports, shipyards, and other infrastructure to ensure U.S. national security interests and support domestic and foreign commerce. The report must include (1) consideration of existing literature from federal and non-federal sources; (2) an assessment of commercial shipping vessels by class required to sustain peacetime and wartime national economies; (3) opportunities to leverage private-sector funding for marine infrastructure; (4) evaluation of infrastructure needs for alternative fuels in vessels and harborcraft; (5) an assessment of abilities to construct and repair seaports and shipyards during national security emergencies, including temporary facilities, marine salvage, and firefighting; and (6) an evaluation of effects on U.S. port and critical infrastructure operations of prohibiting port or terminal owners or operators from using or sharing data with LOGINK (i.e., China's National Public Information Platform for Transportation and Logistics), Chinese Communist Party- or PRC government-affiliated logistics platforms, or platforms sharing data with those systems. This section defines critical infrastructure by reference to 50 U.S.C. 4565(a) and defines LOGINK as noted above.

This section expands eligibility for the Public Service Loan Forgiveness (PSLF) program by (1) adding the United States Merchant Marine (as defined in new subsection (m)(5)) and a United States shipyard to the list of qualifying employers in subsection (m)(3)(B)(i), after "law enforcement"; and (2) defining a full-time job in the United States Merchant Marine as possession of a Merchant Mariner Credential authorized by the Coast Guard and employment on board a U.S. vessel for at least 150 days in a calendar year. (PSLF forgives the remaining balance on a borrower's Direct Loans after 120 qualifying monthly payments while employed full-time by a qualifying public service employer, such as a government agency or nonprofit.)

This section establishes eligibility for specified U.S. Merchant Mariners (covered individuals) to receive educational assistance under chapter 33 of title 38, United States Code (Post-9/11 GI Bill), by treating them as individuals described in 38 U.S.C. §3311(b)(1). A covered individual is one who (1) served as a full-time, credentialed Merchant Mariner (i.e., possessing a Coast Guard-issued Merchant Mariner Credential and employed on a U.S. vessel for at least 150 days in a calendar year) for at least 10 years, (2) received the Merchant Marine Expeditionary Medal or another award for service in a designated combat zone after enactment of this section, and (3) is not eligible for other VA benefits. The section authorizes appropriations to the Department of Veterans Affairs from the Maritime Security Trust Fund to reimburse costs.

This section authorizes the Secretary of the Navy to permit officers and unlicensed mariners of the United States Merchant Marine to receive instruction at the Naval Postgraduate School. It requires the Secretary of Transportation to bear the costs of such instruction and includes those mariners alongside Coast Guard personnel in related statutory provisions. The section also requires the Secretary of Transportation, in consultation with the Secretary of Defense, to submit to Congress within 180 days of enactment a report assessing military training matters beneficial for mariners to study at the school.

This section establishes a program under which the Secretary of Transportation reimburses individuals serving in the U.S. merchant marine as commissioned officers in the Navy Reserve (including the Strategic Sealift Officer Program), Coast Guard Reserve, or other Armed Services reserve components for their spouses' qualified relicensing costs—such as exam, continuing education, license, permit, and registration fees—and qualified business costs—such as moving services for equipment, new equipment purchases, IT expenses, and inspection fees—incurred due to the individual's relocation from service-related reassignment. Reimbursement is limited to $1,000 for relicensing costs and $1,000 for business costs per relocation, with no reimbursements available for costs paid or incurred after December 31, 2035. The section authorizes appropriations of $500,000 annually for FY2026 through FY2035 from the Maritime Security Trust Fund.

This section establishes noncompetitive appointment authority for federal agencies (i.e., executive agencies, the United States Postal Service, and Postal Regulatory Commission, excluding the Government Accountability Office) to hire (1) graduates of the United States Merchant Marine Academy who have fulfilled all requirements of their cadet commitment agreement under 46 U.S.C. §51306 (requiring, among other things, a merchant mariner officer license, maintenance of credentials for at least six years post-graduation, eight years of reserve service, and five years of service in U.S. commerce, national defense, or related fields); or (2) credentialed United States merchant mariners with an officer or rating endorsement and at least seven years of service on U.S. vessels.

This section states the sense of Congress on the need to retain qualified U.S. merchant mariners—given shortages relative to China and requirements for strategic sealift vessels in prolonged conflicts—and establishes the United States Merchant Marine Career Retention Program under new 46 U.S.C. §52105. Administered by the Maritime Administrator, the program registers mariners and employers to maintain a workforce ready to crew strategic sealift vessels (i.e., for national defense logistics) during national emergencies. It requires (1) a board of directors; (2) a working group of stakeholders, including maritime labor organizations, mariners, vessel owners/operators, maritime academies, and Military Sealift Command, to recommend policies and priorities; and (3) annual evaluations to Congress. Enrollment includes shoreside workers holding Coast Guard mariner credentials, who maintain or upgrade qualifications via an 8-3-1 schedule—8 months shoreside employment, 3 months sea service to meet Standards of Training, Certification, and Watchkeeping requirements, and 1 additional month vacation—with employers required to grant unpaid leave and job reinstatement. The program maintains mariner records, operates a job call office with partners like maritime academies and Military Sealift Command, and dispatches members to prioritize sealift readiness based on qualifications, availability, and sea time needs.

This section revises the maritime workforce promotion and recruitment program (Sec. 539A of the FY2025 NDAA) by (1) requiring coordination with the Maritime Security Board in lieu of the heads of other federal agencies as determined appropriate by the Secretary, and (2) authorizing appropriations from the Maritime Security Trust Fund to the Secretary of the Navy of $15 million annually for FY2025 through FY2028 and $25 million annually for FY2029 through FY2034.

This section (1) expands a grant award criterion under 46 U.S.C. 51706(c)(1)(B)(iii) by replacing “nonprofit entity” with “entity”; and (2) authorizes appropriations of $25 million for each of fiscal years 2026 through 2035 from the Maritime Security Trust Fund to carry out the centers of excellence program for domestic maritime workforce training and education. (The program designates covered training entities as centers of excellence for five-year periods and awards them grants to develop, offer, or improve career and technical education programs for U.S. maritime industry workers.)

This section establishes the Maritime Career and Technical Education Advisory Committee under the Maritime Administrator. Not later than 180 days after enactment, the Administrator must develop and notify Congress of a plan for the committee, which must be established not later than one year after enactment, to convene maritime employers and educators to identify training opportunities and develop best practices and recommendations for shipbuilding education, naval architecture education, and merchant marine training and certification programs. The committee is chaired by the Administrator (or delegate) and includes appointed representatives from (1) maritime education entities (e.g., Centers of Excellence for Domestic Maritime Workforce Training and Education, U.S. Naval Sea Cadet Corps, K-12 maritime programs, oceanographic science institutions, and institutions of higher education); (2) the maritime workforce (e.g., skilled workers, certified instructors, and labor organizations); (3) the maritime industry (e.g., shipbuilders, repairers, shipyards, industrial base coalitions, shipping stakeholders, and U.S. vessel owners and operators); (4) technical nonprofits (e.g., think tanks, classification societies, and professional societies); (5) federal entities (e.g., Departments of Education, Labor, Transportation, and Navy; U.S. Coast Guard; NOAA; Army Corps of Engineers; and Federal Maritime Commission); and (6) others as determined by the Administrator. The committee must meet annually (with a two-thirds quorum), include working groups meeting quarterly, and operate under the Federal Advisory Committee Act; it must recommend publicly available curricula for key maritime professional skills and submit annual reports with best practices and policy recommendations to congressional committees, the Maritime Security Board, and the Maritime Administration website. This section clarifies that it creates no new regulatory authority and does not supersede existing law on relevant programs.

This section directs the Secretary of Defense to encourage military recruiters to refer potential recruits who do not qualify for Armed Forces service to the Maritime Administration (MARAD) and to establish a mechanism for recruiters to introduce interested individuals to MARAD representatives. The section further directs the Maritime Administrator to establish a mechanism to receive such referrals, provide hand-off services connecting recruits to maritime educational resources (including recognized Maritime Centers of Excellence), eligible employers, and career services, and track the number of referrals received from the Department of Defense and enrollments in maritime programs (to the extent practicable). Finally, the section requires (1) a briefing to the appropriate congressional committees within 90 days of enactment on the implementation strategy, including a timeline and details on recruiter incentives and training; and (2) annual reports beginning one year after enactment assessing program efficacy, including referral and hand-off numbers, challenges, and recommendations.

This section directs the Maritime Administrator to publish a biennial report on the state of the merchant mariner workforce (i.e., U.S. seafarers holding valid Coast Guard-issued credentials), including (1) counts of active credentialed mariners and inactive or former ones (with challenges, partnership opportunities, and an action plan); (2) counts and percentages of U.S. versus foreign workers on U.S. coastwise-endorsed vessels and other U.S. vessels, plus a listing of actively operating U.S. vessels; (3) merchant mariner requirements and gaps for national defense sealift operations; (4) an industry outlook on potential gaps or surpluses; (5) credentialing concerns (e.g., processing issues, training shortages, cost barriers); and (6) recommendations to improve retention, expedite expired credential renewals, and encourage new entrants. The section grants the Maritime Administrator access to Coast Guard mariner credentialing data (except confidential medical information) and authorizes $1 million annually for FY2026 through 2030 from the Maritime Security Trust Fund.

This section directs the Secretary of Defense, in consultation with the Secretaries of the Navy, Air Force, Army, and Homeland Security (for the Coast Guard), the Maritime Security Board, and the Secretaries of Veterans Affairs and Labor, to submit to the appropriate congressional committees, not later than 180 days after enactment, a report containing (1) recommendations to increase and improve opportunities for transitioning servicemembers to secure employment in the maritime industry at sea and shoreside, and (2) a plan to implement those recommendations. In developing the report, the Secretary must identify barriers to such transitions (including in the merchant marines, shipbuilding, ship repair, and shipping); consider ways to inform servicemembers of opportunities, translate military credentials to civilian maritime roles, expand accelerated or bridge programs, increase SkillBridge internships (i.e., DoD program allowing servicemembers in their final 180 days of service to gain civilian work experience), incorporate the maritime industry into the Transition Assistance Program (i.e., mandatory counseling for separating servicemembers), and enhance activities under the Military to Mariners Act of 2022; and specifically address transitions to shipbuilding and ship repair employment.

This section directs (1) the Secretary of the Navy to include, as a distinct item in the annual budget submission to Congress, the funding request for the United States Naval Sea Cadet Corps; and (2) the Maritime Administrator to encourage designated Centers of Excellence for Domestic Maritime Workforce Training and Education to engage with students in kindergarten through grade 12.

This section directs the Maritime Administrator to establish an international exchange program for mariners, naval architects, and marine engineers between the United States and NATO member countries, U.S. treaty allies, and major non-NATO allies, limiting participation to citizens of those countries and seeking corporate and government partners for participant placements. The section authorizes appropriations of $2 million annually for FY2026 through FY2035 from the Maritime Security Trust Fund.

This section requires the Secretary of Transportation to develop and begin implementing, not later than 180 days after enactment, a comprehensive 10-year Campus Modernization Plan for the United States Merchant Marine Academy (USMMA)—one of five federal service academies that trains service-obligated licensed merchant mariners committed to at least eight years of service in U.S. foreign and domestic commerce and national defense. The plan, informed by the "United States Merchant Marine Academy Full Speed Ahead Plan" summarized in the Congressional Record on February 28, 2024, must prioritize seven objectives, including modern learning facilities with state-of-the-art technologies; facilities to support U.S. Coast Guard licensing exams, physical readiness standards for Navy officers, applicant diversity, industry engagement, campus safety (including compliance with related statutory requirements), and recommendations from the National Academy of Public Administration's November 2021 report. To meet these objectives, the plan must include (1) construction of new facilities or significant renovations for Standards of Training, Certification, and Watchkeeping laboratories, a Safety of Life at Sea training pool, engineering powerplant laboratories, athletic facilities for male and female students, enhanced waterfront facilities with a new pier, a visitor welcome center and main security office, senior staff and faculty housing, and sufficient parking; (2) upgrades to all classrooms and laboratories with modern information technology infrastructure; and (3) campus-wide retrofits of the electric distribution power grid and sanitary sewer system piping.

This section expresses the sense of Congress that the United States Merchant Marine Academy—one of the nation's federal service academies—is vital to national security; requires sufficient funding to enable maximum student enrollment supported by campus infrastructure; and merits inclusion in presidential attendance rotations at federal service academy graduations. It authorizes appropriations of $125 million for each of FY2026 through 2035 from the Maritime Security Trust Fund for Academy operations and requires the Maritime Administrator to submit to the appropriate congressional committees, not later than 180 days after enactment, a report identifying additional resources needed to increase enrollment.

This section revises the Civil Service Retirement System (CSRS) and Federal Employees Retirement System (FERS) to include service as a midshipman at the United States Merchant Marine Academy as creditable service for retirement annuity purposes (previously, the Naval Academy in the flush text following subparagraph (C) of the relevant provisions). The amendments apply to any such service occurring before, on, or after enactment and to any annuity eligibility based on a separation occurring before, on, or after enactment. (Thus, federal civilian retirees who attended the Merchant Marine Academy may receive adjusted annuities reflecting such prior service.)

This section directs the Maritime Administrator to submit to Congress, not later than one year after the date of enactment, a report containing the results of a study evaluating the additional resources needed for State maritime academies (i.e., institutions training mariners for the U.S. merchant marine) to increase enrollment and produce more mariners—including consideration of the need for additional academies in states without one. This section also amends 46 U.S.C. 51501 to authorize appropriations of $10 million annually from the Maritime Security Trust Fund for assistance to State maritime academies under existing law for FY2026 through FY2035 (new).

This section directs the Maritime Administrator to ensure that United States Merchant Marine Academy cadets signing commitment agreements and student incentive payment recipients meet their service obligations. It requires (1) an electronic system for such service-obligated individuals to annually demonstrate compliance or a valid deferment; (2) written notification to non-reporters of applicable penalties, including cost recovery; and (3) reports to Congress within 180 days of enactment and annually thereafter detailing compliance status, non-compliers, and recovery actions taken.

This section revises fuel cost payments to State maritime academies (i.e., six regional schools training U.S. merchant mariners using federally loaned training vessels) under 46 USC 51504(f) by striking the prior annual maximum of $300,000 per academy (set since FY2008) and instead basing payments on new §51512. Section 51512(a) authorizes the Secretary of Transportation, subject to appropriations, to pay each academy's fuel costs for such vessels during training, up to $20 million annually per academy for FY2026 through FY2035; prohibits academies from profiting via cadet fees for sea time using federal fuel or using vessels for non-voluntary student housing outside seasonal cruises; and requires offering billets for military service liaison officers. Section 51512(b) requires academies to provide crew positions on such vessels for participants in the U.S. Merchant Marine Career Retention Program (under 46 USC 52105), with the Secretary paying those crew costs subject to appropriations. Section 51512(c) authorizes $120 million annually for FY2026 through FY2035 from the Maritime Security Trust Fund to carry out these provisions.

This section establishes a scholarship program administered by the Maritime Administrator, in cooperation with private maritime industry entities, to offset expenses for State maritime academy students completing required summer sea terms to obtain unlimited-tonnage merchant mariner officer licenses from the Coast Guard. The program operates through cooperative agreements with predominantly private funding; participating students must complete their academy training, obtain the license within three months of graduation, serve at least one year as a merchant mariner officer or in specified federal maritime/national security roles, and report compliance. This section authorizes appropriations of $2,500,000 from the Maritime Security Trust Fund for each of FY2026 through FY2035 and makes a clerical amendment to the table of sections for chapter 515 of title 46, United States Code.

This section directs the Secretary of the Navy, in coordination with the Maritime Administrator, to include, to the extent practicable, at least one training vessel used by a State maritime academy and maintained pursuant to 46 U.S.C. 51504 in national and international maritime warfare exercises to integrate merchant mariners with naval and military operations. Eligible participants aboard such a vessel include licensed merchant mariners or students from the U.S. Merchant Marine Academy, a State maritime academy, a Center of Excellence for Domestic Maritime Workforce Training and Education, or a merchant marine center established under section 147 of the Workforce Innovation and Opportunity Act (29 U.S.C. 3197). The Maritime Administrator must prioritize such students and rotate vessels to ensure equal participation opportunities.

This section directs the Secretary of Homeland Security to implement system and process changes to modernize merchant mariner credentialing (i.e., licensing, certification, and documentation for personnel on U.S. commercial vessels), including (1) replacing the existing database to enable electronic submission and processing of credential applications, sea service, and course data; (2) establishing a data exchange system with agencies and stakeholders to share anonymized aggregate data on mariner sea service, credentials, demographics, processing times, and training providers; (3) creating a public-facing .gov portal for applications and approvals that meets cybersecurity and privacy standards; and (4) upgrading examinations to allow electronic and third-party administration, reassess test content via job task analyses, and implement data analysis tools. The section requires the Secretary to submit annual progress reports to specified Senate and House committees through full operating capability and a final report one year thereafter. The section authorizes $20 million for FY2026 from the Maritime Security Trust Fund, to remain available until expended.

This section revises merchant mariner credential requirements for deck department members (i.e., able seamen and ordinary seamen serving on merchant vessels) by (1) adding a definition of "merchant mariner credential" in 46 U.S.C. §2101(20) as a license, certificate, or document issued by the Secretary; (2) striking examination requirements in §7116(c); (3) replacing §7306 to specify seven classes of deck credentials (Able Seaman-Unlimited, Able Seaman-Limited, Able Seaman-Special, Able Seaman-Offshore Supply Vessels, Able Seaman-Sail, Able Seaman-Fishing Industry, and Ordinary Seaman), with classifications based on vessel tonnage, propulsion, operating waters, or other standards, and issuance considerations including age, experience, and physical condition; (4) striking "and coal passer" from engine department requirements in §7313(b); (5) amending training substitutions in §7315 to allow nautical school graduation in lieu of service under §§7307–7311a and 7314 (previously §§7307–7311), increase credit for certain training to one-half (from one-third), and strike subsection (c); (6) reducing minimum sea service to 18 months (from 3 years) in §7307, 12 months (from 18 months) in §7308, and 6 months (from 12 months) in §7309; (7) repealing a temporary service reduction in sec. 3534(j) of the National Defense Authorization Act for Fiscal Year 2024 (Pub. L. No. 118-31); and (8) striking issuance limits in §7510(d). The Secretary of Homeland Security must implement changes to §§7313(b), 7315, and service reductions without regard to Administrative Procedure Act requirements or specified executive orders.

This section requires the Secretary of the Department in which the Coast Guard is operating to inspect, at least annually, each covered facility (i.e., vessel, rig, platform, or other vehicle or structure exempt from U.S. citizen or lawful permanent resident crewing requirements under section 30(c) of the Outer Continental Shelf Lands Act, 43 U.S.C. 1356(c)) to verify the validity of the exemption. During such inspections, the Secretary must confirm that all crewmembers required to hold a transportation worker identification credential (TWIC) under 46 U.S.C. 70105 possess one.

This section establishes that, for any renewal of a valid merchant mariner credential (i.e., licenses, certificates of registry under chapter 71, or merchant mariner's documents under chapter 73 of title 46, United States Code) that is not an extension under subsections (a) or (b), the validity period begins the day after the current credential expires. (Thus, timely renewals provide continuous coverage for mariners serving on U.S.-flagged vessels with no gap or overlap in validity.)

This section expands eligibility under U.S. merchant marine laws—from U.S. citizens only to U.S. citizens or noncitizen nationals (as defined in 8 U.S.C. 1408, i.e., certain individuals from American Samoa or Swains Island)—for (1) licenses and certificates of registry for service on documented vessels (46 U.S.C. 7102); (2) citizenship or noncitizen nationality notation on merchant mariners’ documents (46 U.S.C. 7304); (3) required vessel manning positions (46 U.S.C. 8103); (4) command of documented vessels as master or other officer in charge (46 U.S.C. 12131(a)); and (5) valid certificates of documentation (46 U.S.C. 12135(2)). (Thus, noncitizen nationals may now fully participate in crewing and commanding U.S.-flagged vessels, which support commercial shipping and national defense sealift.)

This section establishes authority in new 46 U.S.C. §7512 for the Secretary of the department in which the Coast Guard is operating to renew, for not more than two years, (1) expired licenses or certificates of registry issued under chapter 71 notwithstanding 46 U.S.C. §§7106-7107, and (2) expiring merchant mariner documents issued under chapter 73 notwithstanding 46 U.S.C. §7302(g), if the Secretary determines the renewal responds to a national emergency declared by Congress or proclaimed by the President under the National Emergencies Act (50 U.S.C. §1621). (Thus, such credentials—required for U.S. merchant mariners to serve aboard U.S.-flag vessels—may be reactivated for individuals or specifically identified groups of seamen as deemed necessary by the Secretary.)