Business Uninterrupted Monetary Program Act of 2025
- Bill Number
- H.R. 4643
- Origin Chamber
- House
- Congress
- 119th Congress, Session 1
- Policy Area
- Transportation and Public Works
- Status
- Introduced
- Latest Action
- 2025-07-24: Referred to the Subcommittee on Highways and Transit.
- Last Updated
- 2026-04-14T18:21:30Z
AI-Generated Summary
Purpose of the Legislation
The Business Uninterrupted Monetary Program Act of 2025 aims to support private businesses and nonprofit organizations harmed by disruptions from major federally funded transportation projects. It requires project sponsors (such as local governments or transit agencies) receiving grants for transit or highway projects to create dedicated funds—called BUMP Funds—to provide financial relief for these impacts, ensuring smoother project implementation while protecting local economies.
Key Provisions
- BUMP Fund Establishment for Transit Projects (Fixed Guideway Capital Investment Grants):
- Applies to projects under Section 5309 of title 49, U.S. Code, with total costs of $100 million or more.
- Project sponsors must create a BUMP Fund to reimburse "covered entities" (private businesses or nonprofits defined by the sponsor) for financial losses from project-related interruptions (e.g., construction disruptions affecting operations).
- Contributions to the fund: Up to 10% of the non-Federal share of project costs, determined by the sponsor based on estimated damages; counts toward the non-Federal match but cannot increase total project costs or hinder project progress.
- Waivers available from the Secretary of Transportation if an equivalent program exists, no interruptions are expected, federal funding is less than 10% of costs, or for other appropriate reasons.
- Eligible expenses from the fund include utilities, insurance, rent/mortgage, payroll, lost income, or other sponsor-approved costs related to interruptions.
- Sponsors must detail in grant applications how they will identify eligible entities, assess impacts, distribute funds, verify claims, set per-entity limits, and conduct outreach.
- Funds remain available for 1 year post-project completion (or longer if needed); unused funds can support project operations, enhancements, cost overruns, other eligible projects (without counting as matching funds), or be returned/approved uses.
- Funds can come from non-Federal sources (unless prohibited by agreements) or Federal sources (with Secretary approval); multiple projects can share one fund if over two are concurrent.
- BUMP Fund Establishment for Highway Projects (Federal-Aid Highway Program):
- Adds new Section 180 to title 23, U.S. Code, and amends Section 106 for projects with total costs of $50 million or more.
- Similar requirements to transit: Sponsors must establish a BUMP Fund for interruptions to covered entities.
- Contributions: Up to 25% of the non-Federal share, based on estimated damages; for 100% federally funded projects, the Secretary and sponsor determine the amount.
- Waivers, eligible expenses, application details, retention (1 year post-completion), unused funds uses (e.g., enhancements, environmental mitigation, other projects), and fund sources mirror transit provisions, with adaptations for highways.
- Multiple concurrent projects (over two) can share one fund.
- Competitive Grant Program for Existing Transit Projects:
- Establishes a one-time grant program for sponsors of fixed guideway projects starting construction after October 1, 2018, and still under construction as of June 1, 2023.
- Grants up to $10 million per project to provide BUMP Fund relief; unused funds revert to their original appropriation for other legal uses.
- Definitions (e.g., covered entity, interruption) align with transit provisions.
- Implementation Timeline:
- Secretary of Transportation must implement changes within 270 days of enactment; same for the competitive grant program.
Significant Changes to Existing Law
- Transit Grants (title 49, Section 5309): Adds a new subsection (s) mandating BUMP Funds as an eligibility requirement, integrating fund contributions into financial commitments without altering overall project funding structures.
- Highway Program (title 23): Inserts new Section 180 for BUMP Funds, amends Section 106 to require funds for projects over $50 million, and updates the chapter's table of contents. This introduces a novel reimbursement mechanism not previously required in federal-aid highways.
- Overall, shifts from optional mitigation to mandatory funds for business disruptions, with federal oversight on expenses and waivers, while allowing flexibility in fund management.
Potential Impacts
- On Government Agencies: Increases administrative duties for the Department of Transportation (e.g., reviewing applications, approving waivers/expenses, managing grants), potentially raising oversight costs but streamlining project approvals by addressing business concerns upfront.
- On Citizens and Businesses: Provides direct financial aid to small businesses and nonprofits near project sites, reducing economic hardship from construction (e.g., lost revenue during road closures). Could encourage more community support for infrastructure projects, benefiting urban and rural areas with transit/highway improvements.
- On International Relations: Minimal direct impact, as the bill focuses on domestic transportation funding; indirect benefits could arise from enhanced U.S. infrastructure competitiveness.
- Broader Effects: May slightly elevate project costs (via fund contributions) but offset by using funds for overruns/enhancements; promotes equitable development by protecting vulnerable local economies.
Main Stakeholders Affected
- Project Sponsors: Local governments, transit authorities, or highway agencies receiving federal grants; they bear fund creation, contributions, and distribution responsibilities.
- Covered Entities: Private businesses and nonprofit organizations impacted by project disruptions; they gain access to reimbursements for eligible losses.
- Federal Government: Secretary of Transportation and Department of Transportation staff, who oversee compliance, waivers, and the new grant program.
- Taxpayers/Funders: Indirectly affected through federal grant allocations and potential non-Federal match adjustments.
Notable Legal, Constitutional, or Political Implications
- Legal: Enhances existing federal grant conditions under titles 23 and 49 by mandating mitigation funds, ensuring compliance with non-Federal match rules (per 2 CFR Part 200). The Secretary's discretion on waivers and expense invalidation provides flexibility but could invite challenges if deemed arbitrary; definitions (e.g., "interruption") allow sponsor input, reducing litigation risks.
- Constitutional: Aligns with Congress's spending power (Article I, Section 8) to attach conditions to federal funds; no apparent takings clause issues, as funds reimburse voluntary disruptions rather than compensate property seizures. Supports equal protection by aiding small entities without discriminating by size or type.
- Political: Bipartisan sponsorship (Reps. Correa and Carter) signals broad appeal for pro-business infrastructure policy. Could influence future bills by setting a precedent for economic impact funds in public works, potentially facing debate over administrative burdens or fund caps in budget-constrained environments. Neutral on partisan divides, focusing on practical relief.
This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.
Sponsor
Rep. Correa, J. Luis [D-CA-46]
Cosponsors (1)
Recent Actions
- 2025-07-24: Referred to the Subcommittee on Highways and Transit.
- 2025-07-23: Referred to the House Committee on Transportation and Infrastructure.
- 2025-07-23: Introduced in House
- 2025-07-23: Introduced in House
Bill Versions
- Business Uninterrupted Monetary Program Act of 2025 — issued 2025-07-23 — PDF (17 pages)