The "Shipbuilding and Harbor Infrastructure for Prosperity and Security for America Act of 2024," also known as the "SHIPS for America Act of 2024," outlines a comprehensive plan to improve and oversee maritime security, support shipbuilding, enhance the workforce, and reform maritime regulations, while also offering financial incentives and tax provisions to strengthen America's maritime infrastructure and domestic maritime activities.

Congress finds that the United States' maritime industry is declining, with fewer shipbuilders and vessels engaged in international trade compared to countries like China, impacting both the national economy and military readiness. Strengthening this sector is vital given the growth of global maritime trade and strategic importance of a competitive U.S. fleet, with particular emphasis on the need for investment and policy prioritization to address current shortfalls.

The sense of Congress is that the United States should improve its maritime industry by enhancing shipbuilding and repair capabilities, expanding the maritime workforce, and adopting new technologies. Additionally, efforts should focus on increasing competitiveness in the global market, fostering alliances, ensuring national security, and supporting the maritime industry's role in trade and defense.

The section defines several key terms used in the Act, such as "appropriate committees of Congress," "domestic commerce," "foreign commerce," and "foreign entity," among others. Each term is explained in detail, identifying the specific committees involved or the conditions under which entities are classified, all of which are vital to understanding the Act's application and context.

The bill proposes the establishment of a Maritime Security Advisor and a Maritime Security Board to enhance the coordination and oversight of U.S. maritime affairs. The Maritime Security Advisor will lead efforts in developing a National Maritime Strategy, while the Board, comprised of various governmental representatives, will set policy priorities, support maritime system development, and coordinate interagency efforts to boost the marine workforce and protect U.S. vessels.

The section establishes a Maritime Security Advisor position and a Maritime Security Board to coordinate national maritime policies and strategy. The advisor, appointed by the President, acts as the chief advisor on maritime issues and chairs the board, which consists of representatives from various federal agencies to oversee and improve the United States' marine transportation system, set policy priorities, and support the maritime workforce.

The proposed amendments to Section 50402 involve renaming the authority to the "Maritime Security Advisor and Maritime Security Board," adjusting the representation and appointment of committee members, specifying various federal, state, and private sector entities to be included, and setting membership term limits for non-federal appointees to ensure diverse and rotating committee representation.

The section allows the Maritime Administrator and the Coast Guard Secretary to hire candidates for urgent positions without following certain federal hiring rules, but they must provide public notice and consult with the Office of Personnel Management. A "critical hiring need" refers to staffing required to carry out the Act and related tasks.

The section outlines the requirement for the Maritime Administrator and the Secretary of the department where the Coast Guard operates to each submit an implementation plan for the Act to Congress within 60 days. These plans should address administrative needs, responsible offices, staffing and training, barriers, timelines, and any other necessary elements. Updates on these plans must be provided biannually for two years, and the Government Accountability Office (GAO) is tasked with reviewing the Act's implementation every two years for ten years.

The Federal Maritime Commission is required to submit an annual report to Congress and the Maritime Security Board on how competitive U.S. vessels are in international trade. This report must cover various aspects like the shipping of international goods on U.S.-flagged ships, price comparisons with foreign ships, potential market opportunities, markets where U.S. interests pay higher rates, and the impact of foreign vessel registration practices by competitor countries.

The section authorizes the creation of the Maritime Security Trust Fund to allocate money for administrative expenses and programs related to the United States merchant marine, including funding for maritime academies, training ships, and shipbuilding incentives, for fiscal years 2025 through 2034. It also supports maritime worker programs, infrastructure development, and other initiatives aimed at maintaining a strong maritime workforce and infrastructure.

The section outlines the allocation of funds from the Maritime Security Trust Fund, authorizing $30 million annually for administrative expenses of both the Secretary of Transportation and the Coast Guard from 2025 through 2034, and $2 million for the Federal Maritime Commission. It also specifies that the funds will support various programs related to the U.S. merchant marine, including maritime academies, shipbuilding, port infrastructure, and mariner training and career retention initiatives.

The section amends parts of the United States Code related to tonnage taxes and the President's ability to suspend these taxes on foreign vessels. It allows the President to suspend special tonnage taxes if a foreign country's government doesn't impose unfair duties against the U.S., but this does not apply to ships associated with countries of concern, as defined by a specific U.S. act.

The President can suspend certain taxes on ships from foreign countries if those countries do not unfairly tax U.S. ships. However, ships owned or operated by certain concerning foreign entities or registered in countries of concern are not eligible for this suspension.

The document outlines efforts to ensure the United States has a strong fleet of ships for defense and economic security, emphasizing the importance of building and maintaining these ships within the country and creating strategies and policies to support this goal. It also highlights the need for international cooperation and agreements to strengthen sealift capabilities and discusses assessments and reports required to evaluate shipbuilding and marine infrastructure readiness for national and economic needs.

The section outlines the objectives and policy of the United States to maintain a fleet of ships that can provide strategic support during crises or war. It requires the Maritime Security Board to annually develop strategies to expand this fleet, assess shipbuilding capacity, and report to Congress, ensuring that domestic shipbuilding is prioritized for national security and economic resilience.

The Maritime Administrator, alongside the Secretary of Defense and the Secretary of Homeland Security, is responsible for ensuring the United States has a fleet of vessels with commercial and military capabilities. This also includes maintaining various security fleets and ensuring the U.S. can independently manage sealift operations in all situations. Courts cannot review decisions made by these officials regarding this matter.

The section outlines that the Maritime Administrator, along with the Secretary of Defense, must make sure that vessels are available for sealift during wartime and crisis, following a specific order: first, commercial vessels from the U.S.; next, U.S. government-owned vessels; then, vessels from countries with defense treaties with the U.S.; and lastly, vessels from U.S. strategic partner countries. Additionally, decisions made under this section cannot be challenged in court.

The section outlines the role of the Maritime Administrator, along with the Secretaries of State and Defense, in forming and updating international agreements with allies to strengthen sealift capabilities for times of crisis and war, and support maritime industries. Additionally, it requires a report by March 2025 to Congress assessing these agreements and recommending updates based on the global security environment.

The section requires the Secretaries of Transportation and Defense to brief Congress by March 1, 2025, on the ability of the U.S. shipbuilding industry to meet the needs for building and repairing ships during both peacetime and wartime. The briefing should include an evaluation and suggestions for enhancing shipbuilding infrastructure, workforce, and supply chains, while considering contributions from allies; additionally, it should assess the impact of the Goldwater-Nichols Act on Naval shipbuilding processes.

The Secretary of Transportation, along with other officials, must brief Congress by March 1, 2025, on options to give special privileges to U.S. vessels that operate in international trade. They will also suggest possible incentives for businesses and governments, including allies, to use U.S. ships for transporting goods.

The section mandates that by March 1, 2025, the Secretary of Transportation, along with other officials, must submit a report to Congress on how to give U.S. vessels a competitive edge over foreign vessels in terms of regulations, taxes, fees, insurance, and policies, while adhering to international agreements. The report should also suggest ways to support various U.S. maritime fleets and promote their growth in global trade.

The Secretary of Defense must submit a report to Congress by March 1, 2025, detailing the United States military's sealift needs and providing recommendations on maintaining and enhancing various maritime fleets. This report will also assess how the Ready Reserve Force could be more effectively used in trade through public-private partnerships while ensuring it's ready for emergencies.

The bill requires the Secretaries of Defense, Homeland Security, Commerce, and Transportation to give Congress updates every two years on how ready the U.S. marine infrastructure is to support the country's economic and security needs, including vulnerabilities in cybersecurity and foreign investments. It also mandates the Secretary of State to report on U.S. international agreements for access to global marine infrastructure and support during crises.

The section updates the National Freight Strategic Plan by amending a part of the United States Code to include new considerations. These considerations involve the strategic sealift goals outlined in maritime law and the role of maritime networks in transport routes that use multiple ways of moving goods.

In this section of the bill, changes are made to existing laws to include passenger transportation alongside cargo. It ensures that foreign shipping and controlled carriers cannot offer passenger fares below a fair and reasonable level, by adding "or passengers" and "fare" to the relevant laws.

The section establishes the "Strategic Commercial Fleet," which is a group of private, commercially viable vessels that can be used for national defense and other security needs. It outlines criteria for vessels to join the fleet, agreements for vessel operations, funding appropriations for the fleet, and emergency preparedness requirements, ensuring the fleet is ready to support military and economic security efforts of the United States.

This section defines key terms for a chapter about shipping and trade regulations. It includes definitions for various entities and activities, such as the "Administrator," "coastwise trade," and "foreign commerce," as well as specific types of vessels like "qualified foreign built vessels" and "United States built vessels."

The United States government plans to create a "Strategic Commercial Fleet" of private ships for defense and security purposes, coordinated by the Administrator with the Secretary of Defense. They will select at least 10 qualifying ships annually through a competitive process, gradually increasing to 20, with a cap of 250 ships total, with eligibility based on citizenship, ship type, and other criteria.

The section outlines the conditions and requirements for vessels to be included in a specific fleet through operating agreements. It mandates that these agreements ensure vessels are crewed by U.S. mariners, operate exclusively in foreign commerce, and adhere to specific technology and milestone incentives, while also detailing terms for payment, agreement length, renewal, and consequences for non-compliance or lack of funds.

The U.S. government, through an operating agreement, is required to make payments to shipping entities when certain conditions, like those of vessel operation and availability, are met and within funding limits. These payments come from a fund with amounts predetermined for each fiscal year, and exceptions to these rules can be made when U.S. vessels are not available, with proper notice given and transparency ensured.

The section outlines the requirements for an emergency preparedness agreement between the program participant and the government, which involves making transportation resources available to the Secretary of Defense during emergencies. The section also details the terms for compensation, use of temporary replacement vessels, and limits on the U.S. government's liability for any damages or disruptions caused by the activation of these resources.

The section allows both the Administrator and the Secretary of Defense to create rules necessary for fulfilling their duties according to this chapter.

The Maritime Security Program section updates financial appropriation amounts for the upcoming fiscal years, gives priority to certain vessels for military cargo transport, and mandates regular testing and Congressional briefings on the effectiveness of the Maritime Security Fleet during crises.

The section proposes amendments to a U.S. Code to increase annual payments to the Cable Security Fleet from fiscal years 2025 to 2034, with amounts rising incrementally over the years. It also requires the Secretary of Defense to assess and report to Congress on the preparedness of the fleet to repair undersea cables, potentially damaged by adversaries, and offer solutions for emergency connectivity. Additionally, it seeks authorization for increased appropriations to support these activities.

The section makes changes to the funding of the Tanker Security Fleet by increasing the payment amount from $6 million to $9 million and revising the future budget to allow $120 million for the year 2024 and $180 million annually from 2025 to 2035.

The bill proposes changes to the Tariff Act of 1930, increasing duties on certain vessel equipment and repairs made in foreign countries from 50% to 70%, and to 200% if the repairs occur in countries of concern, but offers exemptions for ships in particular U.S. maritime programs if efforts are made to use U.S. shipyards. Additionally, it mandates a biennial report from the Maritime Administrator about duty payments, U.S. shipyard capacity, repair location choices, and recommendations to support U.S. vessel repairs until 2034.

The section explains that only certain U.S. officials, under specific conditions, can waive shipping requirements for government cargo, emphasizing the role of the Maritime Administrator in determining vessel availability. It also mandates that all government cargoes must be transported using U.S.-flagged vessels, increasing the required percentage from 50% to 100%, starting 180 days post-enactment, and specifies that the Maritime Security Board must be consulted for decisions on vessel availability.

The Maritime Administrator has 180 days to create regulations and guidelines to ensure compliance with certain rules, including offering guidance to other federal departments and publishing it. They can consult with the Food Aid Consultative Group, and an earlier regulatory deadline set by a previous law is now removed.

Section 413 amends Section 55301 of title 46, United States Code, requiring the Maritime Administrator to notify specific congressional committees within 14 days if they receive credible information about a federal department or agency not complying with certain cargo preference laws.

The section establishes a system for the Secretary of Transportation to cover any extra shipping costs for agricultural exports due to certain laws, ensuring annual payments to the Secretary of Agriculture and other agencies if their costs exceed a specific percentage of the goods' value. It also mandates interagency agreements to streamline the reimbursement process and allows for needed funds to be allocated each year from a specific trust fund.

The Secretary of Transportation is required to cover any increased ocean freight costs from certain agricultural export programs and reimburse the Secretary of Agriculture and other agencies for costs that exceed 20% of the product's value and shipping costs. An agreement between agencies must be established within 180 days to outline reimbursement processes, and Congress will be notified about these agreements. Definitions and funding sources are also specified.

The section outlines a new rule that requires a growing percentage of goods from China to be imported on ships that are American-made, American-crewed, and registered in the U.S., starting with 1% in the fifth year after the law is enacted, increasing by 1% each year, up to 10% in the fourteenth year. Entities that do not comply will face fines, with collected funds going into the Maritime Security Trust Fund, and the law mandates the creation of detailed rules and enforcement mechanisms within four years.

This section mandates that a specific percentage of goods imported into the United States from foreign ports must be transported on ships built, crewed, and registered in the U.S., starting with 1% five years after the law is enacted and increasing by 1% each subsequent year until it reaches 10%. If companies fail to comply with these rules, they will be fined, and the rules will be enforced through regulations developed in collaboration with the Maritime Administrator, Secretary of Homeland Security, and the Federal Maritime Commission.

The bill section establishes that U.S. vessels should receive priority over foreign vessels when waiting at any U.S. port. However, the Secretary of Transportation has the authority to remove this priority if deemed necessary for the national interest, with a required report to Congress within 30 days of such a decision.

A United States vessel is generally given first access at any American port, taking priority over foreign vessels. However, if the Secretary of Transportation determines this is not in the national interest, they can remove this priority and must notify Congress within 30 days.

The section requires the Maritime Security Advisor to assess existing federal laws to encourage more cargo to be transported on U.S. vessels. This includes evaluating benefits like tax breaks, duty modifications, and other incentives, with a report to Congress recommending additional actions.

The amendment to Section 55314 in title 46 of the United States Code requires certain transportation rules to apply to specific agricultural export projects, such as those under the Food for Progress Act and the McGovern-Dole Program. It also mandates that the Secretary of Agriculture or the USAID Administrator report to Congress each year about any waivers granted and their justifications, and clarifies what constitutes an "agricultural product."

The amendments described in the section clarify that specific rules in United States Code related to shipping must be followed for sections of the Food for Peace Act and the Foreign Assistance Act, ensuring these sections are subject to additional legal requirements.

The section outlines U.S. requirements for exporting natural gas and crude oil, mandating that a certain percentage must be transported on American-documented vessels with U.S.-manufactured components over specified periods. Exceptions apply for free trade agreements or if requirements cause significant cost increases or delays. The rules aim to support U.S. shipbuilding and provide training opportunities for merchant mariners, with oversight and data provided by federal agencies like the Energy Information Administration.

The Ship America Office is established within the Maritime Administration to help move cargo on U.S. vessels in international commerce. Its duties include assisting different entities with cargo movement, ensuring compliance with cargo preference laws, supporting the maritime industrial base, and preparing reports on commercial shipping opportunities and challenges.

The section establishes the Ship America Office within the Maritime Administration, directing it to aid in transporting commercial and government cargo on U.S. vessels, ensure compliance with related laws, and support the development of a robust U.S. maritime fleet. The office is further tasked with providing training, updating contact information for U.S. vessels, and reporting to Congress and the Maritime Security Board on the challenges and recommendations for enhancing U.S. international commerce shipping.

The section introduces alternate standards for self-propelled vessels that provide oceangoing transportation and are not yet documented under chapter 121 of title 46. These vessels can obtain a certificate of inspection if the owner agrees to have the vessel documented once certified, meets specific conditions regarding design, compliance with international agreements, cybersecurity, and enforcement of regulations by their previous country of documentation, with the Secretary having the authority to recognize certain classification societies for these verifications.

The section outlines that the Secretary, in consultation with the Maritime Administrator, must create alternate standards within a year to allow certain self-propelled vessels to receive a certificate of inspection if they plan to become documented. To qualify, vessels must meet specific conditions, such as agreeing to apply for documentation, being eligible for documentation, adhering to classification rules and international guidelines, and being assessed for cybersecurity risks. The Secretary may rely on certifications from recognized classification societies to confirm compliance, and may also start a rulemaking process to implement these standards, while ensuring that existing requirements for merchant seamen credentials and vessel manning are not affected.

This section establishes a committee tasked with reviewing and updating U.S. maritime regulations to better align them with international standards and improve the merchant marine industry. The committee, consisting of federal officials, industry representatives, and experts, will analyze existing rules, recommend changes, and report findings to the Secretary of the department overseeing the Coast Guard, who will then take appropriate steps to implement these recommendations.

The section updates the Shipowners' Limitation of Liability Act by setting the liability limit for U.S. vessel owners at the value of the vessel and for foreign vessel owners at 10 times the vessel's value, excluding claims for wages and certain personal injury claims from these limits. These changes will apply to liabilities occurring from March 25, 2024.

The bill establishes a program led by the Maritime Administrator to provide financial help to U.S. citizens or shipyards for building or repairing ships in the United States. This program aims to boost shipyard investments and train workers, with strict eligibility and application requirements to ensure benefits for the U.S. economy and national defense.

The section establishes a program led by the Maritime Administrator to provide financial assistance to U.S. entities for building vessels that will be operated under U.S. laws or investing in shipyards. This includes eligibility criteria, application procedures, priority considerations, and specific conditions such as compliance with national defense needs and Buy America provisions.

Section 502 amends the United States Code to provide assistance for small shipyards by emphasizing long-term industrial growth to support national and economic security. It increases funding to $100 million each year from 2025 to 2034, sourced from the Maritime Security Trust Fund, to help the Maritime Administration.

The Federal ship financing (title XI) program establishes a revolving loan fund administered by the National Surface Transportation and Innovation Finance Bureau to support ship financing, with $100 million authorized from the Maritime Security Trust Fund for fiscal year 2025. The bill also sets funding requirements, emphasizing projects without federal financial assistance, introduces new purposes for loan obligations to enhance military and security readiness, and ensures all funds follow "Buy America" rules.

The section modifies the rules for construction reserve funds, replacing the term "new vessel" with "eligible vessel" and broadening its definition to include vessels involved in foreign or domestic commerce and fisheries. It revises the requirements for who can establish these funds, updates vessel ownership terms, and adjusts gain or loss calculations, while allowing more flexibility in using and extending the expenditure time for deposits.

The excerpt modifies laws related to the Capital Construction Fund by updating definitions, terms for citizen and operator agreements, and conditions for qualified withdrawals in the maritime industry. It introduces limitations on asset investment, sets ceilings on fund deposits, and restricts fund use for certain types of cargo equipment, like fully automated cargo handling equipment and cranes manufactured in China, to protect jobs and support domestic manufacturing.

The section outlines limits on how much money can be put into a capital construction fund each year, tied to an agreement for investing in things like new ship construction or cargo equipment. It explains what counts as revenue for these deposits, including income from operating ships, tax deductions, proceeds from selling ships, and earnings from fund investments; it also states that deposit limits for a leased ship can be reduced by amounts the owner deposits for the same period.

The new section added to Chapter 501 of Title 46, United States Code, requires the Maritime Administrator to conduct annual surveys of commercial vessel owners in the U.S. to understand their construction, maintenance, and modernization plans. These surveys are aimed at understanding future construction needs and involve collecting various information about vessel plans, capabilities, repair intentions, and financial considerations, while ensuring the confidentiality of proprietary information.

The text outlines a requirement for the Maritime Administrator to conduct an annual survey of commercial vessel owners, agents, or operators in the United States to gather information about their plans for building, maintaining, and updating vessels. The findings, which aim to inform maritime industry needs, can be shared with U.S. shipyards and stakeholders, with proprietary details kept confidential upon request.

The section amends the Fixing America's Surface Transportation Act to include the maritime industry in its streamlined environmental review processes. It specifies that infrastructure construction in the maritime sector involves projects like shipyards, port facilities, manufacturing equipment for maritime trade, and facilities supporting the Navy or the merchant marine.

The amendment to the Energy Policy Act of 2005 expands eligibility for loan guarantees to include various aspects of marine transportation systems, such as commercial vessels, shipyards, marine terminals, and port facilities in the United States.

The section requires the Maritime Administrator and other officials to submit reports to Congress. These reports should focus on enhancing the National Defense Reserve Fleet with shipbuilding financial incentives, strategies for maritime security, and ways to limit U.S. financial ties with Chinese maritime industries.

The Secretary of State is required to send a report to Congress within one year of this law being enacted. The report should explore ways to ease restrictions from various export control laws that hinder foreign-owned marine companies from joining the U.S. shipbuilding industry, while still ensuring protections for U.S. companies and workers.

The section requires the Navy, along with other departments, to assess and identify commercial shipbuilding best practices that can improve the efficiency and capabilities of Navy and Coast Guard vessels. Within a year, strategies based on this assessment must be reported to Congress, including how these practices will be applied to shipbuilding programs, with a public version also made available.

The President must deliver a report to specific Congressional committees within 180 days of this Act's enactment, detailing a plan for using the Defense Production Act of 1950 to boost domestic production capabilities for maritime vehicles, shipyard industrial bases, and port infrastructure in the U.S. The plan should be developed in consultation with a maritime security advisor, the Maritime Security Board, an advisory committee, and relevant private sector stakeholders. The specific committees include those in the Senate and House responsible for Armed Services, Commerce, Science, Transportation, Infrastructure, and Appropriations.

The bill requires the Secretary of the Navy to develop a plan within 180 days for equipping the Navy's surface fleet with a rearm-at-sea capability. This strategy must include plans for technology development, milestone events, coordination with allies, and consideration of alternative approaches, with a briefing on the strategy due within 90 days.

The Secretary of the Navy is allowed to offer more paid leave to government merchant mariners working for the Military Sealift Command to make these jobs more appealing compared to commercial ones. Additionally, the Navy must submit annual reports to Congress detailing efforts to enhance recruitment and retention of these mariners, and also evaluate the potential benefits of extending the duration of charters for certain vessels.

The United States Congress proposes establishing a United States Center for Maritime Innovation to boost maritime industry technologies and practices through the creation of maritime incubators. These incubators will focus on aspects like clean energy, shipbuilding, and organizing research partnerships to strengthen the United States maritime sector, with allocated funding of $50 million annually for 2025-2034.

The National Shipbuilding Research Program is established by the Maritime Administrator, in cooperation with Naval Sea Systems Command, to create plans for building ships in a cost-effective manner. The program supports technology transfers, selects research projects to improve shipbuilding practices, and may carry out special initiatives related to shipbuilding and repair.

The section of the bill requires the Maritime Administrator to submit a report to Congress within 180 days regarding the current status and necessary resources for improving the United States' maritime infrastructure. This report should consider various aspects, including leveraging private funding, supporting alternative fuels, and enhancing the ability to build and repair shipyards during emergencies. It also addresses the potential effects of restricting certain data-sharing practices with Chinese logistics platforms.

This section modifies the Higher Education Act to include Merchant Marines and United States shipyard workers in the Public Service Loan Forgiveness program. A full-time job for Merchant Marines is defined as having a Merchant Mariner Credential from the Coast Guard and working on a U.S. vessel for at least 150 days per year.

In this bill section, certain United States Merchant Mariners who have served at least 10 years and earned specific combat zone awards are made eligible for educational benefits similar to those given to veterans, as long as they are not already eligible for benefits from the Veterans Affairs department. Additionally, funding for these benefits may come from the Maritime Security Trust Fund.

Under this section, certain individuals who served as full-time, credentialed United States Merchant Mariners for at least 10 years and received specific medals for serving in combat zones can qualify for educational assistance, similar to that provided to veterans. These individuals must not be eligible for other veteran benefits, and funds may be allocated from the Maritime Security Trust Fund to support this program.

The section amends Title 10 of the United States Code to allow officers and unlicensed mariners from the United States Merchant Marine to receive instruction at the Naval Postgraduate School. It specifies that the Secretary of Transportation will cover the costs for this education and requires a report to Congress assessing beneficial military training topics for mariners.

The section establishes a program run by the Secretary of Transportation to reimburse spouses of U.S. merchant marine members for costs related to obtaining new professional licenses or moving a business due to relocations by the service member. Reimbursements are capped at $1,000 for each type of cost and are only available until the end of 2034, with $500,000 allocated annually from a specific fund for this purpose.

The text describes a program that allows the U.S. Secretary of Transportation to reimburse up to $1,000 for specific relicensing and business costs incurred by the spouse of a U.S. merchant marine member when they move to a new location due to military reassignments. These reimbursements are only available for expenses incurred before the end of 2034, and up to $500,000 is authorized annually from the Maritime Security Trust Fund to support this program from 2025 to 2034.

The section of the bill adds a new provision to allow certain individuals, specifically graduates of the United States Merchant Marine Academy or credentialed U.S. Merchant Mariners with at least seven years of service, to be hired by government agencies without going through the competitive hiring process. This includes agencies like the U.S. Postal Service but excludes the Government Accountability Office.

The section explains that federal agencies can hire certain individuals without the usual competitive process. This includes graduates from the United States Merchant Marine Academy who have completed their service agreement and U.S. Merchant Mariners with at least 7 years of service on a U.S. ship.

The United States Merchant Marine Career Retention Program aims to keep a qualified workforce ready for national defense by offering career opportunities and support to merchant mariners. It involves creating a system for training, certifications, and job placements, while also ensuring job protections, especially for those mariners working ashore or on foreign vessels.

The United States Merchant Marine Career Retention Program is designed to ensure a workforce is ready to man vessels during national emergencies by offering opportunities for mariners to maintain or upgrade their skills through shore and sea work arrangements. The program also includes membership options for those working ashore or on foreign vessels, enforces service requirements, provides employment protections, and allocates funding for its implementation.

The section outlines a plan to tackle the lack of workers in the U.S. maritime and shipbuilding fields by launching a national advertising campaign that highlights the importance and opportunities in these industries. This campaign aims to recruit workers from diverse backgrounds, provide information on training programs, and promote financial assistance, with specific funds allocated over multiple years to support these efforts.

The section amends the law regarding Centers of Excellence for Domestic Maritime Workforce Training and Education by changing the term "nonprofit entity" to "entity" in a certain part and authorizes $25 million per year from 2025 to 2034 for implementing the section, funded by the Maritime Security Trust Fund.

The section establishes the Maritime Career and Technical Education Advisory Committee, which is tasked with enhancing maritime education by bringing together industry employers and educators to develop training programs and best practices. It specifies the committee's membership, which includes representatives from maritime education, the workforce, industry, technical nonprofits, and various government agencies, and mandates that they meet regularly, develop curricula, and report annually to Congress and the Maritime Security Board.

The proposed section outlines a plan where military recruiters are encouraged to refer potential recruits who do not qualify for military service to the Maritime Administration for maritime careers. It requires the Secretary of Defense and the Maritime Administrator to establish systems for these referrals, track their outcomes, and report on the effectiveness of the initiative to Congress.

The bill mandates the Maritime Administrator to publish a report every two years on the condition of the merchant mariner workforce, including details on mariner counts, employment data, credentialing issues, and recommendations for improvement. It also ensures access to necessary data for this report while safeguarding private information, and allocates $1,000,000 annually from 2025 to 2029 for its implementation.

The section requires the Secretary of Defense, along with other government officials, to report on ways to help military members find jobs in the maritime industry after leaving service. It asks them to identify challenges these individuals face in joining the maritime field, such as shipbuilding and repair, and to find ways to make the transition easier, including improving relevant training programs and support services.

The section outlines that the Secretary of the Navy must include a separate budget item for the Naval Sea Cadet Corps in the annual budget request to Congress. It also specifies that the Maritime Administrator should promote engagement with elementary and high school students through designated maritime training and education centers.

The section establishes an international exchange program for mariners, naval architects, and marine engineers that includes participants from the U.S. and certain allied countries. The program aims to partner with corporations and governments for placements and has a funding authorization of $2 million annually from 2025 to 2034.

Congress has authorized funding for a comprehensive 10-year plan to modernize the United States Merchant Marine Academy's facilities. This plan will enhance the Academy's infrastructure to support modern education, prepare for Coast Guard exams, maintain a safe environment, and attract diverse applicants, with $1,020,000,000 allocated from 2025 to 2034.

The section outlines a 10-year plan to modernize the United States Merchant Marine Academy campus, including building new facilities, upgrading infrastructure, and ensuring the campus remains fully operational during the process. It authorizes $1.02 billion in funding from 2025 to 2034 for the project, with an initial $54 million allocated in 2025 for planning and design and $107.33 million per year for the following nine years for construction and essential purchases.

The section addresses the importance of the United States Merchant Marine Academy to national security and calls for investments in its infrastructure and faculty. It authorizes $125 million per year from 2025 to 2034 for the Academy's operations and requires a report on the resources needed to support increased student enrollment.

The bill amends retirement laws to allow time served as a midshipman at the United States Merchant Marine Academy to count towards retirement credit in both the civil service and federal employees' retirement systems, and applies to separations and service periods before, on, or after the law's enactment date.

The bill requires the Maritime Administrator to conduct a study and report to Congress within 180 days on the resources needed for State maritime academies to increase their enrollment of mariners, and to consider if new academies are needed in states without one. It also authorizes $10 million per year from 2025 to 2034 for support to these academies.

The bill amends section 51506 of title 46, United States Code, to require State maritime academies to offer an expedited program for eligible military veterans, National Guard, or Reserve members. This program allows them to become merchant marine officers without needing to earn a degree from the academy and complete their preparation faster than the usual three years, provided they have already earned a bachelor's degree from a recognized higher education institution.

The section outlines that the Maritime Administrator must ensure cadets and students fulfill their service obligations after receiving training at the Merchant Marine Academy. It also mandates the creation of a reporting system to track compliance, sends notifications for violations, and requires annual reports to Congress on the status of service-obligated mariners.

The section outlines funding for fuel and crew costs for training ships operated by State maritime academies, with limits and conditions on the use of federally provided fuel. The Secretary is allowed to pay for fuel and crew costs, with a cap of $20 million yearly from 2025 to 2034, and State maritime academies must offer positions for liaison officers from each military service.

The section provides funding for fuel and crew costs for training ships used by State maritime academies. It limits payments to $20 million per year through 2034, prohibits academies from profiting from cadets' sea training fees, and requires offering military liaison billets, with a total of $120 million authorized annually from the Maritime Security Trust Fund.

The bill establishes a scholarship program for students at State maritime academies to help cover costs of a summer sea term required for obtaining a Coast Guard license. The program, funded mostly by private entities, involves agreements to accept funding, offer privileges to contributors, and requires students to fulfill specific conditions like completing their studies, obtaining a mariner license, and serving in roles supporting U.S. commerce and defense. The bill authorizes $2.5 million annually from 2025 to 2034 for this initiative.

The Maritime Administrator is tasked with collaborating with private maritime industry entities to create a scholarship program for students at State maritime academies, helping them cover costs for a summer sea term required for earning a Coast Guard license. The program is largely funded by private contributions, and in return, private entities may receive certain privileges, such as sharing job opportunities with students. Students benefiting from this program must agree to complete their studies, obtain a merchant mariner license, serve in a relevant maritime role for at least one year post-graduation, and report compliance to the Maritime Administrator. Additionally, $2.5 million is authorized annually from a designated trust fund to support the program from 2025 to 2034.

The section instructs the Secretary of the Navy and the Maritime Administrator to involve at least one training ship from a State maritime academy in naval exercises to help merchant mariners practice working with the Navy. It also specifies that licensed merchant mariners and students from certain maritime programs can participate in these exercises, with a focus on students, and that training vessels should be rotated so each has a chance to take part.

The bill section mandates the Secretary overseeing the Coast Guard to modernize the merchant mariner credentialing system by creating an electronic database for applications and course approvals, improving data exchange with agencies, launching a public portal for credentialing, and upgrading examination processes. It also requires the Secretary to submit annual progress reports to Congress and authorizes $20 million for these changes from the Maritime Security Trust Fund.

This section of the bill revises training and credential requirements for merchant mariners. It adjusts classification criteria based on vessel operations, modifies existing training stipulations, reduces required service periods, and enacts changes to be implemented by the Coast Guard without needing certain regulatory approvals.

The section outlines the criteria and classifications for issuing merchant mariner credentials to deck department members, such as Able Seaman and Ordinary Seaman. The Secretary can issue these credentials based on vessel type, operating waters, and other standards, and may consider qualifications like age, experience, and physical condition.

The new section of the United States Code requires the Secretary to inspect certain facilities, such as vessels and platforms, at least once a year to ensure they have needed exemptions under the Outer Continental Shelf Lands Act. It also mandates that during these inspections, the Secretary must verify that all required crew members have proper transportation worker identification credentials.

The section requires the Secretary to inspect certain transportation facilities, like vessels and platforms, at least once a year to ensure they have necessary exemptions from the Outer Continental Shelf Lands Act. During these inspections, the Secretary must also verify that all crew members have the required transportation worker identification credentials.

The section addresses amendments to various parts of title 46 of the United States Code by changing references from "seamen" to "seafarers" in the context of credentials, roles, and classifications related to maritime positions, ensuring consistent terminology throughout the legal text.

In Section 635 of the bill, a new rule is added to the U.S. Code regarding the renewal of merchant mariner credentials. It specifies that when a mariner renews their credential, and it is not an extension covered by other subsections, the new credential will start immediately after the current one's expiration date.

The section amends various parts of Title 46 of the United States Code to include "noncitizen nationals" alongside "citizens of the United States" in laws related to merchant seamen licenses, certificates, documents, vessel manning, command of documented vessels, and certificates of documentation. It ensures that noncitizen nationals, as defined in the Immigration and Nationality Act, are also considered for these maritime roles and certifications.

The section proposes an amendment to the United States Code that allows the Secretary of the department operating the Coast Guard to renew expired licenses, certificates, and merchant mariner documents for up to two years during a national emergency declared by Congress or the President. This renewal can be applied to individual seamen or specific groups of seamen.

The Secretary of the department where the Coast Guard operates is allowed to extend expired licenses or credentials for U.S. Merchant Mariners by up to two years if there's a national emergency. This can apply to individual seamen or a specific group, based on necessity during the emergency.

The Maritime Security Trust Fund is being established within the U.S. Treasury, funded by taxes, penalties, and other maritime-related revenues, to address obligations specified under the SHIPS for America Act of 2024 until October 1, 2035. The fund is authorized through amendments in the Internal Revenue Code and various sections of the United States Code pertaining to maritime matters.

The Maritime Security Trust Fund is a special fund set up by the U.S. Treasury that collects money from various taxes, penalties, and revenues related to maritime activities. It is used to cover specific expenses approved by the SHIPS for America Act of 2024 until October 1, 2035.

The United States Vessel Investment Credit establishes a tax credit for investment in specific types of cargo vessels that are built, repowered, or reconstructed in the U.S., aiming to promote domestic shipbuilding and comply with certain guidelines regarding U.S. maritime security. The credit is defined by the vessel's compliance with specified criteria, including being a U.S. flag vessel, operating in U.S. foreign trade, and being constructed before 2032; additional benefits are provided for meeting further conditions like using specific U.S. insurance or adhering to American classification standards.

The United States Vessel Investment Credit offers a tax credit to investors involved in the construction, repowering, or reconstruction of specific cargo vessels in U.S. shipyards, provided these vessels meet detailed requirements, such as being a U.S. flag vessel, operating in U.S. foreign trade, and not being associated with foreign entities of concern. The credit amount is determined by an applicable percentage based on the vessel’s compliance with particular criteria, including obtaining U.S. protection and indemnity insurance and classification by recognized U.S. agencies.

The section proposes that certain payments made for maritime security, specified under sections of title 46 of the United States Code, should not be counted as taxable income. Additionally, it states that individuals cannot get a tax deduction or credit for expenses related to these excluded payments, and the value of any property will be adjusted based on the amount excluded.

Gross income does not include payments made under certain maritime security provisions of the United States Code. However, individuals cannot claim both a deduction or credit and the exclusion for these payments, and the value of any property receiving these benefits must be adjusted accordingly.

The bill removes the 30-day limit on domestic operations as specified in Section 1355 of the Internal Revenue Code by eliminating certain paragraphs and subparagraphs, and these changes will affect tax years starting after the law is enacted.

Section 705 amends a part of the Internal Revenue Code to change the language about qualifying shipping activities. It replaces the phrase "activities in operating" with "the carriage of goods," as defined by a specific maritime law.

The amendment to Section 1355(a) of the Internal Revenue Code defines a "qualifying vessel" as a ship that is self-propelled, at least 6,000 deadweight tons, used only in foreign trade, and either a U.S. flag vessel or U.S.-owned foreign flag vessel. A "U.S.-owned foreign flag vessel" is outlined as a ship registered outside the U.S. but owned by a U.S. citizen who also has a fleet of U.S. ships and an agreement with the Maritime Administrator.

The section introduces a new tax credit, called the Shipyard Investment Tax Credit, which allows taxpayers to receive a credit of 25% of their investment in qualified shipyard facilities within the United States. This credit applies to facilities involved in constructing or repairing ships, making important components for ships, or producing equipment used in shipbuilding, and is available for property placed in service from 2025 to 2031.

For tax years before 2032, taxpayers can get a 25% tax credit for investments in shipyard facilities in the U.S. that build or repair ocean-going vessels or make important parts for them. However, this credit cannot be combined with another similar credit for the same property in the same year.

The section amends the rules related to capital construction funds used for building ships, making it clear how much money can be deposited and what revenues are included. It specifies that funds can't be used to buy certain automated equipment or cranes from China and outlines changes to how money in the fund is taxed if it stays in there for too long, with the rules taking effect for tax years after 2024.

Congress has introduced an amendment to the Internal Revenue Code that makes student incentive payments exempt from counting as gross income for individuals participating in certain agreements under U.S. law. This change will apply to payments made after December 31, 2024.

In Section 139K, it states that if a person has an agreement as per section 51509 of title 46, United States Code, their gross income won't include any student incentive payments they receive under that agreement.

The new amendment to the Internal Revenue Code allows a tax exemption for fuel used by vessels involved in trade between U.S. ports on either the Atlantic, including the Gulf of Mexico, or the Pacific, as long as these vessels meet certain criteria.