Members' Day Hearing, Committee on Transportation and Infrastructure (117-11, April 14, 2021)
Summary
Record of the remote hearing "Committee on Transportation and Infrastructure Members' Day Hearing" (117-11) before the Committee on Transportation and Infrastructure, April 14, 2021. A staff summary of subject matter says that, under Section 3(a) of H. Res. 8, the hearing gives Members of Congress not on the committee an opportunity to testify on their policy priorities within its jurisdiction, and describes the jurisdiction of each subcommittee. Opening statements came from Hon. Peter A. DeFazio and Hon. Sam Graves, and member testimony from Hon. Zoe Lofgren, Hon. Robert J. Wittman, Hon. Marcy Kaptur, Hon. John B. Larson, Hon. Earl Blumenauer and others. The record closes with a member's statement urging funding for broadband in South Texas and the I-69 interstate system.
Summary drafted by a model from the document's text below and checked by script against that text before publication. It is a navigation aid, not a reading of what the document proves. Where AI is used
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“Members' Day Hearing, Committee on Transportation and Infrastructure (117-11, April 14, 2021).”
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[House Hearing, 117 Congress]
[From the U.S. Government Publishing Office]
COMMITTEE ON TRANSPORTATION AND
INFRASTRUCTURE MEMBERS' DAY HEARING
=======================================================================
(117-11)
REMOTE HEARING
BEFORE THE
COMMITTEE ON
TRANSPORTATION AND INFRASTRUCTURE
HOUSE OF REPRESENTATIVES
ONE HUNDRED SEVENTEENTH CONGRESS
FIRST SESSION
__________
APRIL 14, 2021
__________
Printed for the use of the
Committee on Transportation and Infrastructure
[GRAPHIC NOT AVAILABLE IN TIFF FORMAT]
Available online at: https://www.govinfo.gov/committee/house-
transportation?path=/browsecommittee/chamber/house/committee/
transportation
__________
U.S. GOVERNMENT PUBLISHING OFFICE
45-093 PDF WASHINGTON : 2021
--------------------------------------------------------------------------------------
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE
PETER A. DeFAZIO, Oregon, Chair
SAM GRAVES, Missouri ELEANOR HOLMES NORTON,
DON YOUNG, Alaska District of Columbia
ERIC A. ``RICK'' CRAWFORD, Arkansas EDDIE BERNICE JOHNSON, Texas
BOB GIBBS, Ohio RICK LARSEN, Washington
DANIEL WEBSTER, Florida GRACE F. NAPOLITANO, California
THOMAS MASSIE, Kentucky STEVE COHEN, Tennessee
SCOTT PERRY, Pennsylvania ALBIO SIRES, New Jersey
RODNEY DAVIS, Illinois JOHN GARAMENDI, California
JOHN KATKO, New York HENRY C. ``HANK'' JOHNSON, Jr.,
BRIAN BABIN, Texas Georgia
GARRET GRAVES, Louisiana ANDRE CARSON, Indiana
DAVID ROUZER, North Carolina DINA TITUS, Nevada
MIKE BOST, Illinois SEAN PATRICK MALONEY, New York
RANDY K. WEBER, Sr., Texas JARED HUFFMAN, California
DOUG LaMALFA, California JULIA BROWNLEY, California
BRUCE WESTERMAN, Arkansas FREDERICA S. WILSON, Florida
BRIAN J. MAST, Florida DONALD M. PAYNE, Jr., New Jersey
MIKE GALLAGHER, Wisconsin ALAN S. LOWENTHAL, California
BRIAN K. FITZPATRICK, Pennsylvania MARK DeSAULNIER, California
JENNIFFER GONZALEZ-COLON, STEPHEN F. LYNCH, Massachusetts
Puerto Rico SALUD O. CARBAJAL, California
TROY BALDERSON, Ohio ANTHONY G. BROWN, Maryland
PETE STAUBER, Minnesota TOM MALINOWSKI, New Jersey
TIM BURCHETT, Tennessee GREG STANTON, Arizona
DUSTY JOHNSON, South Dakota COLIN Z. ALLRED, Texas
JEFFERSON VAN DREW, New Jersey SHARICE DAVIDS, Kansas, Vice Chair
MICHAEL GUEST, Mississippi JESUS G. ``CHUY'' GARCIA, Illinois
TROY E. NEHLS, Texas ANTONIO DELGADO, New York
NANCY MACE, South Carolina CHRIS PAPPAS, New Hampshire
NICOLE MALLIOTAKIS, New York CONOR LAMB, Pennsylvania
BETH VAN DUYNE, Texas SETH MOULTON, Massachusetts
CARLOS A. GIMENEZ, Florida JAKE AUCHINCLOSS, Massachusetts
MICHELLE STEEL, California CAROLYN BOURDEAUX, Georgia
KAIALI`I KAHELE, Hawaii
MARILYN STRICKLAND, Washington
NIKEMA WILLIAMS, Georgia
MARIE NEWMAN, Illinois
Vacancy
CONTENTS
Page
Summary of Subject Matter........................................ ix
STATEMENTS OF MEMBERS OF THE COMMITTEE
Hon. Peter A. DeFazio, a Representative in Congress from the
State of Oregon, and Chair, Committee on Transportation and
Infrastructure, opening statement.............................. 1
Prepared statement........................................... 3
Hon. Sam Graves, a Representative in Congress from the State of
Missouri, and Ranking Member, Committee on Transportation and
Infrastructure, opening statement.............................. 4
Prepared statement........................................... 4
Hon. Rick Larsen, a Representative in Congress from the State of
Washington, prepared statement................................. 203
MEMBER TESTIMONY
Hon. Zoe Lofgren, a Representative in Congress from the State of
California, oral statement..................................... 5
Prepared statement........................................... 6
Hon. Robert J. Wittman, a Representative in Congress from the
Commonwealth of Virginia, oral statement....................... 7
Prepared statement........................................... 9
Hon. Marcy Kaptur, a Representative in Congress from the State of
Ohio, oral statement........................................... 11
Prepared statement........................................... 15
Hon. John B. Larson, a Representative in Congress from the State
of Connecticut, oral statement................................. 17
Prepared statement........................................... 19
Hon. Earl Blumenauer, a Representative in Congress from the State
of Oregon, oral statement...................................... 20
Prepared statement........................................... 21
Hon. Derek Kilmer, a Representative in Congress from the State of
Washington, oral statement..................................... 22
Prepared statement........................................... 26
Hon. Bill Pascrell, Jr., a Representative in Congress from the
State of New Jersey, oral statement............................ 27
Prepared statement........................................... 29
Hon. Larry Bucshon, a Representative in Congress from the State
of Indiana, oral statement..................................... 30
Prepared statement........................................... 31
Hon. Scott H. Peters, a Representative in Congress from the State
of California, oral statement.................................. 34
Prepared statement........................................... 36
Hon. Robert C. ``Bobby'' Scott, a Representative in Congress from
the Commonwealth of Virginia, oral statement................... 38
Prepared statement........................................... 39
Hon. Jim Costa, a Representative in Congress from the State of
California, oral statement..................................... 40
Prepared statement........................................... 42
Hon. Rosa L. DeLauro, a Representative in Congress from the State
of Connecticut, oral statement................................. 43
Prepared statement........................................... 45
Hon. Jodey C. Arrington, a Representative in Congress from the
State of Texas, oral statement................................. 46
Prepared statement........................................... 47
Hon. Kurt Schrader, a Representative in Congress from the State
of Oregon, oral statement...................................... 48
Prepared statement........................................... 49
Hon. Katie Porter, a Representative in Congress from the State of
California, oral statement..................................... 50
Prepared statement........................................... 51
Hon. Dean Phillips, a Representative in Congress from the State
of Minnesota, oral statement................................... 53
Prepared statement........................................... 54
Hon. Cheri Bustos, a Representative in Congress from the State of
Illinois, oral statement....................................... 55
Prepared statement........................................... 56
Hon. Grace Meng, a Representative in Congress from the State of
New York, oral statement....................................... 57
Prepared statement........................................... 59
Hon. Jim Hagedorn, a Representative in Congress from the State of
Minnesota, oral statement...................................... 59
Prepared statement........................................... 61
Hon. Michael Cloud, a Representative in Congress from the State
of Texas, oral statement....................................... 63
Prepared statement........................................... 64
Hon. Josh Gottheimer, a Representative in Congress from the State
of New Jersey, oral statement.................................. 65
Prepared statement........................................... 67
Hon. Fred Keller, a Representative in Congress from the
Commonwealth of Pennsylvania, oral statement................... 68
Prepared statement........................................... 69
Hon. Lizzie Fletcher, a Representative in Congress from the State
of Texas, oral statement....................................... 70
Prepared statement........................................... 72
Hon. Mike Quigley, a Representative in Congress from the State of
Illinois, oral statement....................................... 73
Prepared statement........................................... 75
Hon. Virginia Foxx, a Representative in Congress from the State
of North Carolina, oral statement.............................. 76
Prepared statement........................................... 77
Hon. Young Kim, a Representative in Congress from the State of
California, oral statement..................................... 78
Prepared statement........................................... 79
Hon. Karen Bass, a Representative in Congress from the State of
California, oral statement..................................... 80
Prepared statement........................................... 81
Hon. Alma S. Adams, a Representative in Congress from the State
of North Carolina, oral statement.............................. 83
Prepared statement........................................... 84
Hon. Brad Sherman, a Representative in Congress from the State of
California, oral statement..................................... 85
Prepared statement........................................... 86
Hon. Kim Schrier, a Representative in Congress from the State of
Washington, oral statement..................................... 87
Prepared statement........................................... 88
Hon. Chris Jacobs, a Representative in Congress from the State of
New York, oral statement....................................... 91
Prepared statement........................................... 94
Hon. Tracey Mann, a Representative in Congress from the State of
Kansas, oral statement......................................... 95
Prepared statement........................................... 96
Hon. Brian Higgins, a Representative in Congress from the State
of New York, oral statement.................................... 97
Prepared statement........................................... 98
Hon. Elaine G. Luria, a Representative in Congress from the
Commonwealth of Virginia, oral statement....................... 99
Prepared statement........................................... 100
Hon. Ed Case, a Representative in Congress from the State of
Hawaii, oral statement......................................... 102
Prepared statement........................................... 103
Hon. Veronica Escobar, a Representative in Congress from the
State of Texas, oral statement................................. 105
Prepared statement........................................... 106
Hon. Adriano Espaillat, a Representative in Congress from the
State of New York, oral statement.............................. 107
Prepared statement........................................... 109
Hon. David N. Cicilline, a Representative in Congress from the
State of Rhode Island, oral statement.......................... 110
Prepared statement........................................... 112
Hon. Mikie Sherrill, a Representative in Congress from the State
of New Jersey, oral statement.................................. 113
Prepared statement........................................... 115
Hon. Nanette Diaz Barragan, a Representative in Congress from the
State of California, oral statement............................ 116
Prepared statement........................................... 117
Hon. Mondaire Jones, a Representative in Congress from the State
of New York, oral statement.................................... 118
Prepared statement........................................... 120
Hon. Teresa Leger Fernandez, a Representative in Congress from
the State of New Mexico, oral statement........................ 121
Prepared statement........................................... 123
Hon. Al Green, a Representative in Congress from the State of
Texas, oral statement.......................................... 124
Prepared statement........................................... 126
Hon. Jamaal Bowman, a Representative in Congress from the State
of New York, oral statement.................................... 131
Prepared statement........................................... 133
Hon. Lauren Underwood, a Representative in Congress from the
State of Illinois, oral statement.............................. 134
Prepared statement........................................... 135
Hon. Mike Levin, a Representative in Congress from the State of
California, oral statement..................................... 136
Prepared statement........................................... 138
Hon. Pramila Jayapal, a Representative in Congress from the State
of Washington, oral statement.................................. 139
Prepared statement........................................... 140
Hon. Angie Craig, a Representative in Congress from the State of
Minnesota, oral statement...................................... 141
Prepared statement........................................... 143
Hon. Joe Neguse, a Representative in Congress from the State of
Colorado, oral statement....................................... 144
Prepared statement........................................... 146
Hon. Paul Tonko, a Representative in Congress from the State of
New York, oral statement....................................... 148
Prepared statement........................................... 149
Hon. Haley M. Stevens, a Representative in Congress from the
State of Michigan, oral statement.............................. 150
Prepared statement........................................... 154
Hon. Linda T. Sanchez, a Representative in Congress from the
State of California, oral statement............................ 155
Prepared statement........................................... 156
Hon. Matthew M. Rosendale, Sr., a Representative in Congress from
the State of Montana, oral statement........................... 157
Prepared statement........................................... 158
Hon. Mary Gay Scanlon, a Representative in Congress from the
Commonwealth of Pennsylvania, oral statement................... 158
Prepared statement........................................... 160
Hon. Tom O'Halleran, a Representative in Congress from the State
of Arizona, oral statement..................................... 161
Prepared statement........................................... 162
Hon. Andy Levin, a Representative in Congress from the State of
Michigan, oral statement....................................... 163
Prepared statement........................................... 164
Hon. Brenda L. Lawrence, a Representative in Congress from the
State of Michigan, oral statement.............................. 165
Prepared statement........................................... 166
Hon. Lori Trahan, a Representative in Congress from the
Commonwealth of Massachusetts, oral statement.................. 167
Prepared statement........................................... 169
Hon. Tim Ryan, a Representative in Congress from the State of
Ohio, oral statement........................................... 170
Prepared statement........................................... 172
Hon. Stacey E. Plaskett, a Delegate in Congress from the Virgin
Islands, oral statement........................................ 173
Prepared statement........................................... 175
Hon. Bradley Scott Schneider, a Representative in Congress from
the State of Illinois, oral statement.......................... 177
Prepared statement........................................... 178
Hon. Frank J. Mrvan, a Representative in Congress from the State
of Indiana, oral statement..................................... 179
Prepared statement........................................... 181
Hon. Gwen Moore, a Representative in Congress from the State of
Wisconsin, oral statement...................................... 182
Prepared statement........................................... 184
SUBMISSIONS FOR THE RECORD
Chart, U.S. Median Household Income per Congressional District,
Submitted for the Record by Hon. Marcy Kaptur.................. 13
Build Back Better Act--Fact Sheet, Submitted for the Record by
Hon. Derek Kilmer.............................................. 24
Letter of January 7, 2021, from the Allied Building Metal
Industries et al., Submitted for the Record by Hon. Chris
Jacobs......................................................... 92
Aerial View and Map of the Beck Road Project, Submitted for the
Record by Hon. Haley M. Stevens................................ 152
Letter of April 14, 2021, from the Congressional Steel Caucus,
Submitted for the Record by Hon. Frank J. Mrvan................ 180
Letter of April 14, 2021, from the Agricultural and Food
Transporters Conference et al., Submitted for the Record by
Hon. Troy Balderson............................................ 187
Prepared statements from the following Members of Congress:
Hon. Sanford D. Bishop, Jr., a Representative in Congress
from the State of Georgia.................................. 189
Hon. Ted Budd, a Representative in Congress from the State of
North Carolina............................................. 190
Hon. Tony Cardenas, a Representative in Congress from the
State of California........................................ 191
Hon. Matt Cartwright, a Representative in Congress from the
Commonwealth of Pennsylvania............................... 191
Hon. Gerald E. Connolly, a Representative in Congress from
the Commonwealth of Virginia............................... 192
Hon. Charlie Crist, a Representative in Congress from the
State of Florida........................................... 193
Hon. Danny K. Davis, a Representative in Congress from the
State of Illinois.......................................... 196
Hon. Sylvia R. Garcia, a Representative in Congress from the
State of Texas............................................. 197
Hon. H. Morgan Griffith, a Representative in Congress from
the Commonwealth of Virginia............................... 197
Hon. Raul M. Grijalva, a Representative in Congress from the
State of Arizona........................................... 198
Hon. Jahana Hayes, a Representative in Congress from the
State of Connecticut....................................... 200
Hon. Kevin Hern, a Representative in Congress from the State
of Oklahoma................................................ 201
Hon. Carolyn B. Maloney, a Representative in Congress from
the State of New York...................................... 207
Hon. Carol D. Miller, a Representative in Congress from the
State of West Virginia..................................... 208
Hon. Jimmy Panetta, a Representative in Congress from the
State of California........................................ 208
Hon. Harold Rogers, a Representative in Congress from the
Commonwealth of Kentucky................................... 209
Hon. Michael F.Q. San Nicolas, a Delegate in Congress from
Guam....................................................... 212
Hon. Jackie Speier, a Representative in Congress from the
State of California........................................ 213
Hon. Filemon Vela, a Representative in Congress from the
State of Texas............................................. 214
[GRAPHICS NOT AVAILABLE IN TIFF FORMAT]
April 9, 2021
SUMMARY OF SUBJECT MATTER
TO: LMembers, Committee on Transportation and
Infrastructure
FROM: LStaff, Committee on Transportation and
Infrastructure
RE: LFull Committee Hearing on ``Committee on
Transportation and Infrastructure Members' Day''
_______________________________________________________________________
PURPOSE
The Committee on Transportation and Infrastructure (T&I
Committee) will meet on Wednesday, April 14, 2021, at 11:00
a.m. EDT in 2167 Rayburn House Office Building and via Zoom to
receive testimony related to ``Committee on Transportation and
Infrastructure Members' Day.'' Pursuant to Section 3(a) of H.
Res. 8, the purpose of this hearing is to provide Members of
Congress not on the T&I Committee an opportunity to testify
before the T&I Committee on the Member's policy priorities
within the Committee's jurisdiction.
BACKGROUND
T&I COMMITTEE JURISDICTION
The T&I Committee has broad jurisdiction over all modes of
transportation and numerous types of infrastructure programs
and funding, which is overseen as delineated below by six
subcommittees.
SUBCOMMITTEE ON AVIATION:
The Subcommittee on Aviation has jurisdiction over all
matters relating to civil aviation, including airport
infrastructure, the air traffic control system, aviation
safety, aviation noise, economic regulation of airlines,
international aviation relations of the United States, war risk
insurance, labor-management relations involving airlines and
their employees; and the operation and administration of the
Federal Aviation Administration (FAA) and the National
Transportation Safety Board (NTSB).
SUBCOMMITTEE ON COAST GUARD AND MARITIME TRANSPORTATION:
The Subcommittee on Coast Guard and Maritime Transportation
has jurisdiction over all matters relating to the Coast Guard,
including merchant vessel, fishing vessel, and recreational
vessel safety; vessel navigation and related laws; rules and
international arrangements to prevent collisions at sea; and
oil spill laws and associated financial responsibility
requirements.
The Subcommittee also has jurisdiction over matters
relating to the Maritime Administration, including ports,
passenger vessels, international maritime activities, and
intermodal transportation, except those matters related to
national security. Finally, measures relating to the Federal
Maritime Commission, including matters involving water carriers
in domestic and international trade, fall within the
Subcommittee's jurisdiction.
SUBCOMMITTEE ON ECONOMIC DEVELOPMENT, PUBLIC BUILDINGS, AND EMERGENCY
MANAGEMENT:
The Subcommittee on Economic Development, Public Buildings,
and Emergency Management is responsible for economic
development for economically distressed urban and rural areas,
including programs administered by the Economic Development
Administration, the Appalachian Regional Commission, the Delta
Regional Authority, and the Denali Commission; economic
adjustment, including assistance to communities needing relief
due to natural disasters and military base closures; and
general infrastructure issues.
Additionally, it has jurisdiction over the purchase,
construction, repair, alteration, operation, and maintenance of
federally owned or leased buildings and United States
courthouses controlled by the General Services Administration;
matters relating to the Capitol buildings and the Senate and
House office buildings; and construction, maintenance, and care
of the buildings and grounds of the Botanic Gardens, the
Library of Congress, the Smithsonian Institution, and the John
F. Kennedy Center for the Performing Arts.
Lastly, the Subcommittee covers Federal management of
emergencies and natural disasters, including disaster
mitigation, preparedness, response, and recovery.
SUBCOMMITTEE ON HIGHWAYS AND TRANSIT:
The Subcommittee on Highways and Transit is responsible for
the development of federal surface transportation policy and
the authorization of programs for the construction and
improvement of highway and transit facilities, highway and
transit safety, commercial motor vehicle and driver safety, and
research and innovation programs. Related to these
responsibilities, the Subcommittee has jurisdiction over the
following modal administrations and offices within the U.S.
Department of Transportation: Federal Highway Administration
(FHWA); Federal Transit Administration (FTA); Federal Motor
Carrier Safety Administration (FMCSA); National Highway Traffic
Safety Administration (NHTSA) (partial); Office of the
Assistant Secretary for Research and Technology; National
Surface Transportation and Innovative Finance Bureau; and
Office of the Secretary of Transportation (OST).
SUBCOMMITTEE ON RAILROADS, PIPELINES, AND HAZARDOUS MATERIALS:
The Subcommittee on Railroads, Pipelines, and Hazardous
Materials exercises jurisdiction over the programs and
activities of two U.S. Department of Transportation (DOT) modal
administrations: the Federal Railroad Administration (FRA), and
the Pipeline and Hazardous Materials Safety Administration
(PHMSA). The jurisdiction of the Subcommittee includes all
federal laws and programs regulating railroad transportation,
including railroad safety, rail infrastructure programs,
economic regulation, railroad labor laws, and the non-revenue
aspects of the federal railroad retirement and railroad
unemployment systems. The jurisdiction of the Subcommittee also
includes all federal laws and programs regulating the safety of
gas and liquid pipelines and the safety of transporting
material and freight that has been classified as hazardous,
regardless of the mode of transportation.
Agencies and other establishments outside the DOT whose
rail-related activities fall within the Subcommittee
jurisdiction include: Surface Transportation Board (STB);
Amtrak; Amtrak Inspector General (IG); Northeast Corridor (NEC)
Commission; Railroad Retirement Board (RRB); Railroad
Retirement Board Inspector General (RRB IG); National Railroad
Retirement Investment Trust; and National Mediation Board
(NMB).
SUBCOMMITTEE ON WATER RESOURCES AND ENVIRONMENT:
The jurisdiction of the Subcommittee on Water Resources and
Environment consists generally of matters relating to water
resources development, conservation and management, water
pollution control and water infrastructure, and hazardous waste
cleanup.
Issues under the Subcommittee include: water resources
programs (projects and regulations)--U.S. Army Corps of
Engineers (Corps); Clean Water Act, water infrastructure and
watershed protection programs--Environmental Protection Agency
(EPA); Clean Water Act, regulatory authorities--EPA and Corps;
Superfund and Brownfields revitalization--EPA; ocean dumping--
EPA and Corps; oil pollution--EPA and Coast Guard; Tennessee
Valley Authority (TVA); Great Lakes-Saint Lawrence Seaway
Development Corporation--DOT; National Resources Conservation
Service's Small Watershed Program--U.S. Department of
Agriculture; deepwater ports--EPA, Coast Guard, Corps;
invasive/aquatic nuisance species/harmful algal blooms--EPA,
Coast Guard, Corps, and other agencies; coastal pollution and
coastal zone management--EPA and National Oceanic and
Atmospheric Administration (NOAA); natural resource damages--
NOAA, Department of the Interior (DOI), and other agencies;
groundwater protection--primarily EPA and Corps; water
resources policy--multiple agencies; toxic substances and
public health--Agency for Toxic Substances and Disease Registry
(ATSDR); and boundary water issues between the United States
and Mexico--the International Boundary and Water Commission
(IBWC) at the U.S. Department of State.
COMMITTEE ON TRANSPORTATION AND INFRASTRUCTURE MEMBERS' DAY HEARING
----------
WEDNESDAY, APRIL 14, 2021
House of Representatives,
Committee on Transportation and Infrastructure,
Washington, DC.
The committee met, pursuant to call, at 11:06 a.m. in room
2167 Rayburn House Office Building and via Zoom, Hon. Peter A.
DeFazio (Chairman of the committee) presiding.
Mr. DeFazio. The Committee on Transportation and
Infrastructure will come to order.
I ask unanimous consent the chair be authorized to declare
a recess at any time during today's hearing.
Without objection, so ordered.
As a reminder, it is the responsibility of each Member
seeking recognition to unmute their microphone prior to
speaking, and to keep their microphone muted when not speaking
to avoid inadvertent background noise. If I hear any
inadvertent background noise, I will yell at you.
If a Member is experiencing any technical issues, please
inform committee staff as soon as possible so you can have
assistance.
And to put a document in the record, please have your staff
email documents to [email protected].
Welcome to our Members' Day hearing, which is an
opportunity for our House colleagues who do not serve on this
committee, the largest committee in Congress--but there are
still a few of you--to testify on either individual project
priorities or policy priorities that they would like to see in
the infrastructure package.
We must pass a surface transportation bill before October
1st of this year. We must. It has been far too long that we've
kicked the can down the road. Even with the last bill, the FAST
Act and predecessors, we need a much more robust program to
deal with our deficient, collapsing infrastructure.
This couldn't be happening at a more critical time. I think
it is really finally time to go big and bold, and to move
beyond the Eisenhower era of infrastructure. Essentially, we
are working off Eisenhower 7.0; it is time to move to a 21st-
century approach, an approach that will create millions of
good-paying jobs; restore global competitiveness; unleash our
economic potential; make people's lives better; communities
safer, more equitable, affordable, livable; and move--
critically, move our country toward a clean energy future, in
concert with the private sector, which is already moving that
way, and cut carbon pollution from transportation, which is the
single largest contributor to carbon pollution created by the
United States of America.
Many of these goals have been before us and have been an
aspiration of many of us on this committee for years. And last
year it was reflected in the very ambitious Moving Forward Act
that we passed in the House, with our section being the INVEST
Act, the largest single section of that bill.
So after fits and starts in Congress in recent
administrations--President Obama killed a major surface bill 12
years ago, President Trump held seven fake infrastructure
weeks. It became a bad joke in DC, something like ``Groundhog
Day,'' I guess. And even though we passed an ambitious bill in
the House, the Senate could do nothing but status quo, and it
was even hard to get them to status quo. That can't continue.
It is not just that we need to modernize what we have, and
build for the future, we also have to consider that, despite
recent improvements in the economy, we are still down more than
8 million jobs in the economy. And that is using the defective
current measures, which doesn't include discouraged workers and
others who would like to have good-paying jobs working on
rebuilding the Nation's infrastructure, given the proper
training. So there is, obviously, going to be a worker training
component to this, too.
I support the President's American Jobs Plan. Thus far it
is a 25-page outline. We have been in constant communication
with the White House and Department of Transportation,
receiving suggestions from them on further steps. And now it
will be up to us to put the details in place. A large portion
of the plan that will benefit communities of all sizes, all
sizes, from major metropolitan areas, mid-sized cities, and
rural areas who have been often left behind in our past
attempts at infrastructure, and the jobs components that could
follow from this.
I represent a district in southwest Oregon where the
benefits have not flowed to a very large portion of my
district, and they have tremendous infrastructure needs there.
Small cities and rural areas have transit needs with
communities aging in place. All those things are addressed in
this bill.
Social equity is addressed in this bill. The President has
proposed a new program to deal with the fact that there was
intentional design to divide communities of color because there
was less resistance to, or less capability of resisting,
freeways which divided communities through cities in those
communities. Now that infrastructure is aging out. He pointed
out one in his address, which is in New Orleans. It is a
skyway. It is going to fall down soon. We got to replace it. It
could be replaced in a way that rejoins that community,
restores social equity and vibrancy to that community, and
continues to, in better ways, facilitate the same or better
throughput of traffic.
So we have some very, very unique opportunities for me. We
don't always agree on this committee, but we share a lot of
goals, regardless of which side of the aisle you are on. We
have a proven track record of achieving results, and now we are
inviting all of our House colleagues to join as we demonstrate
to the American people that their Government is still capable
of working together, taking responsible action to complete
critical projects, create good-paying jobs, bolster U.S.
industry, save lives, preserve affordable access to
transportation and water infrastructure, protect our natural
resources, make smart investments--21st-century investments--to
mitigate and adapt to climate change.
And thanks to all the Members today who are going to come
before the committee.
[Mr. DeFazio's prepared statement follows:]
Prepared Statement of Hon. Peter A. DeFazio, a Representative in
Congress from the State of Oregon, and Chair, Committee on
Transportation and Infrastructure
Welcome to our Members' Day Hearing, which is an opportunity for
our House colleagues to appear before the Committee to testify about
their infrastructure priorities. As of this morning more than 70
members, both Democrat and Republican, have signed up to speak, a
pretty good indication of the appetite for action.
Of course, this hearing could not be happening at a more critical
time. After decades of underinvestment and inattention to the state of
our nation's roads, bridges, transit, rail, wastewater and so much
more, the stars have aligned to go big and bold on infrastructure and
finally bring our systems out of the Eisenhower era. This is a moment
more than 70 years in the making, and if done right, it's an incredible
opportunity to:
Create millions of good-paying jobs and rebuild the
middle class;
Restore our global competitiveness and unleash our
economic potential;
Make people's lives better and our communities safer and
more equitable, affordable, and livable;
And critically, move our country toward a clean energy
future in concert with the private sector--which is already moving that
way--and cut carbon pollution from the transportation sector, which is
the number one source of emissions in the United States.
These goals are something my Committee colleagues and I have worked
on a lot over the years--and it culminated in our very ambitious bill,
the Moving Forward Act, that we passed in the House last year.
Unfortunately, that effort hit a brick wall in the Republican-led, Do-
Nothing Senate.
So, after fits and starts in Congress and in recent
administrations--including the seven fake Infrastructure Weeks under
the previous White House--I'm incredibly encouraged by the fact that
the current administration has made rebuilding our infrastructure a top
priority.
It's not just that we need to modernize what we have and build for
the future: We must also consider that despite recent improvements in
the economy, the fact is, we're still down more than 8 million jobs
compared to pre-pandemic levels. And even well before the pandemic,
this country has suffered from a lack of good-paying, middle class
jobs. I strongly believe that rebuilding and re-imagining our
infrastructure is hands down the best tool we have to usher in American
manufacturing's second act.
That's why I support the president's American Jobs Plan, which
gives Congress the broad strokes of where the administration wants to
go.
It's now up to this Committee to put the details into place on a
large portion of that plan in a way that benefits communities of all
sizes, from major metropolitan areas, to mid-sized cities, to rural
communities, like much of the district I represent in Southwest Oregon.
Americans across this country absolutely want Congress to act. That
much is clear.
That effort moves forward with today's hearing, which will help
inform our must-pass surface transportation reauthorization bill, which
is the heart of any infrastructure plan and something I intend to
introduce and move through this Committee in a matter of weeks.
I appreciate the Committee's Ranking Member Sam Graves for our
ongoing dialogue and for working with me on including Member Designated
Projects in our surface bill. Making sure members can directly advocate
for their districts--as we'll hear a lot of today--is key. Just like I
know my district better than someone at a federal agency and am held
accountable by my constituents, so do the members we'll hear from
today.
I know that Members of our Committee share a lot of goals,
regardless of which side of the aisle you're on, and we have a proven
track record of achieving results. Now we invite all of our House
colleagues to join as we demonstrate to the American people that their
government is still capable of working together and taking responsible
action to complete critical projects, create good paying jobs, bolster
U.S. industries, save lives, preserve affordable access to
transportation and water infrastructure, protect our natural resources,
and make smart investments to mitigate and adapt to climate change.
Thank you to all Members who have made time to come before the
Committee today. I look forward to your testimony.
Mr. DeFazio. With that, I recognize the ranking member, Sam
Graves.
Mr. Graves of Missouri. Thank you, Mr. Chairman. I
appreciate the opportunity, I appreciate the hearing, as well,
and I look forward to hearing from all of our Members about
their policy priorities ahead of our upcoming surface
transportation markup that is going to happen in May.
We ultimately want to work together on a bipartisan bill,
but that does require commitment from both sides.
But I do appreciate my colleagues taking the time to be
with us today. I think we have a lot that are going to testify,
and so I am not going to take up any more time. But I do
appreciate them taking the time.
[Mr. Graves of Missouri's prepared statement follows:]
Prepared Statement of Hon. Sam Graves, a Representative in Congress
from the State of Missouri, and Ranking Member, Committee on
Transportation and Infrastructure
Thank you, Chair DeFazio.
I look forward to hearing from Members about their policy
priorities ahead of our upcoming surface transportation markup in May.
We ultimately want to work together on a bipartisan bill, but that
requires a commitment from all sides.
I appreciate my colleagues taking time to visit with us today and
thank you again for being here.
With that, I yield back.
Mr. Graves of Missouri. With that, I yield back.
Mr. DeFazio. Well, I thank the gentleman for his brevity.
He has outshone me there. But in any case, I look forward to
working with him, and we look forward to hearing from our
colleagues.
So Members appearing before the committee today will have 5
minutes to give their oral testimony.
Without objection, their written statements will be
included in the record.
Given the number of Members appearing before the committee
today, and out of consideration for our colleagues' time, I ask
unanimous consent that members of the committee be given 2
minutes each to question our Member witnesses following their
statements.
Without objection, so ordered.
As we go through the hearing, I will call out the order of
the new witnesses, so Members can be prepared to testify when
recognized.
The first witnesses will be Representatives Lofgren,
Wittman, Kaptur, Larson--s-o-n--and Blumenauer.
With that, Representative Lofgren, you are recognized for 5
minutes.
TESTIMONY OF HON. ZOE LOFGREN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Ms. Lofgren. Thank you, Mr. Chairman and Ranking Member
Graves, for this opportunity to participate. My statement today
focuses on reconciling the needs of growing residential
communities and cities with increased rail activity.
Congress has long recognized the benefits of rail as a
means of mass transit and efficient shipping. However, as
cities become more densely populated, and rail traffic
increases, I urge the committee to examine the need for reforms
in this area to ensure that railroad companies do not pose an
extreme nuisance or, even worse yet, a danger to the
communities they pass through.
The historic San Jose neighborhoods of Japantown and
Hensley in my district are located along the Union Pacific
Railroad Warm Springs Corridor. In 2018, Union Pacific told the
community that they were going to increase services throughout
the day and add train service at night. And since February 1st
of 2019, Union Pacific has been running trains in the area at
nighttime, including but not limited to 5:30 p.m., 7 p.m., 10
p.m., 11:30 p.m., 12:30 a.m., 2 a.m., and 4 a.m.
And, as required by the FRA, conductors use their horns in
a standardized manner. When approaching street crossings, they
blast four horn blasts that are between 96 and 110 decibels.
This is the equivalent of the sound of a jet taking off, or a
rock concert. The train horn severely disrupts evening
activities. They wake up residents on a nightly basis.
There are approximately 11,415 residents living in the
impacted area. And with additional housing that was approved
prior to the expansion of rail service, there will be thousands
more.
In 2020 the pandemic further compounded the problem as
constituents complied with stay-at-home orders. In addition to
lowering productivity, the effects of noise pollution, sleep
deprivation, and stress are known to have long-term health
consequences.
Local and State-elected officials, community members, and
even my office have made attempts to discuss the schedule
change and train horn noise issue with UP. In fact, the mayor
of San Jose and I spoke to the chairman of Union Pacific to no
avail.
Due to FRA requirements to use the train horn in
residential areas, and the lack of legal obligations on
railroad companies to make schedule modifications, even in
circumstances such as the one described, Union Pacific has
continued to carry out its increased service schedule.
Train horns are an important element in preventing injuries
and fatalities. But, as evidenced by the thousands of calls and
letters I have received from my constituents in the last 3
years, they can also be detrimental to the community.
I urge the committee to examine new and emerging
technologies and methods that could be used to mitigate the
negative impact of horns on communities near railroad tracks
and alternatives to traditional horns.
And I also urge you to look at the increase in train
activities in growing communities like the ones in my district,
which pose a significant safety risk.
San Jose's Japantown is one of the last three surviving
Japantowns in the United States, and a popular destination for
both locals and the region. It is known for its rich culture
and unique small businesses. There are several high-density,
mixed-use developments around the rail crossings in this area,
which cause an influx of pedestrian and vehicular activities.
The city of San Jose and local residents have shared
concern about the lack of sufficient rail crossing safety
measures as train service in the area has increased. One of the
crossings is lacking complete railroad crossing vehicle gates,
and all of the crossings are lacking pedestrian treatments,
which is why I will be seeking Member-designated project
request assistance from the committee to allow the city to
build out the superior safety measures that will reduce the
potential for train incidents with vehicles and pedestrians.
I thank the committee for allowing me to speak, and also I
know that it is a long day for committee members to listen to
your colleagues. But it is appreciated that you would take this
time to listen to us, who are not on the committee, but have
issues of concern to you.
And with that, Mr. Chairman, I yield back.
[Ms. Lofgren's prepared statement follows:]
Prepared Statement of Hon. Zoe Lofgren, a Representative in Congress
from the State of California
Thank you Chairman DeFazio and Ranking Member Graves for the
opportunity to participate in today's hearing.
My statement today focuses on reconciling the needs of growing
residential communities and cities with increased rail activity.
Congress has long recognized the benefits of rail as a means of mass
transit and efficient shipping. However, as cities becomes more densely
populated and rail traffic increases, I urge the Committee to examine
the need for reforms in this area to ensure that railroad companies do
not pose an extreme nuisance, or worse yet danger, to the communities
they pass through.
The historic San Jose neighborhoods of Japantown and Hensley in my
district are located along the Union Pacific Railroad (UPRR) Warm
Springs Corridor. In 2018, UPRR informed the community of plans to
increase service throughout the day and to add train service at night.
Since February 1, 2019, UPRR has been running trains in the area at
the nighttime hours including but not limited to 5:30 pm, 7:00 pm,
10:00 pm, 11:30 pm, 12:30 am, 2:00 am, and 4:00 am. As required by the
Federal Railroad Administration (FRA) train conductors use their horns
in a standardized manner when approaching street crossings, emitting
four horn blasts that are between 96 and 110 decibels. This is
equivalent to the sound of a jet taking off or a rock concert. The
train horns severely disrupt evening activities and wake up area
residents on a nightly basis. There are approximately 11,415 residents
living in this impacted area. In 2020, the pandemic further compounded
the problem, as my constituents complied with the stay-at-home order.
In addition to lowering productivity, the effects of noise pollution,
sleep deprivation, and stress are known to have long-term health
consequences.
Local and state elected officials, community members, and even my
office have made attempts to discuss the schedule change and train horn
noise issue with UPRR. But, due to FRA requirements to use the train
horn in residential areas and the lack of legal obligations on railroad
companies to make schedule modifications even in circumstances such as
the ones described, UPRR has continued to carry out its increased
service schedule.
Train horns serve an important purpose in preventing tragic rail
injuries and fatalities. But, as evidenced by the thousands of calls
and letters I have received from my constituents about them in the last
three years, they can also be detrimental to communities. I encourage
the Committee to examine new and emerging technologies and methods that
can be used to mitigate the negative impact of horns on communities
near railroad tracks and alternatives to traditional train horns.
The increase in train activity in growing communities like the ones
in my district also poses a significant safety risk. San Jose's
Japantown is one of the last three surviving Japantowns in the United
States and a popular destination for both locals and the region known
for its rich culture and unique small businesses. There are several
high-density mixed-use developments around the rail crossings in this
area that are anticipated to complete construction this year. There
will also be over 19,000 square feet of retail and a public park,
causing an influx of pedestrian and vehicular activity in this area.
The City of San Jose and local residents have shared concerns about
the lack of sufficient rail crossing safety measures as train service
in the area has increased. One of the crossings is lacking complete
railroad crossing vehicle gates. All the crossings are lacking
pedestrian treatments. This is why I will be seeking Member Designated
Project Request funding from the Committee to allow the City to build
out the superior safety measures that will reduce the potential for
train incidents with vehicles or pedestrians.
Thank you.
Mr. DeFazio. I thank the gentlelady. Do Members, any
Members, have questions for Representative Lofgren?
Seeing none, thank you very much for your testimony, I
appreciate it.
We now move on to Representative Wittman.
TESTIMONY OF HON. ROBERT J. WITTMAN, A REPRESENTATIVE IN
CONGRESS FROM THE COMMONWEALTH OF VIRGINIA
Mr. Wittman. Well, thank you, Chairman DeFazio and Ranking
Member Graves.
And I represent the First Congressional District of
Virginia, which is home to some of the most unique traffic
challenges in the country. The First Congressional District
spans the I-95 corridor in northern Virginia, including the
worst traffic hotspot in the Nation, all the way down to the
Northern Neck and Middle Peninsula, which includes the most
neglected rural roads and bridges in Virginia.
Furthermore, the National Capital region is also home to
one of the most strained public transportation networks in the
country, which includes the Virginia Railway Express, Metro,
Amtrak, and Ronald Reagan International and Dulles
International Airports.
Moreover, the Port of Virginia, which services all 48
contiguous States, also faces an urgent need for expansion.
Addressing congestion along the I-95 corridor is essential.
I believe the Federal Government can address those issues by
providing adequate resources in order to leverage the State's
investments. Congress must prioritize public-private
partnerships and innovative, modern-day technologies.
An important component of reducing traffic congestion in
northern Virginia is commuter rail. Long Bridge, which spans
the Potomac River between Virginia and DC, is a critical
gateway between Southeast and Northeast rail networks.
Constituents in my district rely on the services of the VRE and
Amtrak to commute throughout DC and northern Virginia. Owned
and operated by CSX, the existing Long Bridge is the only
railroad bridge connecting Virginia to DC and is the most
significant passenger and freight rail choke point along the
entire east coast.
Under normal circumstances, the bridge functions at 98
percent capacity during peak periods, preventing DC, Virginia,
and Maryland from increasing passenger and commuter rail
service for their communities.
Last month, Virginia and CSX finalized a landmark agreement
to expand reliability and service on Virginia's rail lines,
creating a pathway to separate passenger and freight operations
along the Richmond to DC corridor. This $3.7 billion investment
included building a new Virginia-owned Long Bridge across the
Potomac River, with dedicated tracks for passenger and commuter
rail.
As a requirement for the Long Bridge project to proceed,
Virginia needed to acquire land from the National Park Service.
Fortunately, the Consolidated Appropriations Act of 2021
included my bill, the Long Bridge Act of 2020, which allows the
necessary transfer of National Park Service lands for the Long
Bridge project.
The Port of Virginia is one of the largest and busiest
ports on the eastern seaboard, and it urgently needs to be
deepened, widened, and expanded so its channels can accommodate
today's larger ships. The Port of Virginia is one of the
Commonwealth's most powerful economic engines. On an annual
basis, the port is responsible for more than 400,000 jobs and
$92 billion in spending across our Commonwealth.
Furthermore, the Port of Virginia generates more than 7\1/
2\ percent of our gross State product. But the port's true
reach extends throughout the mid-Atlantic and into the Midwest
and Ohio Valley.
The deepening and widening of Norfolk Harbor will ensure
the continued safe and timely passage of larger commercial and
military vessels through Norfolk Harbor. Public and private
non-Federal interests have invested billions of dollars on
landside infrastructure and are prepared to provide their cost
share to complete this crucial navigation project in a timely
manner. In order to remain on schedule, the Norfolk Harbor and
Channel Project requires a ``new start'' designation, and
robust Federal investment to fully fund the Inner Harbor
contract and match the non-Federal cost share.
Federal investment in this project will allow the port to
remain a prominent economic hub for the Nation, and a key
player in domestic and international trade by generating more
than $78 million in annual national economic development
benefits.
The Interstate 64 corridor is the lifeline connecting the
economic and military hub of Hampton Roads to the rest of the
Commonwealth and to the world. I-64 is a significant
transportation corridor, allowing residents to commute daily,
and providing easy access to tourism attractions throughout the
region. The I-64 Peninsula Widening Project in the Hampton
Roads area is vital to increase vehicle capacity, resulting in
immediate congestion relief along one of the most heavily
traveled highways in Virginia. Widening I-64 is essential for
increased economic development in the Hampton Roads region, and
directly supports the transportation of freight lines from the
Port of Virginia.
It is essential also for military readiness by providing
access to, from, and between military facilities, and is an
essential emergency evacuation route during hurricane events
affecting southeast Virginia and northeast North Carolina.
As for our need for infrastructure increases, so too do the
demands for a skilled and capable workforce. Placing more
emphasis on science, technology, engineering, and math, and
career and technical education is needed to help better prepare
our students to meet the demands of our workforce.
Addressing America's transportation infrastructure is a
shared responsibility between Federal, State, and local
governments.
Chairman DeFazio and Ranking Member Graves, thank you for
allowing me to testify before you today, and I look forward to
working with you and the rest of the committee to improve
America's infrastructure.
[Mr. Wittman's prepared statement follows:]
Prepared Statement of Hon. Robert J. Wittman, a Representative in
Congress from the Commonwealth of Virginia
Chairman DeFazio and Ranking Member Graves,
I represent the First District of Virginia, which is home to some
of the most unique transportation challenges in the country. The First
District spans the I-95 Corridor in Northern Virginia, including the
worst traffic hotspot in the nation, all the way down to the Northern
Neck and Middle Peninsula, which includes the most neglected rural
roads and bridges in Virginia.
Furthermore, the National Capital Region is also home to one of the
most strained public transit networks in the country, which includes
the Virginia Railway Express (VRE), METRO, Amtrak, Ronald Reagan
International (DCA) and Dulles International (IAD) Airports. Moreover,
the Port of Virginia, which services all 48 contiguous states, faces an
urgent need for expansion.
Addressing congestion along the I-95 corridor is essential. I
believe the federal government can address those issues by providing
adequate resources in order to leverage the state's investments.
Congress must prioritize public-private partnerships and innovative
modern-day technologies.
An important component to reducing traffic congestion in Northern
Virginia is commuter rail. Long Bridge, which spans the Potomac River
between Virginia and DC, is a critical gateway between southeast and
northeast rail networks. Constituents in my district rely on services
of the VRE and Amtrak to commute throughout DC and Northern Virginia.
Owned and operated by CSX, the existing Long Bridge is the only
railroad bridge connecting Virginia to DC and is the most significant
passenger and freight rail choke point along the entire east coast.
Under normal circumstances, the bridge functions at 98% capacity during
peak periods, preventing DC, Virginia, and Maryland from increasing
passenger and commuter rail service for their communities. Just last
month, Virginia and CSX finalized a landmark agreement to expand
reliability and service on Virginia's rail lines, creating a pathway to
separate passenger and freight operations along the Richmond to DC
corridor. This $3.7 billion investment included building a new
Virginia-owned Long Bridge across the Potomac River, with dedicated
tracks for passenger and commuter rail. As a requirement for the Long
Bridge Project to proceed, Virginia needed to acquire land from the
National Park Service. Fortunately, the Consolidated Appropriations Act
of 2021 included my bill The Long Bridge Act of 2020, which allows the
necessary transfer of National Park Service lands for the Long Bridge
Project.
The Port of Virginia, one of the largest and busiest ports on the
eastern seaboard, urgently needs to deepen, widen, and expand its
channels. The Port of Virginia is one of the Commonwealth's most
powerful economic engines. On an annual basis, the Port is responsible
for more than 400,000 jobs and $92 billion in spending across our
Commonwealth. Furthermore, the Port of Virginia generates more than
seven and a half percent of our Gross State Product, but the Port's
true reach extends throughout the Mid-Atlantic and into the Midwest and
Ohio Valley. The deepening and widening of Norfolk Harbor will ensure
the continued safe and timely passage of larger commercial and military
vessels through Norfolk Harbor. Public and private non-federal
interests have invested billions of dollars on landside infrastructure
and are prepared to provide their cost share to complete this crucial
navigation project in a timely manner. In order to remain on schedule,
the Norfolk Harbor and Channel Project requires a New Start Designation
and robust federal investment to fully fund the Inner Harbor contract
and match the non-federal cost share. Federal investment in this
project will allow the Port to remain a prominent economic hub for the
nation and a key player in domestic and international trade by
generating more than $78 million in annual national economic
development benefits.
Interstate 64 (I-64) corridor is the lifeline connecting the
economic and military hub of Hampton Roads to the rest of the
Commonwealth and the world. I-64 is a significant transportation
corridor allowing residents to commute daily and providing easy access
to tourist attractions throughout the region. The I-64 Peninsula
Widening Project in the Hampton Roads area is vital to increase vehicle
capacity, resulting in immediate congestion relief along one of the
most heavily traveled highways in Virginia. Widening I-64 is essential
for increased economic development in the Hampton Roads Region and
directly supports the transportation of freight from the Port of
Virginia. It is essential for military readiness by providing access
to, from, and between military facilities, and is an essential
emergency evacuation route during hurricane events affecting southeast
Virginia.
As our need for infrastructure increases, so too do the demands for
a skilled and capable workforce. Placing more emphasis on Science,
Technology, Engineering, and Math (STEM) and Career and Technical
Education (CTE) is needed to help better prepare our students to meet
the demands of our workforce.
Lower population density in rural areas often leads to lower
ridership for fixed transit routes and a smaller tax base to fund
maintenance and repair of transportation systems. The lack of
investment in infrastructure in rural communities coupled with
increasing use of rural roads over time has also affected
transportation safety. The U.S. Department of Transportation's Federal
Highway Administration (FHWA) estimates that 40 percent of roads in
rural areas are ``inadequate for current use travel,'' while nearly 50
percent of bridges over 20 feet long are currently considered
``structurally deficient.''
Long distances are a key barrier for many people living in rural
areas. Average trips for medical services are about nine miles longer
in rural regions. Those with a personal vehicle can be adversely
affected by rising gas prices, making longer trips more expensive.
Access to safe and reliable transportation impacts the health and well-
being of rural populations. Reliable transportation is necessary for
accessing healthcare services in rural communities, particularly in
communities where walking or cycling may not be feasible alternatives
to reach a healthcare provider. Barriers to transportation can result
in missed healthcare appointments, delays in receiving healthcare
interventions, and missed or delayed use of needed medications. The
challenge of accessing medical care in rural America hinders the
elderly, low-income, disabled, and special needs individuals,
particularly not having enough affordable options for disability
accessible non-emergency vehicles. Any additional funding and a greater
emphasis for connecting rural Americans to health centers to allow for
greater flexibility of appointment schedule would be appreciated.
Moreover, the overall condition of our secondary roads is
deteriorating. For example, some roads in rural parts of Virginia's
First Congressional District are not wide enough for two vehicles to
pass simultaneously. The narrowness causes one vehicle to leave the
pavement and continue onto gravel or natural surfaces that cause damage
to the physical condition of the vehicle. In many places, the crown in
the road is so bad that the only way a school bus can travel through is
to wait until there are no oncoming traffic and drive down the middle
of the narrow road straddling the crown in the road. Additionally, the
potholes, cracks, and road depressions cause major vehicle damage. The
poor condition of our secondary roads impacts our region's agritourism.
During peak seasons, agritourism farms can have hundreds of children a
week visit for field trips from surrounding school districts. Another
set of challenges that rural Virginia localities face is project
prioritization and technical assistance for application processes.
I want to draw attention to the Robert O. Norris Bridge, maintained
by the Virginia Department of Transportation. The Norris Bridge spans
the Rappahannock River between Lancaster County and Middlesex County,
Virginia. The Norris Bridge is now in its seventh decade of operation.
At its completion, the bridge serviced an average of 1,000 vehicles per
day, now according to surveys, the bridge services 8,208 vehicles on an
average weekday. Overtime, faced with the wear and tear of the elements
along with the increase in traffic, the replacement of the Norris
Bridge has not only become a necessity for the transportation of
commerce within the region, but also the safety of the motorists who
travel it. The existing Norris Bridge crosses the widest and deepest
part of the Rappahannock River in Virginia. Recreational boaters and
commercial vessels within the area navigate the channel underneath the
bridge daily. After hearing from my constituents, any reduction on
vertical or horizontal clearances would significantly alter the state
of boat traffic transitioning underneath the bridge.
Lastly, expanding access to high-speed internet is critical to our
nation's growth and economic development. As Co-Chair of the House
Rural Broadband Caucus I have made expanding broadband access in rural
areas a top priority. Currently, burdensome regulations hinder shovel-
ready projects from providing broadband access to unserved populations
throughout the country. By streamlining our federal permitting
processes, Congress can help better connect the more than 20 million
Americans with little or no access to broadband, to the digital
economy.
Addressing America's transportation infrastructure is a shared
responsibility between federal, state, and local governments.
Chairman DeFazio and Ranking Member Graves, thank you for allowing
me to testify before you today. I look forward to working with you and
the rest of the committee to improve America's infrastructure.
Mr. DeFazio. I thank the gentleman. Any Members have
questions?
I would just reflect we had a very compelling testimony by
the Secretary of your DOT on the rail commuter project, and the
cost-benefit analysis between that and widening the freeway--
which would have ultimately been as congested--was
extraordinary, and a good and new way to look at
infrastructure. And I would refer your concerns about the
harbor to the Water Resources Development Act, which we have
begun work on, and reauthorize every 2 years.
With that, I thank the gentleman for his testimony. We now
turn to Representative Kaptur.
TESTIMONY OF HON. MARCY KAPTUR, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OHIO
Ms. Kaptur. Thank you, Mr. Chairman and members of the
committee, for this very fine opportunity. Thank you for your
work, first of all.
I have seven proposals I would like to present to the
committee but will summarize very quickly.
First of all, upgrading Amtrak's long-distance routes. I
want to applaud your committee for including my floor
amendments last year expressing concern for proposed cuts to
long-distance Amtrak routes. And I support emergency funding,
which Congress included, for long-distance routes.
But I am concerned that recent proposals floated by Amtrak
to expand short- and medium-term distance service may ignore
current long-distance routes in the system. And regionally,
from the Great Lakes, I must express the view that Amtrak must
first enhance the Cleveland to Chicago route, and then explore
opportunities for short- or medium-distance service along these
routes.
Number two, I would like to strengthen regional
transportation planning and financing. Regional transportation
planning organizations have been in existence now for about
half a century. It is time to empower those organizations
serving large metropolitan counties and regions by authorizing
and testing a pilot program to allow them to bond public as
well as public-private sector regional projects at some level
by retaining a portion of proceeds from the gas tax or other
transport-related fees to enhance their ability to carry
forward regional projects in a more timely manner.
Third, I would like to improve U.S.-Canada multimodal
investments. Improving multimodal planning cooperation along
the U.S.-Canadian border presents binational opportunities.
Canada is the largest U.S. trading partner, with Canada
accepting annually nearly $278 billion of U.S. exports. The
Department of Transportation should more effectively utilize
regional MPOs to undertake an enhanced binational, multimodal
transportation corridor planning study, along with Canadian
border counterparts.
Number four, I would like to ask the committee to consider
enhanced interstate easements. A long, time-tested U.S.
interstate such as I-80/90 in conjunction with relevant States
that operate turnpikes, such as New York, Pennsylvania, Ohio,
Indiana, to name four, I believe the Department of
Transportation should study these transport corridors and their
public easements for the potential to accommodate dual uses or
quadruple uses vital to our Nation, such as modern grid, clean
power, broadband, autonomous vehicles, light rail, and
breakthrough technologies like Hyperloop, suspended overhead
transport, and onsite solar and wind turbine power production.
Fifth, I would like to suggest that the committee consider
assisting localities with electric vehicle transition in new
maintenance garages with enhanced training for the mechanics
that will have to do this work.
Let me address these major infrastructure challenges as we
convert and use new vehicles, buses, and equipment in the
massive public fleets of our country.
First, our Nation must help build clean, well-ventilated,
public maintenance, transit, and service repair garages,
especially in metropolitan areas, where thousands of vehicles
are involved.
Let me draw your attention to these often neglected, poorly
ventilated public service and public maintenance garages in
some cities and transit systems across our country. Our Nation
is asking mechanics in these locations to convert and service
major fleets: fire engines, ambulances, refuse trucks, street
sweepers, graders, snowplows, millions of police cars and
buses, to name just a few.
As I testify today, I can guarantee mechanics across our
country suffer from pulmonary conditions and cancers contracted
from working in these unhealthy situations from a lingering
diesel and carbon transport era. The skilled individuals who
work on these new-age vehicles too often work in conditions not
worthy of the 21st century.
And I can guarantee you that working on electric vehicles
with new battery technologies, more computers, as well as the
potential for fires is different than working on conventional
engines. Special training for service personnel who do that
difficult work must attend to conversion and use to avoid
electrocution and many other fires that result from battery
technology. So pressing concerns for the workplace is high on
my priority list, and must proceed hand-in-hand with the clean
energy age.
I am submitting for the record a chart that ranks every
congressional district by median income of household. I would
ask the committee to begin by prioritizing those communities
that rank in the bottom third for better maintenance garages
and for train mechanics.
[The information follows:]
Chart, U.S. Median Household Income per Congressional District,
Submitted for the Record by Hon. Marcy Kaptur
Ms. Kaptur. Finally, I would like to propose creating
attention to the Great Lakes region, and I look forward in the
future to presenting the committee with two proposals, one to
augment the authorities of the Great Lakes St. Lawrence Seaway
Development Corporation and, more boldly, to create a Great
Lakes Authority. The region's five Great Lakes are the source
of 21 percent of the world's fresh surface water, and about 95
percent of our country's available fresh surface water.
If the Great Lakes were a nation, it would be the third
largest economy in the world, with a GDP of more than $6
trillion. Yet before our eyes, they are succumbing to an
ecological disaster of epic proportions, and an economy that
struggles to reinvent itself. So for the 21st century, the
Great Lakes needs what the South had with the Tennessee Valley
Authority, or the West got when the Federal Government created
the Bureau of Reclamation.
I thank you very much and look forward to working with you
as we look forward through the windshield. I yield back.
[Ms. Kaptur's prepared statement follows:]
Prepared Statement of Hon. Marcy Kaptur, a Representative in Congress
from the State of Ohio
Let me express my deep appreciation for your invitation to testify
before the Transportation and Infrastructure Committee. Our nation is
in transition, and your committee is at the helm in ensuring
transportation investments are prioritized for 21st century needs.
Today I will highlight the need for the surface transportation to
support investments in four areas (1) regional funding equity; (2)
workforce development in electric vehicle transition; (3) emerging
technologies such as Hyperloop; and (4) Amtrak's long distance routes.
1) Regional Funding Equity, Support Local Control of Funding
Recommendation: Support Higher Allocations for Metropolitan Planning
Organizations in H.R. 2
The redrafted H.R. 2 should support increased local funding. In
Ohio, the MPO's receive a sliver of overall federal support. State DOTs
have the largest allocation of Ohio gas tax dollars. These MPO's are
plugged in to the local decision-making, and have a critical role to
the future of regional development.
Graphic produced by the Northeast Ohio Areawide Coordinating Agency
(NOACA)
Nationally, the urban and rural divide is dramatic. According to a
2018 analysis by CRS which reviewed the percentage of Good, Fair, and
Poor Ride Quality, the 2016 average ``good'' ride quality in urban
areas was 27% and in rural areas, 49%. This difference, a 22% better
ride quality in rural areas means rural gas tax users are getting a
better return on their investment.
In a state like Ohio, where the population and a large share of the
gas tax dollars are produced in urban centers, the equitable solution
is to localize a larger share of funding decisions. The updated surface
transportation bill should allocate an increased share of funds to
MPO's, which would allow more funding decisions according to local
needs.
2) Workforce Development, Electric Vehicles
Recommendation: Explicitly Mention EV Transition in the FTA workforce
development mission
I support a strategic focus for workforce development at the
Department of Transportation. With the Build Back Better agenda, this
administration has begun to refocus on the importance of electric
transition.
The data on this issue is clear, the transition has already begun--
huge segments of the market are changing, and electric and hybrid
vehicles are the future in all sectors of the market. From nearly zero
EV vehicles sold in 2010, to 400,000 produced in 2018. And with new
infrastructure proposals from the Biden Administration, I am hopeful
that a new day is here.
Source: 2018 CRS Report,. 2000-2018 U.S. Annual Hybrid Electric Vehicle
and Plug-In Electric Vehicle Sales,: Oak Ridge National Laboratory
(ORNL), Transportation Energy Data B
Nonetheless, we have tremendous work to accomplish. Last year, your
committee recognized the short-sited perspective of DOT on workforce
development, and specifically included workforce development
provisions. I support Sec. 2601, the National transit frontline
workforce training center in H.R. 2. This center will be a first step
in preparing frontline transit workers for the transition to, and
adoption of 21st century technologies across our transportation system.
However, frontline worker assistance is just a first step. The issues
facing transit agencies are enormous and require a systematic approach
for the Federal Transit Administration (FTA) and National Highway
Traffic Safety Administration (NHTSA).
In 2019, the GAO issued a report indicating that no transit
specific workforce development strategy exists. It pointed out that FTA
had not developed transit-specific workforce projections, and that the
workforce development strategy lacks a strategic or holistic approach.
GAO's conclusions are even more troubling when you drill down into the
transition for electric vehicle adoption. Transit agencies and the
working men and women at the front lines, the skilled workforce
rebuilding the buses, operating the switches, and maintaining the
infrastructure of the agencies, face real questions that we must begin
to confront. There is an existential threat posed by the transition to
electric vehicles for transit agencies. The structure of transit agency
maintenance system, the workforce development pipeline, and the skills-
based knowledge for the workforce is vulnerable during the upcoming
fleet transition.
These transit agencies, the unions and our nation need a strategic
vision for helping transit agencies prepare for this future. I am
therefore hopeful that the committee will be more explicitly include
electric vehicle transition into the workforce challenges faced by
frontline workers. I encourage the committee to more exilically
recognize that NHTSA and FTA must provide guidance, and a roadmap for
agencies to build a more resilient workforce that can confront this
transition.
3) Emerging Technologies
Support the NETT Council and Hyperloop Technologies
The Department of Transportation has also stood up an exciting New
and Emerging Technologies (NETT) Council. This office has a cross
cutting purpose and deserves congressional support. This office
provides a strategic and long-term opportunity to support technologies
like Hyperloop. Progress is at hand. For instance, last year, the
Department of Energy conducted a study on the grid impacts of
installing a Hyperloop system. I believe DOT has an important
regulatory and leadership role to help guide Hyperloop ensure that one
day, a commuter passenger can travel from Downtown Toledo to downtown
Chicago in a matter of minutes.
4) Amtrak
Include a Policy Statement Opposing Cuts to Amtrak Long Distance Routes
I also applaud the committee for including my floor amendment last
year expressing the concern for proposed cuts to long distance Amtrak
routes. Yes, in emergency funding, Congress supported the long-distance
routes. But since the surface transportation lasts into the outyears,
Congress must support long-distance routes to ensure they continue to
operate during the entire period of the surface transportation bill.
These routes offer a critical connection for countless communities,
long distance travelers and the represent future for both big and small
cities alike.
Mr. DeFazio. I thank the gentlelady. Do Members have
questions?
I just thank the gentlelady for her extraordinary advocacy
for inland waterways, particularly the St. Lawrence Seaway and
the Great Lakes. And they are an invaluable resource and need
further Federal investment recognition. So I thank the
gentlelady.
With that, we turn to Representative Larson, Connecticut.
TESTIMONY OF HON. JOHN B. LARSON, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CONNECTICUT
Mr. Larson. Thank you, Mr. Chairman, and thank you, Ranking
Member Graves and distinguished members of the committee. This
is, as others have indicated, a great opportunity for Members
to express their concerns and present their ideas.
Chairman, I think President Biden and Secretary of
Transportation Buttigieg had the I-84/91 interchange in my
district in mind when they drew up this plan. You, of course,
are no stranger, having been at least a half a dozen times up
to visit the site. And I hope to submit for the record a letter
from former Chairman Shuster--again, showing the bipartisan
nature of infrastructure--who also traveled to the district and
saw the basic needs.
The President has outlined in his proposal Projects of
National and Regional Significance, redressing historic
inequities, modernizing public transportation, infrastructure
resilience, multimodal connections to airports, intercity rail,
brownfield and Superfund remediation, housing, and physical,
social, and civic infrastructure. In all of those categories,
this project qualifies.
The 84 and 91 interchange, Chairman, as you alluded to, is
a product of the Eisenhower administration, long outmoded, so
much so that the I-84 and 91 interchange is the number-one
chokehold in the State of Connecticut, number two in New
England, and, depending on who you talk to at the national
level, between 11 and 30 in terms of its need and urgency.
And it is compounded by the fact, as you know, Mr.
Chairman, having visited there, a problem that has occurred in
levees that prevent the flooding of the Connecticut River
historically, and those levees are experiencing what we call
sand piping, which, as you know, contributed to the collapse of
the levees in New Orleans in the Ninth Ward. And so it rises to
a sense of urgency, compelling urgency, because of the eminent
threat, fortunately, that we have been able to dodge over these
years. But we can't continue to count on luck. We have to make
sure that we are taking very specific action.
I would also like to highlight that contained within this
is also what we refer to as the 06120. For people of North
Hartford, they know it very well. That is the poorest zip code
in the State of Connecticut. And it is also poor because of the
way that that highway system cut off and segregated that part
of Hartford from the rest of the city. They neither have access
to the river, nor do they have access to the city. And what was
once an incredible, thriving community now finds itself
impoverished because of the result of the dissection by the
highway, the Aetna mixmaster, and in East Hartford the
mixmaster, which replaced and moved entire communities in the
North Meadows.
And so the more-than-a-50-year goal can be accomplished of
recapturing the riverfront, with the only Blueways designated
river in the Nation, the historic Connecticut River, and also
provide us with the opportunity to both fix those levees,
adjust the interchange--so, as you point out, that we bring
this system into the 21st century. And in doing so, we will
have created and helped a number of the inequities.
We mentioned intermodal transportation, and also between
North Atlantic Rail and the connection between the tristates of
New York, Massachusetts, and Connecticut. The light rail system
also connects us to the Bradley International Airport, as well,
which is shared by Massachusetts in Chairman Neal's district,
and Chairwoman DeLauro's district, as well.
And so that is why we think this is vitally important,
again, that we are able to make those intermodal connections,
whether it is on foot, by bike, by bus, by automobile, by
train, or whether it be by air, the unique opportunity to make
sure that we are coordinating this effort and connecting every
entity together remains uppermost in our concern.
And so, Mr. Chairman, I would also like to say that we
enjoy the support of the Transportation and Infrastructure
Committee in the State of Connecticut, and also the
Transportation and Infrastructure Committee chair.
Commissioner Giulietti has also, Mr. Chairman, asked that,
when you come back to Connecticut, that he could be your
partner in the annual bocce ball tournament, which I hope you
will attend this September. I look forward to that, your coming
to the State of Connecticut again. And most importantly, thank
you for this opportunity to come and present our objectives to
you on this Members' Day.
And with that I will yield back my time.
[Mr. Larson's prepared statement follows:]
Prepared Statement of Hon. John B. Larson, a Representative in Congress
from the State of Connecticut
It's as if President Biden and Transportation Secretary Buttigieg
had the Hartford region and the I-84/91 Interchange in mind when they
laid out their bold plan for infrastructure, the American Jobs Act. In
Connecticut, we're have a proposal that incorporates so many of their
priorities including:
Projects of National and Regional Significance
Redressing Historic Inequities
Modernizing Public Transportation
Infrastructure Resilience
Multimodal Connections to Airports
Intercity Rail
Brownfield and Superfund Remediation
Housing
Physical, Social, and Civic Infrastructure
The I-84/91 infrastructure was created during the Eisenhower
administration when Interstates 84 and 91 were installed, bisecting the
City of Hartford, isolating or eliminating thriving neighborhoods and
cutting off access to the Connecticut River. Now, those highways make
up the number one chokehold in Connecticut, the number two in New
England, and depending on who you talk to between number 11 and number
30 in the Nation. Throw in a levee system that is in need of repair due
to sandpiping, and the current situation rises to the height of
urgency. An investment to fix these problems incorporates all the
various elements of the Biden infrastructure proposal. That's why we're
so bullish about this.
Chairman DeFazio has been to the district no less than half a dozen
times, and predecessor, Chairman Shuster has been many times as well.
Both have recognized the importance and significance of this, and that
is why we are before the committee to ask for this important
infrastructure funding.
Both the City of Hartford and East Hartford have been blocked from
the Connecticut River by virtue of being bisected by I-84 & I-91 and
the mixmaster, a massive interchange that contains the equivalent of
all the concrete used in downtown Hartford, and takes up the land
equivalent of that downtown. This design has created racial isolation
in the city. The North End of Hartford, which was once a thriving
community, has been cut off from the city and cut off from their
waterfront. As a result, the 06120 is now Connecticut's poorest zip
code.
This has long been a posterchild for bad planning for the region
and now is the historic opportunity to correct that. Now, this project
will be the model and prototype of the American Jobs Plan.
We can end this racial isolation, fulfil a fifty-year goal of
recapturing the only National Blueway-designated river, and fix a
traffic chokehold which is currently a tri-state concern.
Connecticut DOT Commissioner Joseph Giulietti and Connecticut
Governor Ned Lamont have embarked on a design build study to do just
this, by realigning I-84 and 91, and eliminating the mixmaster and
Atena viaduct. I want to thank the committee for its time, and look
forward to pressing this issue. I'm glad to be working hand and glove
with Governor Lamont and Commissioner Giulietti on this because of its
vital importance to the State of Connecticut.
Mr. DeFazio. I thank the gentleman. While I might accept
him as a partner on my team if he is a ringer, we will have to
chat about his skill level. But I thank the gentleman.
You know, I do think that the 84/91 is the sort of project
that the President and Secretary Buttigieg had in mind when
they proposed this new program. It would be a new program.
Therefore, it will have to be authorized, and will have to go
through the authorization process in order to receive funding,
and we will set some criteria as we move forward there. So I
thank the gentleman for his persistent advocacy.
We next move to our former committee colleague, and the
foremost advocate for infrastructure on the Ways and Means
Committee, and perhaps one of the foremost advocates--well,
maybe there are a couple of others up there--for infrastructure
projects in the United States of America, Representative
Blumenauer, my colleague from Oregon.
TESTIMONY OF HON. EARL BLUMENAUER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OREGON
Mr. Blumenauer. Thank you very much, Mr. Chairman, for your
kind words, for your leadership, for what the committee is
doing, preparing us to rebuild and renew America.
You know, I had the opportunity to serve on this committee
for my first decade in Congress. Some of my best memories are
serving on the T&I Committee and working in a bipartisan
fashion with you, and Mr. Oberstar, Bud Shuster. It was
terrific. I hope we can move forward on a grand scale.
When I last testified before this committee nearly 2 years
ago, the reality we face today was nearly unimaginable. We have
had over half a million Americans lose their life from COVID-
19. The economy was thrust into the worst recession in nearly a
century. The climate crisis ravaged communities across the
West, and America was forced to finally deal with centuries of
racial injustice. These developments necessitate a different
response as we deal with infrastructure.
The solution to these interrelated crises is not the status
quo, as you have put forth so eloquently, Mr. Chairman. It is a
forward-thinking approach on a scale necessary to restore our
global competitiveness, equitably invest in communities, combat
climate change, and create millions of family-wage jobs.
I was so pleased to see President Biden's American Jobs
Plan call for a historic $2.3 trillion investment in upgrading
our infrastructure. The proposal rightly goes beyond bikes,
roads, and bridges. It is the most consequential vision to
rebuild and renew America in more than two centuries.
This investment, alongside a long-term surface
transportation reauthorization bill that you have been
pioneering, is a necessary step to build back from the
recession and usher in a more prosperous, clean, and just
future. I have long supported many of the proposals included in
both the President's plan and in your Moving Forward Act.
First among those is my work in expanding transportation
options for individuals in communities, large and small. The
troubling increases in pedestrian and cyclist deaths in recent
years requires that Congress increase funding for
transportation alternatives, target Highway Safety Improvement
Program funding on dangerous corridors for vulnerable road
users, and, I would hope, enact my Vision Zero Act to allow
communities to spend transportation dollars on reducing traffic
deaths to zero.
Transportation is the largest source of carbon emissions of
any sector, giving this committee a significant influence to
tackle the climate crisis. I hope you will promote the work you
did in H.R. 2, which was pathbreaking, to continue to integrate
climate into every transportation program.
I also hope you will continue to endorse an increased share
of the Federal Government for transit projects: an increase in
the ``small starts'' cap, and my legislation to integrate
bikeshare and micromobility in the transit system. By making
our transportation more interconnected and more reliable,
individuals can finally have realistic choices about their mode
of transportation.
Too often Federal transportation policies have failed to
solve problems and, indeed, created problems for future
generations. Our transportation policy should focus on the
future of transportation and give communities the tools they
need for decades to come. This includes continued support for
the State road user charge pilot projects and bringing the
concept to the Federal level through a national pilot project.
We should increase the cap on passenger facility charges
for aviation and provide local policymakers with a better
understanding of the secondary influences of autonomous
vehicles, which can be rather unsettling.
The scale of the American Jobs Plan may sound large, and it
is, but it is the result of restoring funding after decades of
underinvestment, something this committee has been deeply
concerned about. Too often, Democratic and Republican
administrations have failed to lead on infrastructure. But this
is our moment to go big and be bold, by modernizing our public
transit, investing in transportation electrification, and
redressing historic inequities, not just fixing roads and
bridges. Congress can rebuild and renew America to compete in
the 21st century.
I look forward to being your partner on the Ways and Means
Committee. That is, after all, why I reluctantly left T&I to go
to Ways and Means, was to get you the $1 trillion or $2
trillion you need to make this happen, and I look forward to
being your partner in this Congress. Thank you so very much.
[Mr. Blumenauer's prepared statement follows:]
Prepared Statement of Hon. Earl Blumenauer, a Representative in
Congress from the State of Oregon
Chairman DeFazio, Ranking Member Graves, thank you for the
opportunity to testify before this committee today.
After serving as the City of Portland's Commissioner of Public
Works, I had the opportunity to serve on this Committee for my first
decade in Congress. Some of my best memories in Congress are serving on
the Transportation & Infrastructure Committee and working in a
bipartisan fashion to meet the challenges of America's transportation
system.
When I last testified before this Committee nearly two years ago,
the reality we face today was nearly unimaginable. In the past year,
more than half a million Americans lost their lives from COVID-19, the
economy was thrust into the worst recession in nearly a century, the
climate crisis ravaged communities across the West, and America was
forced to finally deal with centuries of racial injustice.
These developments necessitate a different response.
The solution to these interrelated crises is not the status-quo, it
is a forward-thinking approach at a scale necessary to restore our
global competitiveness, equitably invest in communities, combat the
climate crisis, and create millions of family-wage jobs.
I was pleased to see President Biden's American Jobs Plan call for
a historic $2.3 trillion investment in upgrading America's
infrastructure. This proposal rightly goes beyond bikes, roads, and
bridges, it is the most consequential vision to rebuild and renew
America in more than two centuries. This investment alongside a long-
term surface transportation reauthorization bill is a necessary step to
building back from the recession and ushering in a more prosperous,
clean, and just future.
I have long supported many of the proposals included in both the
President's plan and in the T&I Committee's Moving Forward Act.
First among these is my work on expanding transportation options
for individuals in communities large and small. The troubling increases
in pedestrian and cyclist deaths in recent years requires that Congress
increase funding for the Transportation Alternatives Program, target
Highway Safety Improvement Program funding to dangerous corridors for
vulnerable road users, and enact my Vision Zero Act to allow
communities to spend transportation dollars on reducing traffic deaths
to zero.
Transportation is the largest source of carbon emissions of any
sector, giving this Committee significant influence to tackle the
climate crisis. I hope you will continue to promote the work you did in
H.R. 2 to integrate climate into every transportation program. I also
hope you will continue to endorse an increased federal share for
transit projects, an increase in the Small Starts cap, and my
legislation to integrate bikeshare and micromobility into transit
systems. By making our transportation more interconnected and more
reliable, individuals can finally have realistic choices about their
mode of transportation.
Too often, federal transportation policies have failed to solve
problems and have instead created problems for future generations. Our
transportation policies should focus on the future of transportation
and give communities the tools they need for decades to come. This
includes continued support for the state road user charge pilots and
bringing the concept to the federal level through a national pilot,
increasing the cap on the Passenger Facility Charge, and providing
local policymakers with a better understanding of the secondary
influences of autonomous vehicles.
The scale of the American Jobs Plan may sound large, and it is, but
it is the result of restoring funding after decades of underinvestment.
Too often Democratic and Republican administrations have failed to
lead on infrastructure. This is our moment to go big and be bold. By
modernizing our public transit, investing in transportation
electrification, redressing historic inequities, and fixing crumbling
roads and bridges, Congress can rebuild and renew America to compete in
the 21st century.
I look forward to being your partner on the Ways and Means
Committee to produce a once-in-a-generation infrastructure investment.
Mr. DeFazio. I thank the gentleman for his compelling
testimony, his continued advocacy and willingness to get us
whatever balances we require for a robust 21st-century bill as
we move forward. So I thank him.
With that we would move on to the next panelist. I read off
the whole panel, so be ready to follow the person in front of
you.
Representative Kilmer, Representative Pascrell,
Representative Bucshon, Representative Peters, Representative
Bobby Scott, and Representative Costa.
With that, Representative Kilmer, you are recognized for 5
minutes.
TESTIMONY OF HON. DEREK KILMER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF WASHINGTON
Mr. Kilmer. Thank you, Chairman and Ranking Member Graves.
Thanks for hosting today's Members' Day hearing, and for your
leadership.
I appreciate the opportunity to share with you persistent
concerns that face the district I have the honor of
representing, which I know are also shared by so many other
regions across our country, including yours, Mr. Chair.
I grew up in Port Angeles, a timber town on the Olympic
Peninsula of Washington State. I was in high school right
around the time the timber industry took it on the chin. And
during that time, I saw a lot of my friends' parents and a lot
of folks in my community lose their jobs. And it had a big
impact on me. It is why I have spent most of my adult life
trying to figure out how to make sure we are doing a better job
of helping communities, so that folks aren't getting left
behind in our society and in our economy.
Over the years that I have spent working in and on behalf
of our region, I have seen firsthand how access to the funding
and resources needed for critical infrastructure investments
have made a real difference for communities in our neck of the
woods. It is because of these infrastructure investments that
small businesses and students can get connected online. It is
because of these infrastructure investments that we can fund
critical projects that will also help get folks to work in
good-paying jobs. And it is because of these infrastructure
investments that we can protect access to clean drinking water
and safeguard our public health. These investments are urgently
needed, and I am pleased for the opportunity to get to work on
advancing these important priorities.
Now, that being said, I have also seen firsthand how, even
when those critical resources are available, persistent
challenges continue to face economically distressed
communities. Specifically, I have come to notice three
recurrent problems in our current system.
First, even with the considerable investment of Federal
resources, there can be a lack of community capacity to
actually reach those dollars. Distressed or small communities
don't necessarily have the financial capacity to employ grant
writers who can navigate that complex system of Federal grants
and loans.
Second, a lot of communities aren't just facing short-term
problems that can be fully addressed with short-term solutions.
Indeed, there are a lot of communities, like those in my home
district, that have experienced decades of challenge. While
one-off grants can be greatly helpful, it is clear to me that
these communities need more persistent help to solve their
concerns in a more sustainable way.
Third, different communities have different needs. Some
communities need investments that will help to create jobs
after decades of economic downturn; others need targeted
assistance for brownfield cleanup, or investments in other
types of infrastructure needs. Some communities need to see
investments in workforce development, while others may need
resources that support job retention such as childcare or other
earned benefits.
That is why I think it is important that we address these
longstanding challenges in a new and different way. It is why I
have led the development of a new bill called the Build Back
Better Act, a bill that would establish a new 10-year Federal
grant program, administered by the Economic Development Agency,
to provide long-term, flexible assistance to persistently
distressed communities and local labor markets.
Among other things, the grants could be used to address
regional labor market and local labor market needs, including
land and site development, or basic infrastructure and housing,
job training, and workforce outreach and job retention
programs. These Build Back Better grants would have a
transformational impact on distressed urban, suburban, and
rural areas that would benefit from this long-term, flexible
assistance. It will help to create prevailing-wage jobs,
provide resources to help residents access and retain
employment, increase local per capita income, and drive long-
term, sustained economic growth and opportunity.
As a Nation, I believe that we need an economic opportunity
agenda that empowers communities, that spurs widely shared
economic growth, and increases local earnings, so that our
communities can get a real leg up. None of us want the main
export of our communities to be young people.
I am grateful for your leadership, Mr. Chairman, and your
partnership. And as the committee continues to work to build on
the comprehensive infrastructure package that the House passed
last Congress, and to implement the Biden administration's
American Jobs Plan, I look forward to working with you to
incorporate this proposal, the Build Back Better Act, so that
we can finally provide the long-term, dedicated support these
communities need to create sustained job growth and economic
opportunity.
I provided additional details regarding eligibility and
targeting of those resources in a two-pager that I have
submitted for the record.
[The information follows:]
Build Back Better Act--Fact Sheet, Submitted for the Record by
Hon. Derek Kilmer
The Build Back Better Act
rep. derek kilmer (wa-06)
chair emeritus, new democrat coalition
The COVID-19 crisis precipitated the worst economic downturn since
the Great Depression, and is exacerbating existing inequities,\1\
including place-based opportunity gaps.\2\ We need a bold, innovative
agenda to spur widely-shared economic growth and create more
opportunities for more people in places that have been left behind.
---------------------------------------------------------------------------
\1\ Bartik, Tim, et al, ``Stimulus steps the US should take to
reduce regional economic damages from the COVID-19 recession,''
Brookings Institute & W.E. Upjohn Institute for Employment Research
(Mar 2020)
\2\ Fikri, Kenan et al, ``Uplifting America's Left Behind Places: A
Roadmap for a More Equitable Economy,'' Economic Innovation Group (Feb
2021)
---------------------------------------------------------------------------
The Build Back Better Act (BBBA) would establish a new federal
block grant program at the Economic Development Agency (EDA) to empower
persistently distressed communities \3\ with flexible 10-year Build
Back Better Grants (BBBGs) to meet local economic development needs,
create good jobs, invest in their workers and businesses, connect local
residents to opportunities and resources for long-term success, and
build back better with lasting opportunity and economic growth.
---------------------------------------------------------------------------
\3\ Bartik, Tim, ``Helping American's distressed communities
recover from the COVID-19 recession and achieve long-term prosperity,''
Brookings (Sep 2020) & Bartik, Tim, ``Broad Place-Based Jobs Policies:
How to Both Target Job Creation and Broaden its Reach,'' W.E. Upjohn
Institute for Employment Research (Nov 2020)
---------------------------------------------------------------------------
Why local control? The needs of communities differ. For
some, the barrier to growth may be inadequate broadband access or poor
freight mobility, in which case, they could use these grants for
infrastructure development. Others may need more workers with skills in
growing industries, so could use BBBGs to invest in training and
educational opportunities. Or, they may need support for brownfield re-
development and infrastructure investments to support greenfield
development, job retention resources like childcare services, or
support for small business and entrepreneurs. Communities know best
what their challenges are, and solutions should be locally-led.
Why flexible use? As much as the needs from one community
to another can vary, they also are likely facing multiple challenges
that need a diverse set of solutions. Direct spending on services such
as workforce outreach and training, infrastructure and housing
development, job retention programs like childcare, and resources for
small businesses and entrepreneurs are among the most cost-effective
ways to boost lasting employment and wage growth for local workers.
Developing and investing in a truly comprehensive economic development
approach that addresses each economic challenge through a wide range of
programs and activities will maximize communities' efforts and
investments.
Why direct long-term help via formula funding? Distressed
communities are far more likely to have needs not addressed by short-
term, ad-hoc grants, and often are not eligible to receive direct
federal assistance through existing block grant programs. Distressed
communities are also the least likely to have the capacity to navigate
the maze of competitive federal grant programs. BBBG funding is based
on each communities' level of economic distress and provides the
consistent, longer-term help, along with robust technical assistance
from the EDA, needed to design, implement, and carry out a
comprehensive, long-term economic development strategy.
Why distressed communities? These places were hurting
prior to the COVID-19 pandemic and have seen their challenges
exacerbated by the ensuing recession. Many were left behind following
the Great Recession or by the changing economy as certain sectors
declined, like the timber industry in Washington state. These
communities have largely been left out of the investment, wealth,
innovation, and opportunity concentrated in a handful of major metro
areas, and have been unable to transform their economies and rebuild.
They are most in need of jobs, and by investing in these areas, America
has the greatest opportunity to expand overall employment, diversify
geographic opportunity, and boost the national economy.
Additional Details
Administration: The Build Back Better Grant program would
be administered by the Economic Development Agency (EDA), leveraging
the expertise and resources of the EDA to provide thorough technical
assistance and funds to help eligible communities develop, implement,
and carry out 10-year comprehensive economic development strategies and
activities, administer the grants, and conduct oversight of the
programs.
Eligible Areas: \4\ Persistently distressed local labor
markets and local communities would be eligible to receive assistance
under this Act.
---------------------------------------------------------------------------
\4\ Bartik, Timothy J. and Austin, John C., ``The program that
could revitalize both red and blue America,'' Brookings Institute (Feb
2021)
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+ Local labor markets are discrete Core Based Statistical Areas
(CBSAs), or metropolitan and micropolitan statistical areas, and
commuting zones (CZs). Local labor markets with a five-year average
prime-age employment rate that is two and a half percent or more below
the national five-year average prime-age employment rate are eligible
to receive the grant.
+ Local communities are individual units of local government,
tribes, and territories within a discrete local labor market that is
not distressed. Local communities with a five-year average prime-age
employment rate that is five percent or more below the applicable local
labor market five-year average prime-age employment rate and national
five-year average prime-age employment rate, and which meet other
certain criteria, are eligible to receive the grant.
Eligible Uses: Eligible communities would develop a 10-
year comprehensive economic development strategy for addressing the
unique local economic challenges, closing their prime-age employment
gaps, increasing per capita income, and creating sustained economic
opportunity. BBBGs could be used for a wide variety of purposes,
including:
+ Business advice for small and medium-sized local businesses
and entrepreneurs, such as manufacturing extension services and small
business development centers.
+ Land and site development, such as brownfield redevelopment,
research and technology parks, business incubators, business corridor
development, and Main Street redevelopment.
+ Infrastructure and housing, such as improvements in transit,
roads, broadband access, and affordable and workforce housing
development.
+ Job training oriented to regional or local labor market needs,
such as customized job training programs run by local community
colleges in partnership with local businesses.
+ Workforce outreach programs that reach out to lower-income
neighborhoods and embed job placement and training services in
neighborhood institutions.
+ Job retention programs for support services such as job
success coaches, childcare services, or transportation support.
+ Other uses deemed appropriate by the EDA.
Allocation: Eligible communities could receive a maximum
block grant equal to the cost of closing half of the prime-age
employment rate gap for that area, subject to cost-sharing. The formula
is determined by the eligible community's population, level of
distress, and other factors. The Federal share of the project cost
would be a minimum of 50 percent and a maximum of 100 percent,
depending on the level of distress and the needs of the communities.
Labor Standards: Requires robust labor standards and
local prevailing wages for laborers and mechanics employed by
contractors and subcontractors on projects and activities outlined in
the plan, consistent with the Davis-Bacon Act.
Please reach out to Britt Van, Policy Director, New Democrat Coalition
([email protected]) and Katie Allen, Legislative Director, Rep.
Derek Kilmer ([email protected]) for more information.
Mr. Kilmer. And again, I thank you for your leadership and
for the opportunity to speak before the committee today.
Thank you.
[Mr. Kilmer's prepared statement follows:]
Prepared Statement of Hon. Derek Kilmer, a Representative in Congress
from the State of Washington
Chair DeFazio and Ranking Member Graves,
Thank you for hosting today's Member Day hearing and for your
leadership. I appreciate the opportunity to share with you the
persistent concerns that face the district I have the honor of
representing, which I know are also shared by so many other communities
across our country.
You may know that I grew up in Port Angeles--a timber town on the
Olympic Peninsula in Washington State. I was in high school right
around the time the timber industry took it on the chin. During that
time, I saw a lot of my friends' parents, and a lot of folks in my
community, lose their jobs. It had a big impact on me, and it is why
I've spent most of my adult life trying to figure out how to make sure
we are doing a better job of protecting communities so that no one gets
left behind in our society and economy.
Over the years that I've spent working in, and on behalf of, our
region, I've seen firsthand how access to the funding and resources
needed for critical infrastructure investments has made a real
difference for communities in our neck of the woods. It's because of
these infrastructure investments that small businesses and students can
get connected online. It's because of these infrastructure investments
that we can fund critical projects that will also help get folks to
work in good-paying jobs. It's because of these infrastructure
investments that we can protect access to clean drinking water and
safeguard our public health. These investments are urgently needed, and
I'm pleased for the opportunity to get to work on advancing these
important priorities.
That being said, I have also seen firsthand how--even when these
critical resources are available--persistent challenges continue to
face distressed communities. Specifically, I've come to notice three
recurrent problems in our current system.
First, even with the considerable investment of federal resources,
there can be a lack of community capacity to actually reach those
dollars. Distressed or small communities don't necessarily have the
financial capacity to employ grant writers who can navigate the complex
system of grants and loans needed to access this funding.
Second, a lot of communities aren't just facing short-term problems
that can be fully addressed with short-term solutions. Indeed, there
are a lot of communities--like those in my home district--that have
experienced decades of decline. While one-off grants can be greatly
helpful, it is clear to me that these communities need more persistent
help that will solve their concerns in a more sustainable way.
Third, different communities have different needs. Some communities
need investments that will help to create jobs after decades of
economic downturn. Others need targeted assistance for brownfield clean
up, or investments in other types of infrastructure needs. Some
communities need to see investments in workforce development, while
others may need resources that support job retention such as child care
and other earned benefits.
That's why I think it's critically important we address these
longstanding challenges in a new and different way. It's why I have led
the development of the Build Back Better Act--a bill that will
establish a new, 10-year federal grant program administered by the
Economic Development Agency to provide long-term, flexible assistance
to persistently distressed communities and local labor markets. Among
other things, the grants could be used to address regional labor market
and local labor market needs including land and site development, basic
infrastructure and housing, job training and workforce outreach, and
job retention programs.
These Build Back Better grants would have a transformational impact
on distressed urban, suburban, and rural areas that would benefit from
this long-term, flexible assistance. It will help to create prevailing
wage jobs, provide resources to help residents access and retain
employment, increase local per capita income, and drive long-term,
sustained economic growth and opportunity.
As a nation, I strongly believe that we need an economic
opportunity agenda that empowers communities, spurs widely shared
economic growth, and increases local earnings so that our communities
can get a real leg up. None of us want the main export of the
communities we represent to be young people.
I am grateful for your leadership and partnership.
As the Committee continues to work to build on the comprehensive
infrastructure package (H.R. 2) that the House passed last Congress and
to implement the Biden Administration's American Jobs Plan, I look
forward to working with you to incorporate this proposal--the Build
Back Better Act--so that we can finally provide the long-term,
dedicated support these communities need to create sustained job growth
and economic opportunity. I have provided additional details regarding
eligibility and targeting of these resources in the two-pager that I
submitted for the record.
Thank you again for your leadership and for the opportunity to
speak before the Committee today.
Mr. DeFazio. I thank the gentleman, and I share his concern
for communities like he grew up in. And that is reflected in a
good deal of my district.
And I have raised the issue of a new program in EDA to
provide predevelopment and other assistance for these
chronically depressed areas with Secretary Raimondo, and she
was quite interested in the concept. We are having discussions
with her.
And then I was on a call with Gene Sperling this morning,
and he is very excited about the potential for the $3 billion
that the Rescue Act put into the Economic Development Agency.
And that is where I think we can probably work out something
along the lines of what the gentleman has proposed. So I thank
him for his ideas and advocacy.
With that we move on to Representative Pascrell.
TESTIMONY OF HON. BILL PASCRELL, Jr., A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW JERSEY
Mr. Pascrell. Chairman DeFazio, Ranking Member Graves, I
want to thank you very much for the opportunity to highlight my
priorities as you work on a surface transportation
reauthorization bill.
I think some of us have been here long enough to remember
we used to have 5-year plans. Democrats and Republicans would
come together, as you pointed out, as a few of your testifiers
pointed out today.
I am here to join Congressmen Sires, Donald Payne, and Tom
Malinowski from New Jersey in advocating for New Jersey. And,
as a former member of this committee, I know the work it
entails, and you do a fantastic job.
I might say kudos to you, Chairman DeFazio, not that you
need them from me, but you stuck with it. And I remember the
grunting and groaning of all of us as we headed into the last
10 years.
Our roads are aging, our bridges are crumbling, and our
roads are congested. New Jersey rail commuters have suffered
enough on a bridge nearly as old as the Stone Age. The most
heavily traveled bridge with a deficient rating in New Jersey
is the span of I-80 crossing the Passaic River. I hear my
constituents demanding relief through their blaring horns,
commuting on century-old infrastructure. Every minute or hour
delayed is one less minute or hour that parents can spend with
their families.
And I must say, Mr. Chairman, if you can remember, the
point was brought out many, many times under the great
leaderships of this committee in the past. And what was pointed
out? The more you do for infrastructure, the less anxiety is
created because you will know that a bridge is going to be
completed. You will know that a road is going to be completed.
An airport is going to be completed, et cetera. And you can't
tell now. You can't tell.
The White House reminded me of our need this week by giving
us a D-plus on its Infrastructure Report Card. I was a teacher,
and I could tell you a D-plus can't make it. It wasn't a grade
you were pleased with. So I would like to highlight a few
projects of importance, and I hope, Mr. Chairman, you can get
our grades up a little higher.
While an end is near for the Gateway project's
environmental review submitted way back in 2018, it is taking
too long to get here. We have long needed to totally rebuild
the Hudson River rail tunnels that connect New York and New
Jersey, pointed out by Congressman Wolf--but he wasn't a
Democrat--close to 12 years ago--14 years ago. Nothing has
changed. We must expand commuter rail capacity under the Hudson
to keep up with the demand, and this need has been exacerbated
since the damage caused by Superstorm Sandy in 2012.
Passing this next milestone is a big step. I look forward
to working hand-in-glove with the President to finally finish
the job.
One component of this project is the Portal Bridge spanning
the Hackensack River. It is a relic built from a past time,
when the Philadelphia Athletics won the World Series. I am not
kidding. That is how old it is. We must upgrade this dangerous
structure and modernize our cross-river transportation.
It is dead wrong that New Jerseyans and all who travel on
the Northeast Corridor have been forced to traverse a bridge
dating back to President Taft, and we won't stand for it. We
are not going to play second fiddle in New Jersey.
I must also mention that we need more access to public
transportation throughout northern New Jersey. New Jersey is
the most densely populated State in America. There is no more
room for major roadways. Transit has lessened our road
congestion, and improved what is some of the worst air quality
in the Nation. Certainly, buses can and must play an important
role in the expanding transit access.
The Hudson-Bergen Light Rail is in desperate need of
expansion. It can also be a resource. Since it began operating
in 2000, this system has revitalized older, urban and suburban
areas in New Jersey. By several estimates, thousands of
residential units and extensive commercial development can be
traced to this system. However, progress has been stalled on
extending these lines throughout North Jersey, and this
committee can help get them back on track.
The Northern Branch Corridor Project expansion could
finally put the Bergen in Hudson-Bergen. It has had engineering
proposals and environmental studies. It has local support but
needs access to Federal funding. The cross-county line to
provide access to folks in my hometown of Paterson is currently
being re-envisioned, as well.
I hope the reauthorization you are considering and the
American Jobs Plan can be our savior, and I wish you the best
of luck. If anybody deserves it, Mr. Chairman, it is you.
[Mr. Pascrell's prepared statement follows:]
Prepared Statement of Hon. Bill Pascrell, Jr., a Representative in
Congress from the State of New Jersey
Chairman DeFazio and Ranking Member Graves, thank you very much for
the opportunity to highlight my priorities as you work on a surface
transportation reauthorization bill. I also want to thank my delegation
colleagues on this committee, Congressmen Albio Sires, Donald Payne,
Jr. and Tom Malinowski, for their work advocating for New Jersey. As a
former member of this committee, I know the work it entails, and they
do a fantastic job.
Our roads are aging, our bridges are crumbling, and our railways
are congested. North Jersey rail commuters have suffered enough on a
bridge nearly as old as the Stone Age. The most heavily traveled bridge
with a deficient rating in New Jersey is the span of I-80 crossing the
Passaic River. I hear my constituents demanding relief through their
blaring horns commuting on century old infrastructure. Every minute, or
hour, delayed is one less minute or hour that parents can spend with
their families.
The White House reminded me of our need this week by giving us a D+
on its Infrastructure Report Card. I was a teacher and I can tell you
D+ wasn't a grade you were pleased with. So, I'd like to highlight a
few projects of importance.
While an end is near for the Gateway Project's environmental review
submitted way back in 2018, it's taken too long to get here. We have
long needed to totally rebuild the Hudson River rail tunnels that
connect New York and New Jersey. Former Governor Chris Christie set our
cause back over a decade. We must expand commuter rail capacity under
the Hudson to keep up with demand. And this need has been exacerbated
since the damage caused by Superstorm Sandy in 2012. Passing this next
milestone is a big step to finally replacing this decaying structure. I
look forward to working hand in glove with President Biden to finally
finish the job.
One component of this project is the Portal Bridge spanning the
Hackensack River. It is a relic built from a past time when the
Philadelphia Athletics won the World Series. We must upgrade this
dangerous structure and modernize our cross-river transportation. It is
dead wrong that New Jerseyans and all who travel on the Northeast
Corridor have been forced to traverse a bridge dating back to President
Taft, and we won't stand for it.
I must also mention that we need more access to public
transportation throughout northern New Jersey. New Jersey is the most
densely populated state in the America. There is no more room for major
roadways. Transit has lessened our road congestion and improved what is
some of the worst air quality in the nation. Certainly, buses can and
must play an important role in expanded transit access.
The Hudson-Bergen Light Rail is in desperate need of expansion, can
also be a resource. Since it began operation in 2000, this system has
revitalized older urban and suburban areas in New Jersey. By several
estimates, thousands of residential units and extensive commercial
development can be traced to this system. However, progress has been
stalled on extending these lines throughout North Jersey and this
committee can help get them back on track. The Northern Branch Corridor
Project expansion can finally put the Bergen in Hudson-Bergen. It has
had engineering proposals and environmental studies. It has local
support but needs access to federal funding. The cross-county line to
provide access to folks in Paterson is currently being re-envisioned as
well.
I hope the reauthorization you are considering, and the American
Jobs Plan, can be our savior. Thank you very much for your time and the
opportunity to testify today.
Mr. DeFazio. I thank the gentleman, and I thank him in
particular for pointing out that the very robust economic
development that generally follows these commuter lines
ultimately has a very positive rate of return to State, local,
and even the Federal Government, in addition to mitigating
congestion and climate change. So I thank the gentleman.
With that we would move to the next witness, Representative
Bucshon.
TESTIMONY OF HON. LARRY BUCSHON, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF INDIANA
Dr. Bucshon. Chairman DeFazio, Ranking Member Graves, and
members of the committee, thank you for the opportunity to
testify today.
Completing Interstate 69 is one of the most important
infrastructure projects in the United States, truly a project
of national significance. It will eventually span 2,400-plus
miles, connecting the Canadian and Mexican borders. I-69 runs
through the States of Texas, Mississippi, Tennessee, Kentucky,
Louisiana, Arkansas, Michigan, and my home State of Indiana.
Today I-69 consists of multiple disjointed sections, and
you can see that in image 1 in my written testimony. Breaks in
the interstate make the corridor less safe and efficient. The
Ohio River crossing is one of the most significant existing
breaks. It is a bridge between Indiana and Kentucky. Once
completed, the Ohio River crossing will make I-69 contiguous
between the Canadian border and Memphis, Tennessee.
In 2016, the Governors of Indiana and Kentucky agreed to
split the development and planning costs of the Ohio River
crossing, and this can be seen in image 2 in my written
testimony.
The project has undergone a NEPA review that was published
and is now awaiting a Record of Decision from the Federal
Highway Administration that is expected this summer.
The bridge itself is projected to cost around $850 million,
but will rise to $1.497 billion, with current financing and
other planning costs. Funding is not expected to be available
until 2027 or later, based on current State-level planning.
An additional 3-year expected bridge construction time
means construction cannot be complete for another decade, at
the earliest. This delay will be costly to health and safety,
and to the economy.
Obtaining a contiguous I-69 is an important goal.
Currently, traffic must be redirected off of I-69 onto roads
not intended to handle the types of volume or vehicles that an
interstate does. This traffic is often redirected through urban
areas. The Ohio River Crossing Environmental Impact Study found
that interstates have crash rates 73 percent lower than divided
four-lane highways in urban areas. The same study found
interstates have crash rates 58 percent lower than four-lane
divided highways in rural areas. A 2004 Environmental Impact
Study found that completing I-69 just between Indianapolis and
Evansville, Indiana, would result in 30,000 less serious
crashes over a 20-year period. These statistics show the hidden
costs that Americans along this unfinished interstate are
paying.
Completing I-69 and the Ohio River crossing also have
profound economic impacts. Canada and Mexico are already the
top export trading partners of six of the eight States that I-
69 goes through. I-69 also connects to 22 other strategic
interstate highways, and major manufacturing and agricultural
centers. And this can be seen in image 3 in my written
testimony.
The implementation of the USMCA indicates that commercial
traffic along the route will increase. This compounds with
national shipping trends that project 70 percent of freight in
the United States moves on the highway system. This figure is
expected to increase by 50 percent by 2040. The same 2004
Environmental Impact Study found completing the Evansville-
Indianapolis stretch of I-69 would save 650,000 vehicle-hours
traveled, and hence, vehicle emissions will be lower.
Completing this I-69 segment would also bring an additional
$3.5 billion in additional personal income to the region over
20 years.
These fiscal benefits came from completing just the 170-
mile stretch of the interstate. I am confident these results
would be replicated along the entire corridor as it is
completed.
This expected growth could also be stunted or could even
become dangerous if reliable and efficient routes are not in
place to handle increased traffic volumes that are projected.
Completing the Ohio River crossing is essential to completing
the I-69 corridor.
I am proud to work with the Department of Transportation
and any other stakeholders to ensure that our request to speed
I-69 completion is using taxpayer dollars responsibly and
conforming to all relevant laws and authorities.
As a large infrastructure package is being considered,
funding the Ohio River crossing for I-69 should be seriously
considered, as it is clearly a project of national
significance. As I have mentioned, this will not only save
lives, but will stimulate economic activity across the central
part of the United States. In addition to decreased emissions,
it will have an impact on our goal of addressing climate
change.
Thank you, Mr. Chairman, and thank you, Ranking Member, for
allowing me to have this opportunity to testify before the
committee. I yield.
[Dr. Bucshon's prepared statement follows:]
Prepared Statement of Hon. Larry Bucshon, a Representative in Congress
from the State of Indiana
Chairman DeFazio and Ranking Member Graves, thank you for the
opportunity to come before this committee today and talk about one of
the most critical ongoing infrastructure projects in the United States,
Interstate 69. I-69 connects the Canadian and Mexican borders, running
through Texas, Mississippi, Tennessee, Kentucky, Louisiana, Arkansas,
Michigan, and my home state of Indiana.
While the I-69 system will eventually span more than 2,400 miles,
today it consists of multiple disjointed sections (see Image 1), which
makes the corridor less safe and efficient. One of the most significant
breaks in the interstate exists at the Ohio River Crossing on the
border between Indiana and Kentucky. Once completed, this bridge would
make I-69 contiguous for hundreds of miles between Port Huron on the
Canadian border and Memphis, Tennessee.
In 2016, the governors of Indiana and Kentucky issued a Memorandum
of Understanding to split the development and planning costs of the I-
69 Ohio River Crossing project (see Image 2). Since then, the bridge
has undergone a NEPA review that was subsequently published and is
awaiting a Record of Decision from the Federal Highway Administration
this summer. Indiana and Kentucky have agreed to share the bridge
construction costs, which are expected to be approximately $850 million
for the bridge itself and is expected to increase to $1.497 billion
with financing and other planning costs. Subsequently, the project will
be waiting for funding to become available, which is currently not
expected until 2027, or even later. With an expected bridge
construction time of three years, this means that the northern half of
I-69 will not be contiguous for over another decade at the very
earliest--a delay that will prove costly to health and safety and to
the economy.
A contiguous I-69 is a goal that this committee must help achieve
as quickly as possible. Currently, when an existing stretch of I-69
ends, traffic must redirect off the interstate onto roads that are not
intended to handle the volume of traffic or types of vehicles that an
interstate highway is capable of, often redirecting them through
crowded urban areas. An environmental impact study for the Ohio River
crossing found that in urban areas, interstates have average crash
rates that are about 73 percent lower than divided four-lane highways.
In rural areas, average interstate crash rates are about 58 percent
lower than divided four-lane highways. A 2004 Environmental Impact
Study of completing I-69 between Indianapolis and Evansville, Indiana,
found that its construction alone would result in approximately 30,000
less serious crashes over a 20-year period. These staggering figures
show the hidden costs that Americans along the unfinished interstate
are paying for delays in construction today.
Another reason that I-69 and its Ohio River Crossing must be
quickly completed is the substantial positive economic impact that will
occur as a result of completion. I-69 is a critical route for trade
between the United States, Canada, and Mexico, as those countries are
already the top export trading partners of six of the eight states that
I-69 runs through. The interstate will also play a large role in
fostering domestic travel by connecting to 22 other strategic
interstate highways, and major manufacturing and agricultural centers
(see Image 3). Now that USMCA is in effect, commercial traffic along
the route is only expected to increase. This compounds with national
trends in shipping that show 70% of the nation's freight moves on the
highway system today, and that freight is expected to increase by 50%
by 2040.
The 2004 Environmental Impact Study estimated that just completing
the route between Evansville and Indianapolis would translate into over
650,000 vehicle-hours saved per year, and bring over $3.5 billion in
additional personal income over 20 years to Southwest Indiana. These
are benefits from completing a 170 mile stretch of the interstate, and
are ones that I am confident would be replicated in your own states and
districts along the length of the interstate across the nation as more
and more of the corridor is interconnected. This expected growth bodes
well for the American economy, but could be stunted, or even become
dangerous, if there is not a reliable and efficient route that can
handle the tremendous traffic volumes that are expected in upcoming
years.
I am proud to continue working with relevant Departments of
Transportation and other local stakeholders to ensure that any requests
to speed the completion of I-69 are an efficient and responsible use of
taxpayer dollars that conform to all relevant laws and authorities and
requirements of the committee.
This committee should make completing Interstate 69, and more
specifically completion of the Ohio River Crossing, a priority to
facilitate safe and efficient trade and travel for years to come.
Thank you.
image 1:
[GRAPHICS NOT AVAILABLE IN TIFF FORMAT]
Mr. DeFazio. I thank the gentleman. I thank him for
pointing out that we need a Federal partner for major projects,
that with the two States' combined assets, that they can't even
begin to address this project until 2027. For too long the
Federal Government has been absent. We haven't adjusted the
Federal gas and diesel tax since 1993. So that is why we are
looking at a very robust bill, and it would include projects of
national regional significance, and I thank the gentleman for
his testimony.
We would now move to Representative Peters.
TESTIMONY OF HON. SCOTT H. PETERS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Mr. Peters. Thank you, Mr. Chairman and Ranking Member
Graves, and thanks for hosting Members' Day for your colleagues
like me to share our requests for the committee in the upcoming
surface transportation reauthorization.
I would like to highlight two issues that affect my
district and the country as a whole. One is the link between
public transportation and housing, and the second is Amtrak,
particularly in southern California.
First, I want to stress the importance of investing in
public transportation that prioritizes decongesting our roads,
increases sustainability, and supports regional housing
planning. And I urge the committee to continue to improve
transit infrastructure to encourage more commuters to take
public transit and reduce vehicle-miles traveled. The Federal
Government can only support a limited number of projects. We
have to prioritize projects that will generate the ridership
that will demonstrably offer automobile alternatives and
minimize greenhouse gas emissions, not to mention increased
farebox recovery.
To this end, we need to ask local and State governments, in
exchange for the massive Federal transit investments we make in
local communities, to commit to increasing density and building
more housing along transit corridors. Large and small cities
across the country and across California struggle to build
enough housing and keep rents affordable for families. Between
2005 and 2014, California built a little more than 300 homes
for every 1,000 new residents. At the same time, the Federal
Government is supporting transit projects that are routed far
from housing, which undercuts performance and farebox recovery.
This week I reintroduced the Build More Housing Near
Transit Act, H.R. 2483, that would help incentivize a more
thoughtful approach to building housing during the construction
of large transit projects. My bipartisan bill modifies the
Capital Investment Grants program to fast-track applications
that conduct a housing feasibility assessment to determine how
and where housing units could be built near new transit stops.
It also provides a scoring boost to projects that can
demonstrate a local commitment to changing land use policies to
accommodate market-rate and affordable housing.
This bill is important because it shifts the discussion of
land use policy to the beginning of the conversation. The
Federal Government can spur livable, sustainable communities,
and it is our responsibility to the taxpayer to make sure we
maximize their investment. The bill is supported by a wide
array of organizations, including Transportation for America,
the American Planning Association, Smart Growth America, Up for
Growth Action, Congress for New Urbanism, as well as the
Mortgage Bankers Association, National Association of Home
Builders, and the National Apartment Association.
I am grateful to Chairman DeFazio and the committee for
including the language for the Build More Housing Near Transit
in last year's H.R. 2, and I hope we can pass it again and
include it this year, as well.
Second, I want to say we need to make substantial
investment in the Amtrak system to make it a viable and
enticing public transportation option outside of its most
popular route, the Northeast Corridor. The second busiest
intercity rail corridor in the Nation, the LOSSAN Corridor,
begins in San Diego. It carries $1 billion worth of goods and 8
million passengers a year and ensures critical military access
as a designated Strategic Rail Corridor Network.
The corridor is vital to our regional, State, national, and
international economies, yet portions of the corridor are
literally falling into the ocean. Tracks run along the Del Mar
Bluffs, which, as recently as last month, had another portion
collapse into the sea. This latest collapse occurred within 35
feet of the tracks, tracks that carry passengers and freight
multiple times a day. Trains are now directed to traverse this
area at a reduced speed, and these are not sustainable
conditions, to put it mildly.
While we see routine major investments in the Northeast
Corridor, funding is lacking for the Nation's second busiest
intercity corridor. And I am hopeful that President Biden's
recently proposed $80 billion plan for Amtrak will include a
significant, transformative investment in the San Diego to Los
Angeles routing.
In my district, the Amtrak largely runs parallel with
Interstate 5, the main freeway that runs north-south from
Mexico to Canada. And riding the Amtrak provides a beautiful
view of the Pacific Ocean, comfortable seating, and Wi-Fi. And
taking the train should be an obvious and enticing option for
avoiding gridlock on the 5. But because there has been so
little investment in upgrading service, a trip from San Diego
to Los Angeles on Amtrak takes over 3 hours, versus 2 hours in
a car. So it is no surprise the 5 freeway remains packed at all
times of the day, that it really isn't a viable other option.
With additional funding to improve service and travel times
between San Diego and L.A., Amtrak could remake the way
southern Californians commute and travel. And I urge the
committee to think a little bit about southern California for
future investments. It is past time.
Thanks for your time and consideration of these matters. I
look forward to continuing to work with you on these and other
issues, and I yield back the balance of my time.
[Mr. Peters' prepared statement follows:]
Prepared Statement of Hon. Scott H. Peters, a Representative in
Congress from the State of California
Chairman DeFazio and Ranking Member Graves:
Thank you for hosting ``Member Day'' for your colleagues like me to
share our requests and priorities for the Transportation and
Infrastructure Committee and the upcoming surface transportation
reauthorization.
I'm here to highlight two issues that affect my district and the
country as a whole, including
1. issues of public transportation, density, and housing; and
2. improving Amtrak for Southern California.
First, I would like to stress the importance of investing in public
transportation that prioritizes decongesting our roads, increases
sustainability, and supports regional housing planning.
I urge the Committee to continue to improve transit infrastructure
to encourage more commuters to take public transportation and reduce
vehicle miles traveled. The federal government can only support a
limited number of projects. We must prioritize projects that will
generate the ridership that will demonstrably offer automobile
alternatives and minimize greenhouse gas emissions.
To this end, we need to ask local and state governments, in
exchange for the massive federal transit investments we make in local
communities, to commit to increasing density and building more housing
along transit corridors. Large and small cities across the country, and
across California, struggle to build enough housing and keep rents
affordable for families. Between 2005 and 2014, California built a
little more than 300 new homes for every 1,000 new residents.
This week, I reintroduced the Build More Housing Near Transit Act,
which would help incentivize a more thoughtful approach to building new
housing during the construction of large transit projects.
My bipartisan bill modifies the Capital Investment Grants program
to fast track applications that conduct a housing feasibility
assessment, to determine how and where housing units could be built
near new transit stops.
It also provides a scoring boost to projects that can demonstrate a
local commitment to changing land use policies to accommodate market-
rate and affordable housing.
This bill is important because it shifts the discussion of land use
policy to the beginning of the conversation. The federal government can
spur livable, sustainable communities, and it's our responsibility to
the taxpayer to make sure we maximize their investment.
The bill is supported by a wide array of organizations, including
Transportation For America, the American Planning Association, Smart
Growth America, Up For Growth Action, and the Congress for New
Urbanism.
I am grateful to Chairman DeFazio and the Transportation and
Infrastructure Committee for including the language from Build More
Housing Near Transit in last year's HR 2, and I hope it will be
included again this year.
Secondly, we need to make substantial investment in the Amtrak
system to make it a viable and enticing public transportation option
outside of its most popular route, the Northeast Corridor. The second
busiest intercity rail corridor in the nation, the LOSSAN corridor,
begins in San Diego. It carries $1 billion worth of goods and 8 million
passengers a year, and ensures critical military access as a designated
Strategic Rail Corridor Network.
The corridor is vital to our regional, state, national, and
international economies, yet, portions of the corridor are literally
falling into the ocean. The tracks run across the Del Mar Bluffs, which
as recently as last month had another portion collapse into the sea.
This latest collapse occurred within 35 feet of the tracks that carry
passengers and freight multiple times a day. Trains are now directed to
traverse this area at a reduced speed--these are not sustainable
conditions, to put it mildly.
While we see routine major investments in the Northeast Corridor,
commensurate funding is lacking for the nation's second busiest
intercity corridor. I'm hopeful that President Biden's recently
proposed $80 billion plan for Amtrak will include a significant,
transformative investment in the San Diego to Los Angeles routing. In
my district, the Amtrak largely runs parallel with Interstate 5, the
main freeway that runs north-south from Mexico to Canada. Riding the
Amtrak provides a beautiful view of the Pacific Ocean, comfortable
seating, and WiFi. Taking the train should be an obvious and enticing
option for avoiding gridlock on the 5, but because there has been so
little investment in upgrading service, a trip from San Diego to Los
Angeles on Amtrak takes over three hours, versus two hours in a car.
It's no surprise the 5 freeway remains packed at all times of the day--
there isn't a viable other option.
With additional funding to improve service and travel times between
San Diego and Los Angeles, Amtrak could remake the way Southern
Californians commute and travel, and I urge the Committee to think
beyond the Northeast Corridor for future investments. It is past time.
Thank you for your time and consideration of these matters. I look
forward to continuing to work with you on these and other issues, and I
yield back the balance of my time.
Mr. DeFazio. I thank the gentleman. I particularly thank
him for his advocacy and pointing out the critical linkage
between transit and potential for housing and economic
development. And I was pleased to work with him in the last
Congress, and fully intend to include similar provisions in
this legislation.
I would like to see a lot of improvement in Amtrak,
existing Amtrak. I just call it higher speed rail before--we
are going to do high-speed rail, but Amtrak needs higher. The
issue he has between San Diego and L.A.--I am in Eugene, it is
112 miles to Portland. It is supposed to be only about 3 hours
to get there by train, a train that can go 112 miles an hour.
And regularly it doesn't even meet that schedule. So we have
got to work on these issues, and I appreciate his pointing that
out.
Now, the chair of the Education and Labor Committee, Bobby
Scott.
TESTIMONY OF HON. ROBERT C. ``BOBBY'' SCOTT, A REPRESENTATIVE
IN CONGRESS FROM THE COMMONWEALTH OF VIRGINIA
Mr. Scott. Thank you, Mr. Chairman, Ranking Member, and
members of the committee. I represent Virginia's Third
Congressional District, where the Chesapeake Bay meets the
James, Nansemond, and Elizabeth Rivers, which presents both
challenges and opportunities.
My district is home to the Port of Virginia, one of the
largest and busiest ports on the eastern seaboard. With 95
percent of our Nation's trade moving by water, it is essential
that the port is able to maintain operations. The Third
Congressional District is also home to multiple shipyards, and
neighbors the Norfolk Naval Station, the largest naval base in
the country.
Unfortunately, due to sea level rise, both attributable to
climate change as well as historic subsidence, these same
waterways also pose a serious risk. Some studies estimate that
sea level rise will be as much as 7 feet by the end of the
century, and that places the Hampton Roads region as the second
largest population center at risk for sea level rise in the
Nation, behind only New Orleans. The city of Norfolk is
specifically at risk of flooding due to high tides,
nor'easters, and hurricanes. As the home of the Norfolk Naval
Station and numerous other Federal and military facilities,
this recurrent flooding also poses a severe national security
risk.
State and local officials in Virginia already appreciate
the significant threat sea level rise poses to Hampton Roads.
Unfortunately, the cost to proactively and aggressively address
this problem head-on is far too great for any city to bear by
itself. And while Hampton Roads has already spent considerable
sums of money to address the rising water and implement a
resilient infrastructure where feasible, the scope of the
entire project to actually address the problem is expected to
total into the billions of dollars.
Hampton Roads is also home to significant traffic backups
throughout the region, especially at waterway crossings. A
widening of Hampton Roads Bridge-Tunnel is primarily being
financed with local and State revenue from sales and gasoline
taxes and the Hampton Roads Transportation Fund. But it
requires Federal support. There is a limit to how much and how
many of these major projects can move forward without Federal
assistance.
For example, the downtown and midtown tunnels connecting
Norfolk and Portsmouth, Virginia, were in such a state of
disrepair and need of expansion that the Commonwealth had few
options, other than to enter into a lopsided, public-private
partnership leading to egregious tolls for decades to come.
The Hampton Roads region is also in vital need of public
transit investments. Airports, roads, and bridges are in need
of repair, and I would encourage the committee to commit
crucial Federal support to infrastructure in every State.
As chair of the Education and Labor Committee, I look
forward to working with this committee to address the existing
shortage of skilled workers and lack of diversity within the
construction sector. In my district, for example, the Hampton
Roads Bridge-Tunnel expansion will be creating about 1,000
jobs. But I just heard from union members about the shortage of
skilled workers in this area. So any infrastructure bill should
also include investments in workers, so that they will have the
skills needed to build and expand a cleaner and greener
infrastructure.
For far too long the funding for workforce programs has
been too small and too disjointed, spread across multiple
agencies, rather than through an intentional approach
coordinated with existing public workforce systems. So I look
forward to working with you to support the recruitment of a
diverse workforce, and ensure the recruitment for these
projects happens in and around the communities impacted by
them.
The Education and Labor Committee also looks forward to
working with you, as we insist that school infrastructure must
be part of the infrastructure package. Despite the evidence
linking well-resourced facilities, well-supported teachers, and
healthy buildings to better academic life and outcomes, the
Federal Government presently dedicates no money to public
school infrastructure improvements. My legislation, the Reopen
and Rebuild America's Schools Act, H.R. 604, would invest $100
billion in grants and $30 billion in bonding authority targeted
at high-poverty schools. Students and educators deserve to go
to school every day in a safe and welcoming building. And we
should be investing in community colleges also--both their
facilities and technology, to grow local economies, and improve
energy efficiency and resiliency.
And Mr. Chairman, thank you again for allowing me to share
my priorities for a resilient infrastructure package drafted by
your committee. Thank you very much.
[Mr. Scott's prepared statement follows:]
Prepared Statement of Hon. Robert C. ``Bobby'' Scott, a Representative
in Congress from the Commonwealth of Virginia
Chairman DeFazio, Ranking Member Graves and members of the
Committee, thank you for providing me this opportunity to discuss the
priorities of Virginia's third district in the upcoming infrastructure
legislation.
I represent the 3rd congressional district of Virginia where the
Chesapeake Bay meets the James, Nansemond, and Elizabeth Rivers, which
presents both challenges and opportunities. My district is home to the
Port of Virginia, one of the largest and busiest ports on the eastern
seaboard. With 95 percent of our nation's trade moving by water, it is
essential that the port is able to maintain operations. The 3rd
district is also home to multiple shipyards and neighbors Norfolk Naval
Station, the largest naval base in the U.S.
Unfortunately, due to sea level rise, both attributable to climate
change as well as historic subsidence, these same waterways also pose a
serious risk. Some studies estimate this rise to be as much as 7 feet
by the year 2100, the Hampton Roads region is the second largest
population center at risk from sea level rise in the nation, behind
only New Orleans. The City of Norfolk is specifically at risk from
flooding due to high tides, nor'easters, and hurricanes. As the home of
Naval Station Norfolk and numerous other federal and military
facilities, this recurrent flooding also poses a severe national
security risk.
State and local elected officials in Virginia already appreciate
the significant threat sea level rise poses to Hampton Roads.
Unfortunately, the cost to proactively and aggressively address this
problem head-on is far too great for any city to bear by itself. While
Hampton Roads has already spent considerable sums of money to address
the rising water and implement resilient infrastructure where feasible,
the scope of the entire project to actually address the problem is
expected to total in the billions of dollars.
Hampton Roads is also home to significant traffic backups at the
waterway crossings and throughout the region. The widening of the
Hampton Roads Bridge Tunnel is primarily being financed with local
revenue from sales and gasoline taxes in the Hampton Roads
Transportation Fund but it requires state and federal support. There is
a limit to how much and how many of these major transportation projects
can move forward without federal assistance. For example, the Downtown
and Midtown Tunnels connecting Norfolk and Portsmouth Virginia were in
such a state of disrepair and need of expansion that the Commonwealth
had few options other than to enter into a lopsided private-public
partnership leading to egregious tolls for decades to come. The Hampton
Roads region is also in vital need of public transit investments. Our
airports, roads, and bridges are in need of repair and I would urge the
committee to commit crucial federal support for infrastructure in every
state.
As the Chair of the Committee on Education and Labor, I look
forward to working with your Committee to address the existing shortage
of skilled workers and lack of diversity within the sector. In my
district, for example, the Hampton Roads Bridges and Tunnel expansion
creates 1,000 jobs, but I just heard this week from union members about
an existing skilled trade shortage in the area.
Any infrastructure bill should also include investments in workers
so that they have the skills needed to build and expand to cleaner and
greener infrastructure are needed. For too long the funding for
workforce programs has been too small and too disjointed, spread across
multiple agencies rather than through an intentional approach driven
through the existing public workforce system. I look forward to working
with you to support the recruitment of a diverse workforce and to
ensure that recruitment for these projects happens in and around the
communities impacted by them.
School infrastructure must also be a part of any infrastructure
package we consider. Despite the evidence linking well-resourced
facilities, well-supported teachers, and healthy buildings to better
academic and life outcomes, the federal government dedicates no money
to public school infrastructure improvements. My legislation, the
Reopen and Rebuild America's Schools Act (H.R.604) would invest $100
billion in grants and $30 billion in bond authority targeted at high-
poverty schools. Students and educators deserve to go to school every
day in safe and welcoming buildings. We should also be investing in
community college facilities and technology to grow local economies,
improve energy efficiency and resilience.
Mr. Chairman, thank you again for allowing me the opportunity to
share my priorities for a comprehensive and resilient infrastructure
package drafted by this committee.
Mr. DeFazio. I thank the gentleman. Five minutes on the
nose. I thank you, in particular, for raising the issue of
resilience, sea level rise. We have to anticipate that as we
rebuild our infrastructure around the country: sea level rise
on the coasts, severe weather events, inland flooding,
earthquakes in the West. We want to build it to be resilient,
and his offer and work to partner--because we are going to need
a lot more skilled workers, and we can reach into communities
that have been left behind, and give them the skills they need
to become more full participants in this society, as we
rebuild. So I thank him for that.
Mr. Scott. Thank you.
Mr. DeFazio. With that we would move on to the gentleman
from California, Representative Costa.
TESTIMONY OF HON. JIM COSTA, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Mr. Costa. Thank you very much, Mr. Chairman, for your time
and patience, and the members of the committee. Your leadership
and the members of this committee are going to be critical if
we are successful this year in investing in America's
infrastructure. We know it is the backbone of our country.
Our canals, ports, and harbors, roads, bridges, highways,
and railways have continued to connect us for over two
centuries. Alexander Hamilton, at the birth of our country,
supported and helped initiate our canal system as a way of
connecting a new country and economically binding us. We have
continued that effort, and we know how critical a role
infrastructure has played in the development.
But if we are going to continue toward the path of
sustainability in light of climate change and other factors
that we are dealing with, we must act boldly. And we have an
opportunity to not only modernize our systems of transportation
and infrastructure, but also rehabilitate existing
infrastructure that is in bad need of repair. And this means
jobs, jobs, and jobs that will further boom our economy, as we
all know.
My district, like all of our districts, has diverse needs,
and contains infrastructure which conveys water resources for
residential and agricultural use, major highways which support
the movement of goods and services for our State and our
Nation, and it is also home to the first true state-of-the-art
construction--in construction--of high-speed rail.
Therefore, we need to look at all the facets of
investments, I believe. The BUILD Grant is an incredible tool
that can help fix our highways and roads, such as State Route
99 and Route 41 in my district. But much more must be done.
Your efforts with H.R. 2, Mr. Chairman, and the INVEST Act that
reauthorizes the Surface Transportation Act, as others have
mentioned, is going to be critical, because we are living off
the investments our parents and grandparents have made a
generation and two ago, and we must now act boldly.
As our Nation's population continues to grow,
infrastructure must be able to keep up with the everyday
demands in the 21st century, in light of climate change and
other factors, which continues to intensify droughts in the
West with more unpredictable weather patterns, tornadoes in the
Midwest, and hurricanes in the South. We see these impacts on
our water systems, as you noted, with the rise in coastal
tides. It impacts every facet of our infrastructure. And that
is why I think it is so important that we introduce
legislation.
I am introducing legislation to access Water Infrastructure
Finance and Innovation Act, a program that will assist much-
needed upgrades and modernization of our water infrastructure
around the country. We have canals that are no longer capable
of moving water that they were designed for 50 years ago.
In addition to our water resources, we must invest in a
clean, eco-friendly, state-of-the-art, 21st-century system of
transportation, like high-speed rail, and increase Amtrak
service, as you noted with the previous witnesses. Trains in
the 1950s and the 1960s used to go over 100 miles an hour.
Amtrak today averages 79 miles an hour and less. There is a
great deal that we can do, whether it is corridors from
Portland to Vancouver, in California, Texas, Florida, the
Northeast Corridor, in the Midwest from Chicago down to
Atlanta, there are endless benefits to electrified, high-speed
rail in connecting people and reducing our carbon footprint.
As I noted earlier, we passed H.R. 2, your legislation to
fund intercity passenger rail through the PRIME Grant, which I
think is a step in the right direction. But we have to, in
addition to that, I think, have dedicated, high-speed rail.
Finally, we need to continue to focus on an infrastructure
package with this administration. And I urge the committee to
consider my legislation, the High-Speed Rail Corridor
Development Act of 2021, for dedicated, high-speed rail
corridor funding across our Nation. Representative Seth Moulton
and I are working together to ensure that dedicated high-speed
rail funding is a reality for corridors north, south, east, and
west. In Europe and in Asia they have been successful over the
last 40 years because the Federal Government in those parts of
the world created an authorization for continued funding to
improve rail and high-speed rail. We should do the same.
Finally, as I said, I think the challenges we face are,
one, to reach a bipartisan agreement on what we define as
infrastructure.
Two, how we pay for it. Our Republican friends don't like
the current pay-fors? I suggest they come up with other pay-
fors.
Three, we should incentivize States and local government
who have already raised local revenue. Almost 30 States across
the country have raised revenue in recent years to improve
their transportation needs, as well as local government, many
counties. If they have got skin in the game, why don't we
incentivize them as a result of that?
The challenge that we have--and I challenge our Republican
colleagues and friends--is to show that we can work together to
invest in America, and invest in our infrastructure, which is
long, long overdue.
I thank the chairman and the committee for your patience
today. We have got our work cut out for us.
[Mr. Costa's prepared statement follows:]
Prepared Statement of Hon. Jim Costa, a Representative in Congress from
the State of California
Good afternoon, thank you Mr. Chairman for holding this Member Day
Hearing. It is critical now more than ever we continue to discuss our
infrastructure needs as a nation. For the past few years, we have heard
the term ``infrastructure week'' time after time, but no action. Today,
I am hopeful with this Administration and with this committee in moving
legislation forward towards a sustainable investment for the next
generation.
I stand in front of the committee to highlight the infrastructure
needs of our nation from investing in our water resources
infrastructure to high speed rail. It is essential we take an all-of-
the above approach and invest in this diverse amount of infrastructure
which continues to connect our nation.
As the representative of California's 16th District, a place I call
home, this district and the region of the San Joaquin Valley serves as
California's infrastructure backbone. My district has diverse needs as
it contains infrastructure which conveys our water resources throughout
the state, major highways which support the movement of goods and
services throughout the state, and lastly, it is home to California's
High Speed Rail project, a first of its kind for our nation.
If we are going to continue towards the path of sustainability as a
nation, we must act boldly. We must continue to utilize the benefits of
the BUILD Grant to support fixing our highways and roads that serve as
major connectors for regions, such as State Route 99 and State Route 41
in my district which both also connect to Interstate 5, a major
transportation artery that connects all of California.
Climate change continues to intensify droughts in the West with
more unpredictable weather patterns that require us to think of
``outside-the-box'' solutions. That is why I will soon be introducing
legislation to ensure access to WIFIA financing for federally-owned,
locally ran water infrastructure projects to assist in the much needed
upgrades and modernization of water infrastructure projects around our
nation.
And lastly, if we are going to reduce our carbon footprint and
reduce our global emissions, we must invest in electrified high-speed
rail. For too long we have heard the United States is behind when it
comes to investing in high-speed rail. Other nations around the world
continue to invest in this infrastructure and reap the benefits of
regional connectivity and economic opportunity all while reducing
carbon footprints. My legislation, the High-Speed Rail Corridor
Development Act of 2021 builds upon what our nation has already
invested towards high-speed rail. This can be a reality for all across
our nation and help us continue to connect our regions and communities.
I'd like to thank the Chairman again for allowing me to testify
today and look forward to working on an infrastructure package for our
nation. I yield back.
Mr. DeFazio. I thank the gentleman--in particular, his
advocacy on high-speed rail. I just would correct him. One of
the five original designated high-speed rail corridors in the
United States was from Eugene to Vancouver, BC, not Portland.
Mr. Costa. Sorry.
Mr. DeFazio. And----
Mr. Costa. I stand corrected.
Mr. DeFazio. No, there has been a lot of talk about
Portland, because of Microsoft being involved in a project up
there. But it is Eugene.
I also thank him for pointing out the need for water
infrastructure. It is becoming more and more and more critical,
obviously, in the West and nationwide. The Corps has a massive,
massive backlog to bring things up to a state of good repair,
close to $40 billion, and that needs addressing in a 21st-
century way, incorporating, where possible, more natural
systems.
I thank the gentleman.
With that we would move to the esteemed chair of the
Appropriations Committee, Rosa DeLauro.
TESTIMONY OF HON. ROSA L. DeLAURO, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CONNECTICUT
Ms. DeLauro. Thank you. Thank you so much, Chairman DeFazio
and Ranking Member Graves. I want to thank both of you for the
opportunity to speak today, but also for your commitment to our
Nation's infrastructure, and for holding today's Members' Day
hearing.
We are in an exciting moment. After decades of inadequate
investments in America's physical infrastructure and 4 years of
failed ``infrastructure weeks,'' we finally have a partner in
the White House who is committed to making transformative
investments that will shape our economy in a way that meets the
moment. We cannot simply return to normal. Now is the time to
make desperately needed investments to rebuild our Nation and
create millions of good-paying jobs that cannot be outsourced.
According to the 2021 Report Card for America's
Infrastructure assessment by the American Society of Civil
Engineers, our Nation's infrastructure receives the grade of C-
minus. By 2039, America's overdue infrastructure bill will cost
the average American household $3,300 a year, or $63 a week,
and the cost and consequences to our economy are significant. A
continued underinvestment in our infrastructure at current
rates will cost $10 trillion in GDP, more than 3 million jobs,
and $2.4 trillion in exports over the next 20 years.
We cannot wait. Now is the time to invest, reimagine, and
rebuild the American economy by building the architecture for
our Nation's future.
As we work together, I would ask to bring your attention to
a national infrastructure development bank, a concept I have
been advocating since 1994. It is a public-private partnership
establishing an innovative financing mechanism to help
supplement gaps in investment. The bank would be a bold step
forward to address the tremendous shortfall in infrastructure
investment that would create jobs, spur long-term economic
growth, and improve our global competitiveness. It would make
the critical investments needed that goes beyond surface
transportation, like water, energy, and telecommunications,
which is critical to our national growth strategy. Projects
would be evaluated through an analysis of the economic,
environmental, and social benefits, as well as the cost.
Importantly, there is no minimum dollar amount required for
a project to receive financing from the bank. A project can be
of significance, yet not be major in terms of a dollar amount
attached to it. And employee protection provisions are included
to ensure that, while the infrastructure bank creates new jobs,
it also does not displace current workers.
I also want to say a thank you for your commitment to
serving and rebuilding communities through the Member-
designated projects. This designated funding stream is vitally
important as we continue our efforts to build back better. In
Connecticut's Third Congressional District, the T&I Member-
designated project funding would deliver far-reaching, forward-
thinking progress for Connecticut families. And as such, we
will be submitting a number of projects.
Let me just briefly mention one of them. The funding would
finance one of our largest and our most essential
infrastructure projects, the city of New Haven's Downtown
Crossing Project. This is a project that I have worked
tirelessly on since my days as chief of staff for New Haven
mayor Frank Logue in the 1970s. And yet, decades later, I am
still fighting for its completion. We have completed two of
three phases to transform one of our critical expressways into
urban boulevards designed for pedestrian and bicycle use, as
well as low-speed motor vehicle traffic. With a dedicated
funding stream, Downtown Crossing Project would finally be
complete.
Infrastructure is the lifeblood of our economy. I strongly
believe it must be a central component of a long-term national
growth strategy that returns us to a country that builds,
rather than one that just consumes. Through the comprehensive
infrastructure package to be crafted by this committee in the
coming months, we can change the course of infrastructure
spending in our country.
Thank you. Thank you so much for your attention to my
statement, as well to my legislation, but also to the issue of
infrastructure. Your leadership is essential as the Congress
considers new investments to address our growing infrastructure
deficiencies. I look forward to working with you on this
critical matter, and I yield back.
[Ms. DeLauro's prepared statement follows:]
Prepared Statement of Hon. Rosa L. DeLauro, a Representative in
Congress from the State of Connecticut
Thank you, Chairman DeFazio and Ranking Member Graves for your
commitment to our nation's infrastructure and for holding today's
Member Day hearing. We are in an exciting moment. After decades of
inadequate investments in America's physical infrastructure and four
years of failed `Infrastructure Weeks,' we finally have a partner in
the White House who is committed to making transformative investments
that will shape our economy in a way that meets the moment. We cannot
simply return to normal. Now is the time to make desperately needed
investments to rebuild our nation and create millions of good-paying
jobs that cannot be outsourced.
According to the 2021 Report Card for America's Infrastructure
assessment by the American Society of Civil Engineers, our nation's
infrastructure receives the grade of a C-. By 2039 America's overdue
infrastructure bill will cost the average American household $3,300 a
year, or $63 a week, and the costs and consequences to our economy are
significant. A continued underinvestment in our infrastructure at
current rates will cost $10 trillion in GDP, more than $3 million jobs,
and $2.4 trillion in exports over the next 20 years.
We cannot wait. Now is the time to invest, reimagine, and rebuild
the American economy by building the architecture for our nation's
future.
As we work together, I would ask to bring your attention to a
national infrastructure development bank, a concept I have been
advocating for since 1994. It is a public-private partnership that
would establish an innovative financing mechanism to help supplement
gaps in investment. The bank would be a bold step forward to address
the tremendous shortfall in infrastructure investment, while creating
jobs, spurring long-term economic growth, and improving our global
competitiveness.
It would make the critical investments needed that goes beyond
surface transportation, like water, energy, and telecommunications,
which is critical to a national growth strategy. Projects would be
evaluated through an analysis of the economic, environmental, and
social benefits, as well as the cost. Importantly, there is no minimum
dollar amount required for a project to receive financing from the
Bank. A project can be of significance, yet not be major in terms of a
dollar amount attached to it. And, employee protection provisions are
included to ensure that while the infrastructure bank creates new jobs,
it also does not displace current workers.
And I want to thank you for your commitment to serving and
rebuilding communities through Member Designated Projects. This
designated funding stream is vitally important as we continue our
efforts to build back better.
In Connecticut's Third District, the T&I Member Designated Project
funding would deliver far-reaching, forward-thinking progress for
Connecticut families. As such, we will be submitting a number of
projects, but I want to briefly mention one of them. The funding would
finance one of our largest and most essential infrastructure projects:
The City of New Haven's Downtown Crossing Project. This is a project
that I have tirelessly worked on since my days as Chief of Staff for
New Haven Mayor Frank Logue in the 1970s, and yet, decades later, I am
still fighting for its completion. We have completed two of three
phases to transform one of our critical expressways into urban
boulevards designed for pedestrian and bicycle use, as well as low-
speed motor vehicle traffic. With the dedicated funding stream, the
Downtown Crossing project I have been fighting for, for decades, will
finally be complete.
Infrastructure is the lifeblood of our economy, and I strongly
believe it must be the central component of a long-term national growth
strategy that returns us to a country that builds, rather than one that
just consumes. Through the comprehensive infrastructure package to be
crafted by this committee in the coming months, we can change the
course of infrastructure spending in our country.
Thank you for your attention to my statement, as well as my
legislation. Your leadership will be essential as Congress considers
new investments to address our growing infrastructure deficiencies. I
look forward to working with you on this critical matter.
Mr. DeFazio. I thank the gentlelady. And like on this
committee, we are going to do Member-designated projects. I
congratulate the gentlelady for bringing back high-priority,
local projects that are proposed by Members to the
appropriations process with appropriate protections.
And this 1994 for an infrastructure bank, I started in 1996
with Bud Shuster on the Harbor Maintenance Trust Fund. I
finally got it done last December. Maybe you are close, Rosa.
Ms. DeLauro. Listen, you can never give up, you know? My
mama taught me two things in her 103 years--don't take no for
an answer, and never give up. So here we go. Thank you so, so
much, Mr. Chairman. Thank you.
Mr. DeFazio. I thank the gentlelady.
At this point, Representative Lamb, a member of the
committee from Pittsburgh, who I had the pleasure of visiting
in a virtual event last week with his constituents to talk
about infrastructure needs, and have also visited his district,
and he has been a prime mover, in particular, on inland
waterways and other critical infrastructure.
And the order of witnesses will be--when Conor takes over--
will be Representatives Arrington, Schrader, Porter, and
Schrier.
OK, Representative Arrington, you can begin, and
Representative Lamb will take the chair.
TESTIMONY OF HON. JODEY C. ARRINGTON, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF TEXAS
Mr. Arrington. Thank you, Chairman DeFazio and Ranking
Member Sam Graves, and members of the T&I Committee, and
certainly my friend, Conor Lamb, who I have really enjoyed
teaching how to play basketball since I have been a Member of
Congress. I don't know if he is there. I can't see his
expression. I hope he is laughing.
I want to talk about the food, fuel, and fiber that feeds
and clothes not only the American people, but people all over
the world, and the supply of energy that undergirds this
greatest economy, the envy of the world, and provides the
energy needs of billions of people around the world. In fact,
this Ports-to-Plains Corridor, as we call it, which is the
backbone of rural America, it is Middle America. And these are
rural communities that are the lead in production, agriculture,
and energy, both fossil and renewable.
And with the trade agreement with Canada and Mexico, they
are the largest trading partners, and making that a better and
stronger agreement, where the United States is going to benefit
to the tune of $70 billion in additional growth in GDP, we need
to have the critical infrastructure and transportation arteries
to take this important product throughout the country to our
ports and beyond.
And when you look at the States from Texas, all the way up
Middle America to Canada through North Dakota, this represents
about 70 percent. This area, this swath of the heartland
represents over 70 percent of production, ag, and energy. And
again, that is both renewable and fossil. My district alone, 29
counties in west Texas, is the largest renewable wind
production center in the country, producing three times more
than even the State of California. So it is all of the above.
It is critical supply chain for the country.
There is nothing in my mind more important, in terms of
infrastructure, than maintaining and strengthening our food
security and our energy independence, not just for the United
States, but for North America, especially, again, with our
enhanced relationships and new trade deal with USMCA, which was
a bipartisan effort and great for the country, great for our
workers, manufacturers, and ag producers.
So my project that I have been working on with Henry
Cuellar and colleagues from both sides of the aisle--and by the
way, my friend, Representative Cuellar, this particular part of
the Ports-to-Plains Corridor that we are presenting starts at
the largest inland port in America, which is Laredo, Texas, and
includes other ports, including Eagle Pass and Del Rio.
But my priority for this 117th Congress, Mr. Chairman, is
for H.R. 1608, the Ports-to-Plains Highway Act of 2021, to be
included in the upcoming surface transportation reauthorization
bill. This legislation designates the Ports-to-Plains Corridor
in Texas, New Mexico, Oklahoma, and Colorado, and a portion of
the Heartland Expressway between I-70 and I-76 in Colorado as a
future interstate highway.
Again, food, fuel, and fiber, food security, energy
independence, and these God-fearing, freedom-loving patriots
who live in the heartland, the backbone of this country, making
sure that we can efficiently and safely push that product to
our communities throughout the country, and to people all
around the world. We are going to see the population double
around the world. And by 2030 we are going to have 1 billion
people who already live in energy poverty, and we will have 1
of every 4 people living with food insecurity. And they are all
counting on our farmers, ranchers, and energy producers in this
corridor to meet that growing demand.
Hey, guys, thank you so much for listening, and letting me
present our priority for the Ports-to-Plains Highway. Thanks
for your good work, and I am happy to take any questions. And
God bless your efforts.
[Mr. Arrington's prepared statement follows:]
Prepared Statement of Hon. Jodey C. Arrington, a Representative in
Congress from the State of Texas
Chairman DeFazio and Ranking Member Graves:
Thank you for providing Members the opportunity to share our
priorities for the 117th Congress. As you continue to develop your
proposal to rebuild our nation's infrastructure, I'd like to take this
Member's Day hearing as an opportunity to urge the inclusion of H.R.
1608, The Ports-to-Plains Highway Act of 2021, in any surface
transportation reauthorization legislation. This is an issue of great
importance and value to the constituents of TX-19 and rural America.
This legislation designates the Ports-to-Plains Corridor in Texas,
New Mexico, Oklahoma and Colorado and a portion of the Heartland
Expressway in Colorado as a Future Interstate. Both the Ports to Plains
Corridor and the portion of the Heartland Expressway are
Congressionally designated High Priority Corridors on the National
Highway System.
The Ports-to-Plains region includes states which lead our nation's
energy and agriculture economy, producing over $44 billion in
agriculture goods, or 22 percent of total U.S. agriculture production.
The Ports-to-Plains corridor generates over $166 billion annually in
trade with Canada and Mexico, accounting for almost 20 percent of all
U.S.-North American trade. Simply put, Middle America provides the
food, fuel, and fiber that strengthens our nation.
As the United States dominates the global trade market, we must
also look to strengthen infrastructure in rural communities. Access and
upgrades to adequate rural infrastructure not only promote the
wellbeing and quality of life for people living in rural communities,
but also ensures the safe and efficient transportation of food, fuel,
and fiber throughout the country.
My priority for the 117th Congress is for H.R. 1608, The Ports-to-
Plains Highway Act of 2021, to be included in the upcoming surface
transportation reauthorization bill. This critical step in highway
expansion would improve economic development, safety, and efficiency
for America's Heartland. I look forward to working with you this
Congress on this critical legislation.
Mr. Lamb [presiding]. Mr. Arrington, thank you for your
contribution, and I would have a response on the point of
basketball, except that the State of Texas had two of our final
four teams this year. So I feel like it is not the best year
for a kid from Pittsburgh to be talking smack about basketball
to a guy from Texas.
I did get to visit Representative Cuellar's district over
the weekend, actually, to look at the border. So I have a new
understanding of what you are talking about, and I hope that we
can work on it in a bipartisan way here in the committee.
Mr. Arrington. Thank you.
Mr. Lamb. Next we have another great champion of rural
America, from the Democratic side, Mr. Kurt Schrader, for 5
minutes.
TESTIMONY OF HON. KURT SCHRADER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF OREGON
Mr. Schrader. Thank you very much, Chairman pro tem Lamb. I
would like to thank you and Chairman DeFazio and Ranking Member
Graves for the opportunity to provide testimony in advance of
the committee's work to reauthorize the surface transportation
policy.
Historically, thanks to the leadership of this committee,
transportation and infrastructure have been bipartisan issues.
There are those that would like to break that tradition in this
Congress. I hope this committee and the 117th Congress continue
to value bringing Members together from both sides of the aisle
for our transportation and infrastructure needs. This could be
the uniting moment that the President has been talking about.
The President's plan is a great foundation that goes boldly
forward, rebuilding America's infrastructure for the 21st
century. But the absence of a long-term, sustainable funding
source for the Highway Trust Fund is deeply concerning. It is
time to start the transition off the gas tax onto a vehicle-
miles traveled, or a weight-mile type of funding mechanism that
will serve us into the future.
I would also like to commend the committee's past work, in
particular the robust Projects of National and Regional
Significance program and the Moving Forward Act. That helps
States complete large, very large, infrastructure projects like
the Interstate 205 bridge in my district. The project has
bipartisan regional support, and the local communities and
State are committed to help with the funding. It is a critical
connection point that currently sees hours-long congestion. It
is a vital freight freeway for our region between Washington
State and Oregon.
The State and local officials have put forward an ambitious
plan to reinforce this bridge for seismic concerns to maintain
access during major disasters, and I hope that programs like
this one are kept inside the base package, allowing States to
compete for greatly needed Federal assistance on large projects
that they can't possibly do on their own.
Bringing Members into the discussion on how best to spend
Federal dollars in their district is long overdue, and I
commend the committee for their efforts in this respect. We all
know our districts better than agency bureaucrats in
Washington, DC.
The safeguards being put in place by the committee will
help bring needed transparency to the process, while empowering
us to advocate the projects our constituents tell us that they
need most, projects, like the Interstate 5 bottleneck at the
Aurora-Donald interchange, and a dangerous intersection,
Highway 22 and Highway 51 in my district. These projects, like
so many others, have broad support from local and State
officials. They are willing to put money into the till. The
only thing that is missing is some Federal help to finalize
that funding. These are the kind of projects that need just a
little bit of focus to help save lives, and keep our economy
humming.
I also hope that this is expanded beyond surface projects
to include other forms of infrastructure. The south jetty at
the entrance to Tillamook Bay on the Oregon coast is in
critical need of repairs to stop the loss of life from boats
exiting and entering the Port of Garibaldi. We recently had a
boat capsize, leading to the deaths of two individuals. These
jetties are a Federal responsibility. The past decade has seen
these projects zeroed out in Presidential budgets. It will only
get worse for my constituents because of Federal inaction. So I
urge the committee to expand opportunities for Congress to
direct spending for critical projects like this one.
Thanks again for the opportunity to outline my concerns as
the committee continues its important work. I look forward to
seeing a final product that meets the moment and provides a
strong investment in our country and its citizens.
And I yield back, thank you.
[Mr. Schrader's prepared statement follows:]
Prepared Statement of Hon. Kurt Schrader, a Representative in Congress
from the State of Oregon
Chairman DeFazio and Ranking Member Graves,
Thank you for this opportunity to provide testimony in advance of
the committee's work to reauthorize surface transportation policy.
Historically, thanks to the leadership in this committee,
transportation and infrastructure have been bipartisan issues. There
are those that would choose to break that tradition this Congress. I
hope this committee and the 117th Congress continue to value bringing
members together from both sides of the aisle on our transportation and
infrastructure needs. This could be the uniting moment our President
has talked about.
The President's plan is a great foundation that goes boldly towards
rebuilding American infrastructure for the 21st Century. But the
absence of a long-term sustainable funding source for the Highway Trust
Fund is deeply concerning.
I would also like to commend the Committee's past work. In
particular, the robust Projects of National and Regional Significance
program in the Moving Forward Act that would help states complete large
infrastructure projects, like the I-205 bridge and access improvements
project in my district. This project has bipartisan, regional support
and the local communities and state are committed to funding support.
It is a critical connection point that sees hours-long traffic
congestion, not only for Oregonians but also for our neighbors across
the river in Washington. The state and local officials have put forward
an ambitious plan to reinforce the bridge for seismic concerns to
maintain access during major disasters. I hope that programs like this
one are kept inside the base package, allowing states to compete for
greatly needed federal assistance on big projects that they can't do on
their own.
Bringing Members back into the discussion about how best to spend
federal dollars in their district is long overdue and I applaud the
committee for their efforts here. We all know our districts better than
agency bureaucrats here in DC. The safeguards being put in place by the
committee will help bring needed transparency to the process while
empowering us to advocate for the projects our constituents tell us are
most needed. Projects like the Interstate 5 bottleneck at the Aurora-
Donald interchange and the dangerous intersection on Highway 22 and
Highway 51 in my district. These projects, like so many others, have
broad support from local and state officials. The only thing it's
missing is some federal help to finalize funding. These are the kinds
of projects that just need a little focus that will help save lives and
keep our economy humming.
I also hope that this is expanded beyond surface projects to
include other forms of infrastructure. The south jetty at the entrance
to Tillamook Bay is in critical need of repairs to stop the loss of
life from boats exiting and entering the port of Garibaldi. We recently
had a boat capsize leading to the deaths of two.
These jetties are federal responsibility. But the past decade has
seen these project zeroed out in presidential budgets due to the cost.
It will only get worse for my constituents because of federal inaction
so I urge the committee to expand opportunities for Congress to direct
spending for critical projects like this one.
Thank you again for this opportunity to outline my thoughts as the
committee continues its important work. I look forward to seeing a
final product that meets the moment and provides a strong investment in
our country and our citizens.
Mr. Lamb. And thank you.
Next up we have, from California, the gentlelady, Ms. Katie
Porter, for 5 minutes.
TESTIMONY OF HON. KATIE PORTER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Ms. Porter. Thank you so much, committee members and staff,
for holding this hearing on advancing our country's surface
transportation and infrastructure.
Above the doors of the National Transportation Safety Board
academy there is an inscription. It reads, ``From tragedy we
draw knowledge to protect the safety of us all.'' By pulling
together stakeholders from industry, law enforcement, and all
levels of Government, the National Transportation Safety Board
has realized its goal time and time again.
As committee members may know, fatalities from aviation
accidents are down 99 percent since the board was founded. It
is past time to take a similar approach to learning and
evaluation in emergency management. And that is why I urge the
committee to include in this legislation my proposal for a
National Disaster Safety Board. This National Disaster Safety
Board would be a nonpartisan, independent Government body. It
would review management of natural hazards with a holistic
approach, evaluating the response at all levels of Government
and the private sector and through nonprofits.
I say ``natural hazards,'' and that is for a reason.
Disasters are what happens when human beings make wrong
decisions in an emergency. Disasters can be avoided, but
natural hazards like fires and hurricanes cannot.
The National Disaster Safety Board would address the
problem we currently face where an alphabet soup of State and
Federal agencies each conduct their own lessons-learned
process, and each draw their own parochial conclusions.
It would address a related problem, which is that these
different reviews use different data, make disparate
recommendations, and are scattered across the internet, when
they are publicly available at all.
Look at the example from my home State of California and
the 2018 Camp Fire, the deadliest fire in the United States in
a century, and the biggest environmental cleanup in the history
of California. These are terrible statistics. What they are
not, though, is lessons. The lessons from the Camp Fire are
scattered across half a dozen Government reports, from the
Butte County district attorney's office to the National
Institute of Standards and Technology, to the California office
in charge of watersheds. Each looked at the Camp Fire from a
particular point of view. None of them had the credibility or
the mandate to do a 360-degree review and say, ``This is how we
save lives next time.''
If we had a disaster board like what I am proposing, we
could start to find patterns. We might recognize that wildfires
in California have more in common with floods in Louisiana than
we realized. And perhaps we could find common solutions, as
well.
The Camp Fire also forced the evacuation of more than
50,000 people. And across the U.S., 916,000 people were
displaced by natural hazards in 2019. Do the evacuation
procedures and emergency networks and systems we have in
California reflect the lessons learned over the years in
Florida or Texas? The National Disaster Safety Board will give
the independent, nonpartisan analysis and recommendations to
make sure that the answer to that question is yes.
In the minute I have left, I want to suggest another
important way for the committee to protect taxpayer dollars and
encourage smart policymaking. From the American Recovery and
Reinvestment Act to the CARES Act, we have seen the importance
of oversight and accountability when Congress jumpstarts the
economy. This is so important for this infrastructure bill,
because we are aiming to reorient our economy to better fight
climate change.
Electrification of the transportation sector requires
coordination between the private sector, multiple Government
agencies, and all 50 States. That is a recipe for confusion and
delay. So I encourage the committee to make sure that, when it
comes to building up zero-emission vehicles and charging
infrastructure, the Government has somebody in charge, not a
working group, not an office with an acronym, but a person who
is empowered and can say, ``The buck stops with me on electric
vehicles.'' And I hope to hear that testimony from that
electric vehicle czar or similar person in the not-too-distant
future.
Thank you again for the opportunity to testify. I yield
back.
[Ms. Porter's prepared statement follows:]
Prepared Statement of Hon. Katie Porter, a Representative in Congress
from the State of California
Chair DeFazio and Ranking Member Graves, thank you for holding this
hearing on advancing our country's surface transportation and
infrastructure.
Above the doors of the National Transportation Safety Board academy
there is an inscription. It reads: ``From tragedy we draw knowledge to
protect the safety of us all.''
By pulling together stakeholders from industry, law enforcement,
and all levels of government, the NTSB has realized this goal time and
time again. As members of the committee may know, fatalities from
aviation accidents are down 99% since the board was founded in 1967.
It is far past time to take a similar approach to learning and
evaluation in emergency management, and that is why I urge the
committee to include my proposal for a National Disaster Safety Board
in this legislation.
The National Disaster Safety Board, or NDSB, would be a non-
partisan, independent government body. It would review management of
natural hazards with a holistic approach, evaluating the response at
all levels of government, in the private sector, and through non-
profits.
I say natural hazards and that's for a reason. Disasters are what
happens when human beings make the wrong decisions in an emergency.
Disasters can be avoided, but natural hazards like fires and hurricanes
cannot.
The NDSB would address the problem we currently face where an
alphabet soup of state and federal agencies each conduct their own
lessons-learned process, and each draw their own parochial conclusions.
It would address a related problem, which is that these different
reviews use different data, make disparate recommendations, and are
scattered across the internet--when they're publicly available at all.
Take the example of my home state of California and the 2018 Camp
Fire.
By any metric, the Camp Fire was historic.
The deadliest fire in the U.S. in a century.
The biggest environmental cleanup in the history of California.
The most expensive natural disaster in the world during a year that
included hurricanes Michael and Florence.
These are terrible statistics. What they are not, is lessons.
The lessons are scattered across half a dozen government reports,
from the Butte County District Attorney's Office, to National Institute
of Standards and Technology, to the California office in charge of
watersheds.
Each looked at the Camp Fire from a particular point of view. None
had the credibility or the mandate to do a 360 degree review and say:
``this is how we save lives next time.''
That is a problem, and one I imagine almost every member of this
committee has experienced in their own state.
If we had a board like this, we might start to find patterns. We
might recognize that wildfires in California have more in common with
floods in Louisiana than we realized--and perhaps common solutions as
well.
The Camp Fire was a disaster not only because of physical
destruction, but because it forced the evacuation of more than 50,000
people who then needed food, shelter, and medical care.
That was a huge challenge, but not a new one in many parts of the
country. Of the 916,000 people across the country who were displaced by
natural hazards in 2019, most were displaced by floods or storms.
Do the evacuation procedures, emergency networks, and other systems
we have in place in California reflect the lessons learned over the
years in Florida, or Texas?
The National Disaster Safety Board will provide the independent,
non-partisan analysis and recommendations to make sure that the answer
to that question is ``yes.''
In the few minutes I have remaining, I want to address another
important way for the Committee to protect taxpayers dollars and
encourage smart policy making.
From the American Recovery and Reinvestment Act of 2009, to the
CARES Act last year, we have seen the importance of oversight and
accountability and when Congress jumpstarts the economy.
That is especially important in the case of this infrastructure
bill, because we are aiming to reorient our economy to meet the
existential threat of global warming.
When it comes to electrification of the transportation sector, this
will require coordination between the private sector, multiple
government agencies, and all 50 states.
This is a recipe for confusion and delay, and so I encourage the
committee to make sure that, when it comes to building up zero emission
vehicles and charging infrastructure, the government has somebody in
charge.
Not a working group, not an office with an acronym, but a person
who is empowered and can say ``the buck stops with me on electric
vehicles.'' And I hope to hear the testimony of that person in the not-
too-distant future.
Thank you once again for the opportunity to testify here today. I
look forward to working together on this vital legislation.
I yield back.
Mr. Lamb. Thank you, Ms. Porter, for such fresh and new
ideas. As well, there were some jokes among Members earlier
about it taking 30 years to get some of these new ideas off the
ground. And I don't think we have that kind of time, with
respect to the ideas that you are talking about. So we will
take those very seriously.
The next five Members that we have up are Mr. Phillips,
Mrs. Bustos, Ms. Meng, Mr. Hagedorn, and Mr. Cloud.
So with that we turn to the gentleman from Minnesota, Mr.
Phillips.
TESTIMONY OF HON. DEAN PHILLIPS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF MINNESOTA
Mr. Phillips. Thank you, Mr. Chairman pro tem, Chairman
DeFazio, Ranking Member Graves, and all of you committee
members. I appreciate the time.
I represent Minnesota's Third Congressional District, which
includes the western Twin Cities suburbs. We are a proud, a
diverse, hard-working community. We are national leaders in
healthcare, small business ownership, and hockey fandom. And
our biggest export is Minnesota nice. We are also a tolerant
community, and one which deeply values the principle of
sharing.
But I have to be blunt with all of you. My constituents in
Minnesota are growing awfully tired of being one of just eight
States in the country that pays more in Federal taxes to
Washington than it receives back in Federal programs and
support. In 2019 that amounted to Minnesotans sending an extra
$1.8 billion to Washington more than it received back. In
contrast, the average State in America receives from the
Federal Government nearly $16 billion more than each State pays
in each year. And that imbalance has a profound impact on my
district. And nowhere is it felt more strongly than in our
woeful infrastructure.
I have met with leadership from every single city and town
in my district, and I often hear the exact same things: our
communities need 21st-century infrastructure to be competitive.
Yes, Congress has been complacent on this issue for far too
long. And yes, I will demand action on behalf of our State. So
I am here today to honor that promise, and urge your support
for a comprehensive, transformational infrastructure package
for America.
In Minnesota we have nearly 650 bridges, and nearly 5,000
miles of highway in poor condition. Not only is poor road
repair an economic disaster, but it is costing my constituents
$400 million each year, which is a hazard also to public
health.
As traffic fatalities have surged statewide in Minnesota,
we need a comprehensive approach to address surface
transportation in our State, and all of our States.
Water and wastewater infrastructure is another priority for
our communities. As local officials have made very clear to me,
sustainable water infrastructure not only ensures safe drinking
water and a clean environment, but also strengthens our local
economies. Experts say that Minnesota needs to invest $7.5
billion to overhaul its aged and overburdened water systems,
and support from Congress will be critical to make sure that
transition happens as swiftly as possible.
Another concern, especially following the wake of COVID-19,
is the need for high-speed broadband in suburban, exurban, and
rural districts like mine. And whether it is students trying to
learn online, or an employee or a Member of Congress logging on
to a virtual meeting just like this one, our communities need
better broadband infrastructure to thrive in an interconnected
world.
And I want to close with one more sentiment that I have
heard from leaders in my district, both Democrats and
Republicans. It is that our communities' infrastructure needs
go well beyond roads, bridges, and pipes. Infrastructure is
about resiliency. It is about a foundation. It is about
modernization. It encompasses everything from climate change
mitigation to addressing our country's concerning mental health
and addiction crisis. News today was that 87,000 Americans lost
their lives to overdoses last year. We had almost 50,000
suicides. People are struggling because of the pandemic,
economic challenges, injustice, you name it. And so, at its
core, infrastructure is about investing in our people and our
future and our country's mental health.
In the aftermath of this once-in-a-generation--God
willing--catastrophe, it is time that we come together and make
that investment together as a Congress.
So I thank you for your time, Mr. Chairman, and I yield
back.
[Mr. Phillips' prepared statement follows:]
Prepared Statement of Hon. Dean Phillips, a Representative in Congress
from the State of Minnesota
Thank you, Chairman DeFazio, Ranking Member Graves, and members of
the Committee for the invitation to speak with you all today.
I have the great honor of representing Minnesota's Third
Congressional District, which includes the western Twin Cities metro
area. We are a proud, diverse, and hardworking community. We are
national leaders in healthcare, small business ownership, hockey fandom
and of course, in Minnesota Nice.
Today, however, I must be blunt with you. Few know this, but
Minnesota is one of just eight states to pay more in federal taxes than
it brings back in support. In 2019, that amounted to Minnesotans
sending an extra $1.8 billion to Washington. In contrast, the average
state receives from the federal government nearly $16 billion more than
it pays each year.
That imbalance has had a profound impact on my district, and
nowhere is it felt more strongly than in our infrastructure. I have met
with leadership from every city and town in Minnesota's Third, and far
too often I find that I am repeating myself:
``Yes, our communities need 21st century infrastructure to
compete.''
``Yes, Congress has been complacent on this issue for far too
long.''
``And yes, I will demand action on behalf of our state.''
I am here today to honor my promise and urge your support for a
comprehensive infrastructure package.
In Minnesota, there are more than 650 bridges and nearly 5,000
miles of highway in poor condition. Not only is poor road repair an
economic disaster--costing my constituents nearly $400 million each
year--but it is a hazard to public health. As traffic fatalities surge
statewide, we need a comprehensive approach to address surface
transportation in Minnesota.
Water and wastewater infrastructure is another priority for
communities in my district. As local officials have made clear to me,
sustainable water infrastructure not only ensures safe drinking water
and a clean environment, but also strengthens local economies. Experts
say that Minnesota will need to invest $7.5 billion to overhaul its
aged and overburdened water systems, and support from Congress will be
critical to ensure that transition happens as swiftly as possible.
Another growing concern, especially following the wake of the
COVID-19 pandemic, is the need for high-speed broadband in suburban,
exurban, and rural districts like mine. Whether it's a student learning
online or an employee logging on to a virtual meeting, our communities
need better broadband infrastructure to thrive in our increasingly
interconnected world.
I want to close with another sentiment I have heard from leaders in
my district, Democrats and Republicans alike. Our communities'
infrastructure needs go beyond roads, bridges, and pipes.
Infrastructure is about resiliency. It's about modernization. It
encompasses everything from climate change mitigation to addressing our
country's mental health crisis. At its core, infrastructure is about
investing in our future. In the aftermath of a once-in-a-generation
catastrophe, it's time to come together and make that investment.
Thank you.
Mr. Lamb. I am disappointed that there was no musical
portion of the presentation after showing us that guitar the
entire time, but thank you, Mr. Phillips.
And with that we are on to the gentlelady from Illinois,
Mrs. Bustos.
TESTIMONY OF HON. CHERI BUSTOS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF ILLINOIS
Mrs. Bustos. All right, thank you, Congressman Lamb. And I
do want to throw out my thanks to Chairman DeFazio for giving
so many Members the opportunity to be able to share our
transportation and infrastructure priorities with the committee
today.
So I served on the Transportation and Infrastructure
Committee for my first three terms in Congress. And so I have a
deep appreciation for your critical mission, and the essential
work that you are doing. What I would like to do today is
summarize and submit for the record a document that outlines
the principles that I believe any infrastructure proposal
should include, particularly those that address the needs of
our small towns and rural communities, so much of which I serve
in the congressional district in the central and northwestern
and northern part of the State of Illinois.
Because I know that you are working on a surface
transportation reauthorization bill right now, I would like to
focus my remarks on the priorities for that legislation.
However, I do hope that this document will guide your work on
all future infrastructure packages beyond the one immediately
before us. I believe that, to build a strong foundation for a
successful economy, our Nation requires a significant
investment. To do this, any proposal needs to meet three goals.
First, direct Federal investment to areas with demonstrated
need.
Number two, strengthen programs that target support to
rural areas and small towns such as technical assistance.
And three, maintain and expand policies like Buy American
and Davis-Bacon requirements that support America's
manufacturers and America's workers.
Looking specifically to surface transportation, we must
balance our investments in new infrastructure with making sure
that our existing infrastructure is safe and reliable. For
example, the American Road and Transportation Builders
Association ``Bridge Report'' for this year found that, in my
home State of Illinois--and by the way, we are home to now the
third most bridges in poor condition in the Nation: pretty
bad--over 10 percent of the bridges in the congressional
district I serve are classified as structurally deficient.
So meanwhile, in 2018, more than 34 percent of major rural
roads across the country were rated in poor or mediocre
condition. Families in the heartland like the ones I serve rely
on surface transportation not only to get to work or to run to
the grocery store, but also as an economic connection to the
rest of the country. Manufacturers, growers, and producers all
rely on roads, on bridges, on rail, on locks and dams to move
their products to market.
Increased freight traffic on roads, coupled with everyday
use, have resulted in significant strain on our most important
infrastructure, making it critical that we invest more in our
highways, our bridges, our rail, all while providing a
sustainable funding source for the Highway Trust Fund.
Congress' call to address this lies not only in our
economic recovery, but in basic public safety. Promoting public
safety also requires raising awareness of Move Over laws. These
laws vary from State to State--in Illinois, our Move Over law
is known as Scott's Law--but many people don't realize that
moving over for a stopped vehicle is more than a courtesy, it
is a legal requirement. And after one of my constituents, State
trooper Brooke Jones-Story, was struck and killed during a
routine traffic stop, I knew that we needed to take action and
to prevent this needless loss of life. And as the wife of a
sheriff, I am grateful for the work our first responders do
every day. I ask that this committee continue to join me in
working to keep them safe.
Last Congress, I appreciated that this committee included
public awareness campaigns for Move Over laws as eligible
expenses in highway safety programs in the Moving Forward Act.
It is my hope that you will again prioritize this important
initiative.
Just to close, it was our parents' generation that left us
with world-class infrastructure. And in order to build back
better, we must look to repair the foundation we inherited, as
well as build upon it. I look forward to working with all of
you on the Transportation and Infrastructure Committee on these
important initiatives so we can meet that promise for
generations to come. And I hope that this can truly be a
bipartisan effort.
With that, Mr. Chairman, I yield back.
[Mrs. Bustos' prepared statement follows:]
Prepared Statement of Hon. Cheri Bustos, a Representative in Congress
from the State of Illinois
Thank you Chairman DeFazio and Ranking Member Graves for giving me
the opportunity to share my Transportation and Infrastructure
priorities with the Committee today.
I served on this Committee for my first three terms, and I have a
deep appreciation for its critical mission and essential work.
Today, I would like to summarize and submit for the record a
document outlining the principles that I believe any infrastructure
proposal should include, particularly those that address the needs of
our small towns and rural communities.
Because I know you are working on a surface transportation
reauthorization bill right now, I will focus my remarks on the
priorities for that legislation. However, I hope this document will
guide your work on all future infrastructure packages beyond the one
immediately before us.
To build a strong foundation for a successful economy, our nation
requires a significant investment. To do this, any proposal must meet
three goals:
First--direct federal investments to areas with DEMONSTRATED
need;
Second--STRENGTHEN programs that target support to rural areas
and small towns, such as technical assistance;
And Third--MAINTAIN and EXPAND policies, like Buy American and
Davis-Bacon requirements, that support America's manufacturers
and workers.
Looking specifically to surface transportation, we must balance our
investments in new infrastructure with making sure that our existing
infrastructure is safe and reliable.
For example, the American Road and Transportation Builders
Association's Bridge Report for 2021 found that my state of Illinois is
home to the third-most bridges in poor condition in the nation. Over 10
percent of the bridges in the congressional district I serve are
classified as structurally deficient.
Meanwhile, in 2018, more than 34 percent of major rural roads
across the country were rated in poor or mediocre condition.
Families in the Heartland, like those I serve, rely on surface
transportation not only to get to work or run to the grocery store, but
also as an economic connection to the rest of the country.
Manufacturers, growers and producers all rely on roads, bridges and
rail to move their products to market. Increased freight traffic on
roads, coupled with everyday use, have resulted in significant strain
on our most important infrastructure, making it critical that we invest
more in our highways, bridges and rail, all while providing a
sustainable funding source for the Highway Trust Fund.
Congress' call to address this lies not only in our economic
recovery, but in basic public safety.
Promoting public safety also requires raising awareness of Move
Over Laws. These laws vary from state to state--in Illinois, our Move
Over Law is known as Scott's Law--but many people don't realize that
moving over for a stopped vehicle is more than a courtesy--it is a
legal requirement.
After one of my constituents, State Trooper Brooke Jones-Story, was
struck and killed during a routine traffic stop, I knew we needed to
take action to prevent this needless loss of life. And as the wife of a
sheriff, I'm grateful for the work our first responders do every day. I
ask that this Committee continue to join me in working to keep them
safe.
Last Congress, I appreciated that this Committee included public
awareness campaigns for Move Over Laws as eligible expenses in highway
safety programs in the Moving Forward Act. It is my hope that you will
again prioritize this important initiative.
In closing, my parents' generation left us a world-class
infrastructure system, but in order to build back better, we must look
to repair the foundation we inherited, as well as build upon it. I look
forward to working with you on these important initiatives to meet that
promise for generations to come, and hope that this can be a truly
bipartisan effort.
Mr. Lamb. Thank you, and Mr. Bost is very thankful that you
also mentioned the Move Over legislation that he was a part of,
as well, again demonstrating the bipartisan spirit that we
usually strive for on this committee.
Thank you, Mrs. Bustos, and now we are onto Ms. Meng of New
York.
TESTIMONY OF HON. GRACE MENG, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF NEW YORK
Ms. Meng. Thank you, Mr. Chairman, Chairman DeFazio,
Ranking Member Graves, as well as all the distinguished members
of this committee. Thank you for the opportunity to discuss
several issues that are under the jurisdiction of the Committee
on Transportation and Infrastructure. I am so grateful for all
of your leadership, inclusiveness, and hard work to help our
country build back better.
I look forward to submitting for your committee's
consideration infrastructure projects that are sure to improve
the lives of my constituents in Queens, New York. Some of the
projects that will be at the top of my agenda include
strengthening our reliance on alternative energy, including
through electric vehicle charging stations.
I also want to thank this committee for your continued
support of combating aviation noise, an issue that is so
important in my district and so many across the country. As a
founding member and former cochair of the Quiet Skies Caucus, I
have worked on numerous initiatives--many with members of your
committee--to mitigate the deafening airplane noise that has
plagued my district for way too long. I thank you and your
committee staff for being a tireless leader and partner on
these issues and look forward to continuing this work when I
reintroduce the Quiet Communities Act.
Lastly, I am excited to discuss with you the issue of
menstrual equity, and its importance to our economic and social
infrastructure. I know that periods and menstrual products are
not the first thing that come to mind when we say
transportation and infrastructure. But it is a relevant issue,
and an important one, especially during this unprecedented
pandemic that has uprooted our economic and social balance.
Access to safe, affordable menstrual products is a basic
need, and a healthcare right for 51 percent of the U.S.
population. It is estimated that a woman will use up to 16,000
tampons in her lifetime, which equates to at least $7,000 over
the course of her life. One might think these products are
ubiquitous and cheap, but many people face difficulty when it
comes to affording and accessing them. I know this because I
have heard the heartbreaking testimonies from countless people
across our Nation.
Research has shown that the lack of access to menstrual
products can hinder a person's day-to-day life, making it hard
to attend school, go to work, secure job interviews, and pursue
opportunities that could lead to economic achievement. That is
why later this month I will be reintroducing a comprehensive
bill on this issue, the Menstrual Equity for All Act, which
will address the hardships that different people face in
affording and accessing these products.
Specifically, as it relates to this committee, yesterday I
introduced a standalone section from the comprehensive bill
that addresses public buildings. The Menstrual Products in
Federal Buildings Act would require all public Federal
buildings to provide free menstrual products in the restrooms.
The U.S. Government is the largest employer in the country. It
is estimated that there are over 2.1 million Federal civilian
workers. This number does not even include the millions of
contractors, grant employees, and others that make up our
entire Federal workforce.
The issue of affordability and accessibility is everywhere.
We saw it during the longest Government shutdown in history,
and we have seen it throughout this pandemic. After all,
periods do not wait for pandemics. It is time that our
Government finally walks the walk and sets an example by
providing free menstrual products in all public buildings, just
like we do with toilet paper, paper towels, and hand soap.
Doing so will help alleviate the real-life barriers in
accessing and affording these everyday products, while
normalizing and destigmatizing this monthly necessity and basic
human right.
Thank you again for this opportunity to come before your
committee today, and I yield back.
[Ms. Meng's prepared statement follows:]
Prepared Statement of Hon. Grace Meng, a Representative in Congress
from the State of New York
Chairman DeFazio and Ranking Member Graves, as well as
distinguished members of this Committee, thank you for the opportunity
to discuss several issues that are under the jurisdiction of the
Committee on Transportation and Infrastructure. I am grateful for your
leadership, inclusiveness, and hard work to help our country build back
better.
I look forward to submitting for your committee's consideration
infrastructure projects that are sure to improve the lives of my
constituents in Queens. Some of the projects that will be at the top of
my agenda include strengthening our reliance on alternative energy,
including through electric vehicle charging stations.
I want to also thank this Committee for your continued support of
combating aviation noise--an issue that is so important in my district.
As a founding member and former co-chair of the Quiet Skies Caucus, I
have worked on numerous initiatives--many with members of your
committee--to mitigate the deafening airplane noise that has plagued my
district for way too long. I thank you and your committee staff for
being a tireless leader and partner on these issues--and look forward
to continuing this work when I reintroduce the Quiet Communities Act.
Lastly, I am excited to discuss with you the issue of menstrual
equity and its importance to our economic and social infrastructure. I
know periods and menstrual products are not the first thing that come
to mind when we say: ``Transportation and Infrastructure.'' But it is a
relevant issue--and an important one--especially during this
unprecedented pandemic that has uprooted our economic and social
balance. Access to safe, affordable menstrual products is a basic need
and a health care right for 51 percent of the U.S. population.
It is estimated that a woman will use up to 16,000 tampons in her
lifetime, which equates to at least $7,000 over the course of her life.
One might think these products are ubiquitous and cheap, but many women
face difficulty when it comes to affording and accessing them. I know
this because I have heard the heartbreaking testimonies from countless
girls and women from across our nation.
Research has shown that lack of access to menstrual products can
hinder a person's day to day life, making it difficult to attend
school, go to work, secure job interviews, and pursue opportunities
that could lead to economic advancement. That is why later this month,
I will be reintroducing a comprehensive bill on this issue, the
Menstrual Equity for All Act, which will address the hardships that
different women and girls face in affording and accessing these
products.
Specifically, as it relates to this committee, yesterday I
introduced a standalone section from this comprehensive bill that
addresses public buildings. The Menstrual Products in Federal Buildings
Act would require all public federal buildings to provide free
menstrual products in the restrooms.
The U.S. government is the largest employer in the country. It is
estimated that there are 2.1 million federal civilian workers. This
number does not even include the millions of contractors, grant
employees, and others that make up our entire federal workforce. The
issue of affordability and accessibility is everywhere. We saw it
during the longest government shutdown in history, and we have seen it
throughout this pandemic. After all, periods do not wait for pandemics.
It is time that our government finally walks the walk and sets an
example by providing free menstrual products in all public buildings--
just as toilet paper, paper towels, and hand soap are already provided.
Doing so will help alleviate the real-life barriers in accessing and
affording these everyday products--while normalizing and destigmatizing
this monthly necessity and basic human right.
Thank you again for this opportunity to come before your committee.
Mr. Lamb. Thank you, Ms. Meng, and next we are on to Mr.
Hagedorn.
TESTIMONY OF HON. JIM HAGEDORN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF MINNESOTA
Mr. Hagedorn. Mr. Chairman, thank you. I appreciate the
opportunity that you and the committee have offered here to
talk a little bit about infrastructure needs, and as far as it
applies to our district in southern Minnesota.
I happen to represent the lower tier of Minnesota, so
pretty much from Wisconsin to Iowa to South Dakota, and then
Iowa up about 80 miles. And so lots of agriculture, lots of
small business and manufacturing, and lots of medical care at
Rochester with the Mayo Clinic and our fine rural hospitals
across the district. So the transportation needs are pretty
substantive.
And as somebody who is on the Agriculture Committee, I can
tell you that our farmers, for instance, they really need to
not just produce our food and a lot of our energy needs, energy
supplies, but they also need to get those things out, because
most of them are consumed someplace else, sometimes far around
the world.
So roads and bridges, the basics, that is what we are
looking for in this bill. Roads and bridges, airports,
deepwater ports, rail, pipelines, locks and dams--you name it.
So I think I would start there.
Our district has a lot of diverse needs in transportation.
And over on the Mississippi River, in Houston and Winona
Counties, I think we have six locks and dams. And from what I
understand, it costs upwards of maybe $80 million to keep those
up to date. And some of them are 80, 100 years old. So I would
say that, if the committee can kind of focus on that type of
thing, that would be very important, because when we need to
get our grain and other products to market, if there is a
problem transporting down the river, it is going to lead to all
sorts of bottlenecks, it is going to be very inefficient, and
it is going to hurt our especially rural communities in
southern Minnesota.
And the roads and bridges, obviously, I think it has been
too long since the committee and Congress has focused enough
attention on our basic needs. I am a little concerned that
there might be more money in a proposal out there for electric
vehicles than there are for maintaining and upgrading our roads
and bridges. That doesn't seem to make a lot of sense to me.
If you want to do some things to promote good policies in
energy, you might want to look at promoting E15, which is an
ethanol program in order to drive down emissions and still
allow people with internal combustion engines to get a very,
very good product, and to help our rural communities, as well,
where a lot of that is produced.
You look at rail and pipelines and trucks, and they all
kind of come together when you think about the Keystone
pipeline. I am not sure I understand how an administration that
claims they want to do infrastructure, the first thing that
they did is they canceled the Keystone pipeline. And as farmers
and others can tell you, when you have to drive or move crude
oil on trucks and rail, all of a sudden, when farmers and
others need to get their crops and their products to market,
there aren't going to be enough cars on the railroads, and
there aren't going to be enough trucks available in order to do
that in an efficient way.
Pipelines are so much more--not just efficient, but safe.
And it just--to me, I think that was a really bad idea, and I
hope that can be revisited, and we can get the Keystone
pipeline back up and running, along with all the other energy
construction infrastructure projects out there, distribution
points, refineries, and the pipelines across the board.
And then, in Minnesota and southern Minnesota we have some
real basic needs in cities like Rochester. Rochester happens to
be the home of the Mayo Clinic. I am one of their patients.
They do fantastic work, the folks there, and people from all
around the world travel to Rochester, Minnesota, a town of
about 115,000 people. They spend sometimes long periods of time
there, getting treatments and other things, as the doctors do
their best to preserve life and let people live their best
lives possible. And so the downtown is getting congested.
There is a project that they are working on there. It is
something that we may be talking with the committee down the
road that we would like to propose, but that would be just one
example of how we can help that city and alleviate some of the
downtown congestion, and help people that travel, and improve
the commerce and the economy.
You look at the regional airports in our district. Again,
Rochester is another example, because they need to improve
their runways and their lighting system to make sure that at
all times and all weather conditions they can get tissue
samples, they can get transplant organs and other things in
there to make sure that people, again, can have life preserved.
And that has to happen--you know, it can't happen tomorrow or
the next day. It has to happen immediately. So those types of
upgrades are very important.
Over on the other side of the district, in Mankato, we have
the busiest airport in Minnesota without a control tower. So
one of the things we are looking at is, can we build a physical
tower, could we do a digital tower? Those are the types of
projects that we are looking at, and we might be working with
the committee down the road.
The city of Jackson, another one, needs a new runway. The
city of New Ulm, the cross runway, that needs improvement.
So those are the types of things that we are working on in
the district. We are looking to maybe partner with the
committee as things move forward. And we are very excited about
the one project that was completed last year, the Highway 14
BUILD Grant that we received from the Department of
Transportation. Now, with the State government, we are
partnered up from Nicollet to New Ulm. We are going to have a
four-lane highway. That is a big deal. We have had that project
going from Rochester to New Ulm for over 50 years, and it is
going to be completed here in the near future. So we are
excited about that and everything else.
I appreciate the committee's time, and I look forward to
working with you down the road. Thank you.
[Mr. Hagedorn's prepared statement follows:]
Prepared Statement of Hon. Jim Hagedorn, a Representative in Congress
from the State of Minnesota
Introduction
As a member of the House Agriculture Committee, I know
firsthand that high-quality transportation infrastructure is a
necessity for the daily operations of America's farmers, ranchers and
producers
In rural farming communities, functioning roads and
bridges are essential to the successful transportation of goods to
market during harvest season
T&I Committee Priorities
Highway bill that improves America's interstate
transportation infrastructure should be top priority for committee
- Bill should not be a multitrillion dollar catch all
- The more expansive the bill becomes--testing the true
definition of infrastructure--the more bipartisan agreement suffers
It will be critical to ensure fair distribution between
rural and urban areas
Transportation bill needs to be about roads and bridges,
not a vehicle for pushing socialist Green New Deal policies
President Biden's plan does not make any investment in
biofuels infrastructure, instead it provides $174 billion in electric
vehicle infrastructure
- Nationwide E15 infrastructure coupled with investment in
biofuels refineries will lead to lower emissions at a fraction of the
cost
Core programs include:
- Roads, bridges, airports, rails, ports
Need to invest taxpayers' money wisely
- Unprecedented spending levels of the stimulus bill earlier
this year and Democrats' current infrastructure proposal
Rep. Hagedorn's Priorities
Southern Minnesota transportation priorities are the
basics:
- Roads and bridges
- Locks and dams
+ To ensure locks and dams in Winona and Houston Counties are
upgraded
Necessary for grain, and other goods, to travel up
the Mississippi River
- Rails, pipelines, and trucks
+ Pipelines, such as the Keystone XL Pipeline, are more
efficient in moving crude oil
Revoking Keystone XL's permit forces crude oil to
be transported via other methods which are:
- Less safe
- Less efficient
- Less environmentally friendly
I would encourage Biden Administration to
reconsider its ruling on Keystone XL, especially given the high wage
union jobs the project creates
Important southern Minnesota projects:
- Alleviate traffic congestion in downtown Rochester
+ Key to the expansion of the Mayo Clinic and welcoming
patients from far and wide to the world's highest quality medical
institution
``Medical tourism''
- Regional Airports
+ Upgrade lighting system and runways
Mayo clinic handles millions of tests, samples,
transplant materials, life-saving medical technologies, etc.
+ Busy airports in Minnesota without control towers
+ Runway repaving, readjusting, and reconstruction
Last Congress:
- Worked in bipartisan fashion with Governor Walz, Minnesota
Department of Transportation, the State Legislature, and the Trump
Administration to procure federal grant money, paired with state funds,
to expand the Highway 14 corridor across southern Minnesota from two to
four lanes.
+ Project was 50 years in the making
+ Major safety improvement
+ Helps with economic vitality of the region
+ Southern MN cities will have easier access, safety, and
economic development
+ Prime example of how bipartisan cooperation can achieve real
results in the infrastructure space
Conclusion
Thank you for your time today and I look forward to
continued conversations, cooperation, and work toward a bipartisan
agreement that will help repair roads, bridges, and other means of
transportation for the safety and economic opportunity of the American
people
Mr. Lamb. Thank you, sir, and it does sound like our
districts have a lot in common when it comes to the needs--
waterways, bridges that go over those waterways. And this
committee has a pretty good track record in recent years of
working to fix those things. So I think you will like what
comes out of it.
Up next is the gentleman from Texas, Mr. Cloud.
TESTIMONY OF HON. MICHAEL CLOUD, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF TEXAS
Mr. Cloud. Thank you, Mr. Chairman. I want to start off by
just thanking you for having this hearing today. I really
appreciate it.
Of course, the Texas economy is diverse. It is supported by
agriculture, energy, petrochemicals, manufacturing, and more.
And as you know, all of these industries require a robust
transportation network to get products to market. No matter the
product, individuals and families in Texas depend on the jobs
and economic growth that transportation infrastructure
supports, as well as the rest of the Nation.
On the topic of surface transportation priorities, one
important project I wanted to discuss was I-69. This future
interstate will stretch from the U.S.-Mexico border to the
U.S.-Canadian border, spanning 2,500 miles, total. Instead of
embarking on new construction, I-69 requires upgrades and
extensions to existing highways. The completion of this
interstate will allow more freight to be transported through
the U.S. and to Mexico and Canada. Nearly half of the
interstate will fall in my home State of Texas, and will run
along the gulf coast, a major trading hub for the United
States.
Several Texas seaports, including the Ports of Corpus
Christi and Houston, will undergo deepening and widening
projects over the course of the next several years. This, along
with other factors, will contribute to Texas' highway freight
tonnage, doubling it by 2045. With increased freight comes
increased trucks and more traffic congestion. The completion of
I-69 can help reduce the amount of traffic congestion, because
it would expand the number of lanes that are on existing roads.
Therefore, I am requesting that the committee consider allowing
future interstates to be eligible for National Highway Freight
funding.
While Texas has included projects related to I-69 in its
freight mobility plan, National Highway Freight Program funding
cannot be allocated to I-69. In the past I have worked with
Congressman Cuellar and other members of the Texas delegation
to make future interstates included in State freight plans
eligible for National Highway Freight funding. This change can
give Texas DOT and other State transportation departments an
extra pool of money to use for the construction of future
interstates.
Another priority of mine is to revise MAP-21's requirements
on designating roads as part of the interstate system. Roads
that have been upgraded to interstate standards can only be
designated as an interstate when a State's transportation
department commits to connecting the road to an existing
interstate within 25 years. And while this seems like an easy
commitment, it can be hard for States to make this commitment
when they are juggling other projects, specifically without the
aforementioned funding.
Local communities seeking to attract business investments
to the region want to be able to place interstate signs along
roads that have been upgraded to interstate standards already.
As a result, I am committed to working with the committee on a
solution that can allow these communities to place signs on
upgraded segments of road. The solution will be either
adjusting the law to give TxDOT and other States more time to
commit to connecting noncontiguous segments of interstate or
removing the commitment requirement altogether.
Ultimately, I-69 will be a critical freight corridor for
trade, and I look forward to working with the committee in the
upcoming months on ways to help finance and expedite the
completion of this interstate. Thank you very much.
[Mr. Cloud's prepared statement follows:]
Prepared Statement of Hon. Michael Cloud, a Representative in Congress
from the State of Texas
I want to start by thanking you all for the opportunity to speak
here today.
Texas' economy is diverse, as it is supported by agriculture,
energy, petrochemicals, and manufacturing.
All these industries require a robust transportation network to get
products to market.
No matter the product, individuals and families in Texas depend on
the jobs and economic growth that transportation infrastructure
supports.
On the topic of surface transportation priorities, one important
project I want to discuss is I-69.
This Future Interstate will stretch from the U.S.-Mexico border to
the U.S.-Canada border, spanning 2,500 miles total.
Instead of embarking on new construction, I-69 requires upgrades
and extensions to existing highways.
The completion of this Interstate will allow more freight to be
transported throughout the U.S. and to Mexico and Canada.
Nearly half of the Interstate will fall in my home state of Texas
and will run along the Gulf Coast--a major trading hub for the United
States.
I know that several of Texas' seaports--including the Ports of
Corpus Christi and Houston--will undergo deepening and widening
projects over the course of the next several years.
This, along with other factors, will contribute to Texas' highway
freight tonnage doubling by 2045.
With increased freight comes increased trucks and more traffic
congestion.
The completion of I-69 can help reduce the amount of traffic
congestion because it would expand the number of lanes that are on
existing roads.
Therefore, my first request is that the committee consider allowing
Future Interstates to be eligible for National Highway Freight funding.
While Texas has included projects related to I-69 in its Freight
Mobility Plan, National Highway Freight Program funding cannot be
allocated to I-69.
In the past, I have worked with Congressman Cuellar and other
Members of the Texas Delegation to make Future Interstates included in
state freight plans eligible for National Highway Freight funding.
This change can give TxDOT and other state transportation
departments an extra pool of money to use for the construction of
Future Interstates.
Another priority of mine is to revise MAP-21's requirements on
designating roads as part of the Interstate system.
Roads that have been upgraded to Interstate standards can only be
designated as an Interstate when a state transportation department
commits to connecting the road to an existing Interstate within 25
years.
While this seems like an easy commitment, it can be hard for states
to make this commitment when they are juggling other projects.
Local communities seeking to attract business investment to their
region want to be able to place Interstate signs on roads that have
been upgraded to Interstate standards.
As a result, I am committed to working with the committee on a
solution that can allow these communities to place signs on upgraded
segments of road.
The solution will be either adjusting the law to give TxDOT more
time to commit to connecting non-contiguous segments of an Interstate
or removing the commitment requirement altogether.
Ultimately, I-69 will be a critical freight corridor for trade.
I look forward to working with the committee in the upcoming months
on ways to help finance and expedite the completion of this Interstate.
Mr. Lamb. Thank you, Mr. Cloud.
And just for a rundown of who is coming up next, we have
Mr. Keller, Mrs. Fletcher, Ms. Bass, Mr. Gottheimer, Mr.
Quigley, Ms. Foxx, and Mrs. Kim following them.
So with that I yield to my colleague from the Commonwealth
of Pennsylvania, Mr. Keller.
[Pause.]
Mr. Lamb. Mr. Keller, we can't hear you. I think you might
be on mute.
[Pause.]
Mr. Lamb. Still nothing.
[Pause.]
Mr. Lamb. Still nothing. Maybe we could have--it looks like
Mr. Gottheimer is on.
Mr. Gottheimer. I am here.
Voice. Yes, let's go to Mr. Gottheimer next.
Mr. Lamb. OK, we will go to Mr. Gottheimer, and then try to
come back to Mr. Keller, while the staff works on it.
Go ahead, Mr. Gottheimer.
TESTIMONY OF HON. JOSH GOTTHEIMER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW JERSEY
Mr. Gottheimer. Thank you, Mr. Chairman and Ranking Member
Graves and the committee. Thank you for inviting me to discuss
one of the most important issues in my district, the quality of
our transportation infrastructure.
We desperately need--if I can begin talking about the
Gateway project, because it is critical to fix and replace the
tunnels underneath the Hudson River that connect New Jersey
with New York City. They connect 20 percent of our GDP. The
regional economy depends on the 200,000 people moving through
the tunnels daily. If they don't run, or even if one tube is
shut down, the American economy would lose $100 million a day.
These 110-year-old tunnels are literally crumbling. Amtrak has
said that one of the tunnels would likely have to be shut down
within 5 years.
The good news is the administration has already made
progress on moving Gateway forward, with an environmental
review to be done by May 28. But we still need to invest in the
actual construction, to which New Jersey has already committed
significant resources. And I ask the committee, in the upcoming
surface reauthorization, to work with New Jersey and New York,
including Railroads, Pipelines, and Hazardous Materials
Subcommittee Chairman Payne, to create investment streams for a
transformative project like Gateway.
I would also like to discuss schoolbus safety.
Unfortunately, and very sadly, we have lost schoolteachers and
students in my district from preventable schoolbus crashes.
Last Congress the committee included one of my two
bipartisan schoolbus safety bills in H.R. 2. The committee
included my bipartisan SECURES Act, which requires seatbelts on
all schoolbuses, and makes three-point lap-and-shoulder
seatbelts the national standard. New Jersey already implemented
life-saving changes on buses, including three-point seatbelts
and better driver background checks. Now it is time for every
child nationwide to be protected on their way to school.
My second bill, Miranda's Law, is named after Miranda
Vargas, who, very sadly, was killed in a bus crash in my
district. It will ensure that schools see red flags from
dangerous bus drivers in real time to help remove dangerous
schoolbus drivers from the road. I ask the committee to include
both bills in the surface reauthorization bill.
New York also--turning to another topic--just got the green
light to take the next step forward on congestion pricing. This
``Manhattan moocher'' congestion tax would charge drivers
coming from New Jersey across the GW Bridge, where they already
pay a $16 toll, a new $14 tax from driving into Midtown. That
is a new annual tax on New Jersey drivers of $3,000 in addition
to the $4,000 they already pay a year to cross the bridge. It
is a sick joke to do this to families in the middle of a
pandemic.
We all know that northern New Jersey has a very limited
public transportation system. So many people have to drive,
including nurses working late shifts to help during COVID. The
extra money for the MTA is on top of the $14 billion that we
have already given to New York City from the COVID relief
packages, and already the $1.5 billion they get every year from
the Federal Government. New Jersey commuters shouldn't be
responsible for bailing out the MTA, especially when Congress
has already provided substantial relief. This is New York
mooching off New Jersey to solve their own problems.
My colleague, Bill Pascrell, and I have requested that
Secretary Buttigieg and the U.S. DOT do the right thing. Let's
all sit down and have a cooperative discussion about
maintaining affordable commuting options and finding a better
path forward that doesn't stick it to New Jersey drivers for
New York's benefit. Adding a tax on New Jersey commuters who
already pay a fortune is no way to make our region stronger.
Lastly, we can't afford 4 more years of crumbling bridges,
roads, and tunnels. I am confident that, working in a
bipartisan way, we will get a great infrastructure bill done.
However, a disastrous cap of $10,000 that gutted the State and
local tax deduction was passed in the 2017 tax hike bill. And
because of this, middle-class New Jersey families have been
crushed, and residents have been leaving for other States. In
fact, United Van Lines actually listed New Jersey as the
number-one out-migration State, largely because of taxes, and
largely because of SALT. It has affected middle- and lower
class residents in high-cost-of-living States like mine, who
are left to make up the difference when residents leave.
So we are sick and tired of picking up the tab for
``moocher'' States, other States that have gotten a free ride
on our back, and then wanted to stick us with a larger bill
after they gutted SALT. It is time we reinstate SALT, and
actually give people in my State a real tax cut for middle-
class families. It is key. It is key, not just to helping our
families get through this crisis, but also to making sure that
we can help with programs that help so many of our other
families.
As we develop a bipartisan infrastructure package, any
changes to the tax code that affects families, I have one point
of view: no SALT, no dice.
Thank you again for having me here today, Mr. Chairman, to
discuss North Jersey's infrastructure needs that must be
addressed. And thank you for the committee's leadership on
these critical issues. I yield back.
[Mr. Gottheimer's prepared statement follows:]
Prepared Statement of Hon. Josh Gottheimer, a Representative in
Congress from the State of New Jersey
Chairman DeFazio, Ranking Member Graves, and members of the
Committee, thank you for inviting me to discuss one of the most
important issues to the Fifth District of New Jersey: the quality of
our transportation infrastructure, especially the Gateway Project,
school bus safety, congestion taxes, and the SALT deduction.
Gateway Project
We desperately need the Gateway Project to move forward to replace
the tunnels underneath the Hudson River that connect New Jersey with
New York City.
The tunnels connect 20% of America's GDP, and the regional economy
depends on 200,000 people moving every day though these tunnels. If the
tunnels don't run, estimates are that America would lose $100 million
every day.
These 110-year old tunnels are literally crumbling and their
condition was made worse from the severe damage during Hurricane Sandy.
Amtrak has said that one of the tunnels would likely have to be shut
down within 5 years. This Administration has already made progress on
moving Gateway forward, with the recent news that the environmental
review will be done by May 28th. But we still need to invest in the
actual construction, which will be billions of dollars.
I ask the Committee in the upcoming surface reauthorization to work
with the New Jersey and New York Congressional delegations, including
Rail Subcommittee Chairman Payne, to create investment streams for
large, transformative projects like Gateway, that can't be easily paid
for through existing formula or discretionary grant projects.
We need these tunnels replaced ASAP, before they fail and wreak
havoc on New Jersey and the nation.
School Bus Safety
We also need to address school bus safety. Like many Members of
Congress, I have sadly lost school teachers and students in preventable
school bus crashes in my District. Last Congress, I was thrilled to be
able to work with the Committee to include my two bipartisan school bus
safety bills in H.R.2 and I ask the Committee to do so again.
My bipartisan SECURES Act requires seat belts on all school buses,
makes three-point lap-and-shoulder seat belts the national standard,
and encourages innovative measures to ensure students actually wear
their seat belts while on school buses.
My second bill, Miranda's Law, named after Miranda Vargas, who was
killed in a school bus crash in my district, will ensure that schools
see red flags from dangerous bus drivers in real-time--to help remove
dangerous school bus drivers from the road immediately.
Congestion Pricing
In Northern New Jersey, another major issue that could greatly harm
our families is New York's proposed new congestion tax scheme--where
drivers would be charged upwards of $14 to enter their congestion
pricing zone below 60th Street in midtown Manhattan. I call it the
Manhattan Moocher Congestion Tax.
This is a $3,000 dollars annual tax on every daily Jersey
commuter--in addition to the nearly $4,000 they already pay every year
to cross the GWB. How will hard-working people afford that? And in my
part of northern New Jersey, there are very limited public transit
options.
When we work together, New Jersey and New York are a tough
combination to beat. New York can easily pull back on this proposal and
work with us toward a better solution for all. So I ask the Committee
to help me, Representative Bill Pascrell, and other members of the New
Jersey & New York City Delegation to sit down, and figure out a better
solution that meets the region's transit needs while uniting the two
states, not dividing them.
SALT
Lastly, we need to find a bipartisan path forward for a robust
infrastructure investment package. To make that possible, some are
considering altering the tax code to find ways to make those
investments.
As these negotiations begin, I've been clear that, if there are
alterations made to the tax code for our families in New Jersey's Fifth
District: no SALT, no dice.
We absolutely need to reinstate our State and Local Tax deduction,
which was disastrously capped in the 2017 Tax Hike Bill, driving up
taxes for families in every county in my District and driving families
out of New Jersey. Removing the SALT cap has broad bipartisan support.
The House has already passed the SALT cap repeal three times, including
as part of two previous COVID-19 relief packages in May and October of
last year.
As Congress puts together an infrastructure package to pay for this
legislation, any tax changes that affect our families must reinstate
the SALT deduction.
Thank you for this Committee's leadership and for having me here
today to discuss North Jersey's infrastructure needs that must be
addressed.
Mr. Lamb. Thank you. And we will try Mr. Keller again to
see if the technical issues have been resolved.
Go ahead, sir.
Mr. Keller. Thank you, Mr. Chairman. Can you hear me now?
Mr. Lamb. Yes.
Mr. Keller. I appreciate that.
TESTIMONY OF HON. FRED KELLER, A REPRESENTATIVE IN CONGRESS
FROM THE COMMONWEALTH OF PENNSYLVANIA
Mr. Keller. Again, thank you. I appreciate you having this
hearing so that we can go over some of the priority
transportation projects to be considered as part of the
upcoming Surface Transportation Reauthorization Act.
Pennsylvania's 12th Congressional District includes 15
counties, each facing its own unique infrastructure challenges.
I would like to touch on a few priorities that are important to
the people of PA-12.
First is a project in Woodward Township near Lock Haven
State Route 1001 on Farrandsville Road. The goal is to
construct a retaining wall with a sidewalk from the Jay Street
Bridge to the lower portion of the Woodward Township Park area.
The area has been unsafe for quite some time and is in
desperate need of attention. A guide rail protecting vehicles
from a steep drop to the river on one side, and a steep rock
face on the other presents unnecessary dangers for pedestrians
and traffic coming through the area on their way to the
Susquehanna River, sports fields, and recreational facilities.
The proposed project will widen State Route 1001, realign and
improve intersection sight lines, upgrade pavement conditions,
and add a 4-foot shoulder on each side.
Another priority is the central Susquehanna Valley
Throughway project in Snyder County, which is one of the
largest transportation projects in Pennsylvania. This ongoing
project needs strong Federal investment for earthwork and
continued construction in the Shamokin Dam Borough to just
north of Kratzersville Road in Winfield, Union County. This
investment would improve traffic conditions and spur economic
activity in the Susquehanna Valley, completing a north-south
corridor, a four-lane highway through the Commonwealth of
Pennsylvania. So very, very much needed for commerce, not just
in Pennsylvania, but also New York State.
I would also like to express my support for a highway
reconstruction project on Atherton Street in State College
Borough, Patton and Harris Townships, in Centre County. The
project in question would improve the drainage system and
existing pavement. It will also include minor widening, traffic
signal work, and the installation of CCTV cameras to aid in
integrated corridor management.
Additionally, a project that runs through Loyalsock and
Eldred Townships along Warrensville Road has needed attention
for some time. The embankment failed in 2019 and has since been
shut down due to safety concerns. Since that time, residents
have had to travel along a 10-mile detour around this closure.
Funding for this project would go a long way toward improving
safety and reducing the flood risk in the community.
Also of note are several projects in Lycoming and Clinton
Counties that will upgrade the bus and service vehicle fleet,
and install covering to protect these vehicles and extend their
useful life, thereby allowing these areas to make the most out
of this public investment.
Finally, I would add that the value of BUILD or RAISE
Grants cannot be overstated for the communities of PA-12. Since
2009, the program has aided 678 projects in all 50 States. The
program enables communities to leverage funding to make
meaningful investments in their local infrastructure, leading
to greater economic development, which is especially important
for the rural areas like those I am very proud to represent.
Making sure that much-needed infrastructure projects are
able to get this assistance that is needed is a strong
bipartisan objective. I hope this committee and the Department
of Transportation will continue to lend support to this
important program.
Thank you, and I yield back.
[Mr. Keller's prepared statement follows:]
Prepared Statement of Hon. Fred Keller, a Representative in Congress
from the Commonwealth of Pennsylvania
Thank you Mr. Chairman. I appreciate you holding this hearing to go
over some of the priority transportation projects to be considered as
part of the upcoming surface transportation reauthorization act.
Pennsylvania's 12th Congressional District includes 15 counties, each
facing its own unique infrastructure challenges. I would like to touch
on a few priorities that are important to the people of PA-12.
First is a project in Woodward Township near Lock Haven on State
Route 1001 on Farrandsville Road. The goal is to construct a retaining
wall with sidewalk from the Jay Street Bridge to the lower portion of
the Woodward Township Park area. The area has been unsafe for quite
some time and is in desperate need of attention. A guide rail
protecting vehicles from a steep drop to the river on one side and a
steep rock face on the other presents unnecessary dangers for
pedestrians and traffic coming through the area on their way to the
Susquehanna River, sports fields, and recreational facilities. The
proposed project will widen State Route 1001, realign and improve
intersection sight lines, upgrade pavement conditions, and add a four
foot shoulder on each side.
Another priority is the central Susquehanna Valley Throughway in
Snyder County, which is one of the largest transportation projects in
Pennsylvania. This ongoing project needs Federal investment for
earthwork and continued construction in the Shamokin Dam Borough to
just north of Kratzersville Road in Winfield. Such investment would
improve traffic conditions and spur economic activity in the
Susquehanna Valley.
I would also like to express my support for a highway
reconstruction project on Atherton Street in State College Borough,
Patton and Harris Townships, in Centre County. The project in question
would improve the drainage system and existing pavement. It would also
include minor widening, traffic signal work, and the installation of
CCTV cameras to aid in integrated corridor management.
Additionally, a project that runs through Loyalsock and Eldred
Townships along Warrensville Road has needed attention for some time.
The embankment failed in 2019 and has since been shut down due to
safety concerns. Since that time, residents have had to travel along a
10-mile detour around this closure. Funding for this project would go a
long way toward improving safety and reducing flood risk in the
community.
Also of note are several projects in Lycoming and Clinton Counties
that will upgrade the bus and service vehicle fleet and install
covering to protect these vehicles and extend their useful life,
thereby allowing these areas to make the most out of this public
investment.
Finally, I would add that the value of BUILD or RAISE grants cannot
be overstated for the communities in PA-12. Since 2009, the program has
aided 678 projects in all 50 states. The program enables communities to
leverage funding to make meaningful investments in their local
infrastructure leading to greater economic development, which is
especially important for rural areas like those I am proud to
represent. Making sure that much needed infrastructure projects are
able to get the assistance they need is a strong bipartisan objective.
I hope this committee and the Department of Transportation will
continue to lend support to this important program.
Thank you and I yield back.
Mr. Lamb. Thank you, sir.
And with that we turn to the gentlelady from the great
State of Texas, Mrs. Fletcher.
TESTIMONY OF HON. LIZZIE FLETCHER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF TEXAS
Mrs. Fletcher. Thank you, Mr. Chairman, for the opportunity
to testify today about the needs and priorities for
infrastructure investment in Houston and Harris County, Texas.
Of course, like people across the country, we have many
needs and many opportunities for investment, and I look forward
to working with the committee to identify and develop transit
and transportation infrastructure in the third fastest growing,
and already the third largest county in the country, as well as
other investments that will help make our infrastructure more
resilient, including our power grid and our water conveyance
infrastructure, and to make our entire coastal region more
resilient, which is where I want to focus my testimony today.
As we discuss the American Jobs Plan, building on the
important work of this committee, the President has told us
that this is the moment to reimagine and rebuild, and to invest
in the future of our country, in part, by investing in
infrastructure that will be resilient to floods, storms, and
other threats, and not fragile in the face of these increasing
risks.
Back home in Texas, we have been doing just that for nearly
a decade: imagining, designing, and working to address the
challenges of the past with an eye to the future. And the time
to do that is now. That is why our plan for a transformative
infrastructure should include the proposed Texas Coastal Spine,
also known to us in Houston as the Ike Dike.
While hurricanes are a fact of life along the gulf coast,
in a little more than a decade our region has sustained
increasingly dangerous and destructive hurricanes, causing loss
of life, destruction of property, and hundreds of billions of
dollars in damages. Hurricane Ike in 2008, from which this
project takes its nickname, became the third costliest storm in
U.S. history, causing $30 billion in losses to the Houston
region, and killing 84 people. In 2015 and 2016, back-to-back
500-year floods flooded more than 12,000 structures. In the
following year, another 500-year flood named Hurricane Harvey
killed 68 people and caused more than $125 billion in damages
in the region.
The scientists have told us that these storms will increase
in size and frequency as a result of climate change. And we
believe them. We have seen it with our own eyes. But we also
know that, as bad as these storms were, it could have been
worse. It could have been what the Houston Chronicle has
described as a 20-foot wall of water smashing into tanks filled
with oil and chemicals, transforming a bay teeming with life
into a pit of poison.
So what I am talking about now, what Texans have been
talking about for a decade, is a plan to prevent a potential
human and environmental catastrophe unlike any this country has
ever seen. And that is because of the unique conditions that
make this transformative plan to extend Galveston Island's
existing seawall and constructing massive floodgates at the
entrance to Galveston Bay, making this project a national
priority.
This investment is in our national economic interest. The
Houston region, home to more than 7 million people, is also
home to the Port of Houston, the busiest port in the country by
total tonnage, and home to one of the largest, if not the
largest, concentration of refining and petrochemical complexes
in the world. Essential products like gasoline, jet fuel,
plastics, fertilizers, and cleaning chemicals are all made
here. The economic damage to the United States in the event of
a catastrophic impact storm surge up the channel would have
dire economic consequences across the country.
Likewise, this investment is in our national security
interest. The Texas gulf coast is responsible for 32 percent of
the refining capacity for the entire country. And estimates are
that around 40 percent of our Nation's jet fuel that we rely on
for our national security is refined there. The consequences
for loss of that capacity, for those as well as other fuels,
cannot be understated as it relates to our national security.
This investment is timely. We have seen broad community
support to take transformative action from across our
community. Texas State legislators, led by Representative Gene
Wu, have asked the White House to include this project in the
infrastructure package. We should, hopefully, see a final
Chief's Report from the Army Corps of Engineers this year on
the study.
And this investment is smart. Studies have shown that, for
every dollar spent on predisaster mitigation, the Federal
Government saves $7 or more in future damages. In light of the
cost I mentioned for our recent storms, the return on this
investment is plain.
This is the moment to do this. I will end my testimony with
the few seconds I have left with the observation that was made
in my very first hearing as a member of this committee in the
116th Congress. There are costs to doing nothing. And the cost
of the potential human and environmental disaster of a storm
surge along the Texas gulf coast and up the Houston Ship
Channel are too great to bear.
I conclude with thanks to you for providing the opportunity
to testify, and I yield back the balance of my time.
[Mrs. Fletcher's prepared statement follows:]
Prepared Statement of Hon. Lizzie Fletcher, a Representative in
Congress from the State of Texas
Thank you, Mr. Chairman for the opportunity to testify today about
the needs and priorities for infrastructure investment in Houston and
Harris County, Texas.
Of course, like people across the country, we have many needs and
many opportunities for investment, and I look forward to working with
the Committee to identify and develop transit and transportation
infrastructure in the third-fastest growing--and already the third
largest--county in the country, as well as other investments that will
help make our infrastructure more resilient, including our power grid
and our water conveyance infrastructure, and to make our entire coastal
region more resilient--which is where I will focus my testimony today.
As we discuss the American Jobs Plan, building on the important
work of this committee, the President has told us ``this is the moment
to reimagine and rebuild'' and to invest in the future of our country,
in part, by investing in infrastructure that will be resilient to
floods, storms, and other threats, and not fragile in the face of these
increasing risks.
Back home in Texas, we have been doing just that for nearly a
decade--imagining, designing, and working to address the challenges of
the past with an eye to the future. And the time to do that is now.
That is why our plan for transformative infrastructure should
include the proposed Texas Coastal Spine, also known to us as the ``Ike
Dike.''
While Hurricanes are a fact of life along the Gulf Coast, in a
little more than a decade, our region has sustained increasingly
dangerous and destructive Hurricanes--causing loss of life, destruction
of property, and hundreds of billions of dollars in damages.
Hurricane Ike in 2008, from which this project takes its
nickname, became the third-costliest storm in U.S. history, causing $30
billion in losses to the Houston region and killing 84 people.
In 2015 and 2016, back-to-back ``500 year'' floods, the
Memorial Day floods flooded more than 6,000 structures.
The following year, another ``500 year'' flood named
Hurricane Harvey killed 68 people and caused more than $125 billion in
damages in the region.
The scientists have told us that these storms will increase in size
and frequency as a result of climate change--and we believe them.
We have seen it with our own eyes.
But we also know that, as bad as all these storms were, it could
have been worse.
It could have been what the Houston Chronicle has described as a
``20-foot wall of water smashing into tanks filled with oil and
chemicals, transforming a bay teeming with life into a pit of poison.''
So, what I am talking about now, what Texans have been talking
about for a decade, is a plan to prevent a potential a human and
environmental catastrophe unlike any this country has ever seen.
That is because of the unique conditions that make this
transformative plan to extend Galveston Island's existing seawall and
construct massive floodgates at the entrance to Galveston Bay project a
national priority.
This investment is in our national economic interest.
The Houston region, home to more than seven million people, is also
home to the Port of Houston, the busiest port in the country by total
tonnage, and home to one of the largest, if not the largest,
concentration of refining and petrochemical complexes in the world.
Essential products like gasoline, jet fuel, plastics, fertilizers,
cleaning chemicals are all made here.
The economic damage to the United States in the event of a
catastrophic impact storm surge up the ship channel would have dire
economic consequences across the country.
We've seen a preview, when these facilities were closed for days as
a result of Hurricane Harvey and this year's Winter Storm, we saw
prices skyrocket across the country.
This investment is in our national security interest.
The Texas Gulf Coast is responsible for 32% of the refining
capacity for the entire country. Estimates are that 40% of our nation's
jet fuel that we rely on for our national security is refined there--
the consequences for loss of that capacity for our as well as other
fuels cannot be understated as it relates to our national security.
This investment is timely.
We have seen broad community support to take transformative action
from across the community. Texas state legislators, led by
Representative Gene Wu, have asked the White House to include it in the
infrastructure package. We should hopefully see a final chief's report
from the Army Corps of Engineers this year on the study.
This investment is smart.
Studies have shown that for every dollar spent on pre-disaster
mitigation, the Federal government saves seven dollars or more in
future damages. In light of the costs I mentioned for our recent
storms, the return on investment is plain.
This investment is also a major undertaking. Estimates place the
cost of the project at $26 billion, this project will require
significant coordination between local entities and federal agencies.
And we are ready to do it.
This is the moment to do it.
I will end my testimony with the observation made in my very first
hearing as a member of this Committee in the 116th Congress, there are
costs to doing nothing--and the costs of this potential human and
environmental disaster of a storm surge along the Texas Gulf Coast and
up the Houston Ship Channel are too great to bear.
And I also conclude with thanks to you for providing the
opportunity to testify today. I yield back the balance of my time.
Mr. Lamb. Thank you, a valued former member of our
committee, for your contributions and for how well you
represent the people of the Houston area.
And with that we move to the gentleman from Illinois, Mr.
Quigley.
[Pause.]
Mr. Lamb. Go ahead, Mike, when you are ready.
TESTIMONY OF HON. MIKE QUIGLEY, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF ILLINOIS
Mr. Quigley. Thank you. Thank you, Chairman. I thank the
ranking member and members of the committee for the opportunity
to speak today.
As vice chairman of the Subcommittee on Transportation, and
Housing and Urban Development, and Related Agencies, I believe
it is absolutely vital that THUD and T&I work together to
ensure that America's infrastructure is a driver of economic
growth and meets the needs of all our citizens. I think we all
agree we have a lot of work to do to get to that point.
First, I would like to strongly endorse the President's
vision for an infrastructure package that meets massive needs
and levels of need in our country. I don't need to tell the
members of this committee about the potential benefits of
infrastructure investment. For decades we have dramatically
underinvested in our national infrastructure. And I am grateful
that this committee and this President understands the need to
get back on track, and to ensure that we build the
infrastructure we want, not the infrastructure we had.
To that end, I would like to recommend that the committee
consider establishing a Federal Highway Administration Hazard
Mitigation Program so that we can ensure that Federal money is
spent on resilient projects that Americans can depend on,
regardless of the challenges of climate change.
I would like to now focus in on a couple of often
overlooked aspects of infrastructure that I believe are crucial
in any bill this committee advances.
First, park districts. In Illinois, park districts are
special units of local government that are home not just to
outdoor recreation facilities, but the century-old buildings
and other historic landmarks. In my city of Chicago, the South
Shore Cultural Center is just one great example. In addition to
more than 70 acres that include a golf course, beach, and open
areas, the cultural center is a historic site that dates back
to 1905. It was even the site of Barack and Michelle Obama's
wedding reception in 1992. Because of their unique mix of
outdoor spaces and historic structures, there is no Federal
funding program that helps support the vital preservation work
that park districts do.
I worked with my good friend and T&I Committee member, Chuy
Garcia, last summer to help craft a small, but important park
district grant program for inclusion in H.R. 2. While the
provision wasn't included in the bill then, we were grateful
that this committee and the Natural Resources Committee agreed
to work with us on this issue, going forward.
Likewise, I believe it is crucial for the Federal
Government to support important cultural institutions like
museums, zoos, and aquariums, both during and as we recover
from COVID. These institutions located across the country and
thousands of cities and towns represent our cultural heritage
and are social, economic, and educational pillars of their
communities. They have faced an unprecedented economic crisis,
and they need and deserve our support. I will be sending a
letter alongside Congressman Garcia to this committee expanding
on the need for support for museums, zoos, and aquariums in an
infrastructure package. And I would like to work with the
committee on this important issue.
Finally, I would like to speak about the Federal Bird Safe
Buildings Act, which is before this committee. In fact, I have
introduced a version of this bill in every Congress I have been
a Member of, because I believe that we have a responsibility to
be good stewards of the world we live in. Up to 1 billion birds
die from colliding into buildings every year, which is a
totally preventable problem. The cost-negligible bipartisan
Bird Safe Buildings Act requires that public buildings
constructed, acquired, or significantly altered by GSA
incorporate bird-safe building materials and design features.
Birds have an intrinsic cultural and ecological value and
help generate billions of dollars annually to the U.S. economy
through wildlife-watching activities. For all these reasons, it
is vital that we take the simple, straightforward, and low-cost
steps in my bill to protect birds from fatal collisions.
This bill has been referred to Chairman Titus'
subcommittee, and I thank her for her support of this in the
past. I urge this committee to quickly consider and pass the
Bird Safe Buildings Act, so that it can be brought to the floor
for a vote in the full House.
Chairman, members of the committee, thank you for your time
today. I look forward to working with you and the committee,
going forward. And thank you for your good work for the
infrastructure of our country, and I yield back.
[Mr. Quigley's prepared statement follows:]
Prepared Statement of Hon. Mike Quigley, a Representative in Congress
from the State of Illinois
Chairman DeFazio, Ranking Member Graves, Members of the Committee,
Thank you for the opportunity to testify before the Transportation
and Infrastructure Committee about a number of priorities that are
important to me and to my constituents.
As the Vice-Chairman of the Transportation, Housing, and Urban
Development Appropriations Subcommittee, I believe it is vital that
THUD and T&I work together to ensure that America's infrastructure is a
driver of economic growth and meets the needs of all our citizens.
And I think we'd all agree that we have a lot of work to do to get
to that point.
First today, I'd like to strongly endorse President Biden's vision
for an infrastructure package that meets massive level of need in our
country.
I don't need to tell the members of this committee about the
potential benefits of infrastructure investment.
For decades, we have dramatically underinvested in our national
infrastructure and I'm grateful that this Committee and this President
understand the need to get back on track, and to ensure that we build
the infrastructure we want, not the infrastructure we had.
To that end, I'd like to recommend that the Committee consider
establishing a Federal Highway Administration Hazard Mitigation
program, so that we can ensure that federal money is spent on resilient
projects that Americans can depend on, regardless of the challenges of
a changing climate.
I'd like now to focus in on a couple of often overlooked aspects of
infrastructure that I believe are crucial in any bill this committee
advances.
First, park districts. In Illinois, park districts are special
units of local government that are home not just to outdoor recreation
facilities, but to century old buildings and other historic landmarks.
In my city of Chicago, the South Shore Cultural Center is just one
great example.
In addition to more than 70 acres that include a golf course, a
beach, and open areas, the cultural center building is a historic site
that dates back to 1905.
It was even the site of Barack and Michelle Obama's wedding
reception in 1992.
Because of their unique mix of outdoor spaces and historic
structures, there's no federal funding program that helps support the
vital preservation work that park districts do.
I worked with my good friend and T&I committee member, Chuy Garcia
last summer to help craft a small but important park district grant
program for inclusion in HR 2.
While the provision wasn't included in the bill then, we were
grateful that this committee and the Natural Resources Committee agreed
to work with us on this issue going forward.
Likewise, I believe it is crucial for the federal government to
support important cultural institutions like museums, zoos, and
aquariums both during, and as we recover from, the COVID-19 pandemic.
These institutions, located across the country in thousands of
cities and towns, represent our cultural heritage and are social,
economic, and educational pillars of their communities.
They have faced an unprecedented economic crisis and they need and
deserve our support.
I will be sending a letter, alongside Congressman Garcia, to this
committee expanding on the need for support for museums, zoos, and
aquariums in an infrastructure package and I'd like to work with the
Committee on this important issue.
Finally, I'd like to speak about the Federal Bird Safe Buildings
Act, which is before this committee.
In fact, I have introduced a version of this bill in every Congress
I have been a member of because I believe that we have a responsibility
to be good stewards of the world we live in.
Up to one billion birds die from colliding into buildings every
year, which is a totally preventable problem.
The cost-negligible, bipartisan Bird Safe Buildings Act requires
that public buildings constructed, acquired, or significantly altered
by GSA incorporate bird-safe building materials and design features.
Birds have an intrinsic cultural, and ecological value and help
generate billions of dollars annually to the U.S. economy through
wildlife watching activities.
For all these reasons, it's vital that we take the simple,
straightforward, and low cost steps in my bill to protect birds from
fatal collisions.
This bill has been referred to Chairwoman Titus' subcommittee and I
thank her for her support of it in the past.
I urge the committee to quickly consider and pass the Bird Safe
Buildings Act so that it can be brought the floor for a vote in the
full House.
Chairman DeFazio, members of the Committee, thank you for your time
today. I look forward to working with the committee going forward and
thank you for your good work for the infrastructure of our country.
Mr. Lamb. Thank you, sir.
And next, I believe, we have the gentlelady from North
Carolina, Ms. Foxx.
Ms. Foxx. I am on. Can you hear me, Conor?
Mr. Lamb. We can hear you great.
Ms. Foxx. OK. We got a little problem here. We are trying
to do two--we were on another call, since you all were running
so late. We have to----
Voice. There we go, you are good.
Ms. Foxx. OK.
Voice. We are in committee now.
Ms. Foxx. Now I am on. Can you hear me?
Mr. Lamb. Yes, loud and clear.
Ms. Foxx. Thank you, I am sorry. Today's schedule is a
little crazy.
TESTIMONY OF HON. VIRGINIA FOXX, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NORTH CAROLINA
Ms. Foxx. I come before the committee today in support of
designating U.S. 74 from Columbus, North Carolina, to Kings
Mountain, North Carolina, as a future interstate, and to
advocate for codifying this designation in the upcoming surface
transportation reauthorization bill.
The North Carolina U.S. 74 corridor passes through largely
rural regions of the State, and is characterized by
inconsistent travel speeds, bottlenecks at signaled
intersections, and a high occurrence of vehicle accidents as
the corridor moves through regional centers. The highway is
also a crucial evacuation route for the southeast of the State
in times of severe weather events. And you all hear about that
a lot, I am sure.
U.S. 74 provides a direct route between several interstates
and is a vital freight corridor. But previous studies have
identified the need to upgrade the highway to an interstate
status in order to move the freight more efficiently, and to
allow for better access to the western and southern parts of
the State.
In this district, U.S. 74 cuts through Cleveland, Gaston,
and Rutherford Counties. While each of those counties would
benefit from the proposed designation, for Rutherford County
the designation is critical to the county's economic
sustainability. The county is home to more than 66,000 people
and sits in the foothills of the Blue Ridge Mountains, about an
hour west of Charlotte. Textile manufacturing once was an
economic driver for the communities of Rutherford County, but
the county has been economically challenged since thousands of
textile and furniture manufacturing jobs were outsourced in the
early 1990s.
In the time since, the county has made strides to redefine
itself, and has diversified its industrial base into sectors
such as automotive suppliers, data centers, and advanced
materials. The county has worked to make improvements to its
schools and has partnered with a nonprofit internet provider to
expand broadband networks in its rural communities. Despite
these efforts to attract private investments and diversify
industries, Rutherford County is defined by the North Carolina
Department of Commerce as an economically distressed tier 1
county and by the Appalachian Regional Commission as an
economically at-risk county.
One of the major challenges facing Rutherford County in
attracting outside investment is the fact that there are no
interstates that run through it. That makes it difficult to
attract investments from industry, who often want to be located
near an interstate highway. Designating U.S. 74 as a future
interstate from Columbus to Kings Mountain would have short-
term as well as long-term positive impacts for Rutherford
County and its neighboring counties.
While future interstate status gives no increased priority
for projects or additional funding for the route, it does allow
for the State to install future interstate signs immediately,
which will help attract potential employers to the areas around
U.S. 74. That is why support for the project has been expressed
by the communities within Rutherford County, as well as from
neighboring Polk and Cleveland Counties.
I appreciate the opportunity to testify before the
committee today and ask for your support for including this
future interstate designation in the upcoming surface
reauthorization bill.
And I yield the balance of my time.
[Ms. Foxx's prepared statement follows:]
Prepared Statement of Hon. Virginia Foxx, a Representative in Congress
from the State of North Carolina
Thank you, I come before the committee today in support of
designating US-74 from Columbus, North Carolina to Kings Mountain,
North Carolina as a future interstate and to advocate for codifying
this designation in the upcoming surface transportation reauthorization
bill.
North Carolina's US-74 corridor passes through largely rural
regions of the state and is characterized by inconsistent travel
speeds, bottlenecks at signaled intersections, and a high occurrence of
vehicle accidents as the corridor moves through regional centers. The
highway is also a crucial evacuation route for the southeast of the
state in times of severe weather events.
US-74 provides a direct route between several interstates and is a
vital freight corridor, but previous studies have identified the need
to upgrade the highway to an interstate status in order to move freight
more efficiently and to allow for better access to the western and
southern parts of the state.
In my district, US-74 cuts through Cleveland, Gaston and Rutherford
Counties. While each of those counties would benefit from the proposed
designation, for Rutherford County the designation is critical to the
county's economic sustainability.
The county is home to more than 66,000 people and sits in the
foothills of the Blue Ridge Mountains, about an hour west of Charlotte.
Textile manufacturing once was an economic driver for the communities
of Rutherford County, but the county has been economically challenged
since thousands of textile and furniture manufacturing jobs were
outsourced in the early 1990's.
In the time since, the county has made strides to redefine itself
and has diversified its industrial base into sectors such as automotive
suppliers, data centers and advanced materials. The county has worked
to make improvements to its schools and has partnered with a nonprofit
internet provider to expand broadband networks in its rural
communities. Despite these efforts to attract private investments and
diversify industries, Rutherford County is defined by the North
Carolina Department of Commerce as an economically distressed, Tier One
county and by the Appalachian Regional Commission as an economically
at-risk county.
One of the major challenges facing Rutherford County in attracting
outside investment is the fact that there are no interstates that run
through it. That makes it difficult to attract investments from
industries that often want to be located near an interstate highway.
Designating US-74 as a future interstate from Columbus to Kings
Mountain would have short term, as well as long term positive impacts
for Rutherford County and its neighboring counties. While future
Interstate status gives no increased priority for projects or
additional funding for the route, it does allow for the state to
install future interstate signs immediately, which will help attract
potential employers to the areas around US-74. That is why support for
the project has been expressed by the communities within Rutherford
County, as well as from neighboring Polk and Cleveland counties.
I appreciate the opportunity to testify before the committee today
and ask for your support for including this future interstate
designation in the upcoming surface reauthorization bill. Thank you and
I yield the balance of my time.
Mr. Lamb. Thank you.
And next we have the gentlelady from California, Mrs. Young
Kim.
[Pause.]
Mrs. Kim. Thank you.
Mr. Lamb. Go ahead.
Mrs. Kim. Am I recognized now?
Mr. Lamb. Yes.
TESTIMONY OF HON. YOUNG KIM, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Mrs. Kim. Thank you. Thank you, Chairman and the T&I
Committee, for convening this very important Members' Day to
hear about our priorities this Congress. I am proud to speak on
behalf of my constituents in the 39th Congressional District of
California.
Now, more than ever, it is very important that any
infrastructure legislation that is considered in this Congress
has input from both sides of the aisle. Only together in a very
bipartisan way can our country address some of the most
pressing issues impacting the long-term sustainability of our
infrastructure system.
By reforming our user-fee system and incentivizing public-
private partnerships, we could find common ground to address
the associated taxpayer cost of an infrastructure package
without having to saddle our future generations with debt, or
hamper our economic recovery from the COVID-19 crisis with tax
increases.
There is wide consensus from both parties that we must
address the broad deficiencies of our ports, highways, bridges,
and roads, but any infrastructure action by Congress must be
targeted and effective in addressing our competitiveness
abroad.
For example, in my district the growth in global trade and
local socio-economic changes in southern California have caused
California State Routes 57 and 60 to become two of the most
heavily traveled freight highway corridors in the country.
Unfortunately, the American Transportation Research Institute
has ranked the 57/60 confluence as the worst truck bottleneck
in California, and one of the worst in the Nation.
The movement of goods from San Pedro Bay Ports to points
beyond Los Angeles County and to the major interstates of I-10,
I-15, and I-40 often involves a truck trip on the confluence.
Nearly 40 percent of the Nation's containerized imports pass
through the San Pedro Bay Ports. Of that, 9 percent of trucks
passing through the 57/60 confluence originate from the San
Pedro Bay Ports. And approximately 75 percent of these imports
are destined for final consumption outside the region. Trucking
delays originating at the confluence ripple across the State,
causing economic disruptions on industries beyond the corridor.
The COVID-19 pandemic has highlighted the importance of
investing in our supply chains and logistics networks to
efficiently provide food and medical supplies. Legislation and
efforts to improve our freight highways will support export-
import dependent industries and the creation of jobs throughout
the United States.
I urge the committee to work with me to strengthen the
national freight highway system to improve the movement of
goods and people through the 57/60 confluence, which serves as
a vital freight highway connection linking southern California
ports and manufacturing facilities that drive the regional,
State, and national economy.
Thank you again for allowing me to testify today, and for
your leadership to improve our Nation's competitiveness and
infrastructure. I look forward to working with this committee.
[Mrs. Kim's prepared statement follows:]
Prepared Statement of Hon. Young Kim, a Representative in Congress from
the State of California
Thank you, Chairman DeFazio and Ranking Member Graves, for
convening this important Member Day to hear about our priorities this
Congress.
Now more than ever, is very important that any infrastructure
legislation that is considered this Congress has input from both sides
of the aisle.
Only together--in a bipartisan way--can our country address some of
the most pressing issues impacting the long-term sustainability of our
infrastructure system.
By reforming our user fee system and incentivizing public-private
partnerships, we could find common ground to address the associated
taxpayer costs of an infrastructure package without having to saddle
our future generations with debt or hamper our economic recovery from
the COVID-19 crisis with tax increases.
There is wide consensus from both parties that we must address the
broad deficiencies of our ports, highways, bridges, and roads--but any
infrastructure action by Congress must be targeted and effective in
addressing our competitiveness abroad.
For example, in my district the growth in global trade and local
socio-economic changes in Southern California have caused California
State Routes 57 and 60 to become two of the most heavily traveled
freight highway corridors in the country.
Unfortunately, the American Transportation Research Institute has
ranked the 57/60 Confluence as the worst truck bottleneck in California
and one of the worst in the U.S.
Movement of goods from the San Pedro Bay Ports to points beyond Los
Angeles County and to the major interstates of I-10, I-15, and I-40
often involves a truck trip on the Confluence. Nearly 40 percent of the
nation's containerized imports pass through the San Pedro Bay Ports.
9 percent of trucks passing trough the 57/60 Confluence originate
from the San Pedro Bay Ports.
Approximately 75 percent of these imports are destined for final
consumption outside the region. Trucking delays originating at the
Confluence ripple across the state, causing economic disruptions on
industries beyond the corridor.
The COVID-19 pandemic has highlighted the importance of investing
in our supply chains and logistics networks to efficiently provide food
and medical supplies.
Legislation and efforts to improve our freight highways will
support export-import-dependent industries and the creation of jobs
throughout the United States.
I urge the Committee to work with me to strengthen the National
Freight Highway System to improve the movement of goods and people
through the 57/60 Confluence, which serves as a vital freight highway
connection linking Southern California ports and manufacturing
facilities that drive the regional, state, and national economy.
Thank you again for allowing me to testify today and for your
leadership to improve our nation's competitiveness and infrastructure.
I look forward to working with this Committee in the 117th
Congress.
Mr. Lamb. Thank you, Mrs. Kim, for your testimony.
Next up we have--in this order, the next five Members will
be: Ms. Bass of California; Ms. Adams of North Carolina; Mr.
Sherman of California; Mr. Mann of Kansas; and Ms. Schrier of
the State of Washington.
So with that we turn to the gentlelady from California, Ms.
Karen Bass.
TESTIMONY OF HON. KAREN BASS, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Ms. Bass. Thank you very much. I want to thank Chair
DeFazio, Ranking Member Graves, and members of the House T&I
Committee for the opportunity to testify before you today.
Our Nation's transportation system, we all know, is in
desperate need of investment, and especially equitable
investment that elevates different communities. For decades,
access to Federal highway and transit funding has benefitted
too few.
I would like to call your attention to the Build Local,
Hire Local Act, which I introduced in the 116th Congress with
Senator Gillibrand, and I plan to reintroduce this spring. Our
bill emphasizes increased access to the DBE, or Disadvantaged
Business Enterprise program, to create opportunities. Our bill
also strengthens wage and labor standards, while increasing the
robustness of environmental assessments for infrastructure
projects because of climate change.
The Build Local, Hire Local Act is designed to create
opportunities for all Americans--veterans, the disabled--so we
reinvest in our Nation equitably. Our legislation even creates
an apprenticeship pathway for workers in low-income communities
to create vibrant, economically prosperous, and environmentally
sustainable neighborhoods.
At its heart, the Build Local, Hire Local Act starts the
long-term process of undoing decades of highway and
construction projects that have bifurcated many communities.
Equally important, the legislation strengthens local hire
policy. As you know, local hire is essential to providing good-
paying transportation jobs. Without instituting local-hire
policy, people cannot fully benefit directly from the Federal
funds that flow to our district. So I was pleased to see in the
American Jobs Plan that it supports local hire.
I urge the committee to support the reinstatement of the
local-hire pilot program at the Department of Transportation.
It was first instituted in 2015, and, essentially, what it is
is that it removes an unnecessary regulation that, essentially,
prohibits Federal funds on transportation projects from
prioritizing people who live in the area of the project from
being employed by the project.
Last Congress I was pleased to see H.R. 2, the Moving
Forward Act, which passed the House in July 2020, that includes
a provision to redefine ``small business'' for the Department
of Transportation's DBE program so it matches the definition
used by the SBA. It is a technical fix that, if enacted into
law, will allow small businesses who are currently not eligible
for the DBE program to qualify. I urge the committee to keep
this provision in its entirety in the final infrastructure
package this Congress to ensure minority- and women-owned
businesses can fully benefit from the DBE program.
Finally, Chair and members of the committee, I would like
to call your attention to an intractable issue affecting my
district, as well as many other districts in the region and our
Nation, and that is airplane noise. Constituents in my district
and across the country who may live several miles away from an
airport have found themselves bombarded by airplane noise from
newly concentrated flightpaths. In this case, an arrival
procedure into the Los Angeles International Airport.
The constituents suffer the adverse health effects of
excessive noise, which includes increased incidence of sleep
disruption, learning loss, hypertension, and heart disease, and
also in the Los Angeles area, where the entertainment industry
is key, a lot of businesses have been interrupted because it is
very difficult to shoot, especially outside, if you have
concentrated, consistent noise.
So right now, the COVID-19 pandemic has rattled the
aviation industry with dramatic reductions in the number of
flights. So this presents a unique opportunity to rethink
aviation. As flights begin to ramp up again, we must seek
solutions that bring relief to residents who live beneath these
concentrated flightpaths. The FAA must give greater attention
to airplane noise and address this important challenge.
I want to thank the chairman and the ranking member and
members of the committee for the opportunity to testify. It has
been an honor to speak to the needs of my constituents, and the
policies that would elevate all of us in the country. Thank you
very much.
[Ms. Bass' prepared statement follows:]
Prepared Statement of Hon. Karen Bass, a Representative in Congress
from the State of California
Chair DeFazio, Ranking Member Graves, and members of the House
Committee on Transportation & Infrastructure, thank you for the
opportunity to testify today.
Our nation's transportation system is in desperate need of
investment--and especially, equitable investment that elevates
communities of color and minority- and women-owned businesses. For
decades, access to federal highway and transit funding has benefited
too few. Now, more than ever, on the tail end of a pandemic that has
devastated communities but especially those of African-Americans and
Latinos, who make up the heart of essential workers, we need to take
bold action to equitably rebuild our nation's infrastructure. That
means prioritizing the concerns of communities long burdened by
historically unjust transportation policy.
First, I'd like to call your attention to the ``Build Local, Hire
Local Act,'' which I introduced in the 116th Congress with Senator
Gillibrand and plan to reintroduce this spring. Our bill emphasizes
increased access to the Disadvantaged Business Enterprise program,
which creates opportunities for businesses owned by minorities. Our
bill also strengthens wage and labor standards, while increasing the
robustness of environmental assessments for infrastructure projects
because climate change is here and needs addressing.
The ``Build Local, Hire Local Act,'' is designed to create
opportunities for all Americans--veterans, the formerly incarcerated,
and the disabled--so we reinvest in our nation equitably. Our
legislation even creates an apprenticeship pathway for workers in low-
income communities to create vibrant, economically prosperous, and
environmentally sustainable neighborhoods. At its heart, the ``Build
Local, Hire Local Act'' starts the long-term process of undoing decades
of highway and construction planning that has bifurcated communities of
color. It begins to break down unjust barriers to employment and access
to clean air that have impacted so many African Americans and
communities of color.
Equally important, the legislation strengthens local hire policy.
As you know, local hire policy is essential to providing good-paying
transportation jobs for people living in California's 37th Congress
District in Los Angeles, which I have the honor of representing, where
several transit and highway construction projects are ongoing. Without
instituting local hire policy, Angelenos cannot fully benefit directly
from the federal funds that flow to our District. What's more, African
Americans and Latinos are disproportionately impacted from accessing
quality jobs.
This is why I was pleased to see President Biden's ``American Jobs
Plan'' support local hire policy.
It's clear Congressional and White House policy are aligned on this
issue, which is why I also urge the committee to support the
reinstatement of the Local Hire Pilot Program at the Department of
Transportation (DOT), which was first instituted in 2015 and put on
pause by the previous administration. The Local Hire Pilot Program is
simple: it would permit recipients of federal highway and transit funds
to hire locally. If reinstated, this would make a world of difference
to Angelenos in the Congressional District, especially given how the
pandemic has caused many businesses to suffer and shut down. Local hire
policy will help uplift our District's long-term economic trajectory.
Last Congress, I was pleased to see H.R. 2, the Moving Forward Act,
which passed the House in July 2020, include a provision to redefine
``small business'' for the DOT's Disadvantaged Business Enterprise
(DBE) program so it matches the definition used by the Small Business
Administration. That technical fix, if enacted into law, will allow
small businesses currently not eligible for the DBE program to qualify.
I urge the committee to keep this provision in its entirety in the
final infrastructure package this Congress to ensure minority- and
women-owned businesses can fully benefit from the DBE program.
Finally, Chair DeFazio and Members of the Committee, I'd like to
call your attention to an intractable issue affecting the 37th
Congressional District of California, as well as many other in the
region and our nation--airplane noise.
Constituents in similar Congressional Districts, which are located
near major international airports, in this case the Los Angeles
International Airport, suffer from the adverse health effects of
airplane noise. That includes sleep disruption, hypertension, and
stress. As we know, Next Gen technology implemented by the Federal
Aviation Administration (FAA) created an otherwise unseen degree of
overhead flight concentration. My staff have worked tirelessly to
pursue avenues that might disperse flights, mitigate low-flying
aircraft, and reduce the number of nighttime airplanes.
Right now, the COVID-19 pandemic has rattled the aviation industry,
and in so doing, the pandemic has presented a unique opportunity to
rethink aviation. We should be mindful of instituting changes that will
allow residents who live beneath flight paths to experience a greater
sense of calm. At its core, the FAA must prioritize airplane noise.
Then, too, we must ensure the FAA uses the most reliable and accurate
metrics to measure noise and that aircrafts are installed with the
latest technology to limit the noise of engines. Let's work together to
develop new and innovative means to address this longstanding challenge
and provide our constituents with some relief.
Thank you, Mr. Chairman, Ranking Member Graves, and Members of the
House Committee for the opportunity to testify.
It has been an honor to speak to the needs of my constituents and
the policies that would elevate Angelenos and communities of color. I
appreciate your time.
Ms. Davids [presiding]. Thank you, and the gentlewoman from
North Carolina, Ms. Adams, is recognized for 5 minutes.
TESTIMONY OF HON. ALMA S. ADAMS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NORTH CAROLINA
Ms. Adams. Thank you very much. Thank you to Chairman
DeFazio, to Ranking Member Graves, and to the distinguished
members of this committee for the opportunity to be with you
today. I am excited to share with you the priorities of North
Carolina's 12th Congressional District, and what we will be
able to accomplish with your help through your Member-
designated projects.
Charlotte, the largest city in my district, has grown
tremendously over the past decade. We are now the 15th largest
city in the country. At the same time, our county, Mecklenburg,
has over 1 million residents, and is one of the most populated
in North Carolina. Unfortunately, our transportation
infrastructure has not kept pace with our rapid growth.
And that is why our Charlotte Area Transit System, CATS,
boldly invested to create our State and region's first light
rail transit back in 2007. And with the support of then-
Secretary of Transportation and former Charlotte mayor, Anthony
Foxx, and my friend and colleague, THUD Appropriations Chairman
David Price, CATS secured the Federal funding necessary to
create our light rail system through the Capital Investment
Grant program.
And prior to COVID-19, the LYNX Blue Line facilitated
travel for almost 30,000 North Carolinians daily, 30,000. And
we know that our light rail works, and that is why we are
looking to fund this expansion. We want to connect our northern
towns to uptown Charlotte, to the Charlotte Douglas Airport.
And with your help, we will be able to connect our entire
region to our mass transit system.
So as you work to draft a surface transportation
reauthorization and infrastructure package, I want to strongly
encourage you to increase the authorized funding for the
Capital Investment Grant program.
I want to applaud you, Chairman DeFazio, for your work last
Congress to dramatically increase the CIG program's authorized
level of funding. I look forward to working with you in the
weeks and the months ahead as this committee develops this
necessary legislation.
And now I want to just take a moment to address some of the
requests that my office has received for Member-designated
projects.
In Cornelius, North Carolina, the Westmoreland interchange
project will help facilitate the development of a new hospital
that will anchor the region. In Huntersville, North Carolina--
all still in my district--the downtown greenway project would
help connect residents to a park and ride lot that will enable
thousands to easily reach work in uptown and relaxation in
downtown Huntsville. In Charlotte, Member-designated project
funds will enable our local area transit system to purchase
more electric buses, which will keep our air clean and our
people moving. And it will also allow the city to install
streetlights on our high-injury network to help prevent
automobile accidents and save lives.
In closing, Mr. Chair, I want to thank you and the
committee again for the opportunity to advocate for my
constituents, for my city, and county. Down in North Carolina
we like to say that Charlotte has got a lot, and I am hoping
that, with your help, we can get just a little bit more. Thank
you, and I am so very pleased to answer any questions that you
may have. I yield back.
[Ms. Adams' prepared statement follows:]
Prepared Statement of Hon. Alma S. Adams, a Representative in Congress
from the State of North Carolina
Thank you Chairman DeFazio, Ranking Member Graves, and the
distinguished members of this Committee for the opportunity to be with
you today.
I'm excited to share with you the priorities of North Carolina's
12th District, and what we will be able to accomplish with your help
through your Member Designated Projects.
Charlotte, the largest city in my district, has grown tremendously
over the past decade. We are now the 15th largest city in the country.
At the same time, our county, Mecklenburg, has over one million
residents and is one of the most populated in North Carolina.
Unfortunately, our transportation infrastructure has not kept pace
with our rapid growth.
That's why our Charlotte Area Transit System--CATS--boldly invested
to create our state and region's first light rail transit back in 2007.
With the support of then-Secretary of Transportation and former
Charlotte Mayor Anthony Foxx and my friend and colleague THUD
Appropriations Chairman David Price, CATS secured the federal funding
necessary to create our light rail system through the Capital
Investment Grant (CIG) program.
Prior to COVID-19, the LYNX Blue Line facilitated travel for almost
30,000 North Carolinians daily!
We know that our light rail works. That's why we're looking to fund
its expansion: we want to connect our northern towns to Uptown
Charlotte to airport.
And with your help, we'll be able to connect our entire region to
our mass transit system.
So, as you work to draft a surface transportation reauthorization
and infrastructure package, I strongly encourage you to increase the
authorized funding for the Capital Investment Grant program.
I want to applaud you, Chairman DeFazio, for your work last
Congress to dramatically increase the CIG program's authorized level of
funding.
I look forward to working with you in the weeks and months ahead as
this Committee develops this necessary legislation.
Now I want to take just a minute to address some of the requests
that my office has received for Member Designated Projects.
In Cornelius, NC, the Westmoreland Interchange project will help
facilitate the development of a new hospital that will anchor the
region.
In Huntersville, NC, the downtown greenway project will help
connect residents to a park and ride lot that will enable thousands to
easily reach work in Uptown and relaxation in downtown Huntersville.
In Charlotte, member designated project funds will enable our local
area transit system to purchase more electric buses, which will keep
our air clean and our people moving.
And it will also allow the city to install streetlights on our high
injury network to help prevent automobile accidents and save lives.
In closing, Mr. Chairman, I want to thank you and the Committee
again for the opportunity to advocate for my constituents and for my
city and county.
Down in North Carolina, we like to say that ``Charlotte's got a
lot.''
I'm hoping that with your help, we can get a little bit more.
Thank you and I am pleased to answer any questions you may have.
Ms. Davids. Thank you. The gentlewoman yields back.
The Chair will now recognize Mr. Sherman of California for
5 minutes.
TESTIMONY OF HON. BRAD SHERMAN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF CALIFORNIA
Mr. Sherman. Thank you. I want to join with Karen Bass--
and, I am sure, others--in saying how important it is that the
committee focus the FAA's attention on airport noise. It is a
horrendous problem in my district, in Karen Bass' district, and
so many others around the Los Angeles area.
I want to focus now on the need to build a subway through
the Sepulveda Pass. The San Fernando Valley, ``the Valley,'' is
cut off from the rest of Los Angeles by the Santa Monica
Mountains. And every day 400,000 commuters in 383,000 cars
drive between the Valley and the West Side of Los Angeles on
the 405 Freeway, as it runs for 9 miles through the Sepulveda
Pass. This is the greatest geographic bottleneck in California.
By comparison, the Golden Gate Bridge needs to accommodate only
112,000 cars per day, only one-third of the number that go
through the Sepulveda Pass.
For these unfortunate motorists, what should be a 12-minute
drive instead takes 45 minutes or longer. And that is on top of
the other parts of their commute. The daily commuter spends an
average of 56 hours sitting in traffic in the Sepulveda Pass
every year. That is 56 hours a year, on top of the rest of
their commute.
Already listed among the Nation's top 10 congested
roadways, the Sepulveda Pass corridor serves a population that
is expected to grow by 14 percent over the next two decades.
This project has substantial local support. The residents
of Los Angeles County, already paying quite robust income and
property taxes, went to the polls and raised the sales tax rate
in our county up to 10\1/4\ percent in order to pass Measure M,
which provides over half the money needed for the $10 billion
project I am describing.
Metro, our transportation agency, estimates that this
project will attract between 122,000 and 137,000 daily riders,
based on the conditions we expect in 2042. By taking these
would-be drivers out of their cars, this project will reduce
our regional vehicle-miles traveled by over 1 million miles a
year, and reduce vehicle-hours traveled by 72,000 hours per
year.
In addition to the time and cost faced by the commuter, the
Sepulveda Pass subway project offers an opportunity to improve
local air quality in Los Angeles--the area that gave you the
word ``smog,'' it has been synonymous with difficulties in air
quality for many decades--and it will reduce automobile
emissions of CO2 by 156 million pounds per year.
Now, in addition to asking the committee to support a
subway through the Sepulveda Pass, I also support short-term
efforts designed to ameliorate the problem on the freeway a
bit. This includes a specific request being brought forward by
the L.A. County Metropolitan Transportation Authority, and by
improving the striping and other aspects of the 405, we will
prevent this from getting as much worse as it would, otherwise.
But ultimately, we need a subway.
Let me give you one other extraordinary reason to support
this project. When this subway is built, I will retire from
Congress. That may be the biggest incentive for some of you to
support this project. Thank you.
[Mr. Sherman's prepared statement follows:]
Prepared Statement of Hon. Brad Sherman, a Representative in Congress
from the State of California
The reason the San Fernando Valley is so-called a ``valley'' is due
to its famous separation from the westside of Los Angeles by the Santa
Monica Mountain range.
And every day, over 400,000 commuters in some 383,500 cars make the
drive between the Valley and the westside, by sharing a section of the
405 freeway as it runs for nine miles along a low-mountain pass known
as the Sepulveda Corridor.\1\
---------------------------------------------------------------------------
\1\ Source: https://www.fhwa.dot.gov/policyinformation/tables/
02.cfm Dept of Transportation, Federal Highway Data for 2019; Sepulveda
Transit Corridor Feasibility Report, p. ES-6)
---------------------------------------------------------------------------
By comparison, the Golden Gate Bridge sees just 112,000 cars per
day, less than a third of the cars in the Sepulveda Pass.\2\
---------------------------------------------------------------------------
\2\ Source: https://www.goldengate.org/bridge/history-research/
statistics-data/annual-vehicle-crossings-toll-revenues/
---------------------------------------------------------------------------
For these unfortunate motorists, what should be a 12-minute drive
during free-travel takes over 45 minutes at peak periods.\3\
---------------------------------------------------------------------------
\3\ Source: I-405 Level 2 Traffic & Revenue Study Interstate 405
(Sepulveda Pass) ExpressLanes Intermediate (Level II) Traffic & Revenue
Study http://libraryarchives.metro.net/DPGTL/congestionpricing/2019-
Metro-405-SepulvedaPass-ExpressLanes-Study.pdf (p.27 Figure 3-12) INRX
Data for 2016.
---------------------------------------------------------------------------
The daily commuter spends an average 56 hours of their lives per
year sitting in traffic in the Sepulveda Pass--that is 56 hours in
addition to what their commute would take if there was no
bottleneck.\4\
---------------------------------------------------------------------------
\4\ https://inrix.com/press-releases/2019-traffic-scorecard-us/
INRIX Data for 2019.
---------------------------------------------------------------------------
Already listed among the nation's top 10 most congested roadways
(ninth),\5\ the Sepulveda Pass Corridor serves a population that is
expected to grow by 14% over the next two decades.\6\
---------------------------------------------------------------------------
\5\ https://inrix.com/press-releases/2019-traffic-scorecard-us/
INRIX Data for 2019.
\6\ Source: Sepulveda Pass Transit Corridor Feasibility Report,
Table 2-3
---------------------------------------------------------------------------
As this happens, commuters are growing desperate for a transit
alternative through the Sepulveda Corridor.
Gratefully, through the passage of measure M, Los Angeles voters
have approved the initial financing for the development and
construction of a three-phase capital project culminating in subway
line through the Sepulveda Pass.
Los Angles Metro is currently working to develop a heavy-rail
concept that aims to provide a Valley-to-Westside trip in just under 20
minutes.
Metro past ridership forecasts for the Sepulveda rail line have
estimated that the project would attract between 122,000 and 137,000
daily riders based on 2042 conditions.
By taking these would-be-subway-riders out of their cars, the
Sepulveda Pass Project is estimated to reduce regional vehicle miles
traveled by up to 1,039,000 miles per year and vehicle hours traveled
by up to 72,000 hours per year.\7\
---------------------------------------------------------------------------
\7\ Source: Sepulveda Transit Corridor Feasibility Report, p. 59
---------------------------------------------------------------------------
In addition to the time and cost saved by the commuter, the
Sepulveda Pass Project offers an important opportunity to improve local
air quality and to reduce automobile emissions through an expected to
reduction of CO2 by up to 156,000,000 pounds per year.\8\
---------------------------------------------------------------------------
\8\ Based on VMT in Sepulveda Transit Corridor Feasibility Report,
p. 59
---------------------------------------------------------------------------
The needed infrastructure will not be built overnight, and we
cannot wait to immediately address the current congestions through the
Sepulveda Pass. In addition to asking the Committee to support our
efforts to establish a subway line, the Committee should also support
efforts too increase the capacity of the 405 freeway. This includes a
specific request being brought forward with the LA County Metropolitan
Transportation Authority. We should convert the existing HOV lane into
an Express Lane and possibly add a second Express Lane in each
direction over the 10 miles between I-10 and US-101.
The Transportation and Infrastructure Committee will be looking at
hundreds of projects as it continues its work. Alleviating congestion
in the Sepulveda Pass is a priority for the residents of the San
Fernando Valley, Southern California, and our national infrastructure.
I look forward to working with the Chair on this critical
infrastructure.
Ms. Davids. The gentleman yields back.
All right, next the Chair would like to recognize the
gentleman from Kansas, Mr. Mann.
[Pause.]
Ms. Davids. OK, Mr. Mann may be experiencing technical
difficulties. We will go to the gentlewoman from Washington,
Ms. Schrier.
You are recognized for 5 minutes.
[Pause.]
Dr. Schrier. Hi, this is Kim.
Ms. Davids. You are recognized for 5 minutes.
Dr. Schrier. Had you called on me?
Ms. Davids. Oh, Ms. Schrier, you are recognized for 5
minutes.
TESTIMONY OF HON. KIM SCHRIER, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF WASHINGTON
Dr. Schrier. Well, thank you very much. Thank you, Chairman
DeFazio, Ranking Member Graves for hosting this Members' Day
today. I appreciate the opportunity to testify about my
priorities and concerns as a representative from Washington's
Eighth Congressional District.
And my district has it all: farms, crowded suburbs,
mountain passes that close frequently, rural roads,
interstates, freight rail, ferries, wind and hydropower, and
more. And so I am submitting a longer letter to address all of
these concerns, but I wanted to highlight just a few for you
today.
First, in Washington State we are a leader in clean energy
production, and have made investments in hydro, wind, and solar
power, which are critical for broader electrification and
meeting our future clean energy goals. And in particular, our
State is a large producer of hydropower. Only 3 percent of
dams, though, have actually produced hydropower in America, and
we could double that production without building a single new
dam.
In the next decade, close to 30 percent of U.S. hydropower
projects are going to come up for relicensing, and I am
interested in how to leverage this opportunity, building on the
work already done in academia and advocacy and industry by
focusing on the renewable energy and storage benefits of
hydropower, and the environmental and economic benefits of
healthy rivers.
This would include rehabilitating dams to improve safety
and resiliency. It would include retrofitting powered dams, and
adding power generation at nonpowered dams, while addressing
fish passage, flood mitigation, and grid integration. And it
would also include removing dams that don't provide sufficient
benefits to justify their environmental impacts.
For trade, a separate issue, it is a priority to ensure
that the rural areas in my district are well connected. The
Wenatchee Valley in my district is a prime example. The valley
and surrounding rural areas depend on an 11-mile Apple Capital
Loop to carry more than 100,000 vehicles each day. The nearest
interstate highway is 40 miles away, and travel is really
constrained by mostly two-lane, rural roads and two bridges.
Improvements in this loop are critical for trade, emergency
services, and fire safety.
At the economic heart of my district is agriculture.
Central Washington is home to some of the Nation's largest
growers and exporters, and farmers and growers face chronic
challenges to get their products to market, including frequent
road closures, port delays, and that distance from an
interstate highway.
More acutely, farmers have shared with me how pandemic
conditions, trade imbalances, port shortcomings, and
international shipping practices at our ports are negatively
impacting their industry, threatening export markets and also
the relationships they developed over decades. Shipping has
become really unpredictable, delayed, more expensive, and
perilous, especially for perishable goods like the apples and
cherries coming from my district. Ships are frequently
returning to China empty, rather than with our exports. And so,
along with improvements in shipping policies, our ports and
shipping infrastructure require modernization to preserve our
agricultural community.
Finally, I want to talk about safety. Chelan County is
highly vulnerable to catastrophic wildfires. And during the
last fire evacuation efforts, it became alarmingly evident to
my constituents that that same Apple Capital Loop was
insufficient for safe evacuation. It is another compelling
reason for those improvements.
And finally, I would love to highlight climate action and
environmental stewardship. Washington State has invested
millions of dollars to address downstream barriers that block
Chinook salmon from reaching their spawning grounds. And
headwaters located in our national forests are critical to
having salmon populations thrive downstream.
So in the coming weeks I am planning to reintroduce the
Legacy Roads and Trails bill, which ensures dedicated funding
to the U.S. Forest Service for projects that protect clean
water and riparian habitat. This program focuses on urgently
needed road decommissioning of unused or unsafe roads, the
removal or replacement of culverts and other fish passage
barriers, and the repair and maintenance of roads and trails.
And so thank you for your leadership, and for attending to
the needs of my district. And I yield back the very minuscule
balance of my time. Thank you.
[Dr. Schrier's prepared statement follows:]
Prepared Statement of Hon. Kim Schrier, a Representative in Congress
from the State of Washington
Dear Chairman DeFazio and Ranking Member Graves,
I appreciate the opportunity to testify about my priorities and
concerns as representative of Washington state's 8th congressional
district. I write to respectfully request consideration of the
following priorities as you work to reauthorize surface transportation
programs.
Washington state depends on many facets of infrastructure for its
trade, resiliency, and economic success. Washington's 8th District, my
district, depends on smooth, connected roads, reliable public
transportation, and comprehensive freight rail to ensure agricultural
goods can be transported, economies can grow, and communities can
access the services they need. Four hundred of the ``structurally
deficient'' bridges that are necessary for travel are in Washington
state. From a labor perspective, there are more than 700,000 direct and
indirect jobs that can be created in Washington State through a
national infrastructure package. Economic recovery is only possible
with continued federal investment in and support for the next
generation of engineers, operators, technicians, mechanics, and other
transportation workers.
There are several areas that I wish to touch on that are extremely
important to my state and district:
Hydropower and Washington State
Keeping our rural areas connected physically and
virtually;
Improving our highways and interchanges;
Getting our goods to port;
Addressing congestion and safety concerns that impact my
constituents; and
Ensuring our infrastructure and our wildlife and salmon
can co-exist.
Hydropower and Washington State
In Washington state, we are a leader in clean energy production and
have made investments in hydro, wind, and solar power which are
critical for broader electrification and meeting our clean energy
goals.
Washington State is the top producer of hydroelectric power in the
US. It accounts for approximately 25% of the country's annual
hydroelectricity generation. Yet nationally, only three percent of dams
actually produce hydropower, and we could double current energy
production without building a single new dam. In the next decade, close
to 30 percent of U.S. hydropower projects will come up for relicensing.
I am interested in how to leverage this opportunity, building on the
work already done in academia, advocacy, and the industry by focusing
on the renewable energy and storage benefits of hydropower and the
environmental and economic benefits of healthy rivers. This includes
rehabilitating dams to improve safety and resiliency. It includes
retrofitting powered dams and adding power generation at non-powered
dams while addressing fish passage, flood mitigation, and grid
integration. It also includes removing dams that do not provide
sufficient benefits to society to justify their detrimental
environmental impacts.
Keeping our rural areas connected & improving our highways and
interchanges
Washington's rural areas need connected, reliable infrastructure.
Wenatchee Valley in my district is a prime example: it is a hub at the
crossroads of highways going east to Spokane, west to Seattle, north to
British Columbia, and south to Yakima and the Tri-Cities. It is the
heart of Washington, settled in a rural part of the state East of the
Cascade Mountains. The nearest Interstate Highway is 40 miles away. The
Valley and surrounding rural areas depend on their 11-mile Apple
Capital loop to carry more than 100,000 vehicles each day. Freight,
businesses, commuters, transit, emergency services, residents and
visitors must travel on it.
Connectivity is vital for Washington's economy and trade.
Washington's economy relies heavily upon the freight rail system to
ensure movement of the state's agricultural, chemical, and natural
resources and manufactured products to local, national, and
international markets. Some small roads and railways are the only way
that goods can make it from our agricultural centers to our ports.
Stampede Pass is an example of a small rail that runs a long course in
my district, cutting across Central Washington and Pierce and King
Counties, ensuring that goods can traverse the mountain pass even when
roads are shut down. Our state has committed to ensuring this railway
can stay viable, investing in electrification for more efficient
travel. Dedicated federal investments in projects like this will allow
for more railways to be improved and built, and for economies to be
more connected and flourish.
Getting our goods to port
The economic heart of my district is agriculture. Central
Washington is home to some of the nation's largest growers and
exporters, selling hay, apples, pears, potatoes and cherries around the
world. Farmers and growers face chronic challenges to get their
products to market, including frequent road closures, port delays, and
distance from interstate highways.
More recently, farmers have shared with me how pandemic conditions,
trade imbalances, port shortcomings, and international shipping
practices are impacting their industry, threatening export markets and
international relationships they have built over decades. Right now,
because of profitability and trade imbalance, ships return to China
with empty containers rather than wait for our agricultural goods. Our
farmers and growers face great uncertainty and high prices to get their
products overseas. This threatens to upend our nation's agricultural
industry and agricultural markets abroad for years to come.
While I continue to work with the Federal Maritime Commission to
find possible solutions to this global shipping crisis, I ask that you
consider the importance of maintaining and improving the domestic
infrastructure--the roads, bridges, railways, rivers, and ports--that
these farmers rely on.
Addressing congestion and safety concerns
Chelan County is highly vulnerable to catastrophic wildfires. In
fact, it gets the second highest risk rating in the country. During the
last fire evacuation efforts, it became alarmingly evident to my
constituents that the Apple Capital Loop mentioned previously was
insufficient for safe evacuation. It is another compelling reason for
those much-needed improvements.
Safety is also a consideration for our highways, as is the case in
most of the country. I would highlight Interstate 90, the main east-
west corridor that traverses our state and my district. It is critical
for getting produce and hay to the port, but also a critical
transportation route for daily commutes and travel. In addition to
standard road repairs, widening and improving the interchange with SR18
will reduce dangerous traffic back-ups and resulting collisions, and
cut transit time.
Similarly, updates to maintain the structural integrity of Vantage
Bridge on
I-90--the only interstate crossing of the Columbia River in the area
for 75 miles--will allow for safe passage of both people and freight,
particularly during emergencies such as wildfires. And, of course,
improvements we make now need to be future-proofed, sustainable, and
resilient in the face of a changing climate.
Ensuring our infrastructure and our wildlife and salmon can co-exist
Representatives Kilmer, Larsen, and I have been working
collectively to identify ways to protect endangered salmon and Southern
Resident orca populations in various legislative vehicles within the
committee's jurisdiction, including WRDA \1\ and provisions associated
with Legacy Roads and Trails within the Moving Forward Act of last
year.\2\
---------------------------------------------------------------------------
\1\ https://schrier.house.gov/media/press-releases/schrier-and-
larsen-introduce-bill-assist-salmon-and-steelhead-passage
\2\ https://wildearthguardians.org/brave-new-wild/news/guardians-
applauds-inclusion-of-legacy-roads-and-trails-remediation-program-in-
moving-forward-act/
---------------------------------------------------------------------------
In the coming weeks, I plan to reintroduce the Legacy Roads and
Trails bill which ensures projects that protect clean water and
reconnect fish habitat are prioritized. As we all know, when roads are
not adequately maintained, culverts become clogged with debris,
landslides occur, bridges weaken, and roads wash out. Large amounts of
sediment can end up in mountain streams, suffocating fish and burying
stream channels. This program focuses on urgently needed
decommissioning of unused or unsafe roads in our national forests,
removal or replacement of fish passage barriers, and road and trail
repair and maintenance. The program's capacity for leveraging is among
its strengths. In many cases, the Forest Service can successfully
leverage Legacy Roads and Trails funding with a variety of private,
local, state, and other federal funding sources, substantially
stretching the reach of every dollar allocated to the program.
This program specifically compliments the work of our state to
update and/or remove culverts to improve water quality and habitat for
Chinook salmon, bull trout, and steelhead. These fish are an important
part of Northwest culture and heritage and have suffered heavily. These
efforts are critical, and we need to have sustained federal investment
to make it a reality.
You have always been a champion for the Pacific Northwest and I
sincerely thank you, and Ranking Member Graves, for your leadership and
attention to these important issues. I look forward to partnering with
you, your committee, and my colleagues from both sides of the aisle as
this legislation develops. We need to build back better for our
communities, for our economy, and for our climate. Thank you for your
consideration.
Ms. Davids. Thank you, Rep. Schrier.
And next the Chair would like to recognize Congressman Mann
from Kansas for 5 minutes.
[Pause.]
Ms. Davids. OK, we will go ahead and recognize Mr. Jacobs
from New York for 5 minutes.
TESTIMONY OF HON. CHRIS JACOBS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Jacobs. Good afternoon. Thank you very much for the
opportunity to be here today and address the committee. I am
Chris Jacobs from the 27th Congressional District.
As we move forward with the efforts to expand our Nation's
infrastructure, I want to bring to your attention the important
issue in my home State of New York. New York is currently the
only State in the Union to still impose absolute liability on
employers and property owners for gravity-related falls. This
archaic standard is otherwise known as the Scaffold Law.
Absolute liability under the Scaffold Law means that employers
and property owners are fully liable for workplace accidents,
regardless of the contributing fault of the worker.
Due to this strict liability statute, an employer is 100
percent liable if an employee, as an example, is harmed, even
if that employee is very intoxicated. Contrast that with the
liability standard of comparative negligence, the standard of
every other State in the Nation, which allows for a reasonable
determination of fault between the two parties.
Studies have indicated that the Scaffold Law adds
approximately 8 to 10 percent to the cost of construction in
New York State, in every single project in New York State,
whether it is public or private, no matter what the size of the
project.
Due in part to the extreme standard set by the Scaffold
Law, the cost of construction in New York State, as a result,
is higher than any other State in the Nation, resulting in
unnecessary taxpayer spending across all levels of Government.
According to one study, the Scaffold Law is expected to add
an additional $180 to $300 million to New York City's Gateway
project. The Tappan Zee Bridge project, also known as Mayor
Cuomo Bridge--a major project--was estimated to have incurred
$300 million in additional unnecessary cost, due to the
Scaffold Law.
In a recent amicus brief, the New York State Transit
Authority stated it is in an existential financial crisis. Its
public liability burden in 2019 was $150 million, much of that
due to the Scaffold Law.
These costs represent hundreds of millions of dollars that
could have gone towards improving our schools, repairing New
York City's subway system, and fixing roads throughout New York
State.
Defenders of the Scaffold Law say it improves worksite
safety, but data shows the opposite. A study deemed practice-
ready by the Transportation Research Board of the National
Academies of Science, Medicine, and Engineering concluded that
the law actually increases both fatal and nonfatal injuries by
670 each year.
The challenges presented by the Scaffold Law are why I
introduced the Infrastructure Expansion Act, H.R. 1300, which
would exempt federally funded projects from the Scaffold Law,
and instead place them on the standard of comparative
negligence.
Mr. Chairman, I would like to enter into the record a
letter of support from over 65 organizations throughout New
York State supporting my bill.
[The information follows:]
Letter of January 7, 2021, from the Allied Building Metal Industries et
al., Submitted for the Record by Hon. Chris Jacobs
January 7, 2021.
Dear Member of Congress:
On behalf of more than sixty-five membership organizations,
including trade associations, chambers of commerce, housing advocates,
agricultural organizations, and municipal advocates, we are writing to
request that you support HR 1300, the Infrastructure Expansion Act of
2021. Introduced by your colleague Representative Chris Jacobs (R-NY),
this bill will protect scarce federal infrastructure funds imposing the
same liability standard on federally-funded New York projects that is
found in 49 other states.
Unfortunately, New York remains the only state in the nation to
impose absolute liability on construction projects under Labor Law 240/
241, a statute known as the ``Scaffold Law.'' This outdated law holds
property owners and contractors fully liable for worksite accidents,
regardless of the contributing fault of the worker. To understand the
injustice of this law, take for example, that the courts have ruled
time and time again that the intoxication of an employee is not a
defense for an employer under the statute.
Due to this absurd standard, it costs more to build in New York
than anywhere else in the country. Data collected from the Port
Authority of New York and New Jersey indicates that the insurance costs
on cross-border construction projects are doubled on the New York side.
Researchers at the Rockefeller Institute of Government found that for
taxpayers, the law results in a cost of more than $785 million
annually. It is estimated that New Yorkers spent more than $200 million
in added costs for the Mario Cuomo (Tappan Zee) Bridge due to
additional costs of the statute. The New York City School Construction
Authority estimated the law cost them over $400 million in a three-year
period.
Defenders of the Scaffold Law say that it improves worksite safety,
but data shows the opposite. A study deemed ``practice ready'' by the
Transportation Research Board of the National Academies of Science,
Medicine, and Engineering concluded that the law actually increases
both fatal and non-fatal injuries by 670 each year.
With the current unprecedented strain on state and local budgets,
the federal government cannot continue to waste valuable infrastructure
dollars.
We respectfully request your support,
Allied Building Metal Industries.
American Council of Engineering Companies of New York.
American Property Casualty Insurance Association.
American Subcontractors Association.
Associated Builders and Contractors of New York State.
Associated General Contractors of New York State.
Association for a Better Long Island.
Big I NY.
Bronx Chamber of Commerce.
Brooklyn Chamber of Commerce.
Buffalo Building Owners & Managers Association.
Buffalo Niagara Partnership.
Builders Exchange of Rochester.
Builders Exchange of the Southern Tier.
Building Contractors Association of Westchester & Mid-Hudson Region.
Building Trades Employers Association.
Business Council of New York State.
Business Council of Westchester.
Capital Region Chamber of Commerce.
Chamber Alliance of New York State.
Chemung County Chamber of Commerce.
Commerce Chenango.
Construction Exchange of Buffalo & Western New York.
Construction Industry Council of Westchester & Hudson Valley.
Corning Area Chamber of Commerce.
Cortland County Chamber of Commerce.
Eastern Contractors Association.
Empire State Subcontractors Association.
Fulton Montgomery Chamber of Commerce.
General Contractors Association of New York.
Genesee County Chamber of Commerce.
Greater Binghamton Chamber of Commerce.
Greater Olean Chamber of Commerce.
Greater Rochester Chamber of Commerce.
Habitat for Humanity of New York State.
Home Builders & Remodelers of Central New York.
Hornell Area Chamber of Commerce.
Hudson Valley Gateway Chamber.
Hudson Valley Mechanical Contractors Association.
Lake George Regional Chamber of Commerce & CVB.
Lawsuit Reform Alliance of New York.
Long Island Builders Institute.
Minority & Women Contractors & Developers Association.
National Association of Minority Contractors--New York Tri-State
Chapter.
National Association of Mutual Insurance Companies.
National Association of Surety Bond Producers.
National Federation of Independent Business New York.
Northeastern Retail Lumber Association.
Northeastern Subcontractors Association.
New York Conference of Mayors.
New York Farm Bureau.
New York State Association for Affordable Housing.
New York State Builders Association.
Partnership for New York City.
Professional Insurance Agents of New York.
Real Estate Board of New York.
Rochester Home Builders Association.
Rome Area Chamber of Commerce.
Sheet Metal & Air Conditioning Contractors of New York State.
Society of Indo-American Engineers and Architects.
Special Riggers Association of New York City.
Subcontractors Trade Association.
Syracuse Builder's Exchange.
Trucking Association of New York.
Ulster County Regional Chamber of Commerce.
Westchester County Association.
West Seneca Chamber of Commerce.
Wyoming County Chamber of Commerce.
Mr. Jacobs. The Scaffold Law is particularly challenging
for minority- and women-owned businesses, as the inflated
premiums they must pay for liability insurance put them at a
competitive disadvantage when bidding projects against larger
firms. That is why groups such as the Minority and Women
Contractors and Developers Association and the National
Association of Minority Contractors have been vocal supporters
of Scaffold Law reform. I am proud to have their support on my
bill.
Other supporters of Scaffold Law reform and my bill include
the New York State Association for Affordable Housing. The
Scaffold Law is estimated to add $10,000 to the cost of a
single-family home in New York State. Anyone interested in
making New York State more affordable for families should
support inclusion of my legislation in any infrastructure
package.
Another supporter I am proud to have is Habitat for
Humanity. Like the New York State Association for Affordable
Housing, Habitat for Humanity appreciates efforts to make
housing in New York State more affordable. However, they have
an additional issue with the Scaffold Law. In the wake of
Superstorm Sandy, Habitat and its volunteer partners rushed to
help Long Island recover. However, they struggled to find
insurance because of the Scaffold Law, and were hindered to
make an impact after that disaster.
For the sake of our roads, and our bridges, and our
schools, our railroads, our homes, and all New Yorkers, the
Scaffold Law must be reformed. What I am asking for today is
consideration in any infrastructure package to include
provisions in my bill which would mandate that comparative
negligence be utilized.
Why am I saying this? If $1 billion right now came in New
York State and Federal taxpayer money through an infrastructure
bill, 10 percent of that would be peeled off because of the
Scaffold Law, $1 million would be essentially wasted. I want
that money, and I think most New Yorkers want that money spent
on real projects. Reforming the Scaffold Law for an
infrastructure bill will make that happen.
Thank you very much, and I yield back.
[Mr. Jacobs' prepared statement follows:]
Prepared Statement of Hon. Chris Jacobs, a Representative in Congress
from the State of New York
Hello. Thank you to the Committee for letting us be here today.
As we move forward with efforts to expand our nation's
infrastructure I want to bring to your attention an important issue in
my home state of New York. New York is currently the only state in the
union to impose absolute liability on employers and property owners for
gravity-related injuries. This archaic standard is enshrined in New
York's Labor Law 240/241, otherwise known as the ``Scaffold Law.''
Absolute liability under the Scaffold Law means employers and
property owners are fully liable for worksite accidents, regardless of
the contributing fault of the worker. To understand the injustice of
this law, take for example that courts have ruled repeatedly that the
intoxication of an employee is not a defense for an employer under the
statute. Contrast this with the liability standard of comparative
negligence--the standard in every other state--which allows for a
reasonable determination of fault between two parties.
Studies have indicated the Scaffold Law adds approximately 8-10% to
the cost of construction in New York State. Due in part to the extreme
standard set by the Scaffold Law, the cost of construction in New York
is higher than anywhere else in the nation, resulting in unnecessary
taxpayer spending across all levels of government. According to one
study, the Scaffold Law is expected to add an additional $180 to $300
million to the Gateway Program. The Tappan Zee Bridge is estimated to
have incurred up to $400 million in additional costs due to the
Scaffold Law. In a recent amicus brief, the New York City Transit
Authority stated it is in an existential financial crisis. Its public
liability burden in 2019 was $150 million dollars, much of that due to
the Scaffold Law. These costs represent hundreds of millions of dollars
that could have gone toward improving our schools, repairing the New
York City subway, or fixing our roads.
Defenders of the Scaffold Law say that it improves worksite safety,
but data shows the opposite. A study deemed ``practice ready'' by the
Transportation Research Board of the National Academies of Science,
Medicine, and Engineering concluded that the law actually increases
both fatal and non-fatal injuries by 670 each year.
The challenges presented by the Scaffold Law are why I have
championed the Infrastructure Expansion Act (H.R. 1300), which would
exempt federally funded projects from the Scaffold Law and instead
place them on a standard of comparative negligence.
Mr. Chairman I would like entered into the record a letter of
support from over sixty-five organizations throughout New York State
supporting my bill.
The Scaffold Law is particularly challenging for minority and women
owned businesses, as the inflated premiums they must pay for liability
insurance puts them at a competitive disadvantage when bidding for
projects against larger firms. That is why groups such as the Minority
& Women Contractors & Developers Association and the National
Association of Minority Contractors have been vocal supporters of
Scaffold Law reform. I am proud to have their support for my bill.
Other supporters of Scaffold Law reform and my bill include the New
York State Association for Affordable Housing. The Scaffold Law is
estimated to add $10,000 to the cost of a single-family home in New
York State. Anyone interested in making New York State more affordable
for families should support inclusion of my legislation in any
infrastructure package.
Another supporter I am proud to have is Habitat for Humanity. Like
the New York State Association for Affordable Housing, Habitat for
Humanity appreciates efforts to make housing in New York more
affordable. However, they have an additional issue with the Scaffold
Law. In the wake of Superstorm Sandy, Habitat and its volunteer
partners rushed to help Long Island recover, however they struggled to
find insurance because of the Scaffold Law.
For the sake of our roads, our bridges, our schools, our railroads,
our homes and all New Yorkers, the Scaffold Law must be reformed. I
urge the Committee to include my legislation in the infrastructure
package. With that I yield back.
Ms. Davids. The gentleman yields back.
The Chair would like to recognize Mr. Mann from Kansas for
5 minutes.
TESTIMONY OF HON. TRACEY MANN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF KANSAS
Mr. Mann. Thank you, Chairman DeFazio, Ranking Member
Graves, members of the committee, including my Kansas
colleague, Sharice Davids. Thank you for giving me this
opportunity to speak with you about transportation and
infrastructure priorities for the First Congressional District
of Kansas.
My district, aptly named the Big First, is the 11th largest
congressional district in the country, spanning 63 counties in
central and western Kansas. As you can imagine, with a district
that size, we greatly rely on roads, rails, waterways, and
other forms of infrastructure to connect our rural communities
to one another and to the rest of the world.
The Big First backbone is agriculture. It is home to more
than 60,000 farms, and is made up of farmers, ranchers, feedlot
managers, nutritionists, ethanol producers, ag lenders, and
agribusiness owners who feed, fuel, and clothe the world.
Farmers and ranchers depend on roads, bridges, and rail to
safely transport these goods to market.
So from the beginning of planting season to the end of
harvest, and from the time a baby calf hits the ground to the
time we take them to town, these forms of transport help to
efficiently deliver our ag products around the globe. However,
moving livestock and perishable ag commodities brings a
separate set of issues for drivers that Kansans are well aware
of, as the leader in cattle production.
For decades, farmers and ranchers in the transport of ag
goods across our district and State have fallen victim to
archaic trucking regulations, leaving little to no room for
livestock hauling exemptions. S. 792, the Haulers of
Agriculture and Livestock Safety Act, the HAULS Act, as
introduced by Senator Deb Fischer, my neighbor to the north in
Nebraska, would address these concerns.
The HAULS Act would update the hours-of-service exemption
for ag products and livestock that have been regularly modified
by Congress to provide flexibility to ag and livestock haulers.
This bill would add 150 air-miles on the back end of the trip,
allowing drivers the extra time to safely navigate the rural
roads where they haul. It would also allow the hours-of-service
exemptions to continue nationwide all year round, removing the
seasonal limits set by State-designated planting and harvesting
periods.
I am supportive of the work of the coalition of more than
100 ag organizations to modernize the ag exemptions to the
hours-of-service rule and provide flexibility for haulers, and
urge the committee to review the legislation in full, if
similar legislation is introduced in the House, or if the HAULS
Act reaches the House floor for a vote.
Another important issue for rural districts like mine is
aviation, which is supported through Essential Air Service and
Small Community Air Service Development Programs. Both programs
ensure that our smaller communities can maintain a minimal
level of scheduled air service to larger cities, whether
through direct support or by working with communities to
address air service issues.
As the home State to the ``air capital of the world,''
Essential Air Service enables communities like Salina, Liberal,
Dodge City, Garden City, and Hays to connect to the world
through aviation. As your committee continues work on
transportation and infrastructure legislation, we must ensure
that rural communities are part of the conversation and a
priority for these discussions.
Beyond transportation, the importance of broadband cannot
be overstated in connecting rural communities to the rest of
the country, whether for virtual school, telemedicine, or
remote work. Rural broadband must be considered as an important
piece in our infrastructure conversations, whether occurring in
this committee or others across Congress.
The roads, highways, rails, aviation, as well as broadband
connect all of us across the country, and add to the quality of
life in rural communities. Our investments today will promote
rural economies long into the future and make our communities a
prosperous place to live for the next generations.
Thank you, Congresswoman Davids, for the opportunity to
speak on the issue impacting the First Congressional District
of Kansas, and I yield back the remainder of my time.
[Mr. Mann's prepared statement follows:]
Prepared Statement of Hon. Tracey Mann, a Representative in Congress
from the State of Kansas
Chairman DeFazio, Ranking Member Graves, and Members of the
Committee, I appreciate the opportunity to speak with you about
transportation and infrastructure priorities from the First District of
Kansas.
My district, aptly nicknamed the ``Big First'', is the 11th largest
Congressional District in the country, spanning 63 counties in central
and western Kansas. As you can imagine, with a district that size, we
greatly rely on roads, rail, waterways, and other forms of
infrastructure to connect our rural communities to one another and to
the rest of the world.
The Big First's backbone is agriculture; it is home to more than
60,000 farms and is made up of farmers, ranchers, feed lot managers,
nutritionists, ethanol producers, ag lenders, and agribusiness owners
who feed, fuel, and clothe the world. Farmers and ranchers depend on
roads, bridges, and rail to safely transport these goods to market.
From the beginning of planting season to the end of the harvest,
and from the time a baby calf hits the ground to the time we take them
to town, these forms of transport help to efficiently deliver our
agricultural products around the globe.
However, moving livestock and perishable ag commodities brings a
separate set of issues for drivers that Kansans are well aware of, as
the leader in cattle production. For decades, farmers and ranchers and
transporters of agricultural goods across our district and state have
fallen victim to archaic trucking regulations leaving little to no room
for livestock hauling exemptions.
S. 792, the Haulers of Agriculture and Livestock Safety (HAULS) Act
as introduced by Senator Deb Fischer, my neighbor to the north in
Nebraska, would address these concerns. The HAULS Act would update the
hours-of-service exemptions for ag products and livestock that have
been regularly modified by Congress, to provide flexibility to ag and
livestock haulers. This bill would add 150 air-miles on the back end of
the trip, allowing drivers the extra time to safely navigate the rural
roads with their haul. It would also allow the hours-of-service
exemptions to continue nationwide all year-round, removing the seasonal
limits set by state designated planting and harvest periods.
I am supportive of the work of a coalition of more than 100 ag
organizations to modernize the agricultural exemptions to the hours-of-
service rule and provide flexibility for haulers and urge the Committee
to review the legislation in-full if similar legislation is introduced
in the House or if the HAULS Act reaches the House for a vote.
Another important issue for rural districts like mine is aviation,
which is supported through the Essential Air Service and Small
Community Air Service Development Programs. Both programs ensure that
our smaller communities can maintain a minimal level of scheduled air
service to larger cities, whether through direct support or by working
with communities to address air service issues. As the home state to
the Air Capital of the World, Essential Air Service enables communities
like Salina, Liberal, Dodge City, Garden City, and Hays to connect to
the world through aviation.
As your committee continues work on transportation and
infrastructure legislation, we must ensure that rural communities are
part of the conversation and a priority in these discussions. Beyond
transportation, the importance of broadband cannot be overstated in
connecting rural communities to the rest of the country, whether for
virtual school, telemedicine, or remote work. Rural broadband must be
considered as an important piece in our infrastructure conversations,
whether occurring on this committee or others across Congress.
The roads, highways, rails, aviation, as well as broadband connect
all of us across the country and add to the quality of life in rural
communities. Our investments today will promote rural economies long
into the future and make our communities a prosperous place to live for
the next generations.
Thank you for the opportunity to speak on the issues impacting the
First District of Kansas, and I yield back the remainder of my time.
Ms. Davids. Thank you, Rep. Mann, I appreciate your
advocacy on behalf of our State.
Next the Chair would like to recognize Rep. Higgins from
New York for 5 minutes.
TESTIMONY OF HON. BRIAN HIGGINS, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Higgins. Yes, thank you very much, and the chairman and
the ranking member.
It is often said that, in urban design, there is no
neutrality, that the built environment either serves to hurt or
to heal. A decade of expressway building in the Nation in the
1950s, including Buffalo, fed that era's obsession with
automobiles. It hurt city neighborhoods, and it destroyed a lot
of parkland and a lot of quality of life, including 80 acres of
Olmsted parks and parkways in Buffalo, New York.
The Kensington Expressway destroyed nearly 45 acres of
parkland, including Olmsted's grandest parkway, denying for
decades an entire neighborhood the enjoyment and health
benefits that parks offer, which various groups are trying to
fix. The Scajaquada Expressway in Buffalo dissected Delaware
Park, and stole more than 40 acres of land. We see this
throughout the entire Nation, that while we are going to
rebuild the infrastructure of the country, we have to fix the
infrastructure that has destroyed certain communities, and
those communities are underserved communities in places like
Buffalo, New York.
I am very optimistic about the $20 billion that is in the
infrastructure bill to restore neighborhoods that have been
destroyed by expressway construction. I think it should be
more. I think it should be $50 billion, because those
communities have been denied investment. They have been denied
health and safety for the people that live in and around those
communities.
We have a great opportunity here to rebuild the
infrastructure of our country, but we also have an obligation,
more so than anything else, to help those underserved
communities that have been devastated by decades of expressway
building. We need more parks. We need more parkways. We need
more pedestrian and bicycle access so that everybody will have
access to good parks, and the healing power of parks and
parkways that these expressways destroyed so many years ago.
With that, I will yield back.
[Mr. Higgins' prepared statement follows:]
Prepared Statement of Hon. Brian Higgins, a Representative in Congress
from the State of New York
Chair DeFazio, Ranking Member Graves, members of the Committee,
thank you for giving me the opportunity to speak before you today to
talk about the importance of infrastructure investment to the future of
the communities I serve in Western New York state.
Mark Zandi, a conservative economist from Moody's Analytics,
estimates every one dollar in infrastructure investment generates $1.60
in economic growth. Beth Ann Bovino, the chief economist for Standard
and Poors, thinks that number could be as high as $2.70 when taking
into account current economic conditions caused by the COVID-19
pandemic.
Mr. Chairman, we have a once in a generation opportunity for
historic infrastructure investment. We need to get this right, and we
need to make sure that our priorities in this bill bring communities
together, providing a remedy to past problems.
We need to start thinking about what a post-pandemic world looks
like and how we can renew and rebuild.
Under previous national efforts devoted to infrastructure
investment, my community flourished.
We built the Erie Canal to connect the eastern seaboard to the
Great Lakes, making Buffalo a maritime harbor to connect American goods
to the world.
The construction of railroads and the production of cheap and
affordable hydropower created by harnessing the power of Niagara Falls,
we became an industrial powerhouse and for a time one of the most
prosperous communities in the world.
And to address some of the public health challenges we faced in the
19th century, like cholera, we built one of the most significant public
park systems in the country, designed by Frederick Law Olmsted, a
public good that all can still enjoy as a refuge.
But infrastructure decisions can sometimes hurt, not heal. It can
tear our communities apart.
Robert Moses used brute political force to construct highways
through, and throughout, cities across New York State including Buffalo
and Niagara Falls. They destroyed the economic viability of countless
neighborhoods and isolated Black and Brown communities from
opportunity.
The Skyway, the Kensington, the Scajaquada, the aptly-named Robert
Moses Parkway in Niagara Falls--have split up neighborhoods, degraded
our public parks, and separated people from the natural resources they
should be able to enjoy as well as each other.
So the American Jobs Plan presents us with a new opportunity to fix
past mistakes, bring people together and promote equitable development,
and improve the life quality and productivity of our community and our
country.
I am pleased that the plan proposes a $20 billion targeted
investment to repair the problems caused by past decisions that
disregarded the lived environment and experience of people in
neighborhoods highways were constructed through.
This program means that an Olmsted-designed park median could be
restored by downgrading the Kensington Expressway on Buffalo's East
Side, reconnecting a neighborhood designed to be cohesive but that has
suffered from being split apart.
The Scajaquada Expressway, could actually be reset as a parkway
designed for the safety of nearby residents who want to enjoy Delaware
Park, not as an underutilized speed trap. This downgrade would open up
new opportunities for recreation and ecological habitat restoration.
It means the obsolete Skyway can be removed so that our community
can fully benefit from its waterfront, obscured for over century by
industrial development.
And it means the City of Niagara Falls can once again be connected
to its natural wonders along the Niagara River Gorge by removing the
Robert Moses Parkway.
Mr. Chairman, these are just a few examples of the transformational
initiatives that the American Jobs Plan, and specifically this highway
bill, could bring to my community.
These investments will create jobs, and good American jobs, but
this highway bill presents an opportunity to make our communities
better for everyone that live there. I urge you to work with me to help
bring voice to my community.
Thank you for giving me the opportunity to present this testimony
today.
Ms. Davids. Thank you, Congressman.
The Chair would now like to recognize Mrs. Luria from
Virginia for 5 minutes.
TESTIMONY OF HON. ELAINE G. LURIA, A REPRESENTATIVE IN CONGRESS
FROM THE COMMONWEALTH OF VIRGINIA
Mrs. Luria. And thank you, Rep. Davids, and thank you to
Chairman DeFazio, Ranking Member Graves, and to my colleagues
on the committee for giving me this opportunity.
I would like to bring to attention some critical issues
that are important not only in my district, but across the
Nation. As you all know, our Nation's infrastructure has been
neglected for far too long. Our bridges, roads, and transit are
aging and in desperate need of repair.
One thing I would like to start with is talking about
harbors and the Harbor Maintenance Trust Fund. I would like to
take this opportunity to thank the committee for their work
during the last Congress with the Water Resources Development
Act, WRDA, for 2020. The culmination of that work included
provisions to ensure full utilization of the harbor maintenance
tax revenues, as well as unlocking more than $9 billion in
unspent balance in the Harbor Maintenance Trust Fund.
Full use of the Harbor Maintenance Trust Fund is essential
to ensuring our Nation's navigation channels are adequately
maintained. This is especially important in my district, where
the Port of Virginia has begun dredging to deepen and widen the
Norfolk Harbor, while we await a ``new start'' designation and
Federal construction funding.
Proper maintenance both now and after completion of the
Norfolk Harbor's channel improvement are critical to ensure the
channel is safe and efficient for both commercial and military
traffic. I hope that our colleagues on the Appropriations
Committee take advantage of the Harbor Maintenance Trust Fund
provisions to not only fully fund operation and maintenance at
our ports and harbors, but also to increase the construction
funding to keep the critical projects like the Norfolk Harbor
on schedule, and delivering its economic benefits of nearly $4
billion to the Nation, more than $10 return for every Federal
dollar invested.
Similarly, as this committee works on an infrastructure
package, I ask that you include the Army Corps navigation
projects as essential components in building back better.
We would like to also touch on rail, which is a critical
element, as well, of our intermodal transit and port facility
located in southeastern Virginia. It is vital to not only my
district, but the Nation's economy, as well. Last year the Port
of Virginia was awarded a $20 million Federal grant to expand
its rail operation, and this grant would allow the port to
double the existing capacity of the Norfolk International
Terminals Central Rail Yard.
Currently, 34 percent of the port's total volume moves to
market by double-stack rail service, and that demand is
forecast to increase 40 percent, with the need for capacity to
process an additional 200,000 containers for export, annually.
Without expansion, the terminals' current operation could not
keep up with growth, resulting in more movement of freight by
truck on local roads and highways, rather than by rail.
Expansion in Hampton Roads maintains the expected level of
service to cargo owners all the way to the Midwest and Ohio
Valley and other inland markets.
Next I would like to mention coastal resiliency. Like many
communities that are close to the ocean, coastal Virginia
experiences challenges related to recurrent flooding and rising
sea levels. Our region needs resilient infrastructure that
stands strong against the challenges of a changing climate.
Virginia's Second Congressional District is home to Naval
Station Norfolk, which is the world's largest naval station.
And we also have installations from every branch of the
service. In 2019, a Department of Defense report found that the
Greater Hampton Roads is one of the most vulnerable areas of
flooding in the entire United States. When it floods in coastal
Virginia, it becomes more than just a local nuisance. It truly
does become a national security issue. We must make investments
in durable infrastructure to protect both our local economy and
our national security and military readiness.
Last I would like to touch on public transit, which is also
critical in coastal Virginia. Hampton Roads has one of the
largest bus networks in the Commonwealth of Virginia. And an
example is Route 20, which is one of the most populated bus
routes in the Commonwealth, from Virginia Beach to downtown
Norfolk. Bus transit should be a priority in upcoming surface
transportation bills because it is an affordable way to expand
public transit.
An overwhelming number of my constituents use buses to
commute to and from work and school, medical appointments,
essential shopping, and on all of their daily tasks. So bus
service is an integral part of coastal Virginia's economy, as
it is many other places around the country. So I urge that we
provide adequate resources for modernizing and expanding our
public transit networks.
In closing I would like again to thank Chairman DeFazio and
Ranking Member Graves and my colleagues on the committee for
giving me the chance to speak about transportation and
infrastructure priorities throughout coastal Virginia. By
making these much-needed investments in our infrastructure, we
can set our communities up for sustainable economic success in
the future.
Thank you, and I yield back.
[Mrs. Luria's prepared statement follows:]
Prepared Statement of Hon. Elaine G. Luria, a Representative in
Congress from the Commonwealth of Virginia
Thank you, Chairman DeFazio, Ranking Member Graves, and to my
colleagues on the Committee for giving me this opportunity. I would
like to bring some attention to a few critical issues not only in my
district but across the nation.
As you all know, our nation's infrastructure has been neglected for
far too long. Our bridges, roads, and transit are aging and are in
desperate need of repair.
Harbor Maintenance Trust Fund
I would like to take this opportunity to thank the
committee for their work during the last Congress with WRDA 2020.
The culmination of their work included provisions to
ensure full use of Harbor Maintenance Tax revenues as well as unlocking
the more than $9 billion unspent balance in the Harbor Maintenance
Trust Fund.
Full use of the HMT is essential to ensuring our nation's
navigation channels are adequately maintained.
This is especially important in my District where The
Port of Virginia has begun dredging to deepen and widen Norfolk Harbor,
while we await a New Start designation and federal construction
funding.
Proper maintenance both now and after completion of
Norfolk Harbor's channel improvement are critical to ensure the channel
is safe and efficient for both commercial and military traffic.
I hope that our colleagues on the Appropriations
committee take advantage of the HMTF provisions to not only fully fund
Operations and Maintenance at our ports and harbors but to also
increase the construction funding to keep critical projects like
Norfolk Harbor on schedule and delivering its economic benefits of
nearly $4 billion to the nation--more than $10 returned for every
federal dollar invested.
Similarly, as this committee works on an infrastructure
package, I ask you to include the Army Corps' navigation program as an
essential component in Building Back Better.
Rail
Expanding rail access through the Port of Virginia is
vital to my district as well as the nation's economy and safety.
Last year, the Port was awarded a $20 million federal
grant to expand its rail operation. This grant will allow the Port to
double the existing capacity of the Norfolk International Terminal's
Central Rail Yard.
Currently, 34 percent of the Port's total volume moves to
market by double-stack rail service, and that demand is forecast to
exceed 40 percent with a need for capacity to process an additional
200,000 containers for export.
Without expansion, the terminal's current operation could
not keep up with growth, resulting in more movement of freight by truck
on local roads and highways.
Expansion in Hampton Roads maintains the expected level
of service to cargo owners in the Midwest, Ohio Valley, and other
inland markets.
Coastal Resiliency
Like many communities that are close to the ocean,
Coastal Virginia experiences the challenges of recurrent flooding and
rising sea levels. Our region needs resilient infrastructure that
stands strong against the challenges of our changing climate.
Virginia's Second District is home to Naval Station
Norfolk, which is the world's largest naval station and installations
from every branch of service.
- In 2019, a Department of Defense report found that greater
Hampton Roads is one of the areas ``most vulnerable to flooding'' in
the entire United States.
- When it floods in Coastal Virginia, it becomes more than just
a local nuisance--it becomes a national security issue.
We must make investments in innovative and durable
infrastructure to protect both, our local economy and our national
security and military readiness.
As a Navy veteran representing Hampton Roads, I know
America's military communities desperately need funding for
infrastructure projects to promote readiness. We must fund and improve
on initiatives like the Defense Community Infrastructure Program to put
our communities in the best position moving forward.
Transit
Transit is critical in Coastal Virginia. Hampton Roads
has one of the largest bus networks in the Commonwealth. Route 20, for
example, is one of the most populated bus routes in the Commonwealth,
running from Virginia Beach to Downtown Norfolk.
Bus transit should be a priority in an upcoming surface
transportation bill because it is an affordable way to expand public
transit. An overwhelming number of my constituents use buses to commute
to and from work, in addition to school, workforce development, medical
appointments, and essential shopping and retail.
Bus service is an integral part of Coastal Virginia's
economy, providing jobs in the community and helping many working
families throughout our community get from place to place, especially
in rural areas.
Closing
Again, I would like to thank Chairman DeFazio, Ranking
Member Graves, and my colleagues on the Committee for giving me the
chance to speak about transportation and infrastructure priorities
throughout Coastal Virginia.
By making much-needed investments in our infrastructure,
we can set our communities up for sustainable economic success.
Ms. Davids. Thank you, the gentlewoman yields back.
Next the Chair will recognize the gentleman from Hawaii,
Mr. Case, for 5 minutes.
TESTIMONY OF HON. ED CASE, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF HAWAII
Mr. Case. Chair, Ranking Member, and members of our U.S.
House Transportation and Infrastructure Committee, aloha and
mahalo for the opportunity to update the committee on key
transportation and infrastructure issues and needs from my home
State of Hawaii.
I would like to highlight three today for your
consideration and assistance: number 1, adapting our surface
transportation network to the impacts of climate change on
coastal communities; number 2, supporting our critical Honolulu
Area Rapid Transit, or HART, project; and number 3,
strengthening efficient safety and community disruption
regulation of commercial helicopter and small aircraft
operations.
First, as an island State, Hawaii is uniquely challenged by
the growing threats of climate change. Sea levels are projected
to rise 20 to 30 percent above the global mean by 2100,
resulting in coastal erosion and flooding already-threatened
hundreds of miles of key coastal roadways in Hawaii alone. Only
a large and sustained investment in critical infrastructure to
include coastal resiliency and road relocation will maintain
our surface transportation network. I urge the committee to
continue to support new technologies and strategies and
projects to meet this challenge.
Second, and in the same vein, Hawaii, and especially the
urban center of Honolulu, is in critical need of alternative
modes of transportation. A 2019 study ranked Honolulu as the
single-most traffic congested of all medium-sized American
cities. Mass transit remains our best current, and especially
long-term, option to provide efficient and reliable
transportation in our urban core. Our HART project, now over 50
percent complete, has, like virtually all other large mass
transit projects, endured substantial cost increases and
delays. However, it is even more critical now to Hawaii's
transportation and infrastructure, present and future. I ask
for this committee's continued support for HART and other mass
transit projects, nationwide.
Finally, I ask for the committee's support of full and
responsive regulation by the Federal Aviation Administration--
and if the FAA remains unable or unwilling to do so, by other
Federal, State, and local regulatory agencies--of rapidly
increasing safety and community disruption concerns from
commercial tour helicopters and small aircraft operations.
In many parts of our country, but especially Hawaii, these
operations have accelerated rapidly in recent years. Yet
regulatory capacity and commitment by the FAA has not kept
pace, with tragic and widespread consequences: 2019 pre-COVID
alone saw 17 tour flight and skydiving accidents nationwide,
with 37 tragic deaths from 6 of those crashes. Hawaii saw 3
dead in the crash of a commercial air tour helicopter into a
residential neighborhood, 11 more dead in the crash of a
commercial skydiving plane, and then 7 more dead in a
commercial air tour helicopter crash in a remote mountain
region.
The National Transportation Safety Board, which reviews
incidents, but cannot regulate changes, has concluded that
existing safety-related regulation of commercial tour
helicopters and small aircraft skydiving operations is
insufficient. Just yesterday the NTSB reported that 1 factor in
the 11-dead skydiving crash was insufficient FAA inspection of
the aircraft's safety. Many of the NTSB-specific
recommendations have not been adopted by the FAA.
These operations have also disrupted whole communities with
excessive noise and other impacts on the ground, destroyed the
peace and sanctity of special places, and weakened security and
management of national security operations.
The FAA states that its responsibility is strictly
operational safety and national airspace efficiency and does
not extend to ground disruption and other negative impacts. As
a result, the operators are virtually free to fly wherever,
whenever, and as often as they want. And they do, with little
or no self-regulation.
I need and ask for this committee's assistance in resolving
this intolerable situation. For starters, I seek your support
for H.R. 389, my Safe and Quiet Skies Act, which would require
the FAA to implement the NTSB's recommended enhanced safety
regulations; prohibit flights over certain Federal properties,
to include military installations, national cemeteries, and
national parks; require standard equipment to monitor the
location of flights; prevent pilots from also serving as tour
guides; and limit decibel levels to those commonly applied to
operations in residential areas on the ground. There are other
approaches that get to the same place, and I ask to work with
this committee toward their implementation.
In closing, I want to extend my warmest mahalo for your
leadership in fixing our Nation's transportation and
infrastructure, and for your consideration of Hawaii's critical
needs.
I yield back.
[Mr. Case's prepared statement follows:]
Prepared Statement of Hon. Ed Case, a Representative in Congress from
the State of Hawaii
Chairman DeFazio, Ranking Member Graves and Members of the U.S.
House Transportation and Infrastructure Committee:
Aloha and mahalo for the opportunity to update the Committee on key
transportation and infrastructure issues and needs for my home state of
Hawai`i. I would like to highlight three today for your consideration
and assistance: (1) adapting our surface transportation network to the
impacts of climate change on coastal communities; (2) supporting our
critical Honolulu Area Rapid Transit (HART) project; and (3)
strengthening deficient safety and community disruption regulation of
commercial helicopter and small aircraft operations.
As an island state, Hawai`i is uniquely challenged by the growing
threat of climate change. Sea levels are projected to rise 20% to 30%
above the global mean by 2100. Resulting coastal erosion and flooding
already threaten hundreds of miles of key coastal roadways in Hawai`i
alone. Only a large and sustained investment in critical infrastructure
to include coastal resiliency and road relocation will maintain our
surface transportation network. I urge the Committee to continue to
support new technologies and strategies and projects to meet this
challenge.
In the same vein, Hawai`i and especially the urban center of
Honolulu is in critical need of alternate modes of transportation. A
2019 study ranks Honolulu as the single most traffic-congested of all
medium-sized American cities. Mass transit remains our best current and
especially long-term option to provide efficient and reliable
transportation in our urban core.
Our HART project, now over 50% complete, has, like virtually all
other large mass transit projects, endured substantial cost increases
and delays. However, it is even more critical now to Hawaii's
transportation and infrastructure present and future. I ask for this
Committee's continued support for HART and other mass transit projects
nationwide.
Finally, I ask for the Committee's support of full and responsive
regulation by the Federal Aviation Administration (FAA) and, if the FAA
remains unable or unwilling to do so, by other federal, state and local
regulatory agencies, of rapidly increasing safety and community
disruption concerns from commercial tour helicopters and small aircraft
operations.
In many parts of the country, but especially Hawai`i, these
operations have accelerated rapidly in recent years. Yet regulatory
capacity and commitment by the FAA has not kept pace, with tragic and
widespread consequences.
2019 pre-COVID alone saw 17 tour flight and skydiving accidents
nationwide, with 37 tragic deaths from six of those crashes. Hawai`i
saw three dead in the crash of a commercial air tour helicopter into a
residential neighborhood, eleven more dead in the crash of a commercial
skydiving plane and then seven more dead in a commercial air tour
helicopter crash in a remote mountain region.
The National Transportation Safety Board (NTSB), which reviews
incidents but cannot regulate changes, has concluded that existing
safety-related regulation of commercial tour helicopters and small
aircraft skydiving operations is insufficient. Just yesterday, the NSTB
reported that one factor in the eleven-dead skydiving crash was
insufficient FAA inspection of the aircraft safety. Many of the NTSB's
specific recommendations have not been adopted by the FAA.
These operations have also disrupted whole communities with
excessive noise and other impacts, destroyed the peace and sanctity of
special places and weakened security and management of national
security operations. The FAA states that its responsibility is strictly
operational safety and national airspace efficiency and does not extend
to ground disruption and other negative impacts. As a result, the
operators are virtually free to fly wherever, whenever and as often as
they want. And they do, with little to no self-regulation.
I need and ask for this Committee's assistance in resolving this
intolerable situation. For starters, I seek your support for H.R. 389,
my Safe and Quiet Skies Act, which would require the FAA to implement
the NTSB's recommended enhanced safety regulations, prohibit flights
over certain federal properties, to include military installations,
national cemeteries and national parks, require standard equipment to
monitor the location of flights, prevent pilots from also serving as
tour guides, and limit decibel levels to those commonly applied to
operations in residential areas. There are other approaches that get to
the same place, and I ask to work with this Committee towards their
implementation.
In closing, I want to extend my warmest mahalo for your leadership
in fixing our nation's transportation and infrastructure and for your
consideration of Hawaii's critical needs.
Ms. Davids. Thank you, the gentleman yields back.
The Chair would now recognize the gentlelady from
California, Ms. Speier, for 5 minutes.
[Pause.]
Ms. Davids. OK, we will go ahead and move on to the
gentlelady from Texas, Ms. Escobar.
You are recognized for 5 minutes.
TESTIMONY OF HON. VERONICA ESCOBAR, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF TEXAS
Ms. Escobar. Thank you so much, Madam Chair, for this
opportunity to discuss policy priorities critical to El Paso
while the committee is working toward the reintroduction of
H.R. 2.
El Paso is a vibrant border community, home to over 800,000
people. It has seen steady growth over the past decade, but our
infrastructure spending has historically not kept pace. Like
most of America, our highways and bridges are congested and in
disrepair, causing issues for locals who rely on them to get to
work, go to school, and more.
However, infrastructure issues in border communities like
mine are not just problems for locals, but for every American.
Our roads are critical trade arteries for the rest of the
country, with over $800 billion in trade entering through El
Paso's ports of entry in 2019 alone. In short, border
infrastructure is national and international infrastructure.
While local governments and State agencies like the Texas
Department of Transportation have been doing what they can, the
Federal Government needs to step up. That is why I am urging
the committee to consider increasing the border set-aside
created in the FAST Act for surface transportation program
funds from 5 percent to 10 percent in H.R. 2.
I am also asking the committee to make this set-aside
mandatory for border States. There are no border Members on
T&I, and I want to ensure that the committee understands why
border communities are so important. High-quality border
infrastructure benefits not just those who live on the border,
but those far from the border, as well. We need to give
strategically located border communities like El Paso the
resources that we need to revitalize our economies, better our
residents' lives, and enhance our role as key trade corridors
for our country.
The other critical element to border infrastructure are our
land ports of entry. These ports are just as crucial as our
coastal counterparts, with billions in trade crossing by land
every day. They also serve a national security interest, with
Customs and Border Protection using them to facilitate everyday
flow and preventing contraband from entering our borders.
Nevertheless, many of these ports were built in the last
century and are outdated. Such conditions are impairing CBP's
ability to perform their mission, leading to significant
congestion, long wait times, and security concerns. These
delays also pose an environmental and health risk for
neighborhoods surrounding the ports, because the idling cars
spew harmful particulates into the air.
Local governments are trying to do their part by investing
in and seeking funding for infrastructure around the ports. An
example is the Stanton Street Bridge Intelligent Transportation
System I am submitting for the committee's consideration under
the surface reauthorization process. Yet because these ports
play such a critical role for our national economy, I urge the
committee to include a significant investment for inland port
infrastructure and technology in H.R. 2, because the Federal
Government has a stake in international trade and commerce.
Finally, I would like to call the committee's attention to
colonias, which exist exclusively along the U.S.-Mexico border.
Sometimes referred to as ``the Forgotten America,'' these
communities can oftentimes lack suitable roads, access to clean
drinking water, and sewage treatment.
Last year the House of Representatives moved to include two
of my colonia-related amendments in the final version of H.R.
2. The first directed the Department of Transportation to
conduct a study of colonia infrastructure, and the second would
have established the Colonia State of Good Repair Grant program
to address colonia surface infrastructure. I am urging the
committee to include these amendments in the upcoming version
of H.R. 2, with one change. The Colonia State of Good Repair
Grant program needs to invest $500 million over 4 years to make
a real dent in the infrastructure needs of colonias across the
border.
In addition to surface infrastructure, water infrastructure
is desperately needed for all colonias. Based on a recent
estimate, El Paso County will need approximately $700 million
to address colonia water and wastewater infrastructure. While
President Biden's American Jobs Plan contains historic
investments in these areas, I am concerned colonias will be
left behind or put into programs where they need to compete
with other regions for funding. That is why I urge you to set
aside water infrastructure funds specifically for colonias and
the local governments helming these projects.
We must also ensure no local match is needed, because
putting together a match presents another barrier to access for
these already economically disadvantaged communities.
Thank you for the opportunity to testify before you today,
and I look forward to collaborating with the committee further
on H.R. 2. I yield back.
[Ms. Escobar's prepared statement follows:]
Prepared Statement of Hon. Veronica Escobar, a Representative in
Congress from the State of Texas
Thank you Chairman DeFazio and Ranking Member Graves. I look
forward to taking this opportunity to discuss policy priorities
critical to El Paso while you are working towards the reintroduction of
H.R. 2.
El Paso is a vibrant border community home to over 800,000 people.
It has seen steady growth over the past decade, but our infrastructure
spending is not keeping pace. Our highways and bridges are congested
and in disrepair, causing issues for locals who rely on them to get to
work, go to school, and more. However, infrastructure issues in border
communities like mine are not just problems for locals, but for every
American. Our roads act as critical trade arteries for the rest of the
country, with over 800 billion dollars in trade entering through El
Paso's ports of entry alone in 2019. In short, border infrastructure is
national infrastructure. While local governments and state agencies
like the Texas Department of Transportation have been doing what they
can, the federal government needs to step up. That is why I am urging
the committee to consider increasing the border set-aside created in
the FAST Act for Surface Transportation Program funds from 5 percent to
10 percent in H.R. 2. I am also asking the committee to make this set-
aside mandatory for border states. There is a consistent pattern,
particularly in Texas, of underinvesting in border infrastructure and
instead shifting funding towards other metropolitan centers. I
understand that projects in non-border cities are important, but I
believe it is just as important to recognize high quality border
infrastructure will benefit both those who live on the border and those
who do not. We need to give border communities the chance to receive
just as much funding as other cities so they can revitalize their
economies, better their residents' lives, and enhance their role as key
trade pathways for our country.
The other critical element to border infrastructure are our land
ports of entry. These ports are just as crucial as their coastal
counterparts, with billions in trade crossing by land every day. They
also serve a national security interest, with Customs and Border
Protection using them to facilitate everyday flow and preventing
contraband from crossing our borders. Nevertheless, many of these ports
were built in the 20th century and are outdated. Such conditions are
impairing CBP's ability to perform their mission, leading to further
congestion, wait times, and security concerns. These delays also pose
an environmental and health risk for neighborhoods surrounding the
ports because the idling cars spew harmful particulates into the air.
Local governments are trying to do their part by investing and seeking
funding for infrastructure around the ports, such as the Stanton Street
Bridge Intelligent Transportation System I am submitting for the
committee's consideration under the surface reauthorization process.
Yet, because these ports play such a critical role for our national
economy, I urge the committee to include a significant investment for
inland port infrastructure and technology in H.R. 2 because the federal
government has a stake in their success.
Finally, I would like to call the committee's attention to
colonias, which exist exclusively along the U.S.-Mexico border.
Sometimes referred to as ``The Forgotten America'', these communities
can oftentimes lack suitable roads, access to clean drinking water, and
sewage treatment. Last year the House of Representatives moved to
include two of my colonia related amendments in the final version of
H.R. 2. The first directed the Department of Transportation to conduct
a study of colonia infrastructure and the second would have established
the Colonia State of Good Repair Grant Program to address colonia
surface infrastructure. I am urging the committee to include these
amendments in the coming version of H.R. 2 with one change. The Colonia
State of Good Repair Grant Program needs to invest 500 million dollars
over four years to make a real dent in the infrastructure needs of
colonias across the border.
In addition to surface infrastructure, water infrastructure is
desperately needed for all colonias. Based on a recent estimate, El
Paso County will need approximately 700 million dollars to address
colonia water and wastewater infrastructure. While President Biden's
American Jobs Plan contains historic investments in these areas, I am
concerned colonias will be left behind or put into programs where they
need to compete with other regions for funding. That is why I urge you
to set aside water infrastructure funds specifically for colonias and
the local governments helming these projects. We must also ensure no
local match is needed because putting together a match presents another
barrier to access for these already economically disadvantaged
communities.
Thank you for the opportunity to testify before you today and I
look forward to collaborating with the committee further on H.R. 2.
Ms. Davids. Thank you, the gentlelady yields back.
The committee will now stand in recess for 10 minutes.
[Recess.]
Mr. Malinowski [presiding]. The committee will come to
order, and I recognize Mr. Espaillat for 5 minutes.
TESTIMONY OF HON. ADRIANO ESPAILLAT, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW YORK
Mr. Espaillat. Thank you. Thank you so much. Thank you, Mr.
Chairman, Ranking Member. Thank you for allowing me this
opportunity, members of the committee, for allowing me to
testify on the important items I believe should be addressed in
a surface transportation reauthorization.
As a recent member of this committee, and I miss being part
of it, and the only one representing New York City, there are a
number of items that I believe deserve consideration. I want to
thank the committee for including a number of my priorities in
H.R. 2, the Moving Forward Act, last year, and I encourage you
to include them once again.
My Transportation Alternatives Enhancements Act is critical
for encouraging projects to promote safe bike and pedestrian
infrastructure and, together with the Complete Streets Act and
the SAFE Streets Act, will make our roads safe for all users,
while promoting healthier, greener transportation
infrastructure.
I also want to applaud the committee's inclusion in H.R. 2
of the new gridlock program to attack the plague of congestion
in new and innovative ways. New York City is pioneering a
congestion pricing and reduction program, the first of its kind
in America. In fact, as a State legislator, I was an advocate
of this important measure. And the gridlock program will serve
to scale these innovative solutions in a way that improves
mobility and efficiency, while improving air quality in
minority communities in particular, like the ones that I
represent in northern Manhattan and the Bronx.
Additionally, we must use infrastructure investment as a
job-generating opportunity for underserved communities. Not
only must we develop the pipeline for workers for 21st-century
infrastructure projects, but we must also focus our training
and hiring efforts in communities that have been historically
left behind when these projects hit the ground.
I strongly support the inclusion of an initiative focused
on generating partnerships between industry, State and local
government, and institutions of higher learning, and vocational
programs that target economically disadvantaged communities.
For example, the City College of New York in my district has
been working to develop a state-of-the-art infrastructure
training institute, with purpose-built curricula and on-the-job
training initiatives. It will be called the Charles Rangel
Institute for Transportation and Infrastructure. And I am
currently working very hard with former Congressman Charles
Rangel in this endeavor.
I believe that this is a model that can be replicated,
targeting communities of color who are often underrepresented
in the infrastructure workforce. In fact, greener
infrastructure, but no jobs left behind for those communities.
Finally, I want to reiterate my strong support for transit
and other major infrastructure investments, initiatives such as
BUILD and Capital Investment Grants, which will help to
complete the Gateway program.
But most importantly for me, the second phase of the Second
Avenue Subway that will go right through East Harlem, a
transportation desert that I currently represent, which I had
the pleasure of touring with the chairman 2 years ago. In fact,
it is a shovel-ready program. The tunnel is already built. It
was built back in the 1970s, before the city hit fiscal
problems. And so 75 percent of the work is already there.
As we authorize the Federal surface transportation program,
it would not only invest more in these key initiatives, but
also build upon their success, while ensuring that these
programs are implemented in an effective and predictable
manner.
The Second Avenue Subway second phase will be a regional
project. It will connect with Metro-North to other counties
outside of New York City, a short distance to the airport by
bus, La Guardia Airport, and potential water transportation in
the new campus established from the west side of that corridor
by Columbia University.
As we look forward to authorizing, we should also include
policy that ensures a transparent and predictable process for
the critical competitive grant programs.
Thank you once again for this opportunity to testify, and
for all of your hard work in doing this. I yield back, Mr.
Chairman.
[Mr. Espaillat's prepared statement follows:]
Prepared Statement of Hon. Adriano Espaillat, a Representative in
Congress from the State of New York
Thank you, Chairman DeFazio, Ranking Member Graves, and members of
the committee for allowing me this opportunity to testify about
important items I believe should be addressed as you consider
reauthorizing surface transportation programs. As a former member of
this committee, and the only one representing New York City, there are
a number of items I believe deserve consideration.
First and foremost, I want to thank the committee for including a
number of my priorities in H.R. 2, the Moving Forward Act, last year.
My Transportation Alternatives Enhancements Act is critical for
encouraging projects to promote safe bike and pedestrian
infrastructure, and together with the Complete Streets Act and the SAFE
Streets Act will not only make our roads safe for all users but will
direct us toward healthier, greener transportation infrastructure. All
or portions of these bills were incorporated into H.R. 2, and I urge
you to include them again. I also want to applaud the committee for
including the new ``gridlock'' program to attack the plague of
congestion in new, innovative ways. New York City is pioneering a
congestion pricing and reduction program, the first of its kind in
America, and believe this new program will serve to scale these
innovative solutions in a way that improves our local and regional
transportation systems and reduces the harmful emissions that have
harmed air quality in minority communities like the ones I represent in
Northern Manhattan and the Bronx.
Additionally, we must use infrastructure investment as a job-
generating opportunity for underserved communities. Not only must we
develop the pipeline of workers for 21st-century infrastructure
projects, but we must also focus our training and hiring efforts in
communities that have been historically left behind when these projects
hit the ground. I would strongly support the inclusion of language in
surface transportation legislation focused on generating partnerships
between industry, state and local governments, and institutions of
higher education or vocational training that target economically
disadvantaged communities. For example, the City College of New York in
my district has been working to develop a state-of-the-art
infrastructure training institute with purpose-built curricula and on-
the-job training initiatives. I believe this is a model that can be
replicated throughout the country targeting communities of color, who
are often underrepresented in the infrastructure workforce. In doing
so, we can address not only issues of inequity but also a looping
skills gap. I also recommend making changes in current Department of
Transportation policies that will allow more women- and minority-owned
businesses to participate in and contribute to federally financed
infrastructure projects. I strongly believe that if we invest in
training in diverse communities and promote policies that make projects
accessible to a more diverse array of participants, we can create a
cycle of success that will redound to the benefit of generations to
come.
Mass transit is one of the most important areas in need of
investment, not just in New York but throughout America. Regional and
local public transportation systems are critical economic drivers that
provide communities with access to jobs, education and training
opportunities and services, as well as reduce our collective carbon
footprint by taking cars off the road. Transit also facilitates growth
for local businesses. According to the American Public Transportation
Association, each dollar invested in public transportation creates four
dollars in economic returns, from job creation to increased business
sales. While the majority of this investment occurs at the state and
local levels, the federal government provides key support that helps
get needed projects off the ground. Programs like the Better Utilizing
Investments to Leverage Development (BUILD) Transportation
Discretionary Grant program, the Capital Investment Grant program's New
Starts, Small Starts and Core Capacity grants and others accelerate
community-changing projects in rural, suburban and urban areas alike,
such as the Second Avenue Subway project in my district. As we
reauthorize federal surface transportation programs, we must not only
invest more in these key initiatives, but also seek to build upon and
duplicate their success. We must also ensure these programs are carried
in an effective and predictable manner so local transit agencies can
carry out needed long-term planning. The previous administration made
numerous, unexpected changes to financing requirements and often issued
what appeared to be arbitrary, politically-motivated decisions. As we
look to reauthorization, we should include policies that ensure a
transparent and predictable process for these critical competitive
grant programs.
Lastly, but just as important, is the need to review outdated
federal formulas that govern the distribution of federal transportation
dollars, particularly relating to transit. Many of our federal
transportation formulas do not prioritize large, high-ridership
systems, and it some cases it does not adequately reward those who are
often doing the right thing, both by maintaining systems as best they
can and by raising their own revenue to meet their challenges. For
example, New York's Metropolitan Transportation Authority has seen its
share of these programs decline over the past decade, even as pre-COVID
ridership has greatly increased. As a legacy system that serves
millions of people per day, more than any other in the country, the
MTA's needs are unmatched, and while we do our part in New York to
ensure the MTA gets the funding it needs, we very much believe it no
longer receives the fair share that it deserves. I remain very grateful
to the committee for its help in providing urgent COVID-19 relief to
the MTA to address the short-term financial issues resulting from the
pandemic, but I believe the committee must look to long-term changes
that will ensure good actors in the public transit space can continue
to meet the needs of the millions of Americans they serve.
Again, thank you for the opportunity to testify and for considering
these priorities. I am also very grateful to you for taking the
important step of allowing members to provide project-specific requests
to the committee. This restoration of the ``power of the purse'' is a
critical step to ensuring individual members can use their knowledge of
their own districts to prioritize their constituents' needs. I look
forward to working with you on my requests as well as the important
issues outlined above.
Mr. Malinowski. Thank you so much for that testimony.
And now, just so that everybody is ready, I want to preview
the next three Members who will be presenting. We will go to
Mr. Cicilline first, Ms. Sherrill, and then Ms. Barragan.
So I will now yield 5 minutes to Congressman Cicilline.
TESTIMONY OF HON. DAVID N. CICILLINE, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF RHODE ISLAND
Mr. Cicilline. Thank you very much. And I want to thank
Chairman DeFazio for inviting me to share my thoughts with you
as the committee works to reauthorize the surface
transportation programs, and to pass President Biden's American
Jobs Plan.
My home State of Rhode Island ranks 49th in the Nation for
infrastructure conditions and has the highest rate of
structurally deficient bridges in the country. These challenges
present an urgent need to repair and rebuild our roads,
bridges, ports, and transit systems to create jobs, invest in
local economies, and enhance the safety of our communities.
As you continue to develop legislation to address
transportation and infrastructure needs, it is my hope that you
will consider the following priorities.
First, studies have found that use of innovative materials
is cost effective and provides longlasting durability when
compared to conventional materials. I introduced the IMAGINE
Act, which would encourage research and deployment of
innovative construction materials in transportation projects
nationwide. Investing in new techniques and materials could
help extend the life of critical public works that draw
increasingly poor condition ratings. I urge the committee to
support the bipartisan and bicameral solution to our Nation's
infrastructure needs.
Second, 4.1 million Americans are served by sewage
treatment plants that provide less than secondary treatment, a
basic requirement of Federal law. Unfortunately, the financial
burden to meet Federal requirements often falls on State and
local governments that cannot shoulder the cost of facility
maintenance and upgrades. In fact, only 37 percent of the
Nation's infrastructure capital investment needs were met in
2019. This is unacceptable. I urge the committee to establish a
new grant program that specifically addresses the needs of
wastewater infrastructure in financially distressed
municipalities. All Americans should have access to safe and
clean drinking water.
Third, the National Scenic Byways Program brings economic
development and tourism to communities by recognizing historic,
scenic, and culturally important roads around the country. The
passage of the Reviving America's Scenic Byways Act led to the
designation of 49 new National Scenic Byways earlier this year.
I support $55 million in funding for the program, and the
creation of a quality assistance program to provide technical
assistance, and help designees continue to meet the criteria of
the program.
Fourth, I recently introduced legislation that will further
support the activities laid out in President Biden's American
Jobs Plan throughout southern New England. The Southern New
England Regional Commission Act would allow communities in
Rhode Island, Massachusetts, and Connecticut to utilize Federal
resources to invest in economic improvements through a number
of areas, such as defense and maritime manufacturing, and
better utilize innovative materials in public transit programs.
With aging infrastructure and unemployment rates above the
national average, these States urgently need the economic
revitalization this commission will provide.
Not to be forgotten, our Nation's community centers need
our support. From senior centers to recreation facilities to
organizations that offer programming for all ages, community
centers come in many forms. However, they all provide Americans
with opportunities to learn, socialize, and access key
services. Congress should harness these engines of good by
investing in facility acquisition and programming.
Finally, robust investments in coastal resiliency and
broadband access will bring our Nation's infrastructure into
the 21st century. By 2050 rising sea levels will cause the land
currently occupied by 300 million people to flood at least once
a year. We must build and retrofit infrastructure capable of
withstanding the rising waters, more intense and more frequent
storms brought on by climate change.
Internet access is essential to complete homework, look for
a job, and communicate with others. Yet 44 million U.S.
households do not have a standard broadband connection.
Investments in high-speed broadband will end the isolation
facing millions of Americans, create more jobs, and help
strengthen our economy.
We have the opportunity to pass the once-in-a-generation
infrastructure package that will stabilize and modernize the
Nation's economy, and put millions of people to work. We must
invest in innovative materials, expand access to clean water,
support historic roads, address each region's unique needs,
combat climate change, and expand access to broadband. And
thank you for your continued work on these vital issues, and I
appreciate your consideration. I look forward to working with
the committee, and I thank you for this opportunity.
[Mr. Cicilline's prepared statement follows:]
Prepared Statement of Hon. David N. Cicilline, a Representative in
Congress from the State of Rhode Island
Chairman DeFazio, thank you for inviting me to share my thoughts
with you as the committee works to reauthorize surface transportation
programs and pass President Biden's American Jobs Plan.
My home state of Rhode Island ranks 49th in the nation for
infrastructure conditions and has the highest rate of structurally
deficient bridges in the country. These challenges present an urgent
need to repair and rebuild our roads, bridges, ports, and transit
systems to create jobs, invest in local economies, and enhance the
safety of our citizens.
As you continue to develop legislation to address our
transportation and infrastructure needs, it is my hope that you will
consider including the following priorities.
First, studies have found that use of innovative materials is cost
effective and provides long lasting durability when compared to
conventional materials. I introduced the IMAGINE Act, which would
encourage research and deployment of innovative construction materials
in transportation projects nationwide.
Investing in new techniques and materials could help extend the
life of critical public works that draw increasingly poor condition
ratings. I urge the committee to support this bipartisan and bicameral
solution to our nation's infrastructure needs.
Second, 4.1 million Americans are served by sewage treatment plants
that provide less than secondary treatment, a basic requirement by
federal law.
Unfortunately, the financial burden to meet federal requirements
often falls on state and local governments that cannot shoulder the
cost of facility maintenance and upgrades. In fact, only 37% of the
nation's infrastructure capital investment needs were met in 2019. This
is unacceptable.
I urge the committee to establish a new grant program that
specifically addresses the needs of wastewater infrastructure in
financially distressed municipalities. All Americans should have access
to safe and clean water.
Third, the National Scenic Byways Program brings economic
development and tourism to communities by recognizing historic, scenic,
and culturally important roads around the country. The passage my bill,
the Reviving America's Scenic Byways Act led to the designation of 49
new national scenic byways earlier this year.
I support $55 million in funding for the program and the creation
of a Quality Assistance Program to provide technical assistance and
help designees continue to meet the criteria for the program.
Fourth, I recently introduced legislation that will further support
the activities laid out in President Biden's American Jobs Plan
throughout Southern New England.
The Southern New England Regional Commission Act would allow
communities in Rhode Island, Massachusetts, and Connecticut to utilize
federal resources to invest in economic improvements through a number
of areas such as defense and maritime manufacturing, and better utilize
innovative materials in public transit programs.
With aging infrastructure and unemployment rates above the national
average, these states urgently need the economic revitalization this
commission will provide.
Not to be forgotten, our nations community centers need our
support.
From senior centers to recreation facilities to organizations that
offer programing for all-ages, community centers come in many forms.
However, they all provide Americans with opportunities to learn,
socialize, and access key services. Congress should harness these
engines of good by investing in facility acquisition and programing.
Finally, robust investments in coastal resiliency and broadband
access will bring our nation's infrastructure into the 21st Century.
By 2050 rising sea levels will cause land currently occupied by 300
million people to flood at least once a year. We must build and
retrofit infrastructure capable of withstanding the rising waters, more
intense and more frequent storms brought on by climate change.
Internet access is essential complete homework, look for a job, and
communicate with others. Yet, 44 million U.S. households do not have a
standard broadband connection. Investments in high-speed broadband will
end the isolation facing millions of disconnected Americans, create
more jobs, and strengthen the economy.
We have the opportunity to pass once in a generation infrastructure
packages that will stabilize and modernize the nation's economy and put
millions of Americans to work. We must invest in innovative materials,
expand access to clean water, support historic roads, address each
region's unique needs, combat climate change, and expand access to
broadband.
I thank you for your continued advocacy on these vital issues and
appreciate your consideration. I look forward to working together.
Mr. Malinowski. Thank you, Mr. Cicilline.
I now yield 5 minutes to my colleague from New Jersey,
Congresswoman Sherrill.
TESTIMONY OF HON. MIKIE SHERRILL, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW JERSEY
Ms. Sherrill. OK, thank you, Mr. Chair. It is wonderful to
be here. Thank you to Chairman DeFazio, Ranking Member Graves,
and members of the committee, and thank you so much to my good
friend, Tom Malinowski, for all his continuous and hard work on
this committee, and on particularly the Gateway Tunnel project.
Thanks to two representatives, Payne and Sires, for their
outstanding work to support New Jersey's priorities on this
committee.
I want to speak today about an issue that is critical to my
district's economy and the quality of life of my constituents:
the Gateway Tunnel project. The Gateway is not just a local or
regional issue. It is critically important to the entire
Nation's transportation network and economic health.
The Northeast Corridor is the most heavily trafficked rail
corridor in the Nation, and is essential to the travel of
almost 1 million people every single day. Gateway is the
linchpin at the center of that system. But the Hudson River
tunnel it currently relies on is now over a century old, and
was severely damaged during Superstorm Sandy, creating the risk
for a devastating shutdown. According to a 2019 impact study,
such a shutdown would cost the U.S. economy $16 billion over 4
years, reduce property values by $22 billion in New Jersey
alone, and cost $7 billion in lost revenue to all levels of our
government.
A shutdown means more pollution, longer commutes, and
increased motor vehicle accidents, further harming the single
most economically productive region in our country. It also
means the increased stress when a parent is contending with a
delayed train while trying to pick up kids from daycare or make
it home to a soccer game.
I have personally examined the damage to the tunnels and
saw the exposed rebar, crumbling walls, and corroded wires left
by the hurricane. Maintenance crews are able to do basic upkeep
for a few hours, but it is simply not enough to fix the
underlying damage. We have already delayed a structural fix for
years and allowed the tunnel to continue to deteriorate. We
simply can't afford to wait any longer while hoping a shutdown
doesn't occur.
The Gateway Tunnel project would modernize and improve the
Northeast Corridor system and minimize the risk of this
potentially catastrophic failure. It would be a transformative
infrastructure improvement for the Nation's busiest rail
corridor and would create significant resiliency and efficiency
improvements for the entire Northeast Corridor. That is why I
have worked so hard since my first day in office to expedite
the funding and approvals needed to finally implement this
project.
This hasn't been easy over the past few years. The previous
administration was an active impediment in our efforts to
finish the project. They continually missed deadlines for
approving the project, leading to heavy delays in planning and
construction that put our regional economy at even greater
risk.
I was thrilled to hear Transportation Secretary Buttigieg
echo my priorities when he expressed his desire to move forward
with Gateway during his Senate confirmation hearings. And the
Biden administration recently announced that they will be
moving forward with the approval process for the Gateway Tunnel
project.
Furthermore, the administration's infrastructure proposal
includes $80 billion for passenger rail, with a specific set-
aside for Amtrak's Northeast Corridor, as well as $25 billion
for complex projects of regional and national significance.
Both of these provisions could provide the financing that we
critically need to complete Gateway.
The funding strongly aligns with the priorities that this
committee outlined through its landmark infrastructure reform
package, the Moving Forward Act. I was so proud to vote for
that bill last year because it recognized the necessity of
upgrading and modernizing our rail system. And I want to thank
the committee for all of the work that you put into crafting
that legislation.
The Moving Forward Act contains several funding provisions
that could be used to support the completion of Gateway. This
included $29 billion for Amtrak, with $13 billion going to the
Northeast Corridor; $19 billion for the Passenger Rail
Improvement, Modernization and Expansion, the PRIME grant
program; $9 billion for the Projects of National and Regional
Significance grant program; and $7 billion for the Consolidated
Rail Infrastructure and Safety Improvements grants program.
As Congress begins negotiations for this infrastructure
package, therefore, I urge you to prioritize capital financing
for major projects that are significant to the entire Nation,
such as Gateway. The new Projects of National and Regional
Significance grant program and the Moving Forward Act is
exactly the type of fund that Gateway needs. And that program
is remarkably similar to the $25 billion included in President
Biden's proposal for ambitious projects with benefits to the
regional or national economy, but that are too large or complex
for existing funding programs.
It is my hope that this new funding from Congress,
alongside the administration's strong willingness to take
Gateway to the finish line on the regulatory side, will enable
us to finish this long overdue and desperately needed project.
At a time when the Northeast region is still in the early
stages of our economic recovery after being the first States
hit by the pandemic, this project will create thousands of
jobs, and create significant new efficiencies that will help to
power our economic recovery.
I am so appreciative of the tremendous leadership that this
committee has demonstrated in support of Gateway over the past
3 years and look forward to engaging with all of you on this
critical issue. This is an issue that is central to so many
families and businesses in my district, and I will continue to
advocate for them until we have completed Gateway.
So thank you so much, Mr. Chairman Malinowski, and I yield
back.
[Ms. Sherrill's prepared statement follows:]
Prepared Statement of Hon. Mikie Sherrill, a Representative in Congress
from the State of New Jersey
Thank you Chairman DeFazio, Ranking Member Graves, and Members of
the Committee for providing me the opportunity to testify today. I also
want to thank my good friends and colleagues from New Jersey, Reps.
Malinowski, Payne, and Sires, for their outstanding work to support our
state's priorities on this Committee.
I want to speak today about an issue that is critical to my
district's economy and the quality of life of my constituents--the
Gateway Tunnel Project. But Gateway is not just a local or regional
issue, it is critically important to the entire nation's transportation
network and economic health. The Northeast Corridor is the most heavily
trafficked rail corridor in the nation and is essential to the travel
of almost a million people every day. Gateway is the linchpin at the
center of that system. But the Hudson River tunnel it currently relies
on is now over a century old and was severely damaged during Superstorm
Sandy, creating the risk for a devastating shutdown.
According to a 2019 impact study, such a shutdown would cost the US
economy $16 billion over 4 years, reduce property values by $22 billion
in New Jersey alone, and cost $7 billion in lost revenue to all levels
of our government. A shutdown means more pollution, longer commutes,
and increased motor vehicle accidents--further harming the single most
economically productive region in our country.
It also means the increased stress when a parent is contending with
a delayed train while trying to pick up their kids from daycare or make
it home to see a soccer game.
I have personally examined the damage to the tunnels and saw the
exposed rebar, crumbling walls, and corroded wires left by the
Hurricane. Maintenance crews are able to do basic upkeep for a few
hours every night, but it is simply not enough to fix the underlying
damage. We have already delayed a structural fix for years and allowed
the tunnel to continue to deteriorate. We simply cannot afford to wait
any longer while hoping a shutdown doesn't occur.
The Gateway Tunnel project would modernize and improve the
Northeast Corridor system and minimize the risk of this potentially
catastrophic failure. It would be a transformative infrastructure
improvement for the nation's busiest rail corridor, and would create
significant resiliency and efficiency improvements for the entire
Northeast Corridor. That's why I've worked so hard since my first day
in office to expedite the funding and approvals needed to finally
complete the project.
This hasn't been easy over the past few years. The previous
administration was an active impediment in our efforts to finish the
project. They continually missed deadlines for approving the project,
leading to heavy delays in planning and construction that put our
regional economy at even greater risk.
I was thrilled to hear Transportation Secretary Buttigieg echo my
priorities when he expressed his desire to move forward with Gateway
during his Senate confirmation hearings, and the Biden administration
recently announced that they will be moving forward with the approval
process for the Gateway Tunnel project. Furthermore, the
administration's infrastructure proposal includes $80 billion for
passenger rail, with a specific set aside for Amtrak's Northeast
Corridor, as well as $25 billion for complex projects of regional and
national significance. Both of these provisions could provide the
financing that we critically need to complete Gateway.
This funding strongly aligns with the priorities that this
Committee outlined through its landmark infrastructure reform package,
the Moving Forward Act. I was so proud to vote for that bill last year
because it recognized the necessity of upgrading and modernizing our
rail system, and I want to thank the Committee for all of the work that
you put into crafting that legislation. The Moving Forward Act
contained several funding provisions that could be used to support the
completion of Gateway. This included $29 billion for Amtrak (with $13
billion going to the Northeast Corridor), $19 billion for the Passenger
Rail Improvement, Modernization, and Expansion (PRIME) grant program,
$9 billion for the Projects of National and Regional Significance grant
program, and $7 billion for the Consolidated Rail Infrastructure and
Safety Improvements (CRISI) grant program.
As Congress begins negotiations over this infrastructure package,
therefore, I urge you to prioritize capital financing for major
projects that are significant to the entire nation, such as Gateway.
The new Projects of National and Regional Significance grant program in
the Moving Forward Act is exactly the type of fund that Gateway needs,
and that program is remarkably similar to the $25 billion included in
President Biden's proposal for ambitious projects with benefits to the
regional or national economy, but that are too large or complex for
existing funding programs.
It is my hope that this new funding from Congress, alongside the
Administration's strong willingness to take Gateway to the finish line
on the regulatory side, will enable us to finish this long overdue and
desperately needed project. At a time when the northeast region is
still in the early stages of our economic recovery after being the
first states hit by the pandemic, this project will create thousands of
jobs and create significant new efficiencies that will help to power
our economic recovery.
I am so appreciative of the tremendous leadership that this
Committee has demonstrated in support of Gateway over the past three
years, and look forward to engaging with all of you on this critical
issue. This is an issue that is central to so many families and
businesses in my district, and I will continue to advocate for them
until we have completed Gateway.
Thank you, Mr. Chairman, and I yield back.
Mr. Malinowski. Thank you, Congresswoman Sherrill.
In New Jersey, when we say there is light at the end of the
tunnel, we mean that literally. I think it is safe to say that
the Gateway is on track, but we will all work together to make
sure that it actually does happen. So thank you again for your
testimony.
I now yield 5 minutes to Congresswoman Barragan of
California.
TESTIMONY OF HON. NANETTE DIAZ BARRAGAN, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF CALIFORNIA
Ms. Barragan. Well, thank you, Mr. Chairman, and thank you
to all the members of the committee for the opportunity to
testify today. There are four main priorities I want to outline
for you that will infuse equity and climate justice into our
Nation's transportation system.
The first is to provide funding parity for transit.
Currently, transit receives about 20 percent of Federal
funding, and highways receive 80 percent. Greater investment in
transit is important for reducing air pollution and supporting
people who rely on transit for commuting to work, medical
appointments, and the grocery store. I am asking for you to
provide at least 50 percent of Federal resurfacing
authorization funding for transit.
This need is significant. Transit systems, including L.A.
Metro, are recovering from major declines in ridership caused
by the pandemic, and significant capital project backlogs. L.A.
Metro faces needs of $5.5 billion for maintaining and upgrading
bus and rail vehicles, facilities, and rail lines over the next
15 years. Their plan to address this need heavily relies on
future Federal assistance.
Secondly, zero-emissions transit vehicles. As part of an
increased investment in transit, the committee should increase
funding for replacing diesel-burning transit vehicles with
zero-emissions technology. Currently, the city of Los Angeles
has a goal of transitioning its entire bus fleet to zero
emissions by 2030. This is critical for reducing transportation
pollution from burning diesel, which causes dangerous air
pollution in my district and communities of color throughout
the country.
The Biden administration's infrastructure plan includes
replacing 50,000 transit vehicles with zero-emissions vehicles
by 2030. This is a great start, but the committee should go as
big as possible. There are over 180,000 public transit vehicles
available in our country for service.
Third, as part of your investments to reduce our dependency
on cars, we need greater Federal support for biking and walking
infrastructure. My district lacks safe pedestrian and cyclist
access to parks and open spaces, particularly for communities
along the lower Los Angeles River.
For example, the predominantly low-income communities
living in the neighborhoods along Artesia Boulevard, the major
west-to-east corridor running through North Long Beach and
across the river, cannot access the river's bike path through
Artesia Boulevard.
Finally, ports infrastructure grants program. I am
requesting greater investment in ports through the Port
Infrastructure Development Program. This is the primary Federal
source of funding for strengthening and modernizing port
terminals and their integration into the American supply chain.
The last year has demonstrated the importance of strengthening
and protecting the supply chain from disruption. The Port of
Los Angeles alone faces a $260 million gap between
infrastructure needs and budgeted funding for construction.
And with that I want to thank the committee for the
opportunity to testify. I look forward to working with you in
the 117th Congress to advance 21st-century transportation
solutions that improve the quality of life in our communities
and address the climate crisis.
Thank you, and I yield back.
[Ms. Barragan's prepared statement follows:]
Prepared Statement of Hon. Nanette Diaz Barragan, a Representative in
Congress from the State of California
Thank you Chair DeFazio and Ranking Member Graves for providing
members with an opportunity to testify on our priorities for the
reauthorization of the surface transportation program. There are four
main priorities I want to outline for you that will infuse equity and
climate justice into our nation's transportation system.
More Transit Funding
The first is to provide funding parity for transit. Currently,
transit receives about twenty percent of federal funding, and highways
receive eighty percent. Greater investment in transit is important for
reducing air pollution and supporting people who rely on transit for
commuting to work, medical appointments, and the grocery store. I am
asking for you to provide at least fifty percent of federal resurfacing
authorization funding for transit.
The need is significant. Transit systems including LA Metro are
recovering from major declines in ridership caused by the pandemic and
significant capital project backlogs. LA Metro faces needs of $5.5
billion for maintaining and upgrading bus and rail vehicles,
facilities, and rail lines over the next 15 years. Their plan to
address meet this need relies heavily on future federal assistance.
Zero Emissions Transit Vehicles
As part of an increased investment in transit, the committee should
increase funding for replacing diesel burning transit vehicles with
zero emissions technology. Currently the city of Los Angeles has a goal
of transitioning its entire bus fleet to zero emissions by 2030. This
is critical for reducing transportation pollution from burning diesel,
which causes dangerous air pollution in my district and communities of
color throughout the country.
The Biden Administration's infrastructure plan includes replacing
50,000 transit vehicles with zero emission vehicles by 2030. This is a
great start, but the committee should go as big as possible. There are
over 180,000 public transit vehicles available in our country for
service.
Greater Funding for Biking/Walking Infrastructure
Third, as part of your investments to reduce our dependency on
cars, we need greater federal support for biking and walking
infrastructure. My district lacks safe pedestrian and cyclist access to
parks and open spaces, particularly for communities along the lower Los
Angeles River.
For example, the predominantly low-income communities living in the
neighborhoods along Artesia Boulevard, the major west to east corridor
running through North Long Beach and across the river, cannot access
the river's bike path through Artesia Boulevard.
Ports Infrastructure Grant Program
Finally, I am requesting greater investment in ports through the
Ports Infrastructure Development Program. This is the primary federal
source of funding for strengthening and modernizing port terminals and
their integration into the American supply chain. The last year has
demonstrated the importance of strengthening and protecting the supply
chain from disruption.
The Port of Los Angeles alone faces a $260 million gap between
infrastructure needs and budgeted funding for construction.
Closing
Thank you again for taking my priorities into consideration. I look
forward to working with you in the 117th Congress to advance 21st
century transportation solutions that improve the quality of life in
our communities and address the climate crisis.
Mr. Malinowski. Thank you so much.
I now yield 5 minutes to Mr. Jones of New York.
TESTIMONY OF HON. MONDAIRE JONES, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Jones. Well, thank you, Mr. Chairman and Ranking Member
Graves and members of the committee, for the opportunity to
appear before you and to share my testimony. It is a great
honor to speak to you today about the district where I grew up
and now represent in the United States Congress.
There is no shortage of transportation and infrastructure
needs in Westchester and Rockland Counties, suburbs of New York
City that are in New York's 17th Congressional District. As you
know, surface transportation across New York State is
notoriously in bad shape, and nearly half of all locally or
State-maintained roads in New York are in poor or mediocre
condition, according to a study by the national transportation
research nonprofit known as TRIP.
Similarly, many of our bridges are old and in need of
repair. In fact, nearly 10 percent of all bridges in the State
of New York were determined to be structurally deficient,
according to the American Society of Civil Engineers. That
number should be zero.
But this is all information you can easily find and will
likely hear from my colleagues in the New York delegation. I am
here because I want to talk to you about something you may not
know, something that is a high priority for many of my
constituents in Rockland County, which is the more
underresourced portion of my congressional district, and it
happens to be where I grew up. And that is the need for
improved commuter rail from Rockland County into New York City.
The Hudson River runs through the middle of my district,
with Rockland County on the west bank of the river, and
Westchester County on the east bank of the river. I grew up in
Rockland, and since I was a child, I can remember people
talking about the need for a one-seat train ride into New York
City. Currently, Rocklanders going into New York City must take
New Jersey Transit into the State of New Jersey, then transfer
to a different train station at Secaucus Junction in New
Jersey, before finally getting to New York Penn Station. This
is deeply inconvenient and makes Rockland a less attractive
place to live for working families.
Contrast that with the experience of my constituents in
Westchester, who live on the other side of the Hudson River,
and ride to and from our Nation's economic capital, New York
City, every day on the Metro-North Railroad without ever having
to transfer to a different train. The one-seat ride to the city
has helped Westchester prosper, and has encouraged transit-
oriented sustainable development. Unfortunately, the same can't
be said about rail service in Rockland County.
As an initial matter, in most parts of Rockland, which has
over 325,000 residents, there is no train service. And that
means you have to drive or take a bus to get into New York
City, both of which are bad for the environment. Rockland's
challenge of too few rail stations is compounded by a lack of
direct service to New York City, which operates to deny
Rocklanders the same benefits as their more affluent neighbors
in Westchester County.
In researching this issue I have found that completion of
the Gateway program is key to delivering a one-seat ride
between Rockland County and New York Penn Station. Several of
the projects that comprise the Gateway program have a direct
impact on my goal of securing a one-seat ride for Rocklanders.
Chief among them are two projects that are underway.
First, the new Hudson River tunnel, which will expand
railroad capacity, improve safety, and reduce delays currently
impacting service into New York City.
And the second is the expansion of New York Penn Station,
which will be necessary to accommodate the increased train
capacity resulting from a new Hudson River tunnel. I am
confident that, with this new administration, and support from
Congress, these projects will be built without further delay.
My concern is about what comes next. In order to secure a
one-seat ride for my constituents in Rockland, the next piece
of the Gateway program that must come into place is completion
of the Bergen Loop project, also known as the Secaucus Loop. If
built, the Bergen Loop will create a pathway for the one-seat
ride that Rockland County needs. Passengers will no longer have
to transfer at Secaucus and wait for another train that heads
into the city.
With robust funding in the surface transportation
reauthorization bill for major infrastructure projects like
Gateway, we can make the one-seat ride from Rockland to New
York City a reality. This is of the utmost importance to me and
to the hundreds of thousands of my constituents who deserve
reliable and convenient access to economic opportunities in the
city.
And so I urge the committee to provide strong funding and
resources to complete infrastructure Projects of National and
Regional Significance, including the Gateway program. Thank you
very much, and I yield back.
[Mr. Jones' prepared statement follows:]
Prepared Statement of Hon. Mondaire Jones, a Representative in Congress
from the State of New York
Thank you, Chairman DeFazio, Ranking Member Graves, and Members of
the Committee, for the opportunity to appear before you and share my
testimony. It is a great honor to speak to you today about the district
where I grew up and now represent in the United States Congress.
There is no shortage of transportation and infrastructure needs in
Westchester and Rockland Counties, suburbs of New York City that are in
New York's 17th Congressional District. As you know, surface
transportation across New York State is notoriously in bad shape.
Nearly half of all locally or state-maintained roads in New York are in
poor or mediocre condition, according to a study by the national
transportation research nonprofit known as TRIP.\1\
---------------------------------------------------------------------------
\1\ ``New York Transportation by the Numbers: Meeting the State's
Need for Safe, Smooth, and Efficient Mobility,'' TRIP: A National
Transportation Research Nonprofit, December 2020, https://tripnet.org/
wp-content/uploads/2020/12/TRIP_New_York_Transportation_by_the_
Numbers_Report_December_2020.pdf
---------------------------------------------------------------------------
Similarly, many of our bridges are old and in need of repair. In
fact, nearly 10 percent of all bridges in the State of New York were
determined to be structurally deficient, according to the American
Society of Civil Engineers.\2\ That number should be zero.
---------------------------------------------------------------------------
\2\ ``2021 Report Card for America's Infrastructure: New York
Infrastructure Overview,'' American Society of Civil Engineers,
accessed April 10, 2021, https://infrastructurereportcard.org/state-
item/new-york/
---------------------------------------------------------------------------
But this is all information you can find easily and will likely
hear from my colleagues in the New York delegation. I am here because I
want to talk with you about something you may not know, something that
is a high priority for many of my constituents in Rockland County,
which is the more under-resourced portion of my district and where I
grew up. And that is the need for improved commuter rail from Rockland
County to New York City.
The Hudson River runs through the middle of my district, with
Rockland County on the west bank of the river and Westchester County on
the east bank of the river. I grew up in Rockland County and since I
was a child, I can remember people talking about the need for a one-
seat train ride to New York City.
Currently, Rocklanders going into New York City must take New
Jersey Transit into the State of New Jersey, then transfer to a
different train at the Secaucus Junction station in New Jersey before
finally getting to New York-Penn Station.
This is deeply inconvenient and makes Rockland a less attractive
place to live for working families. Contrast that with my constituents
in Westchester County, who live on the other side of the Hudson River
and ride to and from our nation's economic capital, New York City,
every day on the Metro-North Railroad without ever having to transfer
to a different train.
The one-seat ride to the city has helped Westchester County prosper
and has encouraged transit-oriented sustainable development.
Unfortunately, the same cannot be said about rail service in Rockland
County. As an initial matter, in most parts of Rockland County, which
has over 325,000 residents, there is no train service. That means, in
most parts of Rockland, you have to drive or take a bus to get into New
York City, both of which are bad for the environment. I can also tell
you from firsthand experience that bus service in Rockland is
unreliable, which can be devastating when you depend on it to get to
work.
Rockland's challenge of too few rail stations is compounded by a
lack of direct service to New York City, which operates to deny
Rocklanders the same benefits as their more affluent neighbors in
Westchester.
People in suburban communities benefit from convenient, reliable
public transportation to urban areas. It allows them the ability to
move to more affordable neighborhoods while maintaining access to the
economic opportunities in the city. This is evident in Westchester
County, where the one-seat ride makes it easy to get off the roads and
commute by train. And that is what my constituents in Rockland deserve.
In researching this issue, I have found that completion of the
Gateway Program is key to delivering a one-seat ride between Rockland
County and New York-Penn Station. Several of the projects that comprise
the Gateway Program have a direct impact on my goal of securing a one-
seat ride for Rocklanders.
Chief among them are two projects that are underway. First, the new
Hudson River tunnel, which will help expand rail capacity, improve
safety, and reduce delays currently impacting service into New York
City.
Second is the expansion of New York-Penn Station, which will be
necessary to accommodate the increased train capacity resulting from
the new Hudson River tunnel. I am confident that with this new
administration and support from Congress, these projects will be built
without further delay.
My concern is about what comes next. In order to secure a one-seat
ride for my constituents in Rockland County, the next piece of the
Gateway Program that must come into place is completion of the Bergen
Loop project, also known as the Secaucus Loop. If built, the Bergen
Loop will create a pathway for the one-seat ride that Rockland County
needs. Passengers will no longer have to transfer at Secaucus Station
and wait for another train that heads into the city.
With robust funding in the Surface Transportation Reauthorization
bill for major infrastructure projects like Gateway, we can make the
one-seat ride from Rockland to New York City a reality. This is of the
utmost importance to me and to the hundreds of thousands of my
constituents who deserve convenient and reliable access to economic
opportunities in the city.
As Congress considers legislation to build and improve our
infrastructure for a more sustainable future, commuter rail must be an
important part of the conversation. I strongly believe that we must
invest in commuter rail to improve existing service and expand it for
those who lack access.
I urge the committee to provide strong funding and resources to
complete infrastructure projects of national and regional significance,
including the Gateway Program, so that Rockland County and communities
like it can enjoy convenient and reliable access to economic
opportunities in the city.
Mr. Malinowski. Thank you, Mr. Jones. And you are
absolutely right. There is no way we get a one-seat ride for
any number of commuter railways west of the Hudson River
without completing the new Hudson tunnel, and repairing the old
one. And it is good to be reminded it is not just New Jersey
that is involved here.
I yield 5 minutes to Congresswoman Leger Fernandez.
TESTIMONY OF HON. TERESA LEGER FERNANDEZ, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF NEW MEXICO
Ms. Leger Fernandez. Thank you so very much, and thank you
for holding this hearing to listen to Members' ideas as we
enact a bold infrastructure plan.
We are in a transformative moment as we climb out of the
recession, address the climate crisis, and build a better, more
equitable future. New Mexico needs infrastructure investments
that will create a foundation for our communities to thrive. It
is estimated that deficient roads in New Mexico cost each
driver $767 per year. My State schools face an over $400
million capital expenditure gap. We will need $1.4 billion to
meet drinking water needs.
But New Mexico is also ground zero for the potential for
bold climate action, and also the potential for economic
disaster if we are not careful about the transition into a
green economy. Our ecosystem is fragile, and a warmer planet
could mean extensive droughts and wildfires that will threaten
the beautiful State we call home.
But we must also transition with an understanding of the
potential harm to the communities that depend on jobs and tax
revenue. This is an issue affecting many communities, not just
New Mexico.
We can start with connecting our rural and underserved
communities to economic opportunity. I urge the committee to
prioritize funding for transportation infrastructure that
specifically connects economies transitioning away from oil and
gas to existing railroads and transportation networks.
For example, Farmington, New Mexico, which is in the San
Juan gas basin, is connected by oil and gas pipelines to the
rest of the economy, but lacks access to a commercial rail
line, which they desperately want so that they can move into
the new future. A new electric rail line there could become a
prototype for rail innovation, while spurring the just
transition.
Nowhere are transportation and infrastructure needs more
apparent than in our Tribal communities. Whether it is the lack
of running water and plumbing, or inadequate roads to take
elders to health facilities, COVID-19 has exposed the deep
infrastructure inequities that Tribal communities face. Navajo
children can't ride the bus sometimes because bridges and roads
are too deteriorated for the buses. The Navajo Nation recently
reported $7.9 billion is required to address its infrastructure
needs alone. According to the GAO, there are over 150,000 miles
of roads and Tribal lands in the United States. Over half are
unpaved and in poor condition.
I was counsel to numerous Tribes and their entities, and I
have seen the devastating impacts of underinvestment that led
to COVID deaths and despair. Now, as the chair of the Committee
on Natural Resources' Subcommittee for Indigenous Peoples of
the United States, I want to highlight our Federal Government's
unique trust obligation to Tribes. As you evaluate Member-
designated project submissions, I urge the committee to honor
this trust responsibility, and consider granting Members
additional funding for projects submitted by Tribal
governments.
Now I want to address building back beautiful. Arts and
culture are an essential part of American infrastructure and
can help unite the country and allow every story to be
celebrated as the American story. That is why New Mexico
invests in the creative economy with 1 percent for the arts set
aside in every publicly funded project, 1 percent set aside.
The creative economy in New Mexico, therefore, represents about
10 percent of the paychecks in our State.
Our Federal Government recognized the value of arts and
culture after the Depression, when we created the WPA to employ
muralists and other creative workers whose art still inspires
us. Today, when our Nation is so divided, we desperately need
to be reminded of our cultures, our shared experiences, and
what binds us together as Americans. Similar to New Mexico's 1
percent for the arts funding, I encourage setting aside a small
percentage of each infrastructure project for use in creative
programs in the locale of the spending. We need to put
musicians, playwrights, muralists, and poets back to work to
help rebuild and heal our Nation.
We must build back beautiful. As Amanda Gorman said at the
inauguration, ``Being American is more than a pride we inherit,
it's the past we step into and how we repair it.''
Thank you again to the chair and ranking member of the
committee. I look forward to working together to achieve these
critical investments.
I yield back.
[Ms. Leger Fernandez's prepared statement follows:]
Prepared Statement of Hon. Teresa Leger Fernandez, a Representative in
Congress from the State of New Mexico
Good morning and thank you Chair DeFazio and Ranking Member Graves
for holding this hearing.
I appreciate this Committee's commitment to enact a bold
infrastructure plan in this transformative historic moment as we climb
out of a recession, address the climate crisis, and build a better,
more equitable future. Like many states throughout the country, New
Mexico needs infrastructure investments that will create the foundation
for our communities to thrive. In fact, according to the American
Society of Civil Engineers (ASCE), deficient roads in New Mexico cost
each driver $767 per year and the State's schools face an over $400
million capital expenditure gap. ASCE also estimates that the State
will need $1.4 billion to meet drinking water infrastructure needs.
Although today's Committee hearing is focused on surface transportation
reauthorization legislation, I urge the Committee to consider an
expansive view of infrastructure so we can help New Mexicans and all
Americans.
New Mexico is also ground zero for the potential for bold climate
action and also the potential for economic disaster if we don't
transition with an understanding of the likely harm to the communities
that have depended on fossil fuel development for both jobs and tax
revenue. Our ecosystem is very fragile, and a warmer planet could mean
extensive droughts and wildfires that threaten our very existence in
the beautiful place we New Mexicans call home. As a result, connecting
communities and promoting economic diversification, while also making
strides toward a clean energy future, is crucial.
Economic Opportunity
This starts with connecting our rural and underserved communities
to economic opportunity. In addition to supporting funding and policy
to address our deteriorating roads and bridges, I urge the Committee to
direct funding to transportation infrastructure that specifically
connects economies transitioning away from oil and gas to existing
railroads and transportation networks. For example, Farmington, New
Mexico is connected by oil and gas pipelines to the rest of the
economy, but lacks access to a commercial rail line. This could become
a prototype for rail innovation while spurring the just transition.
Nowhere are these kinds of transportation and infrastructure needs
more apparent than in our tribal communities. Whether it's the lack of
running water and plumbing for tribal households, or inadequate roads
to take elders to healthcare facilities, COVID-19 has exposed the deep
infrastructure inequities that tribal communities face. For example,
Navajo children often cannot ride the school bus because bridges and
roads are deteriorated. In fact, the Navajo Nation recently reported
$7.9 billion is required to address its infrastructure needs alone.
While COVID-19 displayed these unacceptable conditions, we know these
problems are due to decades of underinvestment.
Investment in Tribal Communities
I was Counsel to numerous Native American Tribes and their entities
for 30 years and I have seen the devastating impacts of this
underinvestment. Now, I am honored to serve as the Chair of the Natural
Resources Subcommittee for Indigenous Peoples. Our federal government
has a unique trust obligation to Tribes. As you evaluate Member-
designated project submissions, I urge the Committee to bear in mind
this trust responsibility and consider granting Members additional
funding for projects submitted by Tribal governments and their entities
within their districts. Tribal reservations are vast and in need of
road improvement. According to the Government Accountability Office,
there are over 150,000 miles of roads on Tribal lands, over half of
which are unpaved and often in poor condition. In just my district, I
have 16 federally recognized tribes, and the Jicarilla Apache Nation,
alone, maintains about 700 miles of BIA and Tribal roads. As a result,
it's past time we ramp up funding and support for the Tribal
Transportation Program under the Department of Transportation as well
as the Road Maintenance Program under the Bureau of Indian Affairs,
just to name two programs.
And to be clear, tribal infrastructure needs extend well beyond
roads and bridges. We must also invest in our drinking water systems,
electricity sector, and broadband. We can make legitimate progress in
all these areas, improving communities and enabling New Mexico's to
take advantage of its enormous potential to be a leader in the clean
energy economy.
A WPA for Today
In New Mexico, arts and culture are an essential part of American
infrastructure and can help unite the country as we allow every story
to be celebrated as the American story. The creative economy helps turn
a town into a community. That is why our state invests in the creative
economy with a 1 percent for the arts set aside in our publicly funded
projects and the creative economy accounts for 10 percent of the jobs
in the state. Our federal government recognized this value decades ago
when it created the Works Progress Administration (``WPA'') to employ,
among others, muralists, photographers, and other creative workers
whose beautiful creations during the depression inspire us today. In a
time when our nation is so divided, we desperately need to be reminded
of our cultures and shared experiences and what binds us together as
Americans. I urge you to invest in the creative economy, like we did
with the WPA, as we rebuild and reimagine our communities.
Similar to the 1 percent for the arts funding, I encourage setting
aside a percentage of the infrastructure projects for use in creative
projects in the locale of the spending. We need to put the musicians,
playwrights, muralists and poets back to work to help rebuild and heal
our nation. As Amanda Gorman said at your inauguration, ``Being
American is more than a pride we inherit, it's the past we step into
and how we repair it.''
Thank you again to the Chair and Ranking Member. I look forward to
working together to achieve these critical investments.
Mr. Malinowski. Thank you so very much.
I now yield 5 minutes to Congressman Green of Texas.
TESTIMONY OF HON. AL GREEN, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF TEXAS
Mr. Green. Thank you very much, Mr. Chairman. I greatly
appreciate the opportunity to present some projects from my
congressional district.
I would also like to thank Chairman DeFazio, as well as
Ranking Member Graves, for this opportunity.
Mr. Chairman, we have many projects that we can call to
your attention. And because there are so many, I am going to
just quickly go through a good number of them.
We have a request from our Metropolitan Transit Authority,
and this transit authority is requesting a project that would
connect Missouri City, Texas, with the Texas Medical Center and
downtown Houston through Metro's regional express network. This
project would cost approximately $50 million. The funds
requested are $5 million, and the timeline for completion would
be 3 to 4 years.
We have the Westchase District project. This project, the
purpose of which would be to change the roads in the district,
and improve transportation access and options for residents,
and improve multimodal safety in the region. The proposed
changes to the stormwater system, sewage system, and water
lines would improve flood management in the future. It would
take about 8 months to break ground, and about 18 months
thereafter to complete the project. The estimated cost is
$20.35 million, we are requesting $4 million.
The Sharpstown Trail Project has many phases to it. I
believe that parks, whenever possible, should be made available
to persons who don't always have the opportunity to visit
parks. This area is 66 percent low-income, and 60 percent
Latinx. My hope is that, with this project, we can turn an
underutilized green space into a convenient path to
neighborhoods, schools, and businesses. The approximate cost is
$2.8 million. The funds requested are $1 million.
We have a similar project that is called phase 2, and it
has a cost of $1.75 million, funds requested $1.4 million.
A similar project is in the Brays Bayou Greenway Trail
area, and this project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and
businesses. This would benefit an area that is 71 percent
Hispanic and 20.7 percent African American. The total estimated
cost, $1.4 million. The funds requested, $1 million.
Finally, in terms of the trails, we have a phase 2 of the
Brays Bayou Greenway Trail, and this project would cost about
$11 million, the funds requested, $5 million.
All of the things that I am calling to your attention are
highlighted in my written document that has been submitted.
Then we have the Hill at Sims. This is requested by the
Houston Parks Board. This is a request by the board that wants
to turn the Hill at Sims, a 100-acre regional detention basin,
into a public park. This project is important, because it would
serve approximately 1,773 people within a 10-minute walk and,
hopefully, it would be completed by the end of 2022.
We have the Mustang Bayou Flood Control Center. This
project has to do with flood control. It is estimated that in
Fort Bend County, 43 percent of the properties are at risk of
flooding. The project will dramatically improve the safety and
economy of the region. The cost for this project is
$23,640,000, and the request is for the entire amount to help
us with the flooding in Houston.
There is another section of this same project that would
provide similar help, in terms of eliminating flooding and
preventing it, to the extent that we can. And it would be a
$16,092,000 request.
So on now to the final project, which is the Legacy
Community Health Transportation Support Program. This is an
FQHC, and the FQHC would like to provide support by helping
persons who are in need of medical care to have a means by
which they can get to the FQHC. It is a ride project. The total
estimated cost is $50,000, and the funds requested are $50,000.
Mr. Chairman, I believe that a good many of these projects
are absolutely beneficial. In fact, all of them would be
beneficial to the people that I serve. And I am hopeful that,
if there are exceptions to rules, that we might fall into some
exceptions for some of these projects. I do understand that
there are certain rules that we have to adhere to.
But I thank you for the opportunity to present these
projects and look forward to working with you not only on these
projects, but on the many other projects that have been called
to your attention today. I have been really impressed with the
needs that we have, and want to do what I can to meet not only
the needs of the people of the Ninth Congressional District,
but the needs of the people across the length and breadth of
our country.
I thank you, and I will yield back any time that I have
left.
[Mr. Green's prepared statement follows:]
Prepared Statement of Hon. Al Green, a Representative in Congress from
the State of Texas
Dear Chairman DeFazio, thank you for receiving the attached
information and providing me with the opportunity to testify before the
Committee on Transportation and Infrastructure for Members' Day
Hearing. Attached you will find a list of projects that I desire to
submit as of Monday, April 12, 2021. I request you to consider these
projects as you work to reauthorize surface transportation programs.
Should you have any additional questions, please do not hesitate to
contact my Chief of Staff.
MISSOURI CITY/BELT WAY 8 TRANSIT FACILITY
REQUESTING ENTITY:
Metropolitan Transit Authority of Harris County (METRO)
PROJECT DESCRIPTION:
METRO requests funding for the first phase of a project
to provide a new commuter bus service between the Texas Medical Center
(TMC) and Missouri City.
A new facility will be located near US 90A and BW8,
which will include a bus platform for both regional express and local
buses, as well as parking for commuters.
The facility will eventually house a multi-story
parking garage to support increased travel demand, capable of
accommodating approximately 2,000 vehicles.
The facility will also have an end of line connection
for the proposed METRORapid West Houston BRT Corridor line and the
Gessner bus line.
The Gessner bus line is part of the BOOST Network, a
program to improve speed, reliability, and access for 16 high-
ridership, frequent bus routes.
WHY IS THIS PROJECT IMPORTANT:
This project will connect Missouri City with TMC and
Downtown Houston through METRO's regional express network.
The project will allow METRO to provide more service
over its current levels.
The project will also improve connections between
Fort Bend County and TMC and Downtown Houston.
This project will serve fast-growing portions of Harris
County and Missouri City.
COMMUNITY SUPPORT: This project was a component of the
transit plan in our area that was the basis for a 2019 $3.5 billion
bond referendum. That referendum passed with almost 70 percent of the
vote. The communities served by the specific project had even wider
margins in favor than other areas.
TOTAL ESTIMATED COST: $50M.
FUNDS REQUESTED: $5M.
OTHER SOURCES OF FUNDING: Local funding sources will be
used as matching funds if necessary.
TIMELINE FOR COMPLETION: Completion of this specific
project will be about 3-4 years. The full ``express service'' corridor
will take a few more years to complete.
WESTCHASE DISTRICT
REQUESTING ENTITY:
Westchase District
PROJECT DESCRIPTION:
The Westchase district is proposing the complete
reconstruction of Meadowglen Lane from Woodland Park Drive to Rogerdale
Road.
The district wants to upgrade the storm water system
(drainage), the sewer system, and existing water lines. The project
will also provide dedicated bicycle, pedestrian, and transit
facilities. These facilities either do not currently exist and/or are
in substandard condition.
The project will right-size the travel lanes to current
standards, improving safety, while providing safe and accessible routes
for bicyclists, pedestrians, and transit users. The project will
provide drainage improvements consistent with post-Hurricane Harvey
standards.
WHY IS THIS PROJECT IMPORTANT:
The project is meant to benefit residents of the
Westchase district:
District residents are above the regional average in
terms of population density, percent minority households, households
below the poverty line, households without cars, and households with
limited English proficiency.
The proposed changes to the roads in the District
will improve transportation access and options for residents and
improve multimodal safety in the region.
The proposed changes to the storm water system, sewer
system, and water lines will improve flood management in the future.
COMMUNITY SUPPORT:
Outreach efforts have been conducted to get community
input on the project.
There have been several community driven focus group
meetings in which residents, employers, and developers have given their
opinions
This project is also part of the West Houston Mobility
study, which was an H-GAC funded effort.
This project also had a public input process throughout
January-April 2015.
This process included a visioning workshop, an
alternatives workshop, and an open house.
The project is identified in the Houston-Galveston Area
Council 2045 Regional Transportation Plan (RTP)--this is the long-range
federal transportation document for the region.
The project is supported by local and statewide elected
officials and letters of support are on file.
TOTAL ESTIMATED COST: $2.35M
FUNDS REQUESTED: $4M
OTHER SOURCES OF FUNDING: The District has funding
available in its current capital improvement program to cover all costs
outside of the federal request being made.
TIMELINE FOR COMPLETION: Construction can break ground 8
months from funding approval. Construction completion will take
approximately 18 months from that date.
SHARPSTOWN TRAIL (PHASE 1)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to build the Sharpstown
Trail, a roughly 3-mile trail that could connect the Sharpstown
neighborhood to the Westchase Trails in the north and Brays Bayou
Greenway in the south.
This project proposal is for Phase 1 of the trail's
construction, from Sands Point Drive to Beechnut Street--1.82 miles.
WHY IS THIS PROJECT IMPORTANT:
The project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and businesses.
The project will serve approximately 14,000 people
within a 10-minute walk.
66% are low income
60% Hispanic
COMMUNITY SUPPORT:
The Sharpstown Trail project is community driven:
members of the Sharpstown Civic Association have been advocating for
the trail's construction for several years.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $2.8M
FUNDS REQUESTED: $1M
OTHER SOURCES OF FUNDING: $1.8M match
TIMELINE FOR COMPLETION: Construction estimated to be
completed by the end of 2022.
SHARPSTOWN TRAIL (PHASE 2)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to build the Sharpstown
Trail, a roughly 3-mile trail that could connect the Sharpstown
neighborhood to the Westchase Trails in the north and Brays Bayou
Greenway in the south.
This project proposal is for Phase 2 of the trail's
construction, which would build .83 miles of the trail.
WHY IS THIS PROJECT IMPORTANT:
Together with phase 1 of the trail, this project would
turn an underutilized green space into a convenient path to
neighborhoods, schools, and businesses.
The project will serve approximately 14,000 people
within a 10-minute walk.
66% are low income
60% Hispanic
COMMUNITY SUPPORT:
The Sharpstown Trail project is community driven:
members of the Sharpstown Civic Association have been advocating for
the trail's construction for several years.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $1.75M
FUNDS REQUESTED: $1.4M
OTHER SOURCES OF FUNDING: $350,000 match
TIMELINE FOR COMPLETION: Construction estimated to take
around 5 years.
BRAYS BAYOU GREENWAY TRAIL (PHASE 1)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to expand the Brays Bayou
Greenway Trail.
This project proposal is for Phase 1 of the trail's
construction, which will fill in a .5-mile gap in the Brays Bayou
Greenway Trail and connect the Braeburn Glen neighborhood's north and
south sides.
WHY IS THIS PROJECT IMPORTANT:
This project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and businesses.
The project will serve approximately 6,300 people
within a 10-minute walk.
Per capita income of the residents is $14,124
71% Hispanic
20.7% Black alone
COMMUNITY SUPPORT:
The Trail's Phase 1 design has been vetted by the
community, including the Braeburn Glen Civic Association (the community
which this trail runs through) and the Council Member's CIP meetings.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $1.4M
FUNDS REQUESTED: $1M
OTHER SOURCES OF FUNDING: $400,000 match
TIMELINE FOR COMPLETION: Construction estimated to be
completed by the end of 2022.
BRAYS BAYOU GREENWAY TRAIL (PHASE 2)
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to expand the Brays Bayou
Greenway Trail.
This project proposal is for Phase 2 of the trail,
which will create a 7-mile trail along Brays Bayou from I69 to Eldridge
Road.
This trail will connect residential neighborhoods
including Alief and the West Houston/West Oaks communities with the
rest of the Brays Bayou Greenway Trail.
WHY IS THIS PROJECT IMPORTANT:
This project would turn an underutilized green space
into a convenient path to neighborhoods, schools, and businesses.
The project will serve approximately 50,488 people
within a 10-minute walk.
Per capita income of the residents is $18,083
56.2% Hispanic
22.7% Black alone
13.9% Asian alone
COMMUNITY SUPPORT:
The Trail's Phase 2 design has been vetted by community
and civic groups, including the Alief Super Neighborhood, the West Oaks
Super Neighborhood, Brays Village HOA, Royal Oaks HOA, Shadowlakes HOA,
and both Council Members' CIP meetings.
Brays Village HOA provided the land needed for the
trail to the Houston Parks Board for $1
Shadowlakes HOA and MUD 359 are providing funds to add
additional connections through their community that will tie into the
Brays Bayou Greenway Trail Phase 2.
Multiple community meetings have been held throughout
the trail's design process.
TOTAL ESTIMATED COST: $11M
FUNDS REQUESTED: $5M
OTHER SOURCES OF FUNDING: $5.9M match
TIMELINE FOR COMPLETION: Construction estimated to be
completed by the end of 2023.
HILL AT SIMS
REQUESTING ENTITY:
Houston Parks Board
PROJECT DESCRIPTION:
The Houston Parks Board wants to turn the Hill at Sims,
a 100-acre regional detention basin, into a public park.
Harris County Flood Control District owns the basin and
the adjacent 150 acre property along Scott Street.
Together, these properties could form a new regional
park in the Sunnyside/South Acres/Crestmont Park area of Houston.
The site is within walking distance of multiple
schools, parks, churches, and neighborhoods.
The project will include a side path along Scott
Street, and a trail around the detention basins, additional nature
trails, water access, and trail amenities.
This project would connect the neighborhood to the Sims
Bayou Greenway to the north.
WHY IS THIS PROJECT IMPORTANT:
The project will serve approximately 1,773 people
within a 10-minute walk.
36% are low income, 22% are medium income
78% of the residents are African American
COMMUNITY SUPPORT:
Multiple community meetings about the project have been
held throughout the planning process and will continue during the
design process.
TOTAL ESTIMATED COST: $1.4M
FUNDS REQUESTED: $1M
OTHER SOURCES OF FUNDING: $400,000 match
TIMELINE FOR COMPLETION: End of 2022.
MUSTANG BAYOU FLOOD CONTROL (UPPER BAYOU SECTION)
REQUESTING ENTITY:
Fort Bend County, TX
PROJECT DESCRIPTION:
Fort Bend County hopes to build a flood control project
for Mustang Bayou.
Currently, the Bayou is poorly drained; this project
will provide drainage and flood control to a low-income area in the
County.
The Mustang Bayou Flood Control Project is divided into
three sections--this proposal is for the Upper Bayou section.
The project's three sections each address a section
of the Mustang Bayou with a long history of flash flooding.
WHY IS THIS PROJECT IMPORTANT:
An estimated 43% of properties in Fort Bend County are
at risk of flooding.
The area has long been a target of hurricanes,
tropical storms, and heavy rains.
The project will dramatically improve the safety and
economy of the region, since flooding along the Bayou has been very
damaging to local neighborhoods and businesses.
COMMUNITY SUPPORT:
The community around the Mustang Bayou brought the
issue of poor drainage and flood control to the Fort Bend County board,
urging the board to prioritize the issue to prevent loss of life and
improve residents' quality of life.
TOTAL ESTIMATED COST: $23,640,000.
FUNDS REQUESTED: $23,640,000.
OTHER SOURCES OF FUNDING: Unspecified.
TIMELINE FOR COMPLETION: Unspecified.
MUSTANG BAYOU FLOOD CONTROL (Middle Bayou Section)
REQUESTING ENTITY:
Fort Bend County, TX
PROJECT DESCRIPTION:
Fort Bend County hopes to build a flood control project
for Mustang Bayou.
Currently, the Bayou is poorly drained; this project
will provide drainage and flood control to a low-income area in the
County.
The Mustang Bayou Flood Control Project is divided into
three sections--this proposal is for the Middle Bayou section.
WHY IS THIS PROJECT IMPORTANT:
An estimated 43% of properties in Fort Bend County are
at risk of flooding.
The area has long been a target of hurricanes,
tropical storms, and heavy rains.
The project will dramatically improve the safety and
economy of the region, since flooding along the Bayou has been very
damaging to local neighborhoods and businesses.
COMMUNITY SUPPORT:
The community around the Mustang Bayou brought the
issue of poor drainage and flood control to the Fort Bend County board,
urging the board to prioritize the issue to prevent loss of life and
improve residents' quality of life.
TOTAL ESTIMATED COST: $16,092,000.
FUNDS REQUESTED: $16,092,000.
OTHER SOURCES OF FUNDING: Unspecified.
TIMELINE FOR COMPLETION: Unspecified.
MUSTANG BAYOU FLOOD CONTROL (Lower Bayou Section)
REQUESTING ENTITY:
Fort Bend County, TX
PROJECT DESCRIPTION:
Fort Bend County hopes to build a flood control project
for Mustang Bayou.
Currently, the Bayou is poorly drained; this project
will provide drainage and flood control to a low-income area in the
County.
The Mustang Bayou Flood Control Project is divided into
three sections--this proposal is for the Lower Bayou section.
WHY IS THIS PROJECT IMPORTANT:
An estimated 43% of properties in Fort Bend County are
at risk of flooding.
The area has long been a target of hurricanes,
tropical storms, and heavy rains.
The project will dramatically improve the safety and
economy of the region, since flooding along the Bayou has been very
damaging to local neighborhoods and businesses.
COMMUNITY SUPPORT:
The community around the Mustang Bayou brought the
issue of poor drainage and flood control to the Fort Bend County board,
urging the board to prioritize the issue to prevent loss of life and
improve residents' quality of life.
TOTAL ESTIMATED COST: $12,492,000.
FUNDS REQUESTED: $12,492,000.
OTHER SOURCES OF FUNDING: Unspecified.
TIMELINE FOR COMPLETION: Unspecified.
LEGACY COMMUNITY HEALTH TRANSPORTATION SUPPORT PROGRAM
REQUESTING ENTITY:
Legacy Community Health of Houston
PROJECT DESCRIPTION:
Legacy Community Health hopes to expand its
transportation support program for patients (the program currently
serves four clinics).
This program gives rides to medical appointments and
healthy food access sites, such as pantries, grocery stores, and WIC
offices.
With the financial support of $50,000, LCH can scale
its transportation services to support additional clinic sites to serve
patients.
WHY IS THIS PROJECT IMPORTANT:
By providing this support, LCH could help address deep-
rooted health disparities in the 9th district and evaluate the impact
of access to healthy food and medical care on long-term health
outcomes.
These include healthy birth weight, gestational
diabetes, maternal mortality, and chronic disease prevention.
COMMUNITY SUPPORT: Not specified.
TOTAL ESTIMATED COST: $50,000.
FUNDS REQUESTED: $50,000.
OTHER SOURCES OF FUNDING: Unspecified.
TIMELINE FOR COMPLETION: Unspecified.
Mr. Malinowski. Thank you so much. Just to preview, our
next five Members will be Mr. Bowman, Ms. Underwood, Mr. Levin,
Ms. Jayapal, and Ms. Craig, in that order.
So I will begin by yielding 5 minutes to Mr. Bowman of New
York.
TESTIMONY OF HON. JAMAAL BOWMAN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF NEW YORK
Mr. Bowman. Thank you to Chair DeFazio and Ranking Member
Graves for the opportunity to testify today.
When I launched my campaign for Congress, the first rally I
attended in my district was at Co-Op City in the Bronx. This is
the largest naturally occurring retirement community in the
world, and the largest affordable housing development in the
entire country. And the rally was about New York's Metropolitan
Transportation Authority reducing bus service to this
incredible community.
As a new congressman, I fought successfully for a new COVID
vaccination center at Co-Op City, because it was taking seniors
an entire 2 hours via two trains and a bus to get to the
closest mass vaccination site. All of this speaks to the
discriminatory and inequitable distribution of transit needs in
my district and across the country. Even in a city with the
largest public transit system in the country.
The MTA's infrastructure needs are well known. With the
Federal Government's help, they are seeking to invest over $50
billion in the region's transit system over the next few years.
What if places like Co-Op City could be the flagships for a
new, transformative approach to infrastructure?
What if transit-oriented development meant focusing on the
well-being of our communities by expanding access to childcare,
education, nature, and the arts?
We should be linking together innovative models of public
and affordable housing like Co-Op City and other public
services with extensive new transit networks, all of it fully
accessible, and all of it zero carbon.
My district, New York's 16th, encompasses parts of
Westchester County and the Bronx. Because of the way people's
lives are intersected and invaded by highways, trucks, and
polluting facilities, the Bronx has some of the highest rates
of asthma in the country. Within New York City, Bronx children
are the most likely to be hospitalized by asthma. These burdens
are a daily reality for many children: nationwide, 1 out of 11
public schools is located within 500 feet of a highway or truck
route.
Fossil fuel pollution leads to roughly 350,000 premature
deaths every year in the U.S., and Black people are exposed to
particulate matter at 1.5 times the rate of the general
population. Comorbidities linked to this pollution have made
COVID even deadlier. And all of this is concentrated in red-
line communities that face a variety of crises like undrinkable
water or failing sewage systems. In the city of Mount Vernon in
my district, aging pipes are regularly sending wastewater into
people's homes.
Transit is a part of this larger infrastructure crisis.
Getting from one side of my district to the other is a
nightmare. Many people commute from Westchester into New York
City for work, and this is extremely challenging for those who
already struggle with the cost of housing and childcare. Some
try to----
Voice. Yes, they named them all. They didn't even name
the----
Mr. Bowman. Please mute. Thank you.
Some try to lower the costs by avoiding the more expensive
commuter rail system, which greatly increases their commute
time. This leads to a horrible quality of life for many
thousands of people.
Instead of bringing us together, our current transportation
system keeps us apart. Prior Federal infrastructure investments
like the Federal Highway Administration's work during urban
renewal, destroyed Black and Brown communities in my district.
Highways built during this time, like the Cross Bronx
Expressway, remain physical barriers that separate my
constituents from the resources they need to thrive, and
pollute the air that they breathe.
So, as we authorize transportation programs and pass the
next recovery package, we can't be satisfied by just fixing
highways, or increasing the number of electric vehicles on the
road. As with all of our infrastructure, whether we are talking
about physical or social infrastructure, we need to rethink and
rebuild from the ground up. We need to heal the wounds of
history. We need to reconstruct these systems based on
principles of care and love for all people, and for the planet
we share.
Every American should be able to efficiently navigate their
city, suburb, or town by train or electric bus. And they
shouldn't have to pay much, if anything, to do it.
Everyone should be able to access transit that is fully
compliant with the Americans with Disabilities Act and beyond.
Let's build safe, walkable, bike-friendly and accessible
streets and communities knit together by a world-class,
affordable, high-speed rail system. Let's turn our unnecessary
highways into parks, and protect communities from displacement
and gentrification. And at every turn, we have to combine zero-
carbon structures with the public services, good-paying
employment opportunities, and clean environments that all
people need to be free.
Thank you very much, and I yield back.
[Mr. Bowman's prepared statement follows:]
Prepared Statement of Hon. Jamaal Bowman, a Representative in Congress
from the State of New York
Thank you to Chair DeFazio and Ranking Member Graves for the
opportunity to testify today.
When I launched my campaign for Congress, the first rally I
attended in my district was at Co-Op City in the Bronx. This is the
largest naturally occurring retirement committee, and the largest
affordable housing development, in the entire country. And the rally
was about New York's Metropolitan Transportation Authority reducing bus
service to this incredible community.
As a new Congressman, I fought successfully for a new COVID
vaccination center at Co-Op City--because it was taking seniors an
entire two hours, via two trains and a bus, to get to the closest mass
vaccination site. All of this speaks to depth, and the racist
distribution, of transit needs in the United States. Even in a city
with the largest public transit system in the country.
The MTA's infrastructure needs are well-known. With the federal
government's help, they are seeking to invest over $50 billion in the
region's transit system over the next few years. What if places like
Co-Op City could be the flagships for a new, transformative approach to
infrastructure? What if transit-oriented development meant focusing on
the well-being of our communities, by expanding access to childcare,
education, nature, and the arts? We should be linking together
innovative models of public and affordable housing like Co-Op City, and
other public services, with extensive new transit networks. All of it
fully accessible, and all of it zero-carbon.
My district, New York's 16th, encompasses parts of both Westchester
County and the Bronx. Because of the way people's lives are intersected
and invaded by highways, trucks, and polluting facilities, The Bronx
has some of the highest rates of asthma in the country. Within New York
City, Bronx children are the most likely to be hospitalized by asthma.
These burdens are a daily reality for many children: nationwide, 1 out
of 11 public schools is located within 500 feet of a highway or truck
route.
Fossil fuel pollution leads to roughly 350,000 premature deaths
every year in the US, and Black people are exposed to particulate
matter at 1.5 times the rate of the general population. Comorbidities
linked to this pollution have made COVID even deadlier. And all of this
is concentrated in redlined communities that face a variety of crises,
like undrinkable water or failing sewage systems. In the city of Mount
Vernon in my district, aging pipes are regularly sending wastewater
into people's homes.
Transit is a part of this larger infrastructure crisis. Getting
from one side of my district to the other is a nightmare. Many people
commute from Westchester into New York City for work, and this is
extremely challenging for those who already struggle with the cost of
housing and childcare. Some try to lower the cost by avoiding the more
expensive commuter rail system, which greatly increases their commute
time. This leads to a horrible quality of life for many thousands of
people.
Instead of bringing us together, our current transportation system
keeps us apart. Prior federal infrastructure investments, like the
Federal Highway Administration's work during Urban Renewal, destroyed
Black and Brown communities in my district. Highways built during this
time, like the Cross Bronx Expressway, remain physical barriers that
separate my constituents from the resources they need to thrive, and
pollute the air that they breathe.
So as we reauthorize transportation programs and pass the next
recovery package, we can't be satisfied by just fixing highways, or
increasing the number of electric vehicles on the road. As with all of
our infrastructure--whether we're talking about physical or social
infrastructure--we need to rethink and rebuild from the ground up. We
need to heal the wounds of history. We need to reconstruct these
systems based on principles of care and love for all people, and for
the planet we share.
Every American should be able to efficiently navigate their city,
suburb, or town by train or electric bus, and they shouldn't have to
pay much--if anything--to do it. Everyone should be able access transit
that is fully compliant with the Americans with Disabilities Act, and
beyond.
Let's build safe, walkable, bike-friendly, and accessible streets
and communities--knit together by a world-class, affordable high-speed
rail system. Let's turn our unnecessary highways into parks, and
protect communities from displacement and gentrification. And at every
turn, we have to combine new, zero-carbon structures with the public
services, good-paying employment opportunities, and clean environments
that all people need to be free.
Thank you again, and I yield back.
Mr. Malinowski. Thank you so much, and I now yield 5
minutes to Congresswoman Underwood of Illinois.
[Pause.]
Mr. Malinowski. Congresswoman Underwood?
[Pause.]
Mr. Malinowski. Congresswoman Underwood, you're up. Can you
hear us?
[Pause.]
Mr. Malinowski. We'll come back to Congresswoman Underwood.
Mr. Levin----
Ms. Underwood [interrupting]. I believe I was next, I don't
know if I am recognized to speak.
Mr. Malinowski. Yes, Lauren, I just recognized you. Can you
hear me?
Ms. Underwood. OK, now I can hear you. Thank you so much,
Mr. Chairman.
Mr. Malinowski. Great.
Ms. Underwood. OK.
TESTIMONY OF HON. LAUREN UNDERWOOD, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF ILLINOIS
Ms. Underwood. Mr. Chairman, I am so grateful that you
provided this opportunity for noncommittee members to share our
priorities with the Transportation and Infrastructure
Committee.
In the wake of a devastating pandemic, we have a once-in-a-
lifetime opportunity this year to fix our Nation's neglected
infrastructure and set our country up for economic success for
decades to come. I am thrilled that President Biden and
congressional Democrats are moving quickly to build on the
downpayment in the American Rescue Plan with much-needed, long-
term investments in our communities--policies with widespread
and bipartisan support.
My district runs from the Chicago suburbs and exurbs to the
Wisconsin border and the rural communities that border
Wisconsin. The infrastructure needs are broad, and over the
last 2 years my team and I have consistently surveyed our local
leaders so that we can best advocate for their needs. Let me
tell you what we have heard.
Most people in my district aren't thinking in the
trillions. But for some of them, they might as well be, because
of how hard it is to access existing Federal funding streams.
So that is my first point. This package truly needs to be
``big picture'' when it comes to distributing the resources
that it includes. It needs to meet the needs of small
communities that can't afford a lobbyist or a full-time grant
writer, not just the big guys.
Next, this package needs to be ``big picture'' in how it
defines infrastructure. Expanding Metra mass transit services
to the Chicago suburbs in Kendall County is one of the top
priorities for economic opportunity and quality of life in my
district. So is securing a new, long-term water source for
Joliet and surrounding communities facing the risks of unstable
water supply due to depleted aquifers.
In addition to smaller investments through community
project funding, these kinds of larger scale, regional projects
need to be part of the conversation about an infrastructure
package.
But as we revitalize transportation, we need to be bold in
how we improve the tools needed to support an economy that
works for everyone, including so many communities in my
district that need greater investment.
In McHenry County, infrastructure means rural broadband
access for small businesses and students, including finalizing
new maps that better address exactly which areas are still
pretty much dial-up. In Spring Grove, infrastructure means
upgrading water treatment facilities to help people in our
community live healthier lives. In West Chicago, infrastructure
means removing and replacing old water service lines
contaminated with lead.
We need to build new projects and fix and maintain old
ones. Continuing to put off maintenance of our existing
infrastructure isn't just dangerous, it is way too expensive
for our constituents and our Government. The average Illinois
driver pays over $600 per year in costs incurred by driving on
roads in need of repair.
And the 2017 Republican tax law raised costs for my
constituents even further by eliminating the SALT deduction, an
issue that absolutely must be addressed by this Congress at the
soonest opportunity.
These upgrades need to be made, and as you all know, they
are never again going to be cheaper than they are today. Will
all of this be a serious investment? Well, of course, because
we should be paying for quality American workers and quality
American jobs, not tax cuts for the biggest corporations.
And lastly, as we talk about cost, I want to note that a
lack of action is the most expensive choice of all. Failing to
meet this mandate to go big and get our country back on track
as we battle this pandemic, failing to deliver on the reasons
that voters sent us here with a Democratic Senate, House, and
White House for the first time in a decade, that will come with
costs that fall most heavily on the American people that we
serve.
So thank you again for having me. I am looking forward to
working together with all of you to bring America's
infrastructure into the future. I yield back.
[Ms. Underwood's prepared statement follows:]
Prepared Statement of Hon. Lauren Underwood, a Representative in
Congress from the State of Illinois
Thank you, Mr. Chairman, for providing this opportunity for non-
committee Members to share their priorities with the Transportation and
Infrastructure Committee.
In the wake of a devastating pandemic, we have a once-in-a-lifetime
opportunity this year to fix our nation's neglected infrastructure and
set our country up for economic success for decades to come. I am
thrilled that President Biden and congressional Democrats are moving
quickly to build on the down payment in the American Rescue Plan with
much-needed long-term investments in our communities--policies with
widespread and bipartisan public support.
My district runs from the Chicago suburbs and exurbs all the way up
to rural communities on the Wisconsin border. The infrastructure needs
are broad, and over the last two years my team and I have consistently
surveyed our local leaders so that we can best advocate for their
needs.
Let me tell you what we've heard: Most people in my district aren't
thinking in the trillions. But for some of them, they might as well
be--because of how hard it is to access existing federal funding
streams.
So that's my first point: this package truly needs to be big-
picture when it comes to distributing the resources it includes. It
needs to meet the needs of small communities that can't afford a
lobbyist or a full-time grantwriter, not just the big guys.
Next, this package needs to be big-picture in how it defines
``infrastructure.''
Expanding Metra mass transit service to the Chicago suburbs in
Kendall County is one of the top priorities for economic opportunity
and quality of life in my district. So is securing a new long-term
water source for Joliet and surrounding communities facing the risks of
unstable water supply due to depleted aquifers.
In addition to smaller investments through Community Project
Funding, these kinds of larger-scale regional projects need to be part
of the conversation about an infrastructure package.
But as we revitalize transportation, we need to be bold in how we
improve the tools needed to support an economy that works for
everyone--including so many communities in my district that need
greater investment.
In McHenry County, ``infrastructure'' means rural broadband access
for small businesses and students--including finalizing new maps that
better address exactly which areas are still pretty much on dial-up.
In Spring Grove, ``infrastructure'' means upgrading water treatment
facilities to help people in our community lead healthier lives.
In West Chicago, ``infrastructure'' means removing and replacing
old water service lines contaminated with lead.
We need to build new projects and fix and maintain old ones.
Continuing to put off maintenance of our existing infrastructure isn't
just dangerous, it's way too expensive for our constituents and our
government. The average Illinois driver pays over $600 per year in
costs incurred by driving on roads in need of repair.
And the 2017 Republican tax law raised costs for my constituents
even further by eliminating the SALT deduction--an issue that
absolutely must be addressed by this Congress at the soonest
opportunity.
These upgrades need to be made, and as you all know, they're never
again going to be cheaper than they are today. Will all of this be a
serious investment? Of course! Because we should be paying for quality
American workers and quality American jobs, not tax cuts for the
biggest corporations.
And lastly, as we talk about costs, I want to note that a lack of
action is the most expensive choice of all. Failing to meet this
mandate to go big and get our country back on track as we battle this
pandemic--failing to deliver on the reasons that voters sent us here
with a Democratic Senate, House, and White House for the first time in
a decade--that will come with costs that fall most heavily on the
American people we serve.
Thank you all again for having me--I'm looking together to working
with all of you to bring America's infrastructure into the future.
Mr. Malinowski. Thank you, Ms. Underwood, and I now have
the pleasure of yielding 5 minutes to Mr. Levin from
California.
TESTIMONY OF HON. MIKE LEVIN, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF CALIFORNIA
Mr. Levin of California. Well, thank you, Mr. Chairman. And
thank you, Chair DeFazio and Ranking Member Graves, for holding
today's Members' Day hearing.
This Congress we have a unique opportunity to pass the long
awaited infrastructure package that our constituents have been
repeatedly promised over the years. And as you assemble the
portions of the infrastructure package that fall under the
Transportation and Infrastructure Committee's jurisdiction, I
urge you to incorporate provisions that address the climate
crisis, both by making our transportation infrastructure more
resilient, and by reducing greenhouse gas emissions.
In particular, I urge you to prioritize regionally and
nationally significant mega-projects that build resiliency,
such as a key railway relocation project in my district.
President Biden's American Rescue Plan aims to unify and
mobilize the country to fight the climate crisis, which it
calls one of the great challenges of our time. Strengthening
the resilience of our infrastructure is critical as our country
experiences the impacts of this climate crisis. In my district
in southern California, climate change means more intense
wildfires, deeper droughts, and rising sea levels. I know that
many of my colleagues on both sides of the aisle have also
experienced these impacts, which is why climate resilience has
been a significant area of bipartisan cooperation.
I commend your committee on the bipartisan progress you
have made in this space previously, and I hope it can expand
this Congress.
Like in many parts of the country, the rising sea levels in
my district have accelerated coastal erosion. This has caused a
range of concerning impacts for coastal safety and property,
including threats to the integrity of the Los Angeles-San
Diego-San Luis Obispo Rail Corridor, also known as the LOSSAN
Rail Corridor, which is the second busiest intercity passenger
rail corridor in the Nation that also carries a minimum of $1
billion worth of goods annually.
A portion of this rail corridor in San Diego County runs
through the city of Del Mar on bluffs located adjacent to the
Pacific Ocean. The Del Mar Bluffs, which support the railroad
infrastructure and track bed, have experienced and continue to
be vulnerable to major erosion. Most recently, there were major
bluff collapses in March of 2021 and December of 2020, which
necessitated continued emergency work to shore up the bluffs
and maintain the integrity of the LOSSAN Rail Corridor. And I
can share the photos with the committee, and you would be
astonished that it wasn't a more serious loss of life or loss
of property.
A significant failure of the bluffs impacting the LOSSAN
Rail Corridor for an extended period of time will severely harm
the local and regional economy. And we are talking of two of
the most important population centers in the United States.
This impacts jobs, schools, and all economic activity
throughout southern California, and really through the Western
United States.
The corridor is used by commuter and intercity trains, and
also supports significant freight operations. As such, it is
part of the U.S. Strategic Rail Corridor Network, also known as
STRACNET, that provides critical service to 147,000 Active Duty
servicemembers and 5 major military installations in the San
Diego area.
Our local metropolitan planning organization, the San Diego
Association of Governments, is executing a project to protect
the LOSSAN Rail Corridor by relocating it inland--for those
that know, by the 5 Freeway, adjacent to the 5 Freeway.
Significant planning is already complete, and SANDAG has also
been conducting exploratory geotechnical work. We ultimately
expect the relocation project will cost approximately $3
billion, while creating tens of thousands of jobs.
So I strongly urge you to consider funding for resilience
projects like the LOSSAN Corridor relocation in the
infrastructure package. And in particular, I hope you
prioritize regionally and nationally significant mega-projects
like this that improve freight and commuter mobility across all
modes, stimulate the economy, provide congestion relief,
improve safety, build resiliency, and so much more, while
considering existing federally recognized programs such as
STRACNET.
Additionally, funding should be set aside to support the
LOSSAN Rail Corridor specifically, as is done for the Northeast
Corridor, the intercity rail corridor that ranks just ahead of
LOSSAN in ridership. This project is a triple win. It creates
jobs, it bolsters climate resilience, and it protects our
national security, and it is critical for southern California.
So thank you for the opportunity to testify. I look forward
to working with you on these critical resilience projects in
the 117th Congress. Thanks, and I yield back.
[Mr. Levin of California's prepared statement follows:]
Prepared Statement of Hon. Mike Levin, a Representative in Congress
from the State of California
Thank you, Chair DeFazio and Ranking Member Graves, for holding
today's Member Day hearing. This Congress, we have a unique opportunity
to pass the long-awaited infrastructure package that our constituents
have been repeatedly promised. As you assemble the portions of the
infrastructure package that fall under the Transportation and
Infrastructure Committee's jurisdiction, I urge you to incorporate
provisions that address the climate crisis, both by making our
transportation infrastructure more resilient and by reducing greenhouse
gas emissions. In particular, I urge you to prioritize regionally and
nationally significant mega-projects that build resiliency, such as a
key railway relocation project in my district.
President Biden's American Rescue Plan aims to unify and mobilize
the country to fight the climate crisis, which it calls one of the
great challenges of our time. Strengthening the resilience of our
infrastructure is critical as our country experiences the impacts of
the climate crisis. In my district, climate change means more intense
wildfires, deeper droughts, and rising sea levels. I know that many of
my colleagues on both sides of the aisle have also experienced these
impacts, which is why climate resilience has been a significant area of
bipartisan cooperation. I commend your committee on the bipartisan
progress you have made in this space previously, and I hope it can
expand this Congress.
Like in many parts of the country, the rising sea levels in my
district have accelerated coastal erosion. This has caused a range of
concerning impacts for coastal safety and property, including threats
to the integrity of the Los Angeles-San Diego-San Luis Obispo (LOSSAN)
Rail Corridor, which is the second busiest intercity passenger rail
corridor in the nation and also carries $1 billion worth of goods
annually. A portion of the LOSSAN Rail Corridor in San Diego County
runs through the City of Del Mar on bluffs located adjacent to the
Pacific Ocean. The Del Mar Bluffs, which support the railroad
infrastructure and track-bed, have experienced and continue to be
vulnerable to major erosion. Most recently, there were major bluff
collapses in March 2021 and December 2020, which necessitated continued
emergency work to shore up the bluffs and maintain the integrity of the
LOSSAN Rail Corridor.
A significant failure of the bluffs impacting the LOSSAN Rail
Corridor for an extended period of time will severely harm the local
and regional economy and the ability for individuals to access jobs,
schools, and other economic activity centers in Southern California.
This corridor is used by commuter and intercity trains, and also
supports significant freight rail operations. As such, it is part of
the U.S. Strategic Rail Corridor Network (STRACNET) and provides
critical service to the 147,000 active duty servicemembers and five
major military installations in the San Diego Area.
Our local metropolitan planning organization, the San Diego
Association of Governments (SANDAG), is executing a project to protect
the LOSSAN Rail Corridor by relocating it inland. Significant planning
is already complete and SANDAG has also been conducting exploratory
geotechnical work. We ultimately expect the relocation project will
cost approximately $3 billion, while creating tens of thousands of
jobs.
I strongly urge you to include funding for resilience projects like
the LOSSAN Corridor relocation in the infrastructure package. In
particular, you should prioritize regionally and nationally significant
mega-projects that improve freight and commuter mobility across all
modes, stimulate the economy, provide congestion relief, improve
safety, and build resiliency, while considering existing federally-
recognized programs such as STRACNET. Additionally, funding should be
set aside to support the LOSSAN Rail Corridor specifically, as is done
for the Northeast Corridor, the intercity passenger rail corridor that
ranks just ahead of LOSSAN in ridership.
The LOSSAN relocation project is a triple win: it creates jobs,
bolsters climate resilience, and protects our national security. It is
absolutely critical for Southern California.
Thank you for the opportunity to testify. I look forward to working
with you on these critical resilience issues during the 117th Congress.
Mr. Malinowski. Thank you so much.
And next I am happy to yield 5 minutes to Congresswoman
Jayapal of Washington.
TESTIMONY OF HON. PRAMILA JAYAPAL, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF WASHINGTON
Ms. Jayapal. Thank you very much, Mr. Chairman, for this
opportunity to share the concerns of Washington's Seventh
Congressional District.
As we consider how to best repair a country ravaged by a
pandemic, I would like to raise four key priorities from my
district: support for bridges, small and medium-sized cities,
light rail, and earthquake resilience.
My first priority is generous funding for bridges,
including for the BUILD Grant program. My district is
surrounded by water, so bridges are critical to the health of
our communities and regional economy. Look no further than the
West Seattle Bridge, which was the most trafficked structure in
Seattle until the city was forced to close the bridge last
March of 2020, after an inspection revealed serious cracks in
the infrastructure.
Seattle has since been working expeditiously to safely
restore access, but the impact has been devastating for my
constituents. West Seattle is accessible primarily through this
bridge, so the city had to detour traffic to a much smaller
crossing, which has strained other residential neighborhoods
with traffic congestion and poor air quality. Businesses have
been experiencing delays in getting supplies. The Port of
Seattle terminal has experienced delayed truck deliveries to
shipping containers. Customers from all over the region are
unwilling to fight traffic to get to businesses, or frustrated
at delayed food deliveries, and this is only going to get worse
as COVID restrictions are lifted and people begin commuting
again.
And the West Seattle Bridge is just one of the many bridges
that needs assistance. The Seattle Department of Transportation
recently analyzed 77 of our vehicle bridges in Seattle and
found that in 2019, 65 percent were only in fair condition, and
6 percent were in poor condition, a truly untenable situation.
I am grateful that the House passed H.R. 2 last year with a
drastic increase in funding. But given its stalling in the
Republican Senate last session, the need is more urgent than
ever, and I urge the committee to expand its support for
bridges in this next package.
Second, there is an urgent need for dedicated funding for
medium-sized cities. The need for infrastructure improvements
for roads and bridges is necessary, regardless of the size of
city. And yet, small and medium-sized cities in my district
face a much greater challenge in accessing the funding that is
needed for critical repairs and projects. They have to compete
against large cities for funds, but they just don't have the
same resources as their larger counterparts. These smaller
cities need a better shot at accessing funding so they can
attract economic activity and address safety and quality of
life for their residents. As we lead the economic recovery,
let's provide robust and dedicated support to these small and
medium-sized cities to ensure reliable infrastructure.
Third, I urge the committee to continue expanding its
support for light rail projects. In my district, Sound Transit
will triple our light rail system, an ambitious expansion.
Further, our light rail system now runs on 100 percent carbon-
free electricity, a first for major light rail systems in the
country, through an innovative agreement signed with Puget
Sound Energy to purchase wind energy directly from the
utility's Green Direct Program. This is projected to save more
than $390,000 in electricity costs over the 10-year contract,
while also supporting new, local, clean-energy jobs.
In our State, transportation is responsible for 40 percent
of greenhouse gases, and transit is the linchpin of regional
sustainability. Our country and our region need Federal
assistance on important projects like this that reduce
congestion, support our economy, and address climate change.
Finally, I want to briefly note my strong support for
Federal assistance for earthquake resilience and risk reduction
projects. The Pacific Northwest is highly prone to earthquakes,
and Washington will continue to experience damaging, deadly,
and expensive quakes. In fact, a FEMA spokesman put it bluntly:
``The entire northwest coast will be toast.''
Mr. Chairman, I know these are issues that you understand
well, and I urge the committee to continue providing robust
funding for States to prepare. As Congress enacts reforms to
support a full economic recovery, I look forward to working
with you to ensure substantial funding for bridges, dedicated
funding for medium-sized cities, prioritizing earthquake
resiliency, and our light rail systems.
Thank you, Mr. Chairman, and I yield back.
[Ms. Jayapal's prepared statement follows:]
Prepared Statement of Hon. Pramila Jayapal, a Representative in
Congress from the State of Washington
Chairman DeFazio and Ranking Member Graves, thank you for this
opportunity to share the concerns of Washington's seventh congressional
district.
As we consider how to best repair a country ravaged by a pandemic,
I would like to raise four key priorities: support for bridges, small
and medium-sized cities, light rail, and earthquake resilience.
My first priority is generous funding for bridges, including for
the BUILD Grant program. My district is surrounded by water so bridges
are critical to the health of our communities and regional economy.
Look no further than the West Seattle Bridge, which was the most
trafficked structure in Seattle until the city was forced to close the
bridge in March 2020 after an inspection revealed cracks in the
infrastructure. Seattle has since been working expeditiously to safely
restore access, but the impact has been devastating for my
constituents. West Seattle is accessible primarily through this bridge.
The city had to detour traffic to a much smaller crossing which
strained other residential neighborhoods with traffic congestion and
poor air quality. Businesses, have been experiencing delays in getting
supplies. The Port of Seattle terminal has experienced delayed truck
deliveries to shipping containers. Customers from all over the region
are unwilling to fight traffic to get to businesses or frustrated at
delayed food deliveries. These delays will only get worse as COVID
restrictions are lifted and people begin commuting again.
And the West Seattle bridge is just one of the many bridges that
needs assistance: the Seattle Department of Transportation recently
analyzed 77 vehicle bridges and found that in 2019, 65 percent were in
fair condition, and 6 percent were in poor condition--a truly untenable
situation.
I am grateful that the House passed H.R. 2 last year with a drastic
increase in funding. But given its stalling in the Republican Senate
last session, the need is more urgent than ever and I urge the
committee to expand its support for bridges in the next package.
Additionally, there is an urgent need for dedicated funding for
medium-sized cities. The need for infrastructure improvements for roads
and bridges is necessary regardless of the size of the city; yet small
and medium cities face a greater challenge in accessing funding needed
for critical repairs and projects. They must compete against large
cities for funds, but do not have the same resources as their larger
counterparts. These smaller cities need a better shot at accessing
funding so they can attract economic activity and address safety and
quality of life for their residents. As we lead economic recovery, we
must provide robust and dedicated support to these small and medium-
sized cities to ensure reliable infrastructure.
Third, I urge the committee to continue expanding its support for
light rail projects. In my district, Sound Transit will triple its
light rail system, an ambitious expansion. Further, our light rail
system now runs on 100 percent carbon-free electricity, a first for
major light rail systems in the country, through an innovative
agreement with Puget Sound Energy to purchase wind energy directly from
the utility's Green Direct program. This is projected to save more than
$390,000 in electricity costs over the 10-year contract while also
supporting new local clean energy jobs. In our state, transportation is
responsible for 40 percent of greenhouse gases and transit is the
linchpin of regional sustainability.
Our country and our region needs federal assistance on important
projects like this that reduce congestion, support our economy and
address climate change.
Finally, I want to briefly note my strong support for federal
assistance for earthquake resilience and risk reduction projects. The
Pacific Northwest is highly prone to earthquakes and Washington will
continue to experience damaging, deadly, and expensive quakes. In fact,
a FEMA spokesperson put it bluntly: the entire northwest coast will be
toast.\i\ Mr. Chairman, I know these are issues that you understand
well and I strongly urge the Committee to continue providing robust
funding for states to prepare.
---------------------------------------------------------------------------
\i\ Kathryn Schulz, The Really Big One, The New Yorker (July 13,
2015) https://www.newyorker.com/magazine/2015/07/20/the-really-big-one
---------------------------------------------------------------------------
As Congress enacts reforms to support a full economic recovery, I
look forward to working with you to ensure substantial funding for
bridges, dedicated funding for medium-sized cities, prioritizing
earthquake resiliency, and light rail systems. Thank you.
Mr. Lynch [presiding]. The Chair recognizes the gentlelady
from Minnesota, Ms. Craig, for 5 minutes.
I am not sure if you are muted.
TESTIMONY OF HON. ANGIE CRAIG, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF MINNESOTA
Ms. Craig. Thank you so much, Mr. Chairman, and thank you
to Chairman DeFazio for recognizing the importance of this
Members' Day hearing.
I am grateful for all of the work that together we
accomplished in the 116th Congress, and I very much look
forward to working with you, Chairman DeFazio and Ranking
Member Graves, to continue our work together.
As I have told you before, I came to Congress to work on
the issues facing everyday Americans and everyday Minnesotans,
like fixing our Nation's crumbling infrastructure by making it
easier for communities in my district to carry out
transformational projects. As a former member of the T&I
Committee, I was proud to help shape H.R. 2 in the last
Congress, and set the roadmap for putting people back to work
on our infrastructure plan, like adding a lane and interchange
on I-35 in Lakeville to ease traffic; improving Highway 52 in
Goodhue County; and completing outstanding projects on Highway
13 that will improve freight access. Completing these projects,
among many others, will help reduce congestion, increase
safety, and are the infrastructure projects of our future.
The Moving Forward Act contained a number of key
infrastructure policy priorities that we must get across the
finish line this year. Therefore, I would strongly urge the
committee to include the following policy proposals contained
within the bill.
First is funding for active transportation projects with an
Active Transportation Connectivity Grant program to support
infrastructure investment in connected active transportation
networks for walking and bicycling. The funding would support
the development of active transportation networks such as the
Veterans Memorial Greenway, which will connect Lebanon Hills
and the Mississippi River Greenway through the Inver Grove
Heights and Eagan communities. Last year H.R. 2 proposed to
dedicate $250 million in 1 year for the program. The
infrastructure bill under development should include the grant
program with full funding of $500 million per year over the
full life of the bill.
Secondly, increase Federal-aid highway funding and
establish the Community Transportation Investment Grants
program. This would help local governments such as Dakota
County access new sources of funding to complete key community
projects that are urgently needed, but currently lack the
funding to complete.
Third, continue to recognize the importance of freight, and
ensure devoted funding for multimodal transportation projects
such as those under development on Highway 13 between
Burnsville and Savage in my congressional district.
Fourth, increase flexibility and direct funding for rural
communities and re-adopt the Craig Local Roads Amendment. H.R.
2 contained historic investments in dedicated local
transportation funding, including the $600 million per year
through the Community Transportation Grant program for projects
that improve safety and make necessary improvements, with a
minimum of 25 percent of those funds set aside for our rural
communities. It also would have established the Rebuild Rural
Grant program focused on infrastructure in rural communities,
and expand the High Risk Rural Roads program, and increase
investments for safe rural roads without depleting other
funding resources.
The base bill should also include the text of my amendment
that was included to provide dedicated surface transportation
block grant funding to local roads in communities with
populations under 5,000.
Three more quick priorities.
Create a standalone bridge repair program. The updated
proposal should carry over the minimum bridge investment
requirement that will help States keep their bridges safe.
Encourage transportation and infrastructure careers. The
bill should again examine current efforts and look for ways to
encourage diverse applicants to fill in-demand transportation
career opportunities.
Finally, increase available, safe truck parking. The bill
should incorporate provisions of my Truck Parking Safety
Improvement Act to address the shortage of parking for
commercial motor vehicles to improve the safety of commercial
motor vehicle drivers.
I have also been hearing directly from my local communities
about the specific projects they wish to see funded under the
committee's new process, and I look forward to sharing those
with each of you soon. It is clear that demand is high for a
robust infrastructure package to meet the overwhelming need,
from the community's perspective, to increase our active trail
networks, repair our highways and freeways to a state of good
repair, and invest in modern transit systems.
Finally, I would also strongly encourage the committee to
add relevant infrastructure programs such as the EPA's section
319 program, and include the text of the bipartisan Local Water
Protection Act again this Congress, as the bill is advanced for
a final floor vote.
Thank you so much for your time and attention to such
important matters, and I yield back the balance of my time.
[Ms. Craig's prepared statement follows:]
Prepared Statement of Hon. Angie Craig, a Representative in Congress
from the State of Minnesota
Thank you Chairman DeFazio for recognizing me and holding today's
Member Day Hearing.
I'm grateful for all the work we accomplished in the 116th Congress
together and am very much looking forward to working with you and
Ranking Member Graves to continue our work.
As I've told both of you before, I came to Congress to work on
issues facing everyday Americans, like fixing our Nation's crumbling
infrastructure by making it easier for communities in my district to
carry out transformational projects.
As a former member of the Transportation and Infrastructure
Committee, I was proud to help shape H.R.2 last Congress and set the
roadmap for putting people back to work on our infrastructure needs--
like adding a lane and interchange on I-35 in Lakeville to ease
traffic, improving Highway 52 in Goodhue County and completing
outstanding projects on Highway 13 that will improve freight access.
Completing these projects, among many others, will help reduce
congestion, increase safety and are the infrastructure projects of our
future.
The Moving Forward Act contained a number of key infrastructure
policy priorities that we must get across the finish line this year.
I would strongly urge the Committee to include the following policy
proposals contained within the bill:
Funding for active transportation projects with an Active
Transportation Connectivity Grant Program to support infrastructure
investment in connected active transportation networks for walking and
bicycling. The funding would support the development of active
transportation networks such as the Veterans Memorial Greenway, which
will connect Lebanon Hills and the Mississippi River Greenway through
Inver Grove Heights and Eagan. Last year, H.R. 2 proposed to dedicate
$250 million in one year for the program; the infrastructure bill under
development should include the grant program with full funding at $500
million per year over the full life of the bill. (Sec. 1309)
Increase Federal-aid highway funding and establish the
Community Transportation Investment Grants program. This would help
local governments such as Dakota County access new sources of funding
to complete key community projects that are urgently needed but
currently lack the funding to complete. (Sec. 1302)
Continue to recognize the importance of freight and
ensure devoted funding for multimodal transportation projects such as
those under development on Highway 13 between Burnsville and Savage in
my Congressional District. (Sec. 1212)
Increase flexibility and direct funding for rural
communities, and re-adopt the Craig Local Roads Amendment. H.R.2
contained historic investments in dedicated local transportation
funding, including the $600 million per year through the Community
Transportation Grant Program for projects that improve safety and make
necessary improvements, with a minimum of 25% of those funds set aside
for rural communities. (Sec. 1302). It also would have established the
Rebuild Rural Grant program (Sec. 1307) focused on infrastructure in
rural communities and expanded the High Risk Rural Roads Program (Sec.
1209) and increase investments for safe rural roads without depleting
other funding resources. The base bill should also include the text of
my amendment that was included to provide dedicated surface
transportation block grant funding to local roads in communities under
5,000.
Create a standalone bridge repair program. The updated
proposal should carry over the minimum bridge investment requirement
that will help states keep their bridges safe. (Sec. 1207)
Encourage Transportation and Infrastructure Careers. The
bill should again examine current efforts and look for ways to
encourage diverse applicants to fill in-demand transportation career
opportunities. (Sec. 1610)
Increase Available Safe Truck Parking. The bill should
incorporate provisions of my Truck Parking Safety Improvement Act
(H.R.2187) to address the shortage of parking for commercial motor
vehicles to improve the safety of commercial motor vehicle drivers.
I have also been hearing directly from my local communities about
the specific projects they wish to see funded under the Committee's new
process and look forward to sharing those with you soon.
It is clear demand is high for a robust infrastructure package to
meet the overwhelming need from my communities to increase our active
trail networks, repair our highways and freeways to a state of good
repair and invest in modern transit systems.
I also strongly encourage the Committee to add relevant
infrastructure programs such as the EPA's Sec. 319 program and include
the text of the bipartisan Local Water Protection Act again this
Congress as the bill is advanced for a final floor vote.
Thank you for your time and attention to such an important matter.
I yield back the balance of my time.
Mr. Lynch. The gentlelady yields back. Our excellent
committee staff has informed me that the following Members are
in the queue and will be recognized in the following order: Mr.
Neguse of Colorado, Mr. Tonko of New York, Congresswoman
Stevens from Michigan, and Congresswoman Sanchez from
California.
So Mr. Neguse from Colorado, you are now recognized.
TESTIMONY OF HON. JOE NEGUSE, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF COLORADO
Mr. Neguse. Thank you, Mr. Chairman, for the opportunity to
testify today about some of my priorities within the
Transportation and Infrastructure Committee's jurisdiction.
I represent a vast and diverse district, Colorado's Second
Congressional District, that is bigger than the State of New
Jersey, that stretches from Boulder to Fort Collins and along
the Front Range of Colorado up through our mountain
communities. The infrastructure needs of my district are as
diverse as the geography of the district itself, which is also
rapidly growing. In my district and across the United States,
our infrastructure is no longer able to meet the needs of the
population and is in desperate need of repair and investments.
In Colorado there are more than 450 bridges, and 3,600
miles of roadway that are currently in poor condition. The
State's infrastructure received a C-minus on its Infrastructure
Report Card, illustrating the dire need for these investments
that we are talking about today.
There are a number of projects that are shovel-ready and we
will certainly advocate for as we work on the infrastructure
bill in the months ahead, in particular including improvements
on northern I-25 and on I-70 in the Floyd Hill project in my
community. And I appreciate the opportunity to highlight those
priorities, among others, for the committee.
I also want to talk about the importance of resiliency in
our infrastructure. As many of us have seen in our districts,
natural disasters are continuing to increase in number and
severity as a result of climate change. In the last 10 years,
extreme weather events have cost my State, Colorado, $50
billion in damages. In my community, many communities are still
recovering from devastating flooding that occurred 8 years ago,
in 2013, and now from the first and second largest wildfires in
recorded Colorado history, which burned in Colorado's Second
Congressional District last summer and last fall.
We have to prioritize resiliency when building and
rebuilding infrastructure to ensure that what we are building
will be able to withstand the challenges of climate change.
I want to thank the committee for the work that you have
already done to prioritize resiliency, and I would just ask you
to respectfully consider my Climate Resilient Communities Act
legislation in the upcoming infrastructure package. The bill
would require a study on the benefits in prioritizing
resiliency at the Federal Emergency Management Agency, or FEMA.
I was glad to work with this committee, and with Chairman
DeFazio in particular, last summer to include this bill as an
amendment to the Moving Forward Act, and I would hope to work
with you all again this year to include this bill in the
legislation.
Secondly, I would be remiss if I didn't talk about the
Wildfire Recovery Act, which is a bill that I introduced on a
bipartisan basis with Representative Curtis of Utah. And I know
it is incredibly important to the chairman, Chairman DeFazio,
as well.
The bill is a result of the large fires in Colorado and
many communities in the West, including in the States of
Oregon, Nevada, Utah, and California, experienced last year.
Driven by community concerns about meeting the cost share
requirements for Fire Management Assistance Grants, FMAG, from
FEMA, which supports firefighting costs related to wildfires,
this bill would allow for flexibility in the Federal cost share
for FMAG, and direct FEMA to issue guidance for raising that
cost share. For communities working to recover from wildfires,
and really facing a lot of budget pressures, flexibility in the
Federal cost share for the FMAG program would be a huge help.
And I hope to work with you and the committee in terms of
including this effort in the upcoming legislative package.
Lastly, I want to mention another issue that is certainly
very important to my district, which is train horns and quiet
zones. The train horn noise and quiet zones issue, I know, has
percolated before this committee on occasion in the past. Last
year I worked with the committee to include an amendment
studying train horn noise and additional measures that can be
used to qualify for quiet zones. I think many Members will
attest to this from the feedback they have received from their
communities, that the quiet zone process can be very arduous
and confusing for small cities and communities and counties
working on these applications.
And so this amendment would provide much-needed clarity for
those communities, and I would hope that the committee would
consider including that amendment, which would reduce the
burdens on communities, and increase the transparency
surrounding the quiet zone process in, ultimately, the final
infrastructure bill that is approved by the committee.
In closing, I want to thank Chairman DeFazio and Ranking
Member Graves for the opportunity to testify before you today,
and I want to thank you for the many opportunities you provided
for Members to engage in the infrastructure and surface
transportation reauthorization projects, and the exciting
opportunities provided with Member-designated projects.
And I also want to thank, in particular, the staff of the
Transportation and Infrastructure Committee, who have just been
so incredible to work with, with our team, in ensuring that we
highlight these various priorities, which are incredibly
important to the people of Colorado and, ultimately, the people
of our country.
With that, Mr. Chairman, I thank you for your
consideration, and I yield back the balance of my time.
[Mr. Neguse's prepared statement follows:]
Prepared Statement of Hon. Joe Neguse, a Representative in Congress
from the State of Colorado
Thank you Chairman DeFazio and Ranking Member Graves for the
opportunity to testify today about some of my priorities within the
Transportation and Infrastructure committee jurisdiction.
I represent a vast and diverse district, Colorado's Second, from
Boulder and Fort Collins along the Front Range of Colorado up through
the mountains. The infrastructure needs of my district are as diverse
as the geography of the district itself, which is also rapidly growing.
In my district and across the US, our infrastructure is no longer able
to meet the needs of the population and is in desperate need of repair
and further investments.
In Colorado, there are more than 450 bridges and 3,600 miles of
roadway that are currently in poor condition. The state's
infrastructure received a C- on its infrastructure report card,
illustrating the dire need for these investments that we are talking
about today.
Resilient Infrastructure
I would like to start by talking about the importance of resiliency
in our infrastructure. As many of us have seen in our districts,
natural disasters are continuing to increase in number and severity, as
a result of climate change. In the last ten years, extreme weather
events have cost Colorado $50 billion in damages. In my district,
communities are still recovering from devastating flooding that
occurred in 2013; and now from the first and second-largest wildfires
in Colorado history that burned in Colorado's Second District last
summer and fall.
We must prioritize resiliency when building and rebuilding
infrastructure, to ensure that what we are building will be able to
withstand the challenges of climate change. I thank you for the work
you are already doing to prioritize resiliency, and I would ask you to
consider including my Climate Resilient Communities Act in the upcoming
infrastructure package. This bill would require a study on the benefits
to prioritizing resiliency at the Federal Emergency Management Agency
(FEMA). I was glad to work with you last summer to include this bill as
an amendment to the Moving Forward Act, and hope to work with you again
this year to include this bill.
Wildfire Recovery Act
I would also like to talk about the Wildfire Recovery Act, a bill I
introduced with Rep. Curtis of Utah as a result of the large fires
Colorado--and many communities in the West--experienced last year.
Driven by community concerns about meeting the cost share requirements
for Fire Management Assistance Grants (FMAG) from FEMA, which supports
firefighting costs related to wildfires, this bill would allow for
flexibility in the federal cost share for FMAG and direct FEMA to issue
guidance for raising that cost share. For communities working to
recover from wildfires and facing budget pressures, flexibility in the
federal cost share for the FMAG program would be a great help, and I
hope to also work with you on including this effort in the upcoming
legislative package.
RRIF Equity Act
I would also like to express my support for legislation soon to be
introduced by my colleague from Colorado, Representative Perlmutter,
which would provide a fix for an issue with the Railroad Rehabilitation
Improvement and Financing (RRIF) grant program that we have been
working with your committee on the last few years. Despite having
repaid their entire loan, the Regional Transportation District (RTD) in
Colorado is unable to get their Credit Risk Premium (CRP) returned to
them until every grantee from their loan cohort has repaid their loans.
Last year, a fix for this issue was included in the House-passed
appropriations bill, but unfortunately it was not included in the final
Fiscal Year 2021 appropriations package. I am supportive of this bill
my colleague introduced, and efforts to ensure RTD and others in their
loan cohort can receive their Credit Risk Premium once they've repaid
their entire loan.
Train Horns and Quiet Zones
Another issue of importance in my district is that of train horn
noise and Quiet Zones. Last year, I also worked with your committee to
include an amendment studying train horn noise and additional measures
that can be used to qualify for Quiet Zones. The Quiet Zone process can
be arduous and confusing for cities and counties working on these
applications, and this amendment would provide needed clarity for those
communities. I look forward to continuing to work with you on these
efforts, as we look for ways to reduce the burden on communities and
increase transparency surrounding the Quiet Zone process.
Closing
In closing, thank you Chairman DeFazio and Ranking Member Graves
for the opportunity to testify before you today. I additionally want to
thank you for the many opportunities you have provided for members to
engage in the infrastructure and surface transportation reauthorization
process, and the exciting opportunities provided with Member Designated
Projects.
I am glad we will be building off of last year's Moving Forward
Act, which included key investments in built infrastructure such as
roads, bridges, transit, and railroads, but also included funding for
school buildings and other important infrastructure. Our infrastructure
is in dire need of investment across the board, and I am excited about
the opportunities ahead of us to craft a comprehensive infrastructure
package that meets the needs of the American people.
Thank you, and I yield back.
Mr. Lynch. The gentleman yields back.
The Chair now recognizes the gentleman from New York, Mr.
Tonko, for 5 minutes.
TESTIMONY OF HON. PAUL TONKO, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF NEW YORK
Mr. Tonko. Thank you, thank you. I just thank the Chair
DeFazio, Representative Lynch, and members of the committee for
the opportunity to address the Transportation and
Infrastructure Committee today.
For far too long, our Nation's infrastructure has fallen
into disrepair, dragging down our economy, and leaving us
failing to meet the needs of the American people, and
struggling to compete with the rest of the world. I continue to
hear from residents of New York's 20th Congressional District
about the risks posed by crumbling infrastructure. We have seen
bridges collapse, communities experience repeated flooding, and
the lack of equitable access to public transit.
New York received a C-minus grade on its Infrastructure
Report Card from the American Society of Civil Engineers. This
barely passing grade illuminates many deficiencies that require
immediate attention, including repairs to our highways and
bridges; modernization of public transportation, including
trains and transit; the need to modernize our drinking water
systems and wastewater treatment works and to do so with
greater coordination in our approach to action within the
interconnected water and sewer sectors; and efforts to increase
energy efficiency to reduce household energy costs, improve
weatherization, and ensure grid resiliency.
Transformational spending on infrastructure is key to our
economic recovery. In districts like mine, the expansion of
rail networks to connect small towns, addressing repeated water
main breaks, the revitalization of local ports, and increased
funding for innovative research and development will provide
short-, medium-, and certainly long-term improvements to the
systems that connect us and our economic prospects.
In our efforts to maximize job creation, we must ensure
that disadvantaged communities are not left behind. An outsized
emphasis on shovel-ready requirements predominantly benefits
already well-off communities over those that, without early-
stage support, would be unable to get projects past initial
engineering and design work. For struggling towns and cities,
this early project investment can make all the difference.
I believe that addressing our infrastructure challenges are
a critical component of our holistic efforts to combat climate
change and ensure a livable world for current and future
generations. Building back better means embracing science,
prioritizing the resiliency of our built and our natural
environment. As chair of the Energy and Commerce Committee's
Subcommittee on Environment and Climate Change, I recognize
that the climate crisis is one of the greatest challenges of
our lifetime. And bold Federal climate action presents one of
the greatest opportunities to create millions of good-paying
jobs, and ensure that our workers and our businesses can
compete in the already ongoing transition to a sustainable
future and a clean-energy economy.
Earlier this year I helped introduce the CLEAN Future Act,
ambitious climate legislation that would ensure that the United
States take aggressive action this decade to achieve net zero
greenhouse gas pollution as quickly as possible. There is no
question that this infrastructure bill is a tremendous
opportunity to help us reach those lofty climate goals. Our
Nation's deteriorating infrastructure is not solely a State or
Federal issue. It is not a small or large business issue. It is
not a Democratic or a Republican issue. Infrastructure is an
American issue that directly affects our ability to compete in
the global marketplace and provide financial security for
millions of American families.
In this moment we are presented with a once-in-a-lifetime
opportunity to overcome the darkness of this pandemic, combat
climate change, and rebuild our Nation in ways that make us
stronger, safer, and certainly more respected. This is not only
an opportunity to pave the roads we drive and improve our
bridges. This is an opportunity to pave the way to a clean
energy economy and build a bridge to connect us with a most
prosperous future. Time is of the essence, and I look forward
to working with you to deliver this powerful investment in the
lives and livelihoods of all Americans.
My district is a compilation of several small cities, mill
towns that are looking to reinvent themselves, to have that
reconstruction effort made in their generation, and to have a
comeback scenario really be a live and real concept. To do
that, we need to make certain we invest in those small cities,
those struggling cities. They need that opportunity to compete
effectively, to have shovel-ready. They need those funds for
that early start initiative. And they need to have
information--inserting resources on items that will address
quality of life, including rail opportunities, train stations,
and certainly the efforts to have green moments, with
infrastructure that provides innovative opportunities for
infrastructure in their comeback scenario reconstruction
moment.
So thank you, one and all, for the opportunity to invest in
all of our communities, and to give that particular attention
to innovation and our struggling communities looking to
reinvent themselves.
With that I yield back, Mr. Chair.
[Mr. Tonko's prepared statement follows:]
Prepared Statement of Hon. Paul Tonko, a Representative in Congress
from the State of New York
Thank you, Chairman DeFazio, for the opportunity to address the
Committee today.
For far too long, our nation's infrastructure has fallen into
disrepair, dragging down our economy and leaving us failing to meet the
needs of the American people and struggling to compete with the rest of
the world. I continue to hear from residents of New York's 20th
congressional district on the risks posed by crumbling infrastructure--
we have seen bridges collapse, communities experience repeated
flooding, and a lack of equitable access to public transit.
New York received a C- grade on its Infrastructure Report Card from
the American Society of Civil Engineers. This barely passing grade
illuminates many deficiencies that require immediate attention--
including repairs to our highways and bridges; modernization of public
transportation, including trains and transit; the need to modernize our
drinking water systems and wastewater treatment works, and to do so
with greater coordination in our approach to action within the
interconnected water and sewer sectors; and efforts to increase energy
efficiency to reduce household energy costs, improve weatherization,
and ensure grid resiliency.
Transformational spending on infrastructure is key to our economic
recovery--in districts like mine, the expansion of rail networks to
connect small towns, addressing repeated water main breaks, the
revitalization of local ports, and increased funding for innovative
research and development will provide short, medium, and long-term
improvements to the systems that connect us and our economic prospects.
In our efforts to maximize job creation, we must ensure that
disadvantaged communities are not left behind. An outsized emphasis on
shovel-ready requirements predominantly benefits already well-off
communities over those who, without early-stage support would be unable
to get projects past initial engineering and design work. For
struggling towns and cities, this early project investment can make all
the difference.
I believe that addressing our infrastructure challenges are a
critical component of our holistic efforts to combat climate change and
ensure a livable world for current and future generations. Building
back better means embracing science, prioritizing the resiliency of our
built and natural environment.
As Chairman of the Energy and Commerce Committee's Subcommittee on
Environment and Climate Change, I recognize that the climate crisis is
one of the greatest challenges of our lifetime--and bold federal
climate action presents one of the greatest opportunities to create
millions of good paying jobs and ensure that our workers and businesses
can compete in the already ongoing transition to a sustainable future
and a clean energy economy. Earlier this year, I helped introduce the
CLEAN Future Act, ambitious climate legislation that would ensure that
the United States take aggressive action this decade to achieve net
zero greenhouse gas pollution as quickly as possible.
There is no question that this infrastructure bill is a tremendous
opportunity to help us reach those climate goals.
Our nation's deteriorating infrastructure is not solely a state or
federal issue. It is not a small or large business issue. It is not a
Democratic or a Republican issue. Infrastructure is an American issue
that directly affects our ability to compete in the global marketplace
and provide financial security for millions of American families.
In this moment, we are presented with a once-in-a-lifetime
opportunity to overcome the darkness of this pandemic, combat climate
change, and rebuild our nation in ways that make us stronger, safer,
and more respected.
This is not only an opportunity to pave the roads we drive and
improve our bridges--this is an opportunity to pave the way to a clean
energy economy and build a bridge to connect us with a more prosperous
future.
Time is of the essence, and I look forward to working with you to
deliver this powerful investment in the lives and livelihoods of all
Americans.
Mr. Lynch. The gentleman yields back.
The Chair now recognizes the gentlewoman from Michigan, Ms.
Stevens, for 5 minutes.
TESTIMONY OF HON. HALEY M. STEVENS, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF MICHIGAN
Ms. Stevens. Great, thank you so much, Mr. Chair, for
affording the time for these Member hearings. I am delighted to
testify before you here today.
Certainly it is no surprise, and it is certainly an
imperative for the State of Michigan and in my district,
located in the southeastern corridor, that we are in desperate
need of road improvements. And it is an unfunded mandate, and
it is hampering economic activity. It is hurting public safety.
And it is a demand that is crying out from every corner of
Michigan's incredible 11th Congressional District.
Though our local and State officials have led the way with
investing in local infrastructure and supporting infrastructure
needs, there just hasn't been enough Federal support in our
communities involving infrastructure needs, including simply
making sure that our existing roads are still effective and
safe.
There is a great example of a project in my district that I
am really excited to share with all of you here today, a
bipartisan, bicounty, multiple-community project called the
Beck Road Improvement Corridor. This multijurisdictional
project seeks to expand a congested roadway that is part of our
Federal-aid highway, and install a grade separation to
alleviate traffic and improve safety. The Beck Road Business
Corridor Railroad Crossing Safety Project will construct a
five-lane overpass over a current at-grade three-track railroad
crossing on a busy business corridor with over 28,000 cars
daily in the fastest growing section of the Metro Detroit area.
There are many--in fact, almost countless--industrial and
retail concerns lining the Beck Road Business Corridor that
must use a congested two-lane Beck Road corridor--lane--roadway
and crossing that serves at least three freight trains. Right?
So this is just a major focus of my communities, and something
that we have been rallying around for years now. So we have got
over 340 Wixom employers near the Beck Road Business Corridor
railroad grade crossing area that depend on this road for
access for their employers, for employees, for customers, and
for freight traffic. There are approximately 7,000 jobs within
1 mile on either side of Beck Road. The average daily traffic
counted on this road has increased approximately 200 percent
over the last 20 years, resulting in a crash frequency that is
10 times worse than the regional average.
This project has strong community support, as I mentioned,
and what I would like to do here--I have this map, all right?
And I want to enter, Mr. Chair, to the record, this map of the
project to show its significance for the region. All right? We
have an aerial view of the map, and we have the actual snapshot
of what that map looks like, if that is OK, Mr. Chairman.
Mr. Lynch. Without objection, so ordered.
[The information follows:]
Aerial View and Map of the Beck Road Project, Submitted for the Record
by Hon. Haley M. Stevens
[GRAPHICS NOT AVAILABLE IN TIFF FORMAT]
Ms. Stevens. Thank you. So this is by no means the only
project in my district worth highlighting as a critical piece
of our thriving innovation ecosystem. But it is one example of
how far investments can go to make our constituents' lives
better, and to make sure that we are all receiving our fair
share of Federal funding and utilization of Federal taxpayer
dollars. Certainly, approaches have been taken--received grants
that have not been awarded at this time.
We also need for Michigan--it is incumbent on me to mention
the consideration and the importance of electric vehicle
charging infrastructure. The auto industry is the economic
backbone of both my district and the State of Michigan, and our
companies and workers have been long making investments into
new battery production technology to increase the use of
electric vehicles in the United States. So what we would like
you to do is make sure that we are prioritizing electric
vehicle infrastructure in any upcoming legislation, and to
ensure that the United States of America is the continued
driver and accelerator and proliferator of this great American
jobs opportunity in electric vehicles.
I am looking forward to working with you and your committee
as we continue to invest in infrastructure and address issues
such as safety and congestion, and I yield back, Mr. Chair.
[Ms. Stevens' prepared statement follows:]
Prepared Statement of Hon. Haley M. Stevens, a Representative in
Congress from the State of Michigan
Good afternoon. I would like to thank you, Chairman DeFazio,
Ranking Member Graves, and distinguished Members of the Transportation
and Infrastructure Committee for hosting this hearing today to seek our
input on infrastructure issues critical to our districts.
As I visit every corner of my incredible district in southeastern
Michigan, one common theme has become abundantly clear--our roads are
in desperate need of improvement. Though our local and state officials
have led the way with investing in our infrastructure, there has not
been nearly enough federal support for our communities' evolving
infrastructure needs, from electric vehicle infrastructure to simply
making sure our existing roads are still effective.
One such project in my district is the Beck Road Improvement
Corridor. This is a multi-jurisdictional project comprised of four
municipalities and two countries, which seeks to expand a congested
roadway to alleviate traffic.
There are approximately 7,000 jobs within one mile on either side
of Beck Road, with hundreds of companies that rely on this road for
freight and customer traffic. The average daily traffic county on this
road has more than doubled over the past 20 years, resulting in a crash
frequency that is 10 times worse than the regional average.
Though I strongly support continued investment in transit options
to reduce congestion and increase safety, our roadways and bridges have
been so neglected that making investments such as this project today
will create meaningful solutions to accommodate traffic growth, safety,
and economic development in regions such as my district where public
transit is not easily accessible.
This is by no means the only project in my district worth
highlighting as a critical piece of our thriving innovation ecosystem
in Michigan-11, but it is one example of how far our investments can go
to make our constituents' lives better and their families safer.
Another topic I would like to lay before the Committee's
consideration is the importance of electric vehicle charging
infrastructure. The auto industry is the economic backbone of both my
district and the state of Michigan, and our companies and our workers
have been making investments into new battery and production technology
to increase the use of electric vehicles in the United States.
Though the technology and market issues are key, our electric
vehicle development is only as good as the infrastructure that enables
widespread consumer use. With any infrastructure package, we have a
great opportunity to invest in a standardized charging system across
the U.S. to ensure that any driver of an electric vehicle has access to
adequate charging capability while creating good-paying American union
jobs.
I look forward to working with your committee to invest in
America's infrastructure while creating jobs and sparking innovative
solutions to critical transportation issues such as safety and
congestion.
Thank you, and I yield back.
Mr. Lynch. The gentlelady yields back.
The Chair now recognizes the gentlewoman from California,
Ms. Sanchez, for 5 minutes.
TESTIMONY OF HON. LINDA T. SANCHEZ, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF CALIFORNIA
Ms. Sanchez. Thank you, Mr. Chairman, and thank you to the
ranking member, as well, for this important opportunity to
highlight the needs of working families in my communities.
In southern California we are used to wasting, literally,
years of our lives just sitting, stuck in traffic. For so many
families, the pandemic has been the first time that traffic
wasn't a daily reality in their lives. And for a short time
before the wildfire season, we experienced the cleanest air
anyone can remember after our highways emptied out. It
shouldn't take the worst global health crisis in a century, and
our lives coming to a standstill, just to experience some fresh
air. We have got to do better, especially for communities like
mine in eastern L.A. County that have seen transportation
investments pass us by.
I have been proud to work with L.A. Metro, the county, and
local agencies on projects to fix this inequity. For example,
the West Santa Ana Branch will finally bring rail service to
1.2 million L.A. County residents who have never had an
alternative to sitting in traffic, whether in a car or a bus.
Once this 19-mile corridor is complete, it will link the cities
that I serve, like Bellflower, Artesia, and Cerritos, with the
entire L.A. Metro rail network.
Many other cities I represent can finally look forward to
rail service through the extension of the Gold Line through the
Eastside Corridor phase 2. This critical project will bring
clean, affordable transportation, and historic opportunities to
the cities of Montebello, Pico Rivera, Santa Fe Springs, and
Whittier.
Neither project by themselves will erase decades of
uninvestment and underinvestment, but they are exactly the kind
of meaningful differences that we can make to reduce some of
the daily pressures on working families. And neither would be
possible without my community's willingness to vote itself tax
increases time and time again. We put our own skin in the game
over and over again, because we can't wait any longer to fix
the Federal Government's historic obsession with highways that
divide our communities.
While we build a future for our kids that isn't dependent
on sitting in a car, we also have got to take better care of
the roads and bridges that we continue to rely on. The Del Amo
Boulevard Bridge is a perfect example of what happens when the
Federal Government fails to keep up with the basics. It is over
50 years old, it is rated structurally deficient, and it snarls
traffic every single day. It also connects two counties and
three cities, so it is the kind of project that the Federal
Government should help fix.
Fortunately, L.A. Metro has stepped up with county tax
dollars so that we can proceed with the project's planning. But
this transportation reauthorization should be the first step in
better helping our communities keep up with our infrastructure
needs. After the crisis we have lived through, the work we are
doing this year is deeply urgent to finally put the pandemic in
the rearview mirror.
But we can't just rebuild to the old normal, where the
first breath of clean air comes from our economy being closed
overnight. We have got to rebuild a future where clean air and
opportunity is a reality for all, no matter what zip code you
live in. By properly funding critical projects like these, we
will accomplish just that.
Thank you, Mr. Chairman, for listening to my comments, and
I yield back.
[Ms. Sanchez's prepared statement follows:]
Prepared Statement of Hon. Linda T. Sanchez, a Representative in
Congress from the State of California
Thank you, Chairman DeFazio and Ranking Member Graves, for this
important opportunity to highlight the needs of working families in my
community.
In Southern California, we are used to wasting years of our lives
to just sitting in traffic. For so many families, the pandemic has been
the first time that traffic wasn't a daily reality in their lives.
And for a short time before wildfire season, we experienced the
cleanest air anyone can remember after our highways emptied out. It
shouldn't take the worst global health crisis in a century and our
lives coming to a standstill just to experience some fresh air.
We've got to do better.
Especially for communities like mine in eastern LA county that have
seen transportation investments pass us by. I've been proud to work
with LA Metro, the county, and local agencies on projects to fix this
inequity.
For example, the West Santa Ana Branch will finally bring rail
service to 1.2 million LA County residents who have never had an
alternative to sitting in traffic--whether in a car or a bus.
Once this 19 mile corridor is complete, it will link many of the
cities I serve like Bellflower, Artesia, and Cerritos with the entire
LA Metro rail network. Many other cities I represent can also finally
look forward to rail service through the extension of the Gold Line
through the Eastside Corridor Phase 2.
This critical project will bring clean, affordable transportation
and historic opportunity to the cities of Montebello, Pico Rivera,
Santa Fe Springs, and Whittier. Neither of these projects by themselves
will erase decades of underinvestment. But they are exactly the kind of
meaningful differences we can make to reduce some of the daily pressure
on working families.
And neither would be possible without my community's willingness to
vote itself tax increases time and again. We put our own skin in the
game over and over again because we can't wait any longer to fix the
federal government's historic obsession with highways that divide our
communities.
While we build a future for our kids that isn't dependent on
sitting in a car, we also have got to take better care of the roads and
bridges we will continue to rely on. The Del Amo Boulevard bridge is a
perfect example of what happens when the federal government fails to
keep up with the basics.
It's over 50 years old, rated ``structurally deficient,'' and
snarls traffic every single day. It also connects 2 counties and 3
cities. So it is the kind of project that the federal government should
help fix.
Fortunately LA Metro has stepped up with county tax dollars so that
we can proceed with the project's planning.
But this transportation reauthorization should be the first step in
better helping our communities keep up with our infrastructure needs.
After the crisis we have lived through, the work we are doing this year
is deeply urgent to finally put the pandemic in the rearview mirror.
But we can't just rebuild to the old normal where the first breath
of clean air came from our economy closed overnight. We've got to
rebuild to a future where clean air and opportunity is a reality for
all. No matter the zip code.
By properly funding critical projects like these, we will.
Thank you, Mr. Chairman, I yield back.
Mr. Lynch. The gentlelady yields back.
Our excellent staff has once again informed me that the
following Members are now in the queue, and will be recognized
in the following order: Mr. Rosendale of Montana; Ms. Gay
Scanlon of Pennsylvania; Mr. O'Halleran of Arizona; Mr. Levin
of Michigan; Mrs. Lawrence of Michigan; Mrs. Trahan of
Massachusetts; and Mr. Connolly of Virginia.
So the Chair now recognizes Mr. Rosendale of Montana for 5
minutes.
TESTIMONY OF HON. MATTHEW M. ROSENDALE, Sr., A REPRESENTATIVE
IN CONGRESS FROM THE STATE OF MONTANA
Mr. Rosendale. Chairman DeFazio and Ranking Member Graves,
thank you very much for having me here today.
As you look to develop surface transportation legislation,
I ask that you recognize the importance of Federal-aid highways
in rural States and the vital role they play, not only my
community, but nationally.
Federal-aid highways are the lifeblood of Montana's
economies, serving interstate commerce and tourism, and they
provide vital connections for people and businesses from all
over the country. Montana's agriculture, natural resources, and
energy industries rely heavily on strong highway systems to
provide access to domestic and international markets. The State
of Montana has 73,648 miles of road, of which they rely heavily
on Federal funding, as we have one of the lowest population
bases in the country. I ask that you recognize the benefits of
investment in highways in rural States, and the unique
challenges faced by States with long stretches of road and few
people to support them.
Furthermore, I ask that the committee consider legislation
to invest in our Nation's infrastructure, and I urge you to
include bipartisan language that authorizes the Keystone XL
pipeline. As you know, on the first day in office, President
Biden issued an Executive order revoking the permit for a
Keystone XL pipeline. I urge you to consider the lasting
impacts this policy will have on Montana taxpayers and local
economies.
The Keystone XL pipeline would cross the United States-
Canadian border in Phillips County, Montana. This project would
provide 12,000 jobs to the surrounding areas, and has already
created 200 jobs in Montana alone, therefore stimulating local
economies and creating additional jobs to support these
workers.
The Keystone XL pipeline would generate tens of millions of
dollars in tax revenues for local communities, including county
governments and school districts. In fact, the project would
provide $26 million per year in combined tax revenue to six
Montana counties, and approximately $60 million annually,
statewide. The President's decision to cancel the permit will
eliminate 3,700 Montana-based construction jobs that would have
garnered $127 million in employment earnings.
This project would benefit historically poor rural areas. I
urge the committee to take up bipartisan language that
authorizes the Keystone XL pipeline.
Thank you for allowing me to come before the committee to
discuss Montana's priorities. I yield my remaining time.
[Mr. Rosendale's prepared statement follows:]
Prepared Statement of Hon. Matthew M. Rosendale, Sr., a Representative
in Congress from the State of Montana
Chairman DeFazio, Ranking Member Graves, thank you for having me
here today.
As you look to develop surface transportation legislation, I ask
that you recognize the importance of federal-aid highways in rural
states and the vital role they play not only in my community, but
nationally.
Federal-aid highways are the life blood of Montana's economies,
serving interstate commerce, tourism, and they provide vital
connections for people and business from all over the country.
Montana's agriculture, natural resources, and energy industries
rely heavily on strong highway systems to provide access to domestic
and international markets.
The state of Montana has 73,648 miles of road, of which they rely
heavily on federal funding as we have one of the lowest population
bases in the country.
I ask that you recognize the benefits of investment in highways in
rural states and the unique challenges faced by states with long
stretches of road and few people to support them.
Furthermore, I ask that the committee consider legislation to
invest in our nation's infrastructure, and I urge you to include
bipartisan language that authorizes the Keystone XL Pipeline.
As you know, on his first day in office President Biden issued an
Executive Order revoking the permit for the Keystone XL pipeline.
I urge you to consider the lasting impacts this policy will have on
Montana taxpayers and local economies.
The Keystone XL pipeline would cross the United States-Canadian
border in Philips County, MT.
This project would provide 12,000 jobs to the surrounding areas and
has already created 200 jobs in Montana alone.
Therefore, stimulating local economies and creating additional jobs
to support these workers.
The Keystone XL pipeline would generate tens of millions of dollars
in tax revenues for local communities, including county governments and
school districts.
In fact, the project would provide $26 million per year in combined
tax revenue to 6 Montana counties.
The president's decision to cancel the permit, will eliminate 3,700
Montana based construction jobs that would have garnered $127 million
in employment earning.
This project would benefit historically poorer, rural areas.
I urge the committee to take up bipartisan language that authorizes
the Keystone XL Pipeline.
Thank you for allowing me to come before the committee to discuss
Montana's priorities.
I yield my time.
Mr. Lynch. The gentleman yields back.
The Chair now recognizes Ms. Gay Scanlon from Pennsylvania
for 5 minutes.
TESTIMONY OF HON. MARY GAY SCANLON, A REPRESENTATIVE IN
CONGRESS FROM THE COMMONWEALTH OF PENNSYLVANIA
Ms. Scanlon. Thank you so much for hosting us to talk about
the needs of our districts.
I represent Pennsylvania's Fifth Congressional District,
which includes parts of Philadelphia and its suburbs, and much
of the infrastructure network for the region and, in fact, the
east coast. My district includes Philadelphia's airport, port,
rail yard, and a key part of the Northeast Corridor, dozens of
miles of highway and passenger rail lines. Pennsylvania's Fifth
Congressional District also includes much of the Southeastern
Pennsylvania Transportation Authority's transit network, which
operates commuter and light rail lines, subways, trolleys, and
buses that link Philadelphia and its suburbs.
The problems facing my district's infrastructure system are
not that different from those of similar Northeast cities.
Systems are old, heavily used, and authorities don't have
enough money to meet their maintenance needs. For decades we
have allowed this underfunding to persist, so that now the
Greater Philadelphia area has billions of dollars in
maintenance backlogs, which, in turn, prevent investment in
modernization, expansion, or other improvements, as every
dollar is stretched thin to keep the whole network functioning.
The Pennsylvania Department of Transportation spends about
$9 billion a year, and yet this meets only about half the
Commonwealth's maintenance, modernization, and upgrade needs.
My region's MPO, the Delaware Valley Regional Planning
Commission, estimates that the Philadelphia region will need
$130 billion over the next 25 years to bring the system to a
state of good repair. And SEPTA has a $5 billion maintenance
backlog, with a $640 million annual capital budget.
This lack of funding is unsustainable, and that is why it
is so important for Congress to get these infrastructure bills
right. With the right amount of funding, and with the
commitment of forward-thinking and long-term investments, we
can provide the foundation for robust economic growth in the
21st century. The fixes, upgrades, and expansions that Federal
dollars will facilitate will translate directly into jobs and
economic activity, as well as less traffic, better and more
economical road safety, and cleaner air and water.
And so I ask your committee to continue to lead the way in
providing robust, comprehensive funding to meet the country's
infrastructure needs. We need funding for backlogs, new
projects, climate change mitigation, and road safety; funding
for airports, ports, and multimodal connections to ensure
reliable, low-cost supply chains for businesses and
manufacturers; and funding for Amtrak to improve passenger rail
service and explore opportunities for high-speed rail.
The possibilities for our country are endless. We need only
the imagination to realize these ambitious goals.
We cannot afford to limit our conversations on
infrastructure to roads and bridges. Social infrastructure must
be part of any bill we move forward if we are to maintain
America's competitiveness in the global economy.
Congress made great progress last year in passing H.R. 2,
the Moving Forward Act, which included keystone bills from the
Education and Labor, Energy and Commerce, and Financial
Services Committees to rebuild our schools, construct
affordable housing, and expand broadband access to the whole
country. These projects, along with affordable, quality
childcare for our next generation, and provisions to help our
seniors age in place and with dignity, will have a tremendous
impact on my constituents, while creating good-paying jobs and
stimulating economic growth.
I know that some of these issues may be beyond your
committee's jurisdiction, but I ask that you please continue
working with the other committees to ensure that the American
Jobs Plan meets the ambitious goals set by President Biden. As
you develop these important infrastructure bills, I thank you
for keeping these concerns in mind.
Thank you all again for holding this hearing and allowing
me to share my district's priorities with you. I yield back.
[Ms. Scanlon's prepared statement follows:]
Prepared Statement of Hon. Mary Gay Scanlon, a Representative in
Congress from the Commonwealth of Pennsylvania
Chairman DeFazio, Ranking Member Graves, and the entire committee--
thank you for providing your colleagues with the opportunity to voice
our infrastructure priorities as you all begin working on this year's
surface transportation reauthorization bill and the American Jobs Plan.
In the months ahead, Congress has a once in a generation
opportunity to fix, modernize, and reimagine our infrastructure systems
to address today's shortcomings and tomorrow's needs. We have aging
transportation networks, fragile electric grids, and a shamefully
lacking water infrastructure that leaves an unacceptably high number of
Americans without clean drinking water or adequate sewage systems. And,
all of this is happening in the greater context of the climate crisis,
where on one hand, our infrastructure remains vulnerable to climate
change, and on the other, smart investments in our infrastructure will
allow for emissions reductions and greater climate resiliency. So, as
you consider these problems and the bold solutions necessary to address
them, I ask that you please consider the needs of my district.
I represent Pennsylvania's Fifth Congressional district, which
includes parts of Philadelphia and its suburbs, and much of the city's
infrastructure network. My district includes Philadelphia's airport,
port, rail yard, and, as a key part of the northeast corridor, dozens
of miles of highways and passenger rail lines. PA-5 also includes much
of the Southeastern Pennsylvania Transportation Authority's transit
network, which operates multiple commuter and light rail lines that
link Philadelphia and its suburbs.
The problems facing my district's infrastructure system are not
that different from those of similar northeast cities--everything is
old, heavily used, and transportation authorities don't have nearly
enough money to meet their maintenance needs. For decades, Congress
allowed this underfunding to persist, so that now the greater
Philadelphia area has billions of dollars in maintenance backlogs,
Which in turn prevent investment in modernization, expansion, or other
improvements, as every dollar is stretched thin to keep the whole
network functioning.
The Pennsylvania Department of Transportation spends about $9
billion a year, and yet this only meets about half the Commonwealth's
maintenance, modernization, and upgrade needs. My region's MPO--the
Delaware Valley Regional Planning Commission--estimates that the
Philadelphia region will need $130 billion over the next 25 years to
bring the system to a state of good repair. And, SEPTA has a $5 billion
maintenance backlog with a $640 million annual capital budget. This
lack of funding is unsustainable, and that is why it is so important
for Congress to get these infrastructure bills right.
With the right amount of funding, and with a commitment to forward-
thinking, long-term investments, we can provide the foundation for
robust economic growth in the 21st Century. The fixes, upgrades, and
expansions that federal dollars will facilitate will translate directly
into jobs and economic activity, as well as less traffic, better road
safety, and cleaner air and water.
And so, if there's one thing you take away from my testimony today,
it's that your committee leads the way in providing robust,
comprehensive funding to meet the country's infrastructure needs. We
need funding for backlogs, new projects, climate change mitigation, and
road safety; funding for airports, ports, and multimodal connections to
ensure reliable, low-cost supply chains for businesses and
manufacturers; and funding for Amtrak to improve passenger rail service
and explore opportunities for high-speed rail. The possibilities for
our country are endless; we need only the imagination to realize these
ambitious goals.
As you continue to develop these important infrastructure bills,
please keep these concerns in mind. Thank you all again for holding
this hearing and allowing me to share my district's priorities with
you.
Mr. Lynch. The gentlelady yields back.
The Chair now recognizes the gentleman from Arizona, Mr.
O'Halleran, for 5 minutes.
TESTIMONY OF HON. TOM O'HALLERAN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF ARIZONA
Mr. O'Halleran. I want to thank the chairman and the
ranking member. Thank you for offering this important
opportunity for Members to come before the committee to speak
about infrastructure priorities. I am grateful for this
opportunity to highlight the needs of rural and Tribal
communities across Arizona.
The lack of bipartisan solutions to our national
infrastructure has cost communities billions of dollars in
economic activity and put the lives of children and families
across the Nation in danger. I am looking forward to a
bipartisan process going forward.
To rebuild rural communities, Congress must focus on
economic development, including high-speed broadband, improving
educational outcomes, and access to high-quality healthcare in
rural communities. Rebuilding roads and highways in rural and
Tribal areas must be a priority for any upcoming infrastructure
package. While only 19 percent of the United States population
lives in rural areas, 45 percent of all roadway fatalities
occur on rural roads, making them two times more deadly than
urban roads.
Every day, Arizona families drive on some of the most
dangerous roads in the country. I just spent my time back in
the district driving 2,000 miles on rural roads, and I can
guarantee you they are in terrible shape. Across Arizona's
First Congressional District alone, dozens of critical roads
and bridge projects await completion. Arizona ranks the fifth
highest in fatality rate per 100 million vehicle-miles traveled
on rural and noninterstate roads.
The High Risk Rural Roads Safety Grant Program Act of 2021
would establish a grant program for high-risk rural road
projects, specifically local and Tribal roads outside State
department of transportation control. This bill, which I
introduced with Representative Westerman from Arkansas, will
invest in safety and economic activity by providing resources
and funding necessary to carry out critical safety projects.
Nationally, 43 percent of America's public roads are in
poor condition, and safety risks will continue to increase
without action. Inclusion of my bill in an infrastructure
package would improve the condition of many roads throughout
the Nation and give rural America an opportunity to get funds
they might not ever get again.
Additionally, I encourage the committee to address other
rural transportation needs. For example, the Forest Service has
a road and bridge maintenance backlog that exceeds $3 billion.
Addressing this backlog will stimulate rural economies and
allow for safer conditions in many forests across the country.
I have six national forests and the Grand Canyon in the
district.
Lastly, water infrastructure, both for flood control and
safe drinking water, is critical to a successful future for
many Americans. Finishing projects like the Army Corps Little
Colorado River Winslow Levee will improve life in rural
communities and provide good jobs.
Ensuring all Americans have access to high-speed broadband,
providing clean water, investing in aging energy systems, and
rebuilding healthcare infrastructure is essential to American
success, especially as our communities recover from the COVID-
19 pandemic. This infrastructure package must respond to the
needs of all Americans, including those in rural and Tribal
communities.
The cost of inaction on infrastructure is too high to delay
any further: first of all, health and safety; secondly, the
cost just rises exponentially.
Again, I thank the committee for hearing from all Members,
and I look forward to working together to address critical
infrastructure issues.
Thank you very much, and I yield.
[Mr. O'Halleran's prepared statement follows:]
Prepared Statement of Hon. Tom O'Halleran, a Representative in Congress
from the State of Arizona
Chairman DeFazio, Ranking Member Graves, thank you for offering
this important opportunity for Members to come before the Committee to
speak about infrastructure priorities.
I'm grateful for this opportunity to highlight the needs of rural
and tribal communities across Arizona. The lack of bipartisan solutions
to our national infrastructure has cost communities billions of dollars
in economic activity and put the lives of children and families across
the nation in danger.
To rebuild rural communities, Congress must focus on economic
development including high-speed broadband, improving educational
outcomes, and access to high quality health care in rural communities.
Rebuilding roads and highways in rural and tribal areas must be a
priority for any upcoming infrastructure package. While only 19% of the
US population lives in rural areas, 45% of all roadway fatalities occur
on rural roads, making them 2 times more deadly than urban roads. Every
day, Arizona families drive on some of the most dangerous roads in the
country. Across the 1st Congressional District alone dozens of critical
road and bridge projects await completion. Arizona ranks the 5th
highest in fatality rate per 100 million vehicle miles traveled on
rural and non-interstate roads.
The High-Risk Rural Roads Safety Grant Program Act of 2021 would
establish a grant program for high-risk rural road projects,
specifically local and tribal roads outside state department of
transportation control. This bill, which I introduced with
Representative Westerman from Arkansas, will invest in safety and
economic by providing resources and funding necessary to carry out
critical safety projects. Nationally, 43% of America's public roads are
in poor condition and safety risks will continue to increase without
action. Inclusion of my bill in an infrastructure package would improve
the condition of many roads across the nation.
Additionally, I encourage the committee to address other rural
transportation needs. For example, the Forest Service has a road and
bridge maintenance backlog that exceeds three billion dollars.
Addressing this backlog will stimulate rural economies and allow for
safer conditions in many forests across the country.
Lastly, water infrastructure, both for flood control and safe
drinking water is critical to a successful future for many Americans.
Finishing projects like the Army Corps Little Colorado River Winslow
Levee will improve life in rural communities, and provide good jobs.
Ensuring all Americans have access to high-speed broadband,
providing clean water, investing in aging energy systems, and
rebuilding health care infrastructure is essential to American success,
especially as our communities recover from the COVID-19 pandemic. This
infrastructure package must respond to the needs of all Americans,
including those in rural and tribal communities. The cost of inaction
on infrastructure is too high to delay any further.
Again, I thank the committee for hearing from all members and I
look forward to working together to address critical infrastructure
issues.
Mr. Lynch. The gentleman yields back.
The Chair now recognizes the gentleman from Michigan, Mr.
Levin, for 5 minutes.
TESTIMONY OF HON. ANDY LEVIN, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF MICHIGAN
Mr. Levin of Michigan. Thank you so much, Mr. Chairman.
Thanks to Chairman DeFazio and Ranking Member Graves. I really
appreciate the opportunity to provide testimony on behalf of
Michigan's Ninth Congressional District as you work to
reauthorize our Nation's surface transportation programs. On
behalf of my constituents, I want to highlight the need for
action on electric vehicle, or EV, charging infrastructure; on
green transportation infrastructure more broadly; and on
important local projects across Michigan's Ninth Congressional
District.
President Dwight D. Eisenhower once implemented a radical
idea: a system of highways that would bring America together.
It is time to expand on that idea and bring America's
infrastructure into the 21st century. To do that, and to
encourage our country's needed shift to EVs so that we may end
our dependence on internal combustion vehicles, we must pass
the EV Freedom Act, my bill to create a network of high-speed
EV chargers throughout the National Highway System in 5 years.
This bill will create thousands of good-paying jobs, with
robust Buy American and prevailing-wage requirements to protect
hardworking Americans. I applaud President Biden's commitment
to expanding the Nation's EV charging network, and rapidly
building a network of at least 500,000 chargers. But what is
really needed, the key role of the Federal Government, is to
provide high-speed chargers along our Nation's roadways to
facilitate road trips and slay range anxiety. I believe the EV
Freedom Act is the policy to get us there. We can supercharge
our economy, create the jobs of the future, further unify our
country in a sustainable way, and at long last lead the world
in green energy infrastructure.
But we can't stop there. The overall transportation sector
represents the largest source of U.S. greenhouse emissions. We
need to tackle the climate crisis and our crumbling
infrastructure simultaneously by taking a big, bold step
towards total transportation electrification. That is exactly
what my BUILD GREEN Infrastructure and Jobs Act with Senator
Warren, Senator Markey, and Representative Ocasio-Cortez will
accomplish. It invests $500 billion over 10 years in State,
local, and Tribal projects to jumpstart the transition to all-
electric public vehicles and rail, and modernize the Nation's
infrastructure. Modeled after the Department of
Transportation's successful BUILD Grants program, this is the
investment we need to expand transportation electrification
with urgency, and create good-paying, union jobs.
Before I close today, I want to talk about the topic that
is perhaps most urgent of all: investing in projects that will
benefit communities in Michigan's Ninth Congressional District.
My team and I have spent the last month collecting input from
our local communities on critical transportation projects in
need of Federal investment to get them across the finish line.
Every one has funding also from State and local partners.
I am so grateful to our local leaders who identified
projects varying from improvements in traffic signals,
expanding bike lanes, resurfacing badly torn-up roads,
increasing drainage along roadways, building ADA sidewalk
ramps, and expanding green infrastructure. I look forward to
sharing more details about these projects with the committee,
and I request respectfully that the committee bear these
priorities in mind when allocating funding to rebuild our
crumbling roads and bridges, while simultaneously ensuring our
investments tackle the climate crisis with the urgency and
boldness it requires.
Again, I thank you for your consideration and the chance to
speak to you today. I look forward to working with you on all
of this, and I yield back.
[Mr. Levin of Michigan's prepared statement follows:]
Prepared Statement of Hon. Andy Levin, a Representative in Congress
from the State of Michigan
Chairman DeFazio and Ranking Member Graves: thank you for the
opportunity to provide testimony on behalf of Michigan's 9th District
as you work to reauthorize our nation's surface transportation
programs. On behalf of my constituents, I would like to highlight the
need for action on electric vehicle--or EV--charging infrastructure, on
green transportation infrastructure more broadly, and on important
local projects across Michigan's 9th District.
President Dwight D. Eisenhower once implemented a radical idea--a
system of highways that would bring America together. It's time to
expand on that idea and bring America's infrastructure into the 21st
century.
To do that, and to encourage our country's needed shift to EVs so
that we may end our dependence on conventional vehicles, we must enact
the EV Freedom Act, my bill to create a network of high-speed EV
chargers across the national highway system in five years. This bill
will create thousands of good-paying jobs with robust Buy America and
prevailing wage requirements to protect hardworking Americans.
I applaud President Biden's commitment to expanding the nation's EV
charging network and building rapidly a network of at least 500,000
chargers. I believe the EV Freedom Act is the policy to get us there.
We can supercharge our economy, create the jobs of the future, further
unify our country in a sustainable way and lead the world in green
energy infrastructure.
But we cannot stop there.
The transportation sector represents the largest source of U.S.
greenhouse emissions.\1\ We need to tackle simultaneously the climate
crisis and our crumbling infrastructure by taking a big, bold step
towards total transportation electrification.
---------------------------------------------------------------------------
\1\ U.S. Environmental Protection Agency (EPA). (2019). Sources of
Greenhouse Gas Emissions. https://www.epa.gov/ghgemissions/sources-
greenhouse-gas-emissions
---------------------------------------------------------------------------
That is exactly what my BUILD GREEN Infrastructure and Jobs Act
with Senator Warren, Senator Markey and Representative Ocasio-Cortez
will accomplish. It invests $500 billion over 10 years in state, local
and tribal projects to jumpstart the transition to all electric public
vehicles and rail and modernize the nation's infrastructure. Modeled
after the Department of Transportation's successful BUILD grants
program, this is the investment we need to expand transportation
electrification with urgency and create good-paying union jobs.
Before I close today, I want to talk about the topic that is
perhaps most urgent: investing in projects that will benefit
communities in Michigan's 9th district. My team and I have spent the
last month collecting input from our local communities on critical
transportation projects in need of federal investment to get them
across the finish line.
I'm so grateful to our local leaders, who identified projects
varying from improvements in traffic signals, expanding bike lanes,
resurfacing badly torn up roads, increasing drainage along roadways,
building ADA sidewalk ramps, and expanding green infrastructure.
I look forward to sharing more details about these projects with
the Committee and request, respectfully, that the Committee bear these
priorities in mind when allocating funding to rebuild our crumbling
roads and bridges while simultaneously ensuring our investments tackle
the climate crisis with the urgency and boldness it requires.
Again, I thank you for your consideration and the chance to speak
to you today. I look forward to working with you.
Mr. Lynch. The gentleman yields back.
The Chair now recognizes the gentlelady from Michigan, Mrs.
Lawrence, for 5 minutes.
TESTIMONY OF HON. BRENDA L. LAWRENCE, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF MICHIGAN
Mrs. Lawrence. Thank you so much. I am glad to have this
opportunity.
We know that the American Society of Civil Engineers 2018
report stated that Michigan received an overall grade of a D-
plus, which describes our infrastructure systems as old and
outdated, illustrating how severe Michigan's infrastructure
challenges are. But Michigan is not alone in this struggle.
As a former mayor who had responsibility for
infrastructure, struggling with the budget, trying to figure
out how to make it work, coming up with our local matches, our
economic downturn caused by this ongoing COVID-19, investing in
infrastructure and good-paying jobs are even more imperative to
my home State and our country's economic development, more than
ever.
As the chairman rightfully stated, during the March 25th
committee hearing with Transportation Secretary Pete Buttigieg,
we know that in this pivotal time it is not just how much we
invest, but how we invest these funds that will determine
whether our infrastructure bill moves our Nation in the right
direction.
We move our Nation in the right direction by ensuring that
the infrastructure package is inclusive. This means ensuring
women and communities of color are represented in the
infrastructure workforce. We work to remove any and all
barriers to the participation. We know that when we commit to
rebuilding back better, that we cannot rebuild back better if
it is not rebuilt back better by all of our community, by
people of color, by women, that when we get all hands on deck,
all of our economy--and we won't have these pockets of poverty
left behind as the country is moving forward like we saw in the
New Deal. We know at that time in our history we were proud of
our investments, but we left people behind, and we do not want
to do that this time.
One of the ways we can do that is by expanding women's
participation in apprenticeship programs and other job training
programs. We need to ensure that we are open and inclusive in
letting of the contracts of these billions of dollars that we
are going to invest in our infrastructure.
We know that we have a union President. However, our unions
cannot continue to do business as usual, or else we will end up
in the same place that we were before. Our workforce--when you
go into these communities of color, and they see the truck pull
up, and we see all these people making these good-paying jobs,
then we must ensure that they see their community represented
in these contracts and in the workforce.
We must also provide supportive service to make it easier
to participate in job training and apprenticeship programs such
as pre-apprenticeship and childcare, transportation vouchers,
tools, workwear, and retention services.
I want to commend the Biden administration for recognizing
the need to strengthen our workforce, including investment in
social infrastructure. Let us be clear about one thing: social
infrastructure is infrastructure, and it is critical to our
overall competitiveness.
I share the chairman's goal to build on H.R. 2, the Moving
Forward Act, and how those priorities overlap with the
administration goals of Build Back Better. And we must be able
to build back better with women and with minorities included as
a part of this recovery and jobs package.
As the proud representative of the Motor City, the city
that put the country on wheels, I stand ready to work with
members of this committee in a bipartisan manner to rebuild our
crumbling infrastructure, to electrify our vehicles, and move
our Nation forward.
I want to thank you, thank you, Chairman and the ranking
member, for providing this opportunity, and I yield back. Thank
you.
[Mrs. Lawrence's prepared statement follows:]
Prepared Statement of Hon. Brenda L. Lawrence, a Representative in
Congress from the State of Michigan
Chairman DeFazio, Ranking Member Graves, and members of the
Committee, thank you for the opportunity to testify today regarding the
paramount need to invest in our nation's infrastructure.
I am grateful for the Committee's leadership on this issue and for
advancing a critically important conversation about how we can move
forward with surface transportation authorization and promote robust
investment in our infrastructure.
As a former Mayor, I understand that investing in our nation's
infrastructure is not only critical to our economy, but also to our
nation's recovery.
One of my top priorities in the 117th Congress is to ``fix the damn
roads,'' a pointedly accurate statement championed by Michigan Governor
Gretchen Whitmer.
Michigan's infrastructure is critical for our economic progress,
yet because of underinvestments in our roads and bridges, drivers are
burdened with vehicle repair costs and small businesses suffer due to a
loss in productivity.
According to a 2019 report from the Transportation Asset Management
Council, 39 and 40 percent of major state roads in Michigan were rated
in poor and fair condition, respectively, while only 21 percent were
considered to be in good condition.
Similarly, in the American Society of Civil Engineers' 2018 report
card, Michigan received an overall grade of D+, which described our
systems as ``old and outdated,'' illustrating the severity of
Michigan's infrastructure challenges. Michigan is not alone in that
struggle--we need a comprehensive investment in our nation's
infrastructure.
With the economic downturn caused by the ongoing COVID-19 pandemic,
investing in infrastructure and good paying jobs are more imperative to
my home state and our country's economic development than ever before.
As the Chairman rightfully stated during the March 25, 2021
Committee hearing with Transportation Secretary Pete Buttigieg: ``We
know that in this pivotal time, it's not just how much we invest, but
how we invest these funds that will determine whether an infrastructure
bill moves our nation in the right direction.''
We move our nation in the right direction by ensuring that the
infrastructure package is inclusive.
This means ensuring women and communities of color are represented
in the infrastructure workforce, and we work to remove any and all
barriers to their participation.
In 2018, women made up nearly 47 percent of the U.S. workforce, but
only account for 15 percent of the U.S. transportation industry
workforce.
We must change this.
One of the ways we can do this is by expanding women's
participation in apprenticeship programs and other job training
programs.
We must also provide supportive services to make it easier to
participate in job training and apprenticeship programs, such as pre-
apprenticeship, child care, transportation vouchers, tools, work wear,
and retention services.
I want to commend the Biden Administration for recognizing the need
to strengthen our workforce as well, including investments in social
infrastructure. Let me be clear about one thing: social infrastructure
is infrastructure and it is critical to our overall competitiveness.
I share the Chairman's goals to build on H.R. 2, the Moving Forward
Act, and how those priorities overlap with the Administration's goals
to Build Back Better.
But we must be able to Build Back Better with women included as
part of this recovery and jobs package.
As the proud Representative of the Motor City, I stand ready to
work with Members of this Committee in a bipartisan manner to rebuild
our crumbling infrastructure and move our nation forward.
I want to thank the Chairman and Ranking Member for providing me an
opportunity to testify before you today, and I yield back.
Mr. Lynch. The gentlelady yields back.
The Chair now recognizes the gentlelady from Massachusetts,
Ms. Trahan, for 5 minutes.
TESTIMONY OF HON. LORI TRAHAN, A REPRESENTATIVE IN CONGRESS
FROM THE COMMONWEALTH OF MASSACHUSETTS
Mrs. Trahan. Mr. Chairman, Ranking Member Graves, thank you
for allowing me to testify before you today.
Two years ago, I came before this committee to urge the
advancement of two critical priorities for Massachusetts' Third
Congressional District: reauthorizing and strengthening the
Pipeline Safety Act, and massively increasing the Federal
Government support for America's wastewater infrastructure
needs, in particular, putting an end to combined sewer
overflows.
As you know, on the first priority, due in large measure to
the outstanding work of this committee, as well as the Energy
and Commerce Committee, the PIPES Act became law at the end of
2020. This new law improves public safety and energy
reliability in an environmentally sound manner. I am
particularly grateful that the package included legislation
that Senator Markey, Congressman Moulton, and I introduced, the
Leonel Rondon Pipeline Safety Act.
This specific measure, which was named in honor of a young
victim of the gas explosion that struck the Merrimack Valley on
September 13th, 2018, is designed to prevent the types of
catastrophic failures that took Leonel's life, injured so many
others, and destroyed property in the cities of Lawrence and
the towns of Andover and North Andover. This committee's work,
I have no doubt, will save lives and property, and it will
restore peace of mind to the communities that I am honored to
represent.
Now that this bill has become law, I ask that you ensure
the various rulemakings are rolled out on time, and consistent
with congressional intent. In particular, section 206 includes
a requirement that qualified employees be present on-site at
gas distribution system pipeline projects to prevent
overpressurization.
In the Merrimack Valley case, a remote system in Ohio
detected the overpressurization, but could not control the gas
flow. Had this provision already been in the law, this disaster
may have been avoided. The PIPES Act requires a new regulation
on this provision within 180 days of enactment. And as of today
we are 109 days from enactment. So please be sure that
deadlines like this one are not allowed to slip.
With respect to the second matter, wastewater
infrastructure, the committee's Moving Forward Act marks
tremendous progress in restoring the Federal Government's role
in protecting our waterways. As members of this committee know,
Congress has long extended aid to help our cities and towns
comply with the Clean Water Act. However, for much of the last
30 years, this aid has largely come in the form of loans,
specifically the State revolving funds.
While these loans are crucial, the cities and towns that I
represent are in need of grants, as well. Indeed, one of the
recurring requests from community project funding that I have
received from mayors and town managers is grant assistance for
water and wastewater projects.
The need for these funds to upgrade wastewater systems
cannot be overstated. Combined sewer systems--outmoded
technology from the 19th century--routinely convey, by design,
millions of gallons of untreated sewage directly into nearby
bodies of water. Representatives Pappas, Kuster, Moulton, and I
are particularly concerned by the recurring discharge of CSOs
into the Merrimack River, a drinking water source for over half
a million people. This is a problem that can only be solved by
increased Federal investment.
I was pleased that the Moving Forward Act included a 77-
percent increase in the authorized funding level for the sewer
overflow control grants program, $2 billion over 5 years. And
over the last 2 years, Congress has begun providing real
dollars for the new sewer control grants program. Indeed, the
EPA announced funding allocations earlier this month. While we
are not yet hitting the fully authorized level, we are at least
pointed in the right direction.
I am especially appreciative of the fact that the committee
adopted a provision inspired by the Stop Sewage Overflow Act, a
bill that Representative LaHood and I have filed. The provision
reduces the CSO grant program's non-Federal cost share
requirement for economically disadvantaged areas. Households
struggling to make ends meet simply do not have the space in
their budgets to continually pay more and more in rising sewer
rates. This provision will offer some much-needed relief.
As this committee advances infrastructure legislation, I
would ask that you include the highest funding level possible
for the CSO grants program and continue to prioritize easing
the burden on economically disadvantaged communities in need of
this aid.
Thank you so much for your consideration, and I yield back.
[Mrs. Trahan's prepared statement follows:]
Prepared Statement of Hon. Lori Trahan, a Representative in Congress
from the Commonwealth of Massachusetts
Chairman DeFazio and Ranking Member Graves, thank you for allowing
me to testify before you today.
Two years ago, I came before this committee to urge the advancement
of two critical priorities for Massachusetts' Third Congressional
District: Reauthorizing and strengthening the Pipeline Safety Act; and
massively increasing the federal government's support for America's
wastewater infrastructure needs--in particular, putting an end to
combined sewer overflows.
As you know, on the first priority, due in large measure to the
outstanding work of this committee as well as the Energy and Commerce
Committee, the ``PIPES Act'' became law at the end of 2020.
This new law improves public safety and energy reliability in an
environmentally sound manner.
I am particularly grateful that the package included legislation
that Senator Markey, Congressman Moulton, and I introduced--the Leonel
Rondon Pipeline Safety Act.
This specific measure, which was named in honor of a young victim
of the gas explosions that struck the Merrimack Valley on September
13th, 2018, is designed to prevent the types of catastrophic failures
that took Leonel's life, injured many others, and destroyed property in
the city of Lawrence and towns of Andover and North Andover.
This committee's work, I have no doubt, will save lives and
property; and it will restore peace of mind to the communities I'm
honored to represent.
Now that this bill has become law, I ask that you ensure the
various rulemakings are rolled out on-time and consistent with
Congressional intent.
In particular, section 206 includes a requirement that qualified
employees be present on-site at gas distribution system pipeline
projects to prevent overpressurization.
In the Merrimack Valley case, a remote system in Ohio detected the
overpressurization--but could not control the gas flow. Had this
provision already been in the law, this disaster may have been avoided.
The PIPES Act requires a new regulation on this provision within
180 days of enactment.
As of today, we are 109 days from enactment. Please be sure that
deadlines like this one are not allowed to slip.
With respect to the second matter--wastewater infrastructure--the
committee's Moving Forward Act marked tremendous progress in restoring
the federal government's role in protecting our waterways.
As members of this committee know, Congress has long extended aid
to help our cities and towns comply with the Clean Water Act. However,
for much of the last 30 years, this aid has largely come in the form of
loans--specifically, the State Revolving Funds.
While these loans are crucial, the cities and towns that I
represent are in need of grants as well. Indeed, one of the recurring
requests for ``community project funding'' that I have received from
mayors and town managers is grant assistance for water and wastewater
projects.
The need for these funds to upgrade wastewater systems cannot be
overstated. Combined sewer systems--outmoded technology from the 19th
century--routinely convey, by design, millions of gallons of untreated
sewage directly into nearby bodies of water.
Representatives Pappas, Kuster, Moulton and I are particularly
concerned by the recurring discharge of C-S-Os into the Merrimack
River, a drinking water source for over half a million people. This is
a problem that can only be solved by increased federal investment.
I was pleased that the Moving Forward Act included a 77 percent
increase in the authorized funding level for the sewer overflow control
grants program--$2 billion over five years.
And over the last two years, Congress has begun providing real
dollars for the new sewer control grants program. Indeed, the EPA
announced funding allocations earlier this month. While we're not yet
hitting the fully authorized level, we're at last pointed in the right
direction.
I'm especially appreciative of the fact that the committee adopted
a provision inspired by the Stop Sewage Overflow Act--a bill that
Representative LaHood and I have filed. The provision reduces the C-S-O
grant program's non-federal cost-share requirement for economically-
disadvantaged areas.
Households struggling to make ends meet simply do not have the
space in their budgets to continually pay more and more in rising sewer
rates. This provision will offer some much-needed relief.
As this committee advances infrastructure legislation, I would ask
that you include the highest funding level possible for the C-S-O
grants program and continue to prioritize easing the burden on
economically-disadvantaged communities in need of this aid.
Thank you, and I yield back.
Mr. Lynch. The gentlelady yields back. There is currently a
vote in Congress on the floor, so we are going to recess just
briefly, and I am going to run over and vote, and somebody else
is going to take the chair. So we will just go into a brief
recess, subject to the will of the chair.
[Recess.]
Mr. Kahele [presiding]. The Committee on Transportation and
Infrastructure will come to order.
The Chair recognizes Member Mr. Ryan from Ohio.
Mr. Ryan. Thank you, Mr. Chairman. Can you hear me OK?
Voice. Yes.
Mr. Kahele. Yes, Mr. Ryan, we got you loud and clear.
Mr. Ryan. All right, I appreciate it.
TESTIMONY OF HON. TIM RYAN, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF OHIO
Mr. Ryan. I want to thank you, Mr. Chairman, and Chairman
DeFazio, Ranking Member Graves, members of the committee. Thank
you for the opportunity to testify before you here this
afternoon. I want to thank Chairman DeFazio for his leadership
throughout the COVID-19 pandemic, and on each of the COVID-19
relief packages we passed, and the American Rescue Plan. And as
Congress begins to do our work on the transportation and
infrastructure bill, I would like to share some of my
priorities within the committee's jurisdiction.
One of my top priorities is making sure that the
Youngstown-Warren Regional Airport in my district continues to
fulfill its essential mission as a key component of the local
transportation infrastructure in northeast Ohio. Market forces
in recent years, including the most recent setback of U.S.
commercial air services from COVID-19 travel restrictions and
health and safety concerns, has left this airport in the
precarious position of losing its commercial service
categorization, and being reclassified as a general aviation
airport, causing the loss of significant dollars intended for
community airports under the CARES Act and subsequent program
awards.
Additionally, the Youngstown-Warren Airport is one of very
few airports that serve as home to an active Air Force Reserve
station. This is important, because the airport, regardless of
whether it is classified as a commercial airport or a general
aviation airport, is always responsible for maintaining the
runways for the Air Force C-130s that use them. It is very
costly for the airport to provide a safely maintained and
operational facility for the U.S. Air Force, and the
Youngstown-Warren Airport counts on robust airport improvement
funds to afford that maintenance.
I especially want to thank your committee staff, including
Brian Bell, Alex Burkett, Adam Weiss, and Josue Ambriz for
taking the time to meet with my staff and the officials from
the Youngstown-Warren Regional Airport, and offering to work
with us to get this issue addressed.
President Biden's call to rebuild our crumbling roads and
bridges is one that is heard loud and clear in Ohio. Ohio has
received a C-minus grade on its Infrastructure Report Card. We
have 1,377 bridges and over 4,925 miles of highway in
disrepair. There is a desperate need for funding towards Ohio's
critical means of transportation.
One well-known example of infrastructure that needs fixing
is the Brent Spence Bridge connecting Covington, Kentucky, and
Cincinnati, Ohio. This bridge, which is currently carrying
double the load it was built for, is critically important to
Ohio's economy, and Members of Congress and Presidents from
both parties have been promising to get it fixed for years. Now
is the time to finally get this bridge fixed.
Another example of where we need additional investment is
the Appalachian Development Highway System. I urge the
committee to fund the completion of this crucial transportation
network throughout Ohio and Appalachia. Completing this highway
system will go a long way towards raising the standards of
living of the people who live in this historically impoverished
region.
When it comes to how we move across the country, I believe
it is crucial that we increase our efforts to support the
production of electric vehicles and electric vehicle charging
infrastructure across our country. And investment in this
technology is an opportunity for the United States to reclaim
its role as leader in clean technology manufacturing amidst the
climate crisis.
Manufacturing electric vehicles will also offer good-paying
jobs to our workers, but only if we invest in them first. With
the investments already made here in my district in battery and
vehicle production, we can continue to lead the way in
supporting clean energy manufacturing.
Turning to other parts of our Nation's crumbling
infrastructure, I have been a long-time advocate that the
Federal Government must invest in removing dangerous lead pipes
across the United States. I am encouraged to see the Biden
administration's infrastructure plan echoes this goal.
This Congress, I sponsored legislation that would invest
$100 billion to remove every lead pipe in the country. I
adamantly believe that every person has a right to clean
drinking water. We cannot stand by and watch as another
generation of America's children are neurologically poisoned by
lead pipes. I urge the committee to make this crisis end.
America's waterways are another area that I want to work
with the committee to address. Currently, there is a lack of
coordination between the Army Corps of Engineers and the EPA
when it comes to cleaning up polluted rivers. As a result, I
have a river in my district, the Mahoning River, in desperate
need of Federal investment. The entire community wishes to get
this river cleaned up and restored to a free-flowing state, but
the U.S. Army Corps of Engineers is unwilling to help remove
contaminated sediment because they are afraid of being sued
under the Environmental Protection Agency's CERCLA rules.
The interagency paralysis, which has lasted decades, is a
shameful example of Government bureaucracy at its worst. I urge
the committee to work with me on a fix so we do not leave this
contamination in place, so that we can turn this waterway into
an economic asset in northeast Ohio, so that our children will
be able to access this river.
Lastly, I am thankful that this plan has put jobs and
rebuilding our American workforce front and center for how we
accomplish these important priorities. Ohio's workers helped
build this country into what it is today, and they stand ready
to build the infrastructure that will be funded by this
committee. That is why we must maintain strong Buy American
provisions and protections. I strongly encourage the committee
to prioritize policies that ensure America's workers build
America's infrastructure. Doing so is an investment in the
quality of life of those not only for my constituents in Ohio,
but for all across the Nation.
Mr. Chairman, I look forward to working with you, your
staff, and across the aisle to make sure we address the issues
outlined here today. Again, thank you for your steadfast
leadership and attention to these very important issues.
With that, I yield back the balance of my time.
[Mr. Ryan's prepared statement follows:]
Prepared Statement of Hon. Tim Ryan, a Representative in Congress from
the State of Ohio
Chairman DeFazio, Ranking Member Graves, and Members of the
Committee--thank you for the opportunity to testify before you this
morning.
And thank you Chairman DeFazio for your leadership throughout the
COVID-19 pandemic and on each of the COVID-19 relief packages we
passed. Most recently, the American Rescue Plan that is simply an
amazing achievement on behalf of the American people.
As Congress begins it work on transportation and infrastructure, I
would like to share some of my priorities within the Committee's
jurisdiction.
One of my top priorities is making sure that the Youngstown Warren
Regional Airport (YNG) in my district continues to fulfill its
essential mission as a key component of the local transportation
infrastructure of Northeast Ohio. Market forces in recent years--
including the most recent setback to US commercial air service from
COVID-19 travel restrictions and health safety concerns--has left this
airport in the precarious position of losing its Commercial Service
categorization and being reclassified as a general aviation airport,
causing the loss of significant dollars intended for community airports
under the CARES Act and subsequent programs awards. Additionally, the
Youngstown-Warren airport is one of very few airports that serves as
home to an active Air Force Reserve Station. This is important because
the Airport--regardless of whether it's classified as a commercial
airport or a general aviation airport--is always responsible for
maintaining the runways for the Air Force C-130's that use them. It is
very costly for the Airport to provide a safely maintained and
operational facility for the U.S. Air Force, and the Youngstown-Warren
Airport counts on robust Airport Improvement Funds to afford that
maintenance. I especially want to thank your committee staff--including
Brian Bell, Alex Burkett, Adam Weiss, and Josue Ambriz--for taking the
time to meet with my staff and officials from Youngstown-Warren
Regional Airport and offering to work with us to get this issue
addressed.
President Biden's call to rebuild our crumbling roads and bridges
is one that is heard loud and clear in Ohio. Ohio has received a C-
grade on its Infrastructure Report Card. We have 1,377 bridges and over
4,925 miles of highways in disrepair.
There is a desperate need for funding towards Ohio's critical means
of transportation. One well-known example of infrastructure that needs
fixed is the Brent Spence Bridge connecting Covington, Kentucky to
Cincinnati, Ohio. This bridge, which is currently carrying double the
load it was built for, is critically important to Ohio's economy and
Members of Congress and Presidents from both parties have been
promising to get it fixed for years. Now is the time to finally get
this bridge fixed.
Another example of where we need additional investment is the
Appalachian Development Highway System. I urge the Committee to fund
the completion of this crucial transportation network throughout Ohio
and Appalachia. Completing this highway system will go a long way
toward raising standards of living in this historically impoverished
region.
When it comes to how we move across the country, I believe that
it's crucial that we increase our efforts to support the production of
electric vehicles and electric vehicle charging infrastructure across
our country. An investment in this technology is an opportunity for the
United States to reclaim its role as a leader in clean technology
manufacturing amidst the climate crisis. Manufacturing electric
vehicles will also offer good paying jobs to our workers, but only if
we invest in them first. With the investments already made here in my
district in battery and vehicle production, we can continue to lead the
way in supporting clean energy manufacturing.
Turning to other parts of our nation's crumbling infrastructure, I
have been a long-time advocate that the federal government must invest
in removing dangerous lead pipes across the United States. I am
encouraged to see the Biden Administration's Infrastructure plan echoes
this goal. This Congress, I've sponsored legislation that would invest
$100 billion dollars to remove every lead pipe in the country. I
adamantly believe that every person has a right to clean drinking. We
cannot stand by and watch as another generation of America's children
are neurologically poisoned by lead pipes. I urge the Committee to make
address this crisis.
America's waterways are another area that I want to work with the
committee to address. Currently, there is a lack of coordination
between the Army Corps of Engineers and the EPA when it comes to
cleaning up polluted rivers. As a result, I have a river in my
district--the Mahoning River--in desperate need of federal investment.
The entire community wishes to get this river cleaned up and restored
to free flowing state but the U.S. Army Corps of Engineers is unwilling
to help remove contaminated sediment because they are afraid of being
sued under the Environmental Protection Agency's CERLA rules. This
interagency paralysis--which has lasted decades--is a shameful example
of government bureaucracy at its worst. I urge the Committee to work
with me on a fix so we do not leave this contamination in place and so
we can turn this waterway into an economic asset for Northeast Ohio.
Lastly, I am thankful that this plan has put jobs and rebuilding
our American workforce front in center for how we accomplish these
important priorities. Ohio's workers helped build this country to what
it is today, and they stand ready to build the infrastructure that will
be funded by this Committee. That is why we must maintain strong Buy
America protections, and I strongly encourage the Committee to
prioritize policies that ensure America's workers build America's
infrastructure. Doing so is an investment in the quality of life of
those not only for my constituents in Ohio, but for all across the
nation.
Mr. Chair, I look forward to working with you, with your staff, and
across the aisle to make sure we address the issues outlined here
today.
Again, thank you for your steadfast leadership and attention to
these important issues.
Mr. Kahele. Mahalo, Mr. Ryan.
The Chair will now recognize the Member from the Virgin
Islands, Ms. Plaskett.
TESTIMONY OF HON. STACEY E. PLASKETT, A DELEGATE IN CONGRESS
FROM THE VIRGIN ISLANDS
Ms. Plaskett. Thank you very much, Mr. Chairman. Thank you
to the ranking member. Members of the committee, good afternoon
and thank you for the opportunity to present a statement of my
views as we move forward on infrastructure legislation.
As the Member of Congress representing the Virgin Islands,
I came to Congress determined to increase long-term Federal
investment in all types of infrastructure. Supporting the
movement of people, goods, and information through our
infrastructure is crucial to driving investment in our
communities and maintaining America's economic competitiveness.
President Biden's American Jobs Plan offers us a historic
opportunity to build on the Moving Forward Act that was passed
by the House last session and make further progress on
infrastructure legislation.
In the midst of so much uncertainty in the economy during
the current public health crisis, the American people need the
certainty to count on stable and strong investment in
infrastructure to sustain and create jobs, as well as to
enhance the mobility and safety of American motorists,
passengers, and throughput systems. The American Jobs Plan
proposes to make a sound investment in America.
It is my hope that this committee takes care to make sure
that equally extends to the underserved areas like the U.S.
Territories--equally, and at the best, with equity. I ask that
this include provisions to not only reverse the inequitable
funding cuts endured by the Territories for almost 30 years
now, but also to help those areas catch up and bring our
Federal highways up to Federal standards--that being the equity
portion.
While several States have received steady incremental
increases in overall funding since the expiration of the
Intermodal Surface Transportation Efficiency Act of 1991, when
the set-aside formula for funding the Territorial highway
program was scrapped, severe cuts have resulted in great strain
on the surface transportation infrastructure in the U.S.
Territories.
Instead of continuing to receive a percentage of highway
funding, the allocation for the Territories was frozen at a
flat-dollar amount, and that continues to this day. As a
result, the Territorial highway program share of overall
Federal-aid highway program funding has progressively declined
by 50 percent from then until now, with the most significant
decline occurring since enactment of the MAP-21 Act of 2012.
In the meantime, substandard highways, roads, and other
infrastructure have been further affected by harsh weather
patterns which have caused the Virgin Islands and other U.S.
Territories to have an even more substantial need for Federal
transportation infrastructure funding. In my district the
people still feel the aftermath of major category 5 hurricanes
every day. It has been their new normal for some time before
the current new normal of life in the midst of a global
pandemic.
We know firsthand that there are areas in every reach of
this country that are in desperate need of revitalizing
infrastructure. It is my primary request that the bill reported
out of this committee to implement the American Jobs Plan, with
respect to surface transportation, will lay the groundwork to
do that.
For the long neglected U.S. Territories, I ask that the
Territorial highway program be returned to the set-aside
portion of the Federal-aid highway program funding, rather than
a fixed amount, a set-aside that is equal to one-fifth of 1
percent of overall Federal-aid highway program funding. I am
asking for one-fifth of a penny for progress, one-fifth of a
penny for the people living in the Territory.
Using the Federal-aid highway program figures from the
Moving Forward Act, which the House endorsed last year, the
Territorial highway program would receive approximately $110
million yearly under this formula, up from the woefully
deficient $42 million level that is currently received, of
which the Virgin Islands is apportioned 40 percent, which is
$16.8 million a year for our roads. Even the smallest States
with comparable populations would receive 10 times that much in
highway funding. For more than 25 years, the Territories have
had to endure with barely more than the same level of funding
from 1993.
I would also ask the committee that the amendments
concerning the Territories added to the surface transportation
portion of the Moving Forward Act in markup last year be
continued in this year's surface transportation bill. This
includes provisions to assist us.
My time has run out, but I ask that the rest of my
statement be put into the record, and that the committee
specifically consider additional modal units necessary for the
Territories, including broadband and particularly maritime
services, our ferryboat system and others.
Thank you very much, and I yield back.
[Ms. Plaskett's prepared statement follows:]
Prepared Statement of Hon. Stacey E. Plaskett, a Delegate in Congress
from the Virgin Islands
Chairman DeFazio, Ranking Member Graves, members of the committee.
Good afternoon and thank you for the opportunity to present a statement
of my views as we move forward on infrastructure legislation.
As the Member of Congress representing the Virgin Islands, I came
to Congress determined to increase long-term federal investments in all
types of infrastructure. Supporting the movement of people, goods, and
information through our infrastructure is crucial to driving investment
in our communities and maintaining America's economic competitiveness.
President Biden's American Jobs Plan offers us a historic
opportunity to build on the Moving Forward Act that was passed by the
House last session and make further progress on infrastructure
legislation. In the midst of so much uncertainty in the economy during
the current public health crisis, the American people need the
certainty to count on stable and strong investment in infrastructure to
sustain and create jobs, and enhance the mobility and safety of
American motorists, passengers, and throughput systems.
The American Jobs Plan proposes to make a sound investment in
America. It is my hope that this committee takes care to make sure that
equally extends to underserved areas like U.S. territories. I ask that
this include provisions not only to reverse the inequitable funding
cuts endured by the territories over almost 30 years, but also to help
these areas ``catch up'' and bring our federal highways up to federal
standards.
While the several States have received steady, incremental
increases in overall funding since expiration of the Intermodal Surface
Transportation Efficiency Act of 1991 (ISTEA), when the set-aside
formula for funding the Territorial Highway Program was scrapped,
severe cuts have resulted in great strain on the surface transportation
infrastructure in the U.S. territories. Instead of continuing to
receive a percentage of highway funding, the allocation for the
territories was frozen at a flat dollar amount and that continues to
this day. As a result, the Territorial Highway Program share of overall
Federal-Aid Highway Program funding has progressively declined by 50%,
from then until now, with the most significant decline occurring since
enactment of the MAP-21 Act in 2012. In the meantime, substandard
highways, roads and other infrastructure have been further affected by
harsh weather patterns, which have caused the Virgin Islands and other
U.S. territories to have an even more substantial need for federal
transportation infrastructure funding.
In my district, the people still feel the aftermath of major
category 5 hurricanes every day. It's been their ``new normal'' for
some time before the current ``new normal'' of life in the midst of a
global pandemic. We know firsthand that there are areas at every reach
of this country that are in desperate need of revitalizing
infrastructure. It is my primary request that the bill reported out of
this committee to implement the American Jobs Plan, with respect to
surface transportation, will lay the groundwork to do that.
For the long-neglected U.S. territories, I ask that the Territorial
Highway Program be returned to a set-aside portion of Federal-Aid
Highway Program funding, rather than a fixed amount; a set-aside that
is equal to one-fifth of one percent of overall Federal-Aid Highway
Program funding. A fifth of a penny for progress. That is what I ask.
Using the Federal-Aid Highway Program figures from the Moving
Forward Act, which the House endorsed last year, the Territorial
Highway Program would receive approximately $110 million yearly under
this formula, up from the woefully deficient $42 million level that it
currently receives, of which the Virgin Islands is apportioned 40%,
which is only $16.8 million each year. Even the smallest States with
comparable populations would receive ten times that much in highway
funding. For more than 25 years, the territories have had to endure
with barely more than the same level of funding they received in 1993.
The set-aside funding that I have requested will allow for new
expansion and innovative transportation initiatives, rather than
cyclically replacing or reconstructing the same infrastructure.
I would also ask the committee that the amendments concerning the
territories added to the surface transportation portion of the Moving
Forward Act in markup last year be continued in this year's surface
transportation bill. This includes provisions assisting the territories
to compete within more Department of Transportation programs.
In addition, as the territories are all insular areas of the United
States, a separate funding stream for ferry boats and other maritime
services would be appropriate. Americans in the Virgin Islands live and
work on several islands that cannot be connected by bridges. Although
the Virgin Islands received Federal Highway Administration ferry
program funding in the past, such funding has discontinued since the
2015 enactment of the FAST Act. Section 1112(c)(2) of the Act
prohibited federal participation in the construction or purchase, for
private ownership, of a ferry boat, ferry terminal facility, or other
eligible project. While the government of the Virgin Islands owns the
ferry terminals, it cannot afford to own or operate the ferries. As a
result, the ferries themselves are privately owned and operated.
Amending the law to exempt the Territorial Highway Program island areas
from the restrictions on private ownership and operation would make the
Virgin Islands ferry systems once again able to access Federal Highway
Administration ferry program funding; and thereby allow for a
reasonably-priced ferry system, thus growing the local economy.
Furthermore, I appreciate the opportunity that this committee has
presented for investment in Member-designated projects this year. In
the last decade, transformative projects that could catapult regional
economies frequently get left on the planning room floor, either
because of their size, complexity, or cost. Member-designated projects
present a valuable opportunity to jumpstart new projects to connect
communities from coast to coast, and to make big ideas a reality. In
the Virgin Islands, opportunities like this are very important, as we
face unique transportation challenges, based on our geographic
location, with linking communities on each island area.
We also must continue our work to create new avenues to fund
infrastructure projects in local communities that have been left
behind, and in areas that have traditionally struggled to attract
infrastructure funding for projects that have holistic community
support. The Community Transportation Investment Grants program,
proposed in the Moving Forward Act of last year, would be exclusive to
local community projects and with broad eligibility to make sure that
they have fair access to funding and can compete in a broadly
applicable grant program. I ask that the provisions to establish this
program be continued in this year's surface transportation
reauthorization bill. We also should continue proposals for new funding
streams that specifically target areas and communities with very high
rates of poverty, and rural areas, including U.S. territories.
Lastly, in this next bill we must make sure that we are investing
in building resilient infrastructure, and adopting new, innovative
technologies that bolster safety and efficiency to create the
infrastructure of the future. Mr. Chairman, we know that infrastructure
projects are consistently evaluated as one of the best returns on
government investments, and that Americans would rather spend more time
working and doing the things they love than sitting in traffic, wasting
time and money.
The American people are very concerned with infrastructure, and
American business is very concerned with infrastructure. They employ
Americans, and they subcontract with our small businesses. The
resulting cycle creates real growth and wealth in our communities in
addition to getting them to and from work without a headache.
We must show our constituents, and our colleagues in the Senate,
that we are determined to increase long-term federal investments in all
types of infrastructure, and to build back better than we were before.
Thank you.
Mr. Kahele. Thank you, Ms. Plaskett, and we will ensure
that your testimony gets submitted into the record. Thank you
very much.
Ms. Plaskett. Thank you.
Mr. Kahele. The Chair would like to now recognize the
Member from Illinois, Mr. Schneider, for 5 minutes.
TESTIMONY OF HON. BRADLEY SCOTT SCHNEIDER, A REPRESENTATIVE IN
CONGRESS FROM THE STATE OF ILLINOIS
Mr. Schneider. Thank you, Mr. Chairman. I want to thank the
committee for this opportunity to testify. I also want to thank
the committee for your flexibility in accommodating the changes
in the schedule today.
My goal today is to bring to the attention of the Committee
on Transportation and Infrastructure the priorities of my
district as you all consider relevant legislation.
The U.S. is the wealthiest country in the world, but we
rank only 13th on the quality of our infrastructure. The need
for significant Federal investment in infrastructure is
undeniable. This is something we can all agree on, regardless
of party lines, regardless of whether you come from an urban or
a rural area.
In the 10th Congressional District of Illinois, like the
rest of the country, infrastructure means more than roads and
bridges. It means adequate stormwater management and flood
mitigation systems. It means affordable and accessible public
transit. And it means that any investment in infrastructure,
existing or new, must prioritize climate resiliency and
transitioning to a green economy.
Every day, more people come to the realization that climate
change poses an existential threat to our way of life. As we
are already seeing its impact in our own communities, data
shows that precipitation in my district is increasing, which my
constituents have experienced firsthand in the form of severe
flooding. During the past 4 years, the Des Plaines River Trail
in Lake County was flooded 50 percent of the time. Let me
repeat that: the Des Plaines River Trail in Lake County was
flooded 50 percent of the time.
Investing in our infrastructure, reimagining and building
in resilience by design will pay dividends down the road,
especially as climate change continues to test our existing
infrastructure. FEMA estimates that, for every dollar invested
in flood mitigation, there are $4 of public benefit. As the
committee looks at prospective infrastructure legislation, I
urge you to consider the impacts of climate change and building
climate resiliency into our infrastructure investments,
including flood mitigation.
We must also continue robust support for public transport.
My district is part of the Chicagoland region, which has the
second largest public transportation system in the United
States. During the pandemic, ridership on suburban
Chicagoland's Metra commuter trains fell 90 percent, and
ridership on the city's CTA trains fell 80 percent.
Thanks to the funding from the CARES Act, Chicago was the
only major city that was able to continue providing normal
service on trains and buses. But as people begin to return to
their workplaces, and we return to a somewhat normal life, our
public transportation system must be equipped to handle the
demand. I encourage the committee to significantly invest in
accessible and affordable public transportation.
Finally, I encourage the committee to continue to
prioritize bipartisanship as it considers upcoming
infrastructure legislation. Decades of underinvestment in
infrastructure has touched every State and every community in
our country. As we begin to recover from the pandemic, we can
best build our communities back better than they were before
only if we work together on both sides of the aisle.
I want to thank the committee for the opportunity to
advocate on behalf of my district, and I yield back the balance
of my time.
[Mr. Schneider's prepared statement follows:]
Prepared Statement of Hon. Bradley Scott Schneider, a Representative in
Congress from the State of Illinois
Thank you, Mr. Chairman, for the opportunity to testify. I hope to
bring to your attention the infrastructure and transportation
priorities of my district as you consider relevant legislation.
The U.S. is the wealthiest country in the world, but we rank only
13th on the quality of our infrastructure. The need for significant
federal investment in infrastructure is undeniable. This is something
we can all agree on--regardless of party lines, regardless if you come
from an urban area or a rural area.
In the 10th District of Illinois, infrastructure means more than
roads and bridges. It means adequate stormwater management and flood
mitigation systems. It means affordable and accessible public transit.
And it means that any investment in infrastructure--existing or new--
must prioritize climate resiliency and transitioning to a green
economy.
Climate change poses an existential threat to our way of life, and
we are already seeing its impact in our own communities. Data shows
that precipitation in my district is increasing, which my constituents
have experienced firsthand in the form of severe flooding. During the
past four years, the Des Plaines River trail in Lake County was flooded
50% of the time. Investing in our infrastructure now will pay dividends
down the road, especially as climate change continues to test our
existing infrastructure. FEMA estimates that for every dollar invested
in flood mitigation, there are four dollars of public benefits. As the
committee looks at prospective infrastructure legislation, I urge you
to consider the impacts of climate change and building climate
resiliency into our infrastructure investments, including flood
mitigation.
We must also continue robust support for public transit. My
district is a neighbor to Chicago, which has the second largest public
transportation system in the U.S. During the pandemic, ridership on
suburban Chicagoland's Metra commuter trains fell 90% \1\ and ridership
on the city's CTA trains fell 80%. Thanks to funding from the CARES
act, Chicago was the only major city that was able to continue
providing normal service on trains and buses. But as people begin to go
back to work and we return to somewhat normal life, our public
transportation systems must be equipped to handle the demand. I
encourage the Committee to significantly invest in accessible and
affordable public transportation.
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\1\ Source: https://www.wbez.org/stories/chicago-area-transit-
agencies-face-drastic-service-cuts-as-pandemic-ridership-plummets/
eee8850e-73af-4443-be32-c3f996169117
---------------------------------------------------------------------------
Finally, I encourage the Committee to prioritize bipartisanship as
it considers upcoming infrastructure legislation. Decades of
underinvestment in infrastructure has hurt every state and every
community in the country. As we begin to recover from the pandemic, we
can build our communities back better than they were before only if we
work together on both sides of the aisle.
Thank you for the opportunity to advocate on behalf of my district.
I yield back.
Mr. Kahele. Mahalo, Mr. Schneider.
The Chair would like to now recognize a Member from
Indiana, Mr. Mrvan, for 5 minutes.
TESTIMONY OF HON. FRANK J. MRVAN, A REPRESENTATIVE IN CONGRESS
FROM THE STATE OF INDIANA
Mr. Mrvan. Thank you, Chairman. I would first like to thank
the chairman, ranking member, and all the members of the House
Committee on Transportation and Infrastructure for holding
today's hearing.
I have the great privilege of representing Indiana's First
Congressional District, which is an incredible hub of economic
and transportation networks. Our road, rail, waterway, and
airport transportation systems connect the northwest Indiana
regional economy to the Chicago economy and our Nation. Our
unique location, coupled with Indiana's strong labor
organizations that have skilled craft workers and our low-tax,
business-friendly environment, continues to attract new
residents and diversifies our economic development.
To better serve this demand, and relieve the traffic and
congestion of our utilized transportation networks, I
appreciate the opportunity presented by this committee to
appear and testify today, and also that we have the ability to
submit specific projects to the committee that will have
tremendous benefit and economic revitalization in northwest
Indiana's economy.
I am grateful for your commitment to utilizing the full
capabilities of the legislative branch, and look forward to
continuing to work with the committee to advocate for regional
and transformational projects that will benefit individuals,
families, workers, and businesses throughout northwest Indiana.
Additionally, with regard to policy, I appreciate the
opportunity to be able to advocate for provisions regarding
prevailing wage and project labor agreements, as well as strong
Buy America requirements in legislation before your committee.
I also would note the critical importance of the Capital
Investment Grant program, which is currently contributing to
transformational investments in the South Shore Rail Line that
will fundamentally improve the trajectory of northwest
Indiana's economy for the next generation of residents.
As Congress prepares to consider much-needed investments in
the Nation's public works infrastructure, we must ensure that
every American has a good-paying job with safe workplace
conditions. Prevailing wage requirements, also known as the
Davis-Bacon requirements, protect communities and workers from
unscrupulous contractors responding to bids on federally funded
projects by setting wage rates to the local or prevailing
standard.
Additionally, PLAs simply govern the terms and the
conditions of employment for union and nonunion workers on
federally funded projects, and help eliminate any delays
related to labor conflicts or shortages of skilled workers.
I also strongly support rigorous Buy America policies to
ensure that our American transportation infrastructure is
constructed with American-made iron, steel, and manufacturing
products. Domestic content provisions are common sense and good
Government policies that strengthen our national defense,
create good-paying jobs, and support a robust national economy.
To demonstrate the bipartisan support of strong Buy America
requirements, I would like to submit the recent letter
circulated to the leadership by the Congressional Steel Caucus,
on which I serve as cochairman. We must ensure that American-
made goods are used in taxpayer-financed infrastructure as our
Nation continues to move ahead to full economic recovery.
[The information follows:]
Letter of April 14, 2021, from the Congressional Steel Caucus,
Submitted for the Record by Hon. Frank J. Mrvan
April 14, 2021.
Hon. Nancy Pelosi,
Speaker,
House of Representatives, H-232, U.S. Capitol, Washington, DC 20515.
Hon. Kevin McCarthy,
Minority Leader,
House of Representatives, H-204, U.S. Capitol, Washington, DC 20515.
Dear Speaker Pelosi and Minority Leader McCarthy:
As the House prepares to consider much needed investments in the
nation's expansive public works infrastructure, we write to express our
expectation that these investments be coupled with strong Buy America
policies and constructed with American-made iron, steel, and
manufactured products. These commonsense policies are an effective,
trade-compliant tool to strengthen the economy and create jobs, while
promoting a cleaner economy by rewarding U.S. production that meets our
environmental regulations. These commonsense policies also work to
shore up our national defense and preparedness as fragile U.S. supply
chains have been exposed by the COVID-19 pandemic and its recovery
efforts.
For more than a century, America's steel industry has supplied the
vast needs of our nation's highway, bridge, transit, rail, airport,
water, construction, energy, and other critical infrastructure. These
markets are critically important to the domestic steel industry and its
workers, who continue to face unprecedented challenges due to dumped
and subsidized imports and chronic global steel overcapacity. The
COVID-19 pandemic has further exacerbated these problems, with demand
still lagging its pre-pandemic levels.
As the House works to enact measures that will support a robust
recovery, it is essential that public infrastructure investments be
directed to U.S. production and American workers throughout the
steelmaking supply chain. Accordingly, we urge improvements that
broaden Buy America application across all forms of federally assisted
and direct federal infrastructure spending, while covering more
materials beyond iron and steel, closing loopholes, and defending the
``all manufacturing processes'' standard which ensures that raw steel
production occurs here in the United States. Each dollar that is
directed overseas is a missed opportunity to revitalize our nation's
manufacturing sector and create good wage jobs for American workers.
Furthermore, China's state-owned and state-subsidized manufacturers
should not have access to American tax dollars.
American manufacturing stands to benefit from both a more efficient
network to move goods to market and the increased demand generated for
domestically produced iron, steel, and manufactured goods. As members
of the Congressional Steel Caucus, we stand ready to work on a
meaningful infrastructure package--one that prioritizes U.S. production
and American workers.
Sincerely,
Conor Lamb,
Member of Congress, Co-Chairman, Congressional Steel Caucus.
Frank J. Mrvan,
Member of Congress, Co-Chairman, Congressional Steel Caucus.
Rick Crawford,
Member of Congress, Co-Vice Chairman, Congressional Steel Caucus.
Mike Bost,
Member of Congress, Co-Vice Chairman, Congressional Steel Caucus.
Robert B. Aderholt.
Colin Allred.
James R. Baird.
Troy Balderson.
Jim Banks.
Dan Bishop.
Sanford D. Bishop, Jr.
Larry Bucshon, M.D.
Cheri Bustos.
Jerry L. Carl.
Andre Carson.
David N. Cicilline.
Sharice Davids.
Rosa DeLauro.
Debbie Dingell.
Brian Fitzpatrick.
Jeff Fortenberry.
John Garamendi.
Bob Gibbs.
Anthony Gonzalez.
Paul Gosar.
Eleanor Holmes Norton.
Chrissy Houlahan.
Bill Johnson.
David P. Joyce.
Marcy Kaptur.
Mike Kelly.
Trent Kelly.
Daniel T. Kildee.
Andy Levin.
Nancy Mace.
Lisa McClain.
Betty McCollum.
James P. McGovern.
David B. McKinley, P.E.
Mariannette Miller- Meeks.
Blake Moore.
Chris Pappas.
Mark Pocan.
Guy Reschenthaler.
Tim Ryan.
Jan Schakowsky.
Pete Stauber.
Steve Stivers.
Claudia Tenney.
Mike Turner.
Dr. Jeff Van Drew.
Tim Walberg.
Mr. Mrvan. Thank you again to Chairman DeFazio and Ranking
Member Graves, and all the members of the Transportation and
Infrastructure Committee, for the opportunity to testify, and
for your dedicated work to grow our economy and improve our
transportation infrastructure with transformational projects
and policies that will benefit all current Americans and future
generations.
With that, I yield back.
[Mr. Mrvan's prepared statement follows:]
Prepared Statement of Hon. Frank J. Mrvan, a Representative in Congress
from the State of Indiana
I would like to thank Chairman DeFazio, Ranking Member Graves, and
all the Members of the House Committee on Transportation and
Infrastructure for holding today's hearing.
I have the great privilege of representing Indiana's First
Congressional District, which is an incredible hub of economic and
transportation networks. Our road, rail, waterway, and airport
transportation systems connect the Northwest Indiana regional economy
to the Chicago economy and our nation. Our unique location, combined
with Indiana's strong labor organizations that provide skilled craft
workers and our low-tax, business friendly environment, continues to
attract new residents who diversify our economic development. To better
serve this demand and relieve the traffic and congestion of our
utilized transportation networks, I appreciate the opportunity to
appear and testify today, and I thank the Committee for soliciting
projects that will have a transformative impact on our nation,
including the Northwest Indiana economy. I am grateful for your
commitment to utilizing the full capabilities of the Legislative Branch
and look forward to continuing to work with the Committee to advocate
for regional and transformational projects that will benefit
individuals, families, workers and businesses throughout Northwest
Indiana.
Additionally, with regard to policy, I appreciate the opportunity
to be able to advocate for provisions regarding prevailing wage and
Project Labor Agreements (PLAs), as well as strong Buy America
requirements in legislation before your Committee. I also would note
the critical importance of the Capital Investment Grant program, which
is currently contributing to transformational investments in the South
Shore Rail Line that will fundamentally improve the trajectory of the
Northwest Indiana economy for the next generation of residents.
As Congress prepares to consider much needed investments in the
nation's public-works infrastructure, we must ensure that every
American has a good-paying job with safe workplace conditions.
Prevailing wage requirements, also known as Davis-Bacon requirements,
protect communities and workers from unscrupulous contractors
responding to bids on federally-funded projects by setting wage rates
to the local or prevailing standard. Additionally, PLAs govern the
terms and conditions of employment for union and non-union workers on
federally-funded projects, and help eliminate any delays related to
labor conflicts or shortages of skilled workers.
I also strongly support rigorous Buy America policies to ensure
that our American transportation infrastructure is constructed with
American-made iron, steel, and manufacturing products. Domestic content
provisions are common-sense and good-government policies that
strengthen our national defense, create good-paying jobs, and support a
robust national economy. To demonstrate the bipartisan support for
strong Buy America requirements, I would like to submit this recent
letter circulated to House leadership by the Congressional Steel
Caucus, on which I am proud to serve as Co-Chairman. We must ensure
that American-made goods are used in taxpayer-financed infrastructure
as our nation continues to move ahead to full economic recovery.
Thanks again to Chairman DeFazio, Ranking Member Graves, and all of
the Members of the Transportation and Infrastructure Committee for the
opportunity to testify, and for your dedicated work to grow our economy
and improve our transportation infrastructure with transformational
projects and policies that will benefit all Americans and future
generations.
Mr. Kahele. Mahalo, Mr. Mrvan.
The Chair would like to now recognize the Member from
Wisconsin, Ms. Moore, for 5 minutes.
TESTIMONY OF HON. GWEN MOORE, A REPRESENTATIVE IN CONGRESS FROM
THE STATE OF WISCONSIN
Ms. Moore. Thank you so very, very much, Chairman DeFazio
and Ranking Member Graves. I really appreciate the opportunity
to testify today about our Nation's infrastructure priorities
and the upcoming reauthorization of our highway and transit
programs.
I would love to be able to submit my full testimony so I
don't exceed the 5-minute limit.
As you know, President Biden's infrastructure and jobs plan
details a number of important priorities to address
transportation and infrastructure needs, and to put our
citizens back to work, and to build back better. And so I want
to outline some priorities that should guide this work.
I know, Mr. Chairman and members of this committee, you are
receiving a lot of input, hearing many concerns from many
Members in this body. And my hope is that, with all of this
discussion regarding the different types of products, projects
funded, and methodologies, and vendors, and funding sources,
and workforce development, and jobs projections, all of this, I
am hoping that the people and workers and construction of these
projects--that you hold equity and environmental justice as
guiding principles. There is no one package that can solve
every problem. But by centering the needs of those who are most
impacted, we can be sure that this package will not only work
for all of our goals, but also help us all build back better
for everyone.
A priority of mine is making sure that needed
infrastructure investments promote equity throughout. And I
think it is important to note that the communities who suffer
the most as a result of previous highway policies and aging
transit and water infrastructure also face the highest levels
of poverty, unemployment, pollution, and other forms of
discrimination based on social status, race, and income levels.
In the upcoming highway and transit reauthorization and any
future infrastructure package, I request that you ensure that
these investments create real and sustainable pathways for
minority and underserved communities to work on projects funded
through the bill. This must include directly tying
transportation investments to the creation of jobs in these
targeted communities, such as those laid out in section 3 of
the Housing and Urban Development Act of 1968. That provision
requires that recipients of HUD funds ``to the greatest extent
possible, provide job training, employment, and contract
opportunities for low- or very low-income residents in
connection with projects and activities in their
neighborhoods.''
I recommend that a similar provision be attached to
highway, transit, and other infrastructure programs under the
jurisdiction of this committee. And when I say ``jobs,'' I mean
job training, internships, mentorships, apprenticeships, and
vendor opportunities, among other things.
We can work with stakeholders to make this happen in labor,
Government, workforce development boards, and the nonprofit
sectors. I urge the committee to take advantage of this
generational opportunity. Not only can we help create and
support better transportation investments, but also create real
career pathways to good-paying jobs that will create hope and
income long after the last construction contract has been let.
According to a Pew Research Center survey, providing more
substantial public transit funding is required to build equity
into our Nation's transportation options. Indeed, Black and
Brown populations disproportionately depend on public transit
to access employment opportunities to meet the everyday
transportation needs. Today, 38 percent of Black and Hispanic
citizens say that they take public transportation, compared to
7 percent of our White citizens in the United States. In my
city, over the last decade, public transit service lines have
been cut, and fare prices increased, and this has hurt the most
vulnerable, while also making it harder to get to work,
especially as that work has moved outside the city that is not
polluted, and outside the city center.
We need a new highway bill that reverses this pattern of
disinvestment to allow our local communities the ability to
support viable and strong public transit networks, including to
reach major employment centers. Historically, public transit
has been the stepchild of the Highway Trust Fund, with the
historic split of 80-20 of trust fund revenues. In an era of
equity, it is time we rethink that split, and begin to ensure a
more robust investment in public transportation and in greening
and cleaning our environment. I hope that the committee will
use this opportunity to address the need to update the funding
split, to expedite the pace in which we invest in historically
underfunded transportation.
Again, environmental justice is another area that we need
to look at in terms of equity, not only in cleaning up these
environmental disasters in these communities, but providing
training and job opportunities for those people affected to
participate in the wealth that can be--and job opportunities
created in cleaning up, and building back better, and
participating in these transportation projects.
I could go on and on, but I am chastened by the gavel. And
I just want to thank you all for your attention and giving me
the opportunity to share my vision of building back better
today.
And I will yield back and remain here for any questions.
[Ms. Moore's prepared statement follows:]
Prepared Statement of Hon. Gwen Moore, a Representative in Congress
from the State of Wisconsin
Chairman DeFazio and Ranking Member Graves,
I appreciate the opportunity to testify today about our nation's
infrastructure priorities and the upcoming reauthorization of our
highway and transit programs. As you know, President Biden's
infrastructure and jobs plan details a number of important priorities
to address transportation and infrastructure needs and put our citizens
back to work.
I commend the President's ambitious proposal As this Committee
works on putting together the specifics of this package and the
upcoming surface transportation reauthorization, I wanted to outline
some priorities that should guide this work.
Equity
Workforce Development--Mr. Chairman and members of this Committee,
I know you will receive much input and hear many concerns from members
in this body. My hope is that in all discussion regarding the types of
projects funded, the way that funding is allocated, and the people and
workers involved in the construction of those projects, you hold equity
as a guiding principle.
No one package can solve every problem, but by centering the needs
of those most impacted, we can be sure that this package will not work
against our goals of Building Back Better for everyone.
A priority of mine is making sure needed infrastructure investments
promote equity throughout. I think it is important to note that the
communities who suffer the most as a result of previous highway
policies and aging transit and water infrastructure also face the
highest levels of poverty and unemployment, and other forms of
discrimination based on social status, race, and income level.
In the upcoming highway and transit reauthorization and any future
infrastructure package, I request that you ensure that these
investments create real and sustainable pathways for minority and
underserved communities to work on projects funded through the bill.
This must include directly tying transportation investments to the
creation of jobs in the targeting communities, such as those laid out
in Section 3 of the Housing and Urban Development Act of 1968. That
provision requires that recipients of HUD funds, ``to the greatest
extent possible, provide job training, employment, and contract
opportunities for low- or very-low income residents in connection with
projects and activities in their neighborhoods.'' I recommend that a
similar provision be attached to highway, transit, and other
infrastructure programs under the jurisdiction of this committee.
And when I say jobs, I mean job training, internships, mentorships,
and apprenticeships, among others. We can work with stakeholders to
make this happen.
I urge the Committee to take advantage of this opportunity. Not
only can we help create and support better transportation investments,
but also create real career pathways to good paying jobs that will
create hope (and income) long after the last construction cone has gone
away.
Environmental Justice--In the same vein, there are many ways that
this package can address the myriad environmental injustices experience
by minority and low-income communities.
Black and brown populations disproportionately depend on public
transit to access employment opportunities and to meet the everyday
transportation needs. Today, 38% of Black and Hispanic citizens say
they take public transportation compared to just 7% of white people in
the United States, according to a Pew Research Center survey.\1\
---------------------------------------------------------------------------
\1\ Pew Research Center, Apr. 7, 2016, ``Who relies on public
transit in the U.S.,'' https://www.pewresearch.org/fact-tank/2016/04/
07/who-relies-on-public-transit-in-the-u-s/
---------------------------------------------------------------------------
Providing more substantial public transit funding is required to
build equity into our nation's transportation options, and to support
the communities who are already most vulnerable to the environmental
and climate hazards this package aims to address.
In my city, over the last decade, public transit has seen service
cuts and fare reductions that have hurt the most vulnerable the most
while also making it harder to get to work, especially as work has
moved outside the city center. We need a new highway bill that reverses
this pattern of disinvestment to allow our local communities the
ability to support viable and strong public transit networks, including
to reach major employment centers.
Additionally, attention to environmental justice in this package
would mean that all federally funded transportation projects not only
center the needs of the communities they are impacting, but also
adequately address any concerns they may have with the project.
Meaningful engagement and ability to voice concerns on transportation
projects has been a fallacy for many inner city and other communities
that have often been pushed to the side whenever discussion about how
to meet a community's transportation needs are brought up, even in the
NEPA process.
Equity and environmental justice require this bill to give all
communities a real voice in the transportation planning, project
development, and alternatives development process. We should not use
the guise of expediting projects to eliminate meaningful engagement of
communities of color into these efforts. This bill should elevate
engagement as a deliberate and intentional policy choice.
I ask that this Committee focus your solutions through an
Environmental Justice lens. We cannot afford for the solutions we
embrace to perpetuate any further harm on those who have already
suffered so much at the hands of racially blind and discriminatory
infrastructure investments.
Milwaukee Priorities
In Milwaukee, we have many significant infrastructure needs that
could benefit from the package this Committee produces.
Water Infrastructure--In addition to working with other relevant
committees on replacing and repairing harmful lead piping and other
aging drinking water infrastructure, matters about which we've already
spoken Mr. Chairman, we also need greater investment in wastewater and
stormwater management.
Milwaukee is facing increasingly frequent 500-year flooding events
as both summer and winter storms increase in frequency due to Climate
Change. These storms come at steep cost, not only to our public
infrastructure, but also to our federal government as FEMA disaster
loans are issued to help our citizens recover.
In January 2020, a winter storm caused more than $4.1 million of
damage at Port Milwaukee. This was on top of the $3.1 million worth of
damage caused by a Derecho on the Summer of 2019.
Our waste and storm water management infrastructure, both man-made
and green, must be maintained or, in most cases, improved to make
Milwaukee more resilient to these extreme weather events.
Separately, as this Committee looks at funding highway projects, I
also support the inclusion of ``Dig Once'' provisions that would
require an assessment of the water and other infrastructure needs
underneath the roadway being torn up. This would expedite the speed at
which our infrastructure needs are addressed and ensure we do not
double or triple the costs of projects by paving and reconstructing
roadways unnecessarily.
Public Transit and Highways--Historically, public transit has been
the stepchild of the highway trust fund with a historic split of 80/20%
of trust fund revenues. In an era of equity, it's time we rethink that
split and begin to ensure a more robust investment in public
transportation. I hope the Committee will use this opportunity to
address the need to update the funding split to expedite the pace at
which we invest in historically underfunded public transportation
projects.
In Milwaukee County, going to work or employment related activities
are the number one reason cited for bus ridership.
Transit equity means not only maintaining existing highway
infrastructure, which in many cases was built over and through minority
communities, but also substantially, thoroughly, and aggressively
funding the public transportation projects these communities
desperately need to access gainful employment and live their everyday
lives.
It also means rethinking the structure by which environmental
impact studies are conducted for highway and transit projects to ensure
these communities are not further harmed or displaced by these
projects. In some cases, it may even mean tearing down highways as they
are no longer needed. In all cases this must be done with full input
from the affected community and ensure that all alternatives, including
transit options, are really considered rather than just the need to
check a box.
As this committee increases its investment in public
transportation, greater funding is needed to support the adoption of
electric buses and the related charging infrastructures to help us get
to a cleaner fleet. Unfortunately, for local and state governments,
such projects are cost prohibitive except for the largest providers. In
the FAST Act, this committee took a step forward with a new competitive
grant program to promote zero and low-emission buses and I urge the
committee to strongly build on that foundation in the upcoming bill.
Lastly, in closing,
Among specific Milwaukee's priorities are:
An expansion of our streetcar system, The Hop, which
would provide greater connectivity to minority communities who were not
connected during the system's original concept. Again, demonstrate the
need for strong federal funding for transit so that localities can
pursue opportunities such as the HOP.
Support for bus rapid transit routes to provide improved
service and shorter trip times to the communities in the center of
Milwaukee County. Last year, the FTA signed off on the first bus rapid
transit route in Wisconsin which begins in my district and connects to
a major/health complex and employer in the near suburbs. These kinds of
projects make sense and I know my community can benefit from additional
such investments.
Increased funding to protect transit operators. Assaults
against these men and women continue and we need to do more to protect
them.
Increased funding to help overcome COVID-19 transit
budget shortfalls due to lower ridership/fare collection. The committee
should look at allowing larger transit operators to be able to use
federal funding to support operating costs.
Electric Vehicles--Additionally, I know that the deployment of EV
charging infrastructure is a major consideration in the upcoming bill.
As this committee is developing policy to support this deployment, I
would urge you to ensure that affordable and fast EV charging
infrastructure, electric grid improvements, and battery recycling
programs are distributed, not just equally, but also equitably, across
all communities. Charging stations shouldn't skip zip codes or parts of
town.
In a city as diverse and racially segregated as Milwaukee, we have
seen how expanded access to new technologies can benefit the wealthy
few at the top, while leaving the vulnerable many at the bottom.
Mr. Kahele. Mahalo, Ms. Moore.
Ms. Moore. Yes.
Mr. Kahele. This concludes today's hearing. I want to again
thank all of my colleagues who took the time to testify today.
I ask for unanimous consent that the record of today's
hearing remain open until such time as our witnesses have
provided answers to any questions that may be submitted to them
in writing.
I also ask unanimous consent that the record remain open
for 15 days for any additional comments and information
submitted by Members or witnesses to be included in the record
of today's hearing.
Without objection, so ordered.
The committee stands adjourned.
[Whereupon, at 4:53 p.m., the committee was adjourned.]
Submissions for the Record
----------
Letter of April 14, 2021, from the Agricultural and Food Transporters
Conference et al., Submitted for the Record by Hon. Troy Balderson
April 14, 2021.
Hon. Maria Cantwell,
Chair,
Senate Committee on Commerce, Science, and Transportation.
Hon. Peter DeFazio,
Chair,
House Committee on Transportation and Infrastructure.
Hon. Roger Wicker,
Ranking Member,
Senate Committee on Commerce, Science, and Transportation.
Hon. Sam Graves,
Ranking Member,
House Committee on Transportation and Infrastructure.
Dear Chairs Cantwell and DeFazio, and Ranking Members Wicker and
Graves:
As the Senate Committee on Commerce, Science and Transportation and
the House Committee on Transportation and Infrastructure begin their
work on a major infrastructure legislative package and/or surface
transportation reauthorization bill, the more than 100 undersigned
organizations write to express strong support for the DRIVE-Safe Act
(S. 659, H.R. 1745), and to urge its inclusion in the forthcoming
legislation. This strongly bipartisan legislation, which garnered the
support of more than one third of the House and Senate in the 116th
Congress, will address the nation's growing truck driver shortage by
promoting opportunity and enhanced safety training for emerging members
of the transportation workforce.
Although 49 states and the District of Columbia currently allow
individuals under the age of 21 to obtain a commercial driver's license
and operate in intrastate commerce, these same individuals are
prohibited from driving a truck across state lines until they turn 21.
The DRIVE-Safe Act would change this through a rigorous two-step
apprenticeship program that creates a path for these drivers to enter
the industry. As the name implies, however, the legislation's first
priority is safety. In order to qualify, candidates must complete at
least 400 hours of additional training--more than what is required for
any other CDL holder in the nation.
Seventy percent of the nation's freight is carried by commercial
trucks, and while demand is projected to increase over the next decade,
the threat posed by the driver shortage stands to disrupt the
continuity of the supply chain. This is especially problematic as the
nation and our economy recover from the monumental impacts of the
COVID-19 pandemic. According to a recent estimate, the trucking
industry needs an additional 60,800 truck drivers immediately--a
deficit that is expected to grow to more than 160,000 by 2028. In fact,
when anticipated driver retirement numbers are combined with the
expected growth in capacity, the trucking industry will need to hire
roughly 1.1 million new drivers over the next decade, or an average of
nearly 110,000 per year. The COVID-19 pandemic further exacerbated the
truck driver shortage, and the temporary closures of state DMV's and
truck driver training schools dried up the already fragile pipeline of
new drivers entering the trucking industry. And as a result of the
already-crippling driver shortage, companies in supply chains across
the economy are facing higher transportation costs, leading to
increased prices for consumers on everything from electronics to food.
As a testament to the safety considerations underpinning the DRIVE-
Safe Act, all qualified drivers who participate in the apprenticeship
program established by the bill would only be allowed to drive trucks
outfitted with the latest safety technology, including active braking
collision mitigation systems, forward-facing event recording cameras,
speed limiters set at 65 miles per hour or less, and automatic or
automatic manual transmissions. Professional drivers training within
the program are also required to be accompanied by an experienced
driver throughout the process.
The DRIVE-Safe Act will help our nation's freight continue to move
while preserving and enhancing the safety of our highway system. It
will help fill desperately-needed jobs and provide younger Americans
with the opportunity to enter a profession with a median salary of
$54,585, plus health and retirement benefits. And it will bolster and
support our nation's supply chain, which is an issue of heightened
urgency as our nation recovers from the COVID-19 pandemic.
Thank you for your attention and thoughtful consideration of this
important and timely legislation. We look forward to working with you
to include the DRIVE-Safe Act in your Committees' forthcoming
infrastructure legislation and/or surface transportation
reauthorization bill.
Sincerely,
Agricultural and Food Transporters Conference.
Agricultural Retailers Association.
Amcot.
American Apparel & Footwear Association.
American Bakers Association.
American Beverage Association.
American Chemistry Council.
American Coatings Association.
American Feed Industry Association.
American Forest and Paper Association.
American Foundry Society.
American Frozen Food Institute.
American Supply Association.
American Trucking Associations.
AmericanHort.
Arkansas Beverage Association.
Associated Equipment Distributors.
Association for Hose and Accessories Distribution.
Auto Care Association.
Beverage Association of Tennessee.
Brick Industry Association.
Coalition of Franchisee Associations.
Colorado Beverage Association.
Commercial Vehicle Training Association.
Consumer Brands Association.
Convenience Distribution Association.
Cotton Growers Warehouse Association.
Energy Marketers of America.
Equipment Services Association.
FedEx.
Florida Beverage Association.
Fluid Power Distributors Association.
FMI--The Food Industry Association.
Foodservice Equipment Distributors Association.
Forest Resources Association.
Franchise Business Services.
Gases and Welding Distributors Association.
Georgia Beverage Association.
Hardwood Federation.
Heating, Air-Conditioning, & Refrigeration Distributors International.
Home Depot.
Hoosier Beverage Association.
Institute of Shortening and Edible Oils.
Intermodal Association of North America.
Intermodal Motor Carriers Conference.
International Association of Plastics Distribution.
International Bottled Water Association.
International Dairy Foods Association.
International Foodservice Distributors Association.
International Sealing Distribution Association.
International Warehouse Logistics Association.
Maine Beverage Association.
Metals Service Center Institute.
Michigan Soft Drink Association.
National Aquaculture Association.
National Association of Manufacturers.
National Association of Sporting Goods Wholesalers.
National Association of Truckstop Operators.
National Association of Wholesaler- Distributors.
National Automatic Merchandising Association.
National Beer Wholesalers Association.
National Cotton Council.
National Council of Chain Restaurants.
National Council of Farmer Cooperatives.
National Energy & Fuels Institute.
National Fastener Distributors Association.
National Franchisee Association.
National Grain and Feed Association.
National Grocers Association.
National Milk Producers Federation.
National Oilseed Processors Association.
National Onion Association.
National Pork Producers Council.
National Private Truck Council.
National Propane Gas Association.
National Ready Mixed Concrete Association.
National Restaurant Association.
National Retail Federation.
National Stone, Sand and Gravel Association.
National Tank Truck Carriers.
Nestle.
New Hampshire Beverage Association.
North American Meat Institute.
North American Millers' Association.
North American Renderers Association.
North Carolina Beverage Association.
Ohio Beverage Association.
Pet Food Institute.
Pet Industry Distributors Association.
Plumbing Manufacturers International.
Portland Cement Association.
Power Transmission Distributors Association.
PRINTING United Alliance.
Retail Industry Leaders Association.
Retail Packaging Association.
Rural & Agriculture Council of America.
Security Hardware Distributors Association.
Service Station Dealers of America and Allied Trades.
SNAC International.
Southeastern Lumber Manufacturers Association.
Specialty Soya & Grains Alliance.
The Fertilizer Institute.
Tire Industry Association.
Transportation Intermediaries Association.
Truck Renting and Leasing Association.
Truckload Carriers Association.
United Fresh Produce Association.
United States Cattlemen's Association.
UPS.
U.S. Chamber of Commerce.
Virginia Beverage Association.
Walmart.
Water and Sewer Distributors of America.
Wholesale Florist and Florist Supplier Association.
Wine and Spirits Wholesalers of America.
Wisconsin Beverage Association.
CC: Members of the Senate Committee on Commerce, Science, and
Transportation
Members of the House Committee on Transportation and
Infrastructure
Prepared Statement of Hon. Sanford D. Bishop, Jr., a Representative in
Congress from the State of Georgia
Thank you, Mr. Chairman, for the opportunity to discuss the
infrastructure needs of Georgia and the nation. The importance of
investing in our infrastructure cannot be understated. Infrastructure
is the physical framework upon which our economy operates and which our
standard of living is dependent upon. The American Society of Civil
Engineers estimates that the 10-year infrastructure investment gap now
stands at $2.6 trillion. We must take bold and decisive action now.
Deteriorating infrastructure across rural America threatens our
position as a world leader in agriculture. The ability of our farmers
and ranchers to meet domestic demands and compete globally depends on
reliable infrastructure. I urge you to include robust funding for state
Departments of Transportation so that our municipalities have the
resources needed to improve our local roads, bridges, ports, and
railways.
As you develop surface reauthorization and infrastructure
legislation, we must also look to the future by continuing our
leadership in clean energy technology. In the recently unveiled
American Jobs Plan, President Biden set a goal to electrify at least 20
percent of our yellow school bus fleet. I urge the Committee to create
a new grant program for local school districts to replace existing
diesel school buses with electric school buses. A new grant program
should be separate from the existing Diesel Emissions Reduction Act
grants so that our schools have a dedicated revenue source to upgrade
their school bus fleet. Schools with limited financial resources,
particularly those in rural areas, do not have the financial resources
to replace existing school buses without significant federal support.
We must ensure that these schools have access to utilize a new grant
program for electric school bus purchases.
Investment in clean energy infrastructure also requires a reliable
charging station network across the country. Building a network of
green infrastructure will require cooperation and partnerships between
the federal government and private sector. I support President Biden's
proposal to jumpstart clean energy manufacturing through federal
procurement.
Additionally, significant investment is needed to ensure that every
American has access to high speed broadband. More than 35 percent of
rural Americans lack access to broadband at minimally acceptable
speeds. I urge you to include investment in the infrastructure needed
to close the digital divide. However, even with this investment, it
will take years to connect every American to high speed and affordable
broadband. We should provide immediate financial support by creating a
refundable consumer tax credit for the purchase of a signal booster,
mobile hotspot, or satellite equipment to boost internet speeds while
we continue to build our broadband infrastructure.
Finally, I ask that you consider inclusion of a pilot program that
would increase safety on roads and help mitigate climate pollution.
This program would allow a limited number of states to permit operation
of vehicles weighing up to 91,000 pounds gross vehicle weight with six
axles on federal interstates. Allowing trucks to carry at this modestly
higher gross vehicle weight, with a sixth axle for bridge formula
compliance, will reduce greenhouse gas emissions, made roads safer for
families and drivers, and minimize congestion on state and local roads.
The CARES Act allowed states to issue temporary permits for trucks to
operate above federal weight limits on the Interstate Highway System,
easing strains on the supply chain. Data from these permits showed that
the heavier configuration reduced carbon dioxide emissions and saved
thousands of gallons of diesel and miles traveled without any
corresponding increase in reportable accidents.
We have the opportunity to create millions of jobs for hardworking
Americans by making a historic infrastructure investment. I believe
that it is incumbent upon Congress to come together and pass bipartisan
legislation that invests in our local communities at this time of great
need. Thank you for your consideration.
Prepared Statement of Hon. Ted Budd, a Representative in Congress from
the State of North Carolina
Good morning Chairman DeFazio, Ranking Member Graves, thank you for
the opportunity to speak before this committee today. Let me begin by
saying that, unlike some of my colleagues you've heard from today, I am
not here to request any earmarks.
Earmarks are a corrupting influence and act as ``the gateway drug
for overspending,'' as the late-Senator Tom Coburn said. Earmarks are
loved by lobbyists and career politicians, and hated by government
watchdogs and taxpayers. I am disappointed the Democrats have brought
back the pork-barrel earmark system that will only further add to the
mounting national debt.
Instead of requesting earmarks, we should enact legislation like
the Generating American Income and Infrastructure Now (GAIIN) Act. This
bill would require the government to actually sell off parts of its
debt and distribute the proceeds to low-income communities below the
national poverty line for infrastructure projects that would directly
improve their economic viability. This bill is a fiscally responsible
way to invest in infrastructure while also promoting workforce
development.
In the same vein, I ask that the committee include my Fair and Open
Competition Act, H.R. 1284, in the surface transportation bill. This
bill prevents federal agencies and recipients of federal assistance
from requiring contractors to sign controversial project labor
agreements (PLAs) as a condition of winning a construction contract.
This would ensure that taxpayer funded construction contracts are
awarded through fair and open competition. This guarantees the best
value for hardworking taxpayers by prohibiting a rigged federal
procurement process that discriminates against many small construction
businesses. Many of the bill's 45 cosponsors have signed onto a letter
asking the committee to include this proposal. I will be delivering
this letter later today.
I also ask the committee to preserve the previous Administration's
National Environmental Policy Act regulations and One Federal Decision
policy. Last summer, the Trump Administration released the first
revised NEPA regulations in over 40 years. The old rules increased the
time and cost for federally-funded infrastructure projects. The
reformed regulations will speed up the notoriously slow environmental
review process.
The One Federal Decision policy consolidated permitting and
authorization decisions into one process and provides deadlines to
reduce delays and cut through the red tape. I constantly hear from
state and local stakeholders about how NEPA regulations and agency
reviews slow down the process to get projects up and running. It is
unacceptable for vital infrastructure programs to be delayed by years
of bureaucratic red tape. I am glad the last Administration understood
this and implemented a goal to complete environmental reviews in two
years or less.
Solutions like the GAIIN Act, the Fair and Open Competition Act,
NEPA reform, and the One Federal Decision policy will reduce costs and
speed up infrastructure projects. I urge you to include these reforms
within the surface transportation reauthorization bill.
We need to get back to basics. Let's fix our country's
infrastructure by removing red tape, efficiently and effectively
planning projects, competitively bidding them, and getting shovels into
the ground. That way, taxpayers will know that they are getting the
best bang for their buck. At the end of the day, it's not our money,
it's the people's money. I look forward to working with my colleagues
on the proposals I mentioned today.
Thank you, Mr. Chairman. I yield back.
Prepared Statement of Hon. Tony Cardenas, a Representative in Congress
from the State of California
Thank you Chair Peter DeFazio, Ranking Member Sam Graves, and the
Committee members for the opportunity to allow me to testify on Member
Designated Project funding opportunities in my district.
I proudly serve the Northeast San Fernando Valley communities,
including Panorama City, Pacoima, Arleta, North Hollywood, Van Nuys,
and Sylmar. Wedged between major freeways like the 405, 5, and 210,
many hardworking individuals spend hours in traffic and away from their
families to work in the service industry over the hill to downtown Los
Angeles. Growing up in the Valley, it was not uncommon to see family
members and neighbors wake up before dawn to carpool to their
destination, whether it be in healthcare to nurse our youth and the
elderly, to build our infrastructure and create new public spaces, to
clean homes and watch over our little ones, or to prepare and serve our
food in some of the most visited restaurants. These frontline workers,
who contribute and sacrifice to keep us healthy, fed, and safe, deserve
our support for projects that provide the most significant mobility,
accessibility, connectivity, and ease.
One such Project at the tip of California's Statewide
Transportation Improvement Program (STIP) is the East San Fernando
Valley Light Rail Transit Project. This vital public transit
infrastructure investment will provide improved transit service along
the busy Van Nuys Boulevard and San Fernando Road corridors serving the
eastern San Fernando Valley. The Project will provide connections to
key destinations and more excellent transit users opportunities to
connect to the growing transit network in the San Fernando Valley with
destinations to downtown Los Angeles.
I also plan to submit and support requests that mitigate traffic
congestions, cool down our hot streets, provide greater pedestrian
safety by identifying High Injury Network streets with a significant
concentration of severe injuries and deaths, and lastly, explore
opportunities to erect sound walls in our most distressed communities
to improve quality of life by reducing the freeway's impact on the
surrounding neighborhoods.
With the tremendous local support for these priorities, I welcome
the committee's continued guidance in moving forward these requests,
passing it out of the House, and getting it to the President's desk.
Thank you.
Prepared Statement of Hon. Matt Cartwright, a Representative in
Congress from the Commonwealth of Pennsylvania
Chairman DeFazio and Ranking Member Graves,
Thank you for allowing me to let the Committee know my surface
transportation priorities.
I greatly appreciate the Committee's Member Designated Projects
process this year, and, at this time, I am working closely with state
and local officials to identify transportation projects that will
benefit the citizens of Pennsylvania's Eighth Congressional District,
which includes all or a portion of five different Northeastern
Pennsylvania counties. I am proud of the strides that local
transportation stakeholders have made to bolster the road, bridge, and
transit infrastructure in my congressional district, which contains
several cities, such as Scranton, Wilkes-Barre, and Hazleton, several
transit agencies that serve a large geographic area, hundreds of
bridges over its lakes, rivers, and creeks, and multiple Interstate,
U.S., and State Highways that carry commuters to the Lehigh Valley and
southeastern Pennsylvania, northern New Jersey and New York City, and
western Pennsylvania and the Midwest. There is much work to be done to
improve transportation in my district, and the ability through the
Committee to direct some federal dollars to help complete critical
projects will have significant benefits. Although I continue to work to
finalize the projects I will submit for the Committee's consideration,
there are a few areas that I wish to highlight.
The County of Lackawanna Transit System (COLTS) is in great need of
a renovated headquarters and new maintenance facility. This project
will be funded primarily by money from the Pennsylvania Department of
Transportation (PennDOT). COLTS represents an invaluable piece of the
transit picture in my district, providing safe, affordable, and
convenient public transportation throughout Lackawanna County. The last
major renovation of the headquarters building occurred more than
thirty-five years ago. In this time, the facility has suffered its
share of wear and tear, and an overhaul is much needed to promote
efficient operations. The new project design also places the
maintenance area away from the administrative section of the building,
which is a necessary safety alteration to the complex.
I also strongly support Lackawanna County's Main Street project,
revitalizing the major, north-south ``spine'' route through the valley
section of the county. There is a great need to ease traffic flow and
encourage economic development along this corridor.
In Luzerne County, there are transit improvement needs as well,
including city of Hazleton Public Transit (HPT) system proposal to
replace diesel buses with compressed natural gas (CNG) buses. In
addition to the benefits to the environment and quality of life that
will result from increased ridership on these more comfortable and up-
to-date public transportation options, CNG has much lower carbon
content than diesel and other petroleum-based products and produces 20-
30% fewer greenhouse gas emissions and 95% fewer tailpipe emissions
than diesel. Hazleton Public Transit also needs to purchase land to
create a park-and-ride lot to supplement the very limited parking
currently available to customers of HPT and intercity buses. This, too,
will increase ridership and result in obvious environmental benefits
such as reduced traffic and emissions as well as benefits to riders,
such as cost savings, reduced stress, and increased productivity.
Resurfacing, re-signaling, and bridge replacement is also a priority
for Luzerne County routes.
In Monroe County, there are multiple road and intersection
improvement projects that need to be executed, including a project with
Route 115, which I am happy to see has begun to see increased economic
development spring up around it. Unfortunately, this development has
resulted in a notorious bottleneck, and a widening project there will
increase traffic flow and result in a safer stretch of highway for
commuters in Monroe County.
In Pike and Wayne Counties there are numerous roadway resurfacing
and bridge reconstruction projects, two of which are a problematic
section of Route 590, which needs resurfaced for safety improvement,
and a Lackawaxen River bridge replacement. I am looking to the
Committee to assist in directing funds to a number of such critical
projects in northeastern Pennsylvania.
I additionally strongly support the Committee including many of the
national funding priorities and policy improvements previously found in
the surface transportation portion of the Moving Forward Act, H.R. 2,
from the 116th Congress. We need to deliver better roads and bridges
with as much speed as we can, including repairing tens of thousands of
structurally deficient bridges across the country. We also must
urgently increase transit options and efficiency to in order to reduce
the number of cars on our commuter highways--and also reduce their
aggregate emissions. We must address bottlenecks and gridlock on
existing roadways, and we need to make all of our transportation
infrastructure more resilient. The Committee's surface transportation
authorization legislation in the previous Congress wisely addressed
these challenges, and I urge a continuation of that effort this year.
Prepared Statement of Hon. Gerald E. Connolly, a Representative in
Congress from the Commonwealth of Virginia
Thank you to Chairman DeFazio and Ranking Member Graves for hosting
this Member Day hearing for the Transportation and Infrastructure
Committee. This committee has important work ahead of it in the 117th
Congress, and I appreciate the opportunity to testify on some of our
shared priorities.
As the Chairman of the Government Operations Subcommittee for the
House Committee on Oversight and Reform, my subcommittee shares
jurisdiction with this committee on some critical areas such as federal
real property management by the General Services Administration and of
course the Washington Metropolitan Area Transit Authority (WMATA).
On federal real property, one of the issues we have collaborated on
is the plan for a new headquarters for the Federal Bureau of
Investigation (FBI) to replace the current Hoover building. As you
know, the Trump Administration derailed a plan to develop a new
suburban consolidated headquarters for the FBI and proposed a
redevelopment of the existing Hoover building, which also required
sending thousands of FBI positions to locations in Idaho, West
Virginia, and Alabama. My subcommittee initiated an investigation of
that decision that discovered the plan proposed by the Trump
Administration was more costly than the original plan despite
Administration representations to Congress that it would be less
expensive. The Inspector General for GSA found that the Administration
obscured $516 million in project costs in its proposal to Congress,
that the President was personally involved in the development of the
new, more expensive proposal despite having a clear conflict of
interest, that then-GSA Administrator Emily Murphy misled Congress in
her testimony about the President's involvement, and that physical
security requirements were not fully resolved as part of the new urban
proposal. The consolidated appropriations bill passed at the end of the
116th Congress (P.L. 116-260) gave the current Administration 90 days
to produce a prospectus for a new FBI headquarters project. The
deadline was not met, and working with Chairwoman Titus we must
continue to push the Administration to get this project back on track
to deliver a safe and state-of-the-art new headquarters for the FBI.
As an aside, I have a bill that has been referred to this committee
which would rename the Hoover building (H.R. 1290), and I hope the
Committee would act on this proposal to ensure Mr. Hoover, who was a
bigot and malign character in American history, no longer occupies this
place of honor.
I also look forward to continuing my work with Chairwoman Norton on
oversight of WMATA to ensure that the transit backbone of the nation's
capital is safe and reliable. The federal government has a unique
responsibility to support WMATA operations given the role it plays
transporting the federal workforce and providing critical disaster
response support for federal government operations. My legislation, the
Metro Accountability and Investment Act (MAIA, H.R. 694) would
reauthorize and enhance the existing dedicated annual federal funding
contribution contingent upon important accountability reforms that have
been developed in collaboration with Chairwoman Norton and this
committee. I want to thank the Committee for including this bill in the
Moving Forward Act (116th, H.R. 2), which passed the House in 2020. I
hope we can build on that success in this Congress as part of a
comprehensive infrastructure push.
Finally, I would like to address the critical role this Committee
will play enacting the proposed American Jobs Plan and advancing other
urgent infrastructure needs in the 117th Congress.
Under President Biden, we have an opportunity to make
transformative investments in our nation's roads, bridges, electric
grid, transit systems, research and development, drinking water,
schools and childcare, housing, broadband networks, manufacturing, and
green economy. The $2.5 trillion American Jobs Plan is an early down
payment on a promise to build back the American economy as it recovers
from the COVID-19 pandemic. I especially look forward to working with
this committee to craft parameters for the proposed $10 billion
investment in the modernization, sustainability, and resilience of the
federal buildings. And as I previously testified to the Ways and Means
Committee, we must revive the successful Build American Bonds program
through a new direct subsidy bonds program that will provide much-
needed financing for state and local infrastructure investment.
It would be difficult to quantify the return on investment of the
interstate highway system, an initiative spurred by President Dwight D.
Eisenhower and authorized by Congress in 1956 to build 40,000 miles of
roads. That relatively modest initiative has given rise to entire
industries and provoked innovation that defined the American century.
The infrastructure investment Congress made as part of the American
Recovery and Reinvestment Act (ARRA) after the Great Recession had
among the highest returns on investment among the bill's stimulus
provisions. In 1960, federal infrastructure spending was 5 percent of
GDP. By 2017, American investment in infrastructure had declined to 2.3
percent of GDP, an all-time low. We must reverse this decline. Our
global competitors, especially China, are increasing their investments
in infrastructure building new airports, connecting cities with high-
speed rail, and adopting green technology as part of a more sustainable
future. For the sake of a robust economic recovery and our nation's
long-term global competitiveness bold initiatives like the American
Jobs Plan should be just the beginning of our reinvestment in America
agenda.
Prepared Statement of Hon. Charlie Crist, a Representative in Congress
from the State of Florida
Chairman DeFazio and Ranking Member Graves,
As the Committee on Transportation and Infrastructure does the
vital work of reauthorizing surface transportation projects, I urge you
prioritize the following endeavors.
Beach Nourishment Easements
I am seeking a modification to the Army Corps' easement requirement
for Shore Protection Projects. Specifically, I am seeking an exemption
to the easement requirement for areas where sand will not be placed for
a planned project, or has not been placed since 1996, the year the
Corps released guidance on WDRA 1986.
My district is home to the Pinellas County Shore Protection Project
that encompasses nearly 13 miles of beaches over three segments and has
been a model partnership between the federal, state, and local
governments. This public safety project is vital to Florida's economy,
environment, and way of life. Pinellas beaches support a thriving
tourism industry; promote recreational opportunities; and protect
lives, endangered local wildlife, and infrastructure from devastating
storm surge.
Despite completing multiple nourishment cycles over several
decades, the Army Corps informed Pinellas County that local officials
must obtain perpetual easements along the length of the project from
100 percent of property owners in order to be eligible for the next
scheduled nourishment in 2024. Together with the Corps' Jacksonville
District, the County and local municipalities have been working hard
for over two years to obtain these easements.
Unfortunately, due to understandable skepticism from some property
owners, the County remains short of meeting this requirement. Notably,
a majority of the remaining required easements are located well into
the sand dunes where sand won't be placed for the planned project (see
below image).
Also of note, Florida is unique among states as the State
Legislature in law has designated an Erosion Control Line (ECL) that
clearly delineates the public and private segments of our beaches.
While I understand the requirement to obtain easements from property
owners where sand will be placed on the private side of the state-
mandated line, where I disagree with the Army Corps is the need to
obtain easements for those segments of the project where sand will only
be placed on the public side of the ECL, as is the case here, because
public access in these areas is already guaranteed by state law.
Allowing the Pinellas Shore Protection Project to lapse would have
far-reaching and significant economic consequences. Pinellas beaches
contribute not only to Tampa Bay's regional economy, not only to the
state's economy, but to the entire country's economy. In fact, Pinellas
beaches are annually ranked as some of the best in the country. Earlier
this year, TripAdvisor named St. Pete Beach as the nation's top beach
and included Clearwater Beach, Madeira Beach, and Treasure Island on
its Top 20 list. Furthermore, in 2020, despite the pandemic, Pinellas
County drew 12.5 million visitors, creating an economic impact of $5.8
billion and supporting over 65,000 jobs within the County. It is clear
that Pinellas beaches and the recreational opportunities they provide
draw visitors from well beyond Florida, and even beyond the United
States.
Even more alarming, the degradation of Pinellas' beaches could
result in loss of life and significant property damage from storms and
other flooding events. Nourished beaches provide critical protection
from the impacts of storm surge. Without a wide, sandy beach to serve
as a buffer, lives would be lost, property and infrastructure would be
destroyed, and post-disaster costs for the federal government would
skyrocket. Not only is this an incredibly dangerous situation for the
people who live and work along Pinellas' coast, but this directly
contradicts the very purpose of the Army Corps' Shore Protection
Program.
It is unacceptable that the Pinellas County Shore Protection
Project be placed at risk due to a sudden change in Corps policy,
especially after completing multiple successful nourishment cycles
prior to instatement of the easement requirement. For this reason, I
urge the Committee to examine the Corps' arduous and inconsistent
easement policy and provide flexibility to non-federal sponsors as
outlined above.
Everglades
I also urge the Committee to include Everglades restoration in an
upcoming infrastructure package, allowing for the speedy completion of
projects that are critical to a restored and healthy Everglades
ecosystem.
The Everglades is central to Florida's environment and economy. It
is the source of drinking water for eight million Floridians and serves
as both a short- and long-term job creator. Based on Army Corps
calculations, between 65,000 and 70,000 jobs would be created over four
years if the South Florida Ecosystem Restoration program receives full
funding for authorized construction projects that are part of the
integrated delivery schedule. In addition, this unique ecosystem
attracts millions of visitors every year from around the world. In
2019, the Greater Everglades National Parks attracted almost 3 million
visitors and contributed $238 million to the economy.
The Everglades also provides important climate benefits to the
surrounding communities, including protecting Florida's aquifers from
saltwater intrusion and serving as a natural buffer to storm surge. The
Everglades is also a biodiversity hotspot, providing habitat for over
180 endangered or threatened species.
Given the emphasis this Committee is placing on sustainable,
climate-resilient infrastructure, and the importance of this national
treasure to our environment and economy, I firmly believe that the
South Florida Ecosystem Restoration program deserves to be included as
infrastructure in an upcoming package.
Multi-Modal Mobility
Car-sharing is a new, green, affordable form of modern mobility
that allows people to connect multiple forms of efficient
transportation and rent cars as they need them. When cars are shared,
there don't need to be as many on the road, which means fewer
accidents, reduced traffic, lowered emissions, and less space needed
for parking. Supporting car-sharing efforts can improve mobility,
relieve congestion, help our environment, and make public transit
easier to use.
I encourage the Committee to support the establishment of multi-
modal mobility hubs, particularly in underserved areas, and consider
incentives for the purchase and use of shared vehicles, and the
manufacturing or incorporation of connected car sharing technologies.
Coast Guard Joint Chiefs of Staff
Recently, I introduced the bipartisan Commandant of the Coast Guard
to Joint Chiefs of Staff Act, H.R. 2136, because it's time the Coast
Guard has a seat at the Joint Chiefs table. This an opportunity to
promote to Coast Guard Commandant to full voting membership on the
Joint Chiefs, the only military service chief currently excluded. The
Coast Guard is providing significant operational and strategic
capabilities and perspective to keep our domestic and international
waterways safe and secure but needs this legislation to provide parity
and legitimacy amongst the other Armed Forces. As the committee of
jurisdiction, you are well-aware that Coast Guard leadership has
growing relevance across not just our maritime transportation system
and economy but also in support of our National Defense Strategy and
integrated Tri-Service Maritime Strategy, especially against growing
strategic competition with China. I encourage the committee to include
my bill, H.R. 2136 in the upcoming surface transportation
reauthorization package.
I thank the Committee for their consideration and their important
work on rebuilding our nation's infrastructure during these
unprecedented times.
Prepared Statement of Hon. Danny K. Davis, a Representative in Congress
from the State of Illinois
Good Morning--Chairman DeFazio/Ranking Member Graves and members of
the Transportation Committee. Thank you for hosting this opportunity
for me to advocate for transportation interest in the state of Illinois
and the Chicagoland area (which is represent); specifically.
Mr. Chairman, it is no secret that Chicago a great connector and
transportation hub for rail, airlines, waterways, surface, and transit.
Our needs are vast, and our needs are great. Donor states like Illinois
don't receive the appropriate share of the federal resources that it
pays, and it is indicative of the amount of infrastructure updates and
maintenance backlog that is currently needed to maintain the foundation
of our modern society. Chicago needs around $4 billion dollars for
infrastructure replacements, and Illinois needs $40 billion.
According to the American Society of Civil Engineers, the Illinois
Infrastructure Grade is a C-.
The ASCE stated, ``THE STATE'S INFRASTRUCTURE HAS BEEN ON A
STARVATION DIET''
So today, I wanted to touch on some problem areas where adequate
infrastructure funding will improve upon this score.
In aviation--Illinois boast the 2nd busiest airport in the nation
but also has 115 public use airports--77 of these airports are publicly
owned. The aviation capacity will continue to grow with the O'Hare
Modernization Program, improved cargo capacity at Rockford
International Airport and terminal capacity at Rockford International
Airport.
Illinois has the 3rd largest bridge inventory in the nation with
roughly 26,775 bridges.
8.6% of these bridges are structurally deficient.
In Chicago, our drinking water is in serious need of immediate
resources to replace aging pipes and upgrade our wastewater systems.
According to ASCE, in 1900, the average residential use of portable
water in the US was 5 gallons per day--per person. Today that number is
100 gallons of water per day--per person.
In a suburban community in my district--Maywood, Illinois--has lost
at least 30% of their water costing the residents $1.66 million due to
water main pipe breaks.
Illinois also has 1118 miles of waterways and is the 3rd largest
agriculture exporter in the US. The state is the number one exporter of
soybeans, soymeal, and vegetable oil.
$18 billion dollars of Illinois industry products are exported
annually via the waterways. Investments in lock facilities and dam
modernization is critical to the growth and survival of the state's
agricultural industry.
Illinois rail industry has a 7000-mile track network and is the 2nd
largest rail network in the country. It is also important to note
Illinois is the only state which all Seven Class 1 freight railroads
operate.
Nearly one-quarter of the nation's rail-shipped goods and services
move through Chicago and more carloads of freight are carried through
Illinois than any other state in the U.S.
Chicago is also the single busiest and largest rail city in the
nation. Freight and passenger systems like; (Amtrak, Metra & CTA) are
the backbone of the city and state economy. The transit system has over
7500 passenger vehicles, over 400 stations and 70 maintenance
facilities serving Chicago and hundreds of suburban communities.
Modernization of the system will continue to minimize congestion and
reduce carbon admissions.
Although I have outlined the vast traditional infrastructure
needs--I would like to highlight further needs to be considered.
The bill is an opportunity to modernize housing, expand renewal
energy projects, build more EV charging stations in underdeveloped
communities, build new affordable housing in many of the blighted
communities around the county and specifically westside communities
that were left decimated after the King riots and expand broadband
availability to underserved communities.
Mr. Chairman, I look forward to working with you the members of the
committee on this legislation that will be the catalyst to providing
financial equity to places that have been long overlooked in the inner
city.
Thank you.
Prepared Statement of Hon. Sylvia R. Garcia, a Representative in
Congress from the State of Texas
I proudly rise today as the representative for the 29th district of
Texas. Too often, my home district, which is nearly 80% Latino, has had
to go without. My neighborhoods and communities have not had that same
access to quality transportation and infrastructure, and I am here to
advocate for change.
Equitable transit opportunities are vital as we move into the
future. As an urban district, we need to continuously look to expand
public transit options in new and creative ways. Many of my
constituents rely on public transportation, and I want to ensure that
they can get around the district and the entire region with ease,
comfort, affordability and reliability.
And of course, my constituents deserve the same quality of roads,
bridges, and highways as any other region. I encourage the committee to
look for opportunities to fund projects that ensure equity and do not
disproportionally harm communities of color, and that bring communities
together rather than divide them with a highway.
We must also look for innovative new ways to build infrastructure
that protects the Houston region from flooding. As we saw in Hurricane
Harvey, Houston can be flooded to an extent no where else in the
country has experienced. We need to expand our horizons and fund ideas
that will protect our families, our homes, and our businesses and our
environment. Bold new infrastructure projects can shape the future of
our nation, and I look forward to that starting in the 29th district of
Texas.
Prepared Statement of Hon. H. Morgan Griffith, a Representative in
Congress from the Commonwealth of Virginia
Dear Chairman DeFazio and Ranking Member Graves:
Thank you for providing me the opportunity to highlight a matter of
great importance to my district and the coalfields of Appalachia as you
continue to work on issues within this Committee's jurisdiction in the
117th Congress.
The Coalfields Expressway, or U.S. Route 121, is designated a
Congressional High Priority Corridor. The Expressway is a proposed
four-lane highway that would provide a much needed and more efficient
pathway through the coalfields region of Southwest Virginia and
Southern West Virginia. By providing safe and rapid access to
communities along the corridor, it will greatly improve interstate
commerce between disadvantaged portions of Virginia, West Virginia, and
Kentucky.
As an area that has been ravaged by economic depression with the
exit of much of the coal industry, Southwest Virginia stands to benefit
greatly from increased connectivity with our surrounding states, as
would Kentucky and West Virginia. This highway could serve as an
economic lifeline, bringing in commerce and tourism to the area.
The current roadways that serve the communities and would benefit
from the Coalfields Expressway are primarily rural roads, which are not
as safe, well maintained, or easy to navigate. For example, Dickenson
County, which this highway would run through, is the only county in my
district without a four-lane road.
Not only do these challenges make passage for local residents
difficult, but they also mean that businesses and through-traffic avoid
this region. Our economic development boards struggle to get businesses
to even consider the area because of the lack of connectivity to other
regions and major highways.
This Expressway would bring much needed commerce to the area and
provide residents and travelers from across the country a new and
better way to explore Appalachia.
Funding challenges have made the completion of this project
difficult. In Virginia, even when the state has received Federal
funding for highway projects, those precious Federal dollars are put
through a funding formula which favors the more populated regions like
Northern Virginia, Richmond, and Norfolk.
I am not against those other regions, but we always hear that we
need to reinvent our economy in the coalfields of central Appalachia.
To do so, we must have tools such as the Coalfields Expressway.
I am currently exploring possibilities, while avoiding duplication,
to advance this project through the new Appropriations process as well
as through the authorizing legislation that this Committee will author
and would appreciate the support of the Members of this Committee as we
work to provide a much-needed lifeline to the people of Southwest
Virginia's coalfields.
I appreciate your consideration of this request.
Prepared Statement of Hon. Raul M. Grijalva, a Representative in
Congress from the State of Arizona
Dear Chair DeFazio:
I appreciate the opportunity to offer testimony to the
Transportation and Infrastructure Committee. Your leadership in
developing the Moving Forward Act (H.R. 2) to address our nation's
failing infrastructure has been instrumental in laying the groundwork
to Build Back Better.
The coronavirus outbreak has had a devastating impact on working
families in America, while disproportionately impacting people of
color. There is broad consensus that Congress must act to revitalize
the economy, and in doing so it can create a more equitable and
sustainable future. Our national parks, wildlife refuges, forests,
coasts, and tribal and insular areas are facing many infrastructure
challenges. We must also invest in nature-based solutions to make our
lands and coasts more resilient in the face of climate change.
Thank you for including many of the Natural Resources Committee's
priorities in H.R. 2 to preserve public lands, bolster renewable
energy, create jobs, fight climate change, protect our coasts, invest
in water infrastructure, and provide needed money for tribes and U.S.
territories. While many of our priorities are not within your
committee's jurisdiction, my staff is ready to assist you and your team
as you develop a new infrastructure package. I would like to highlight
the following provisions from H.R. 2 that are priorities of mine as a
member representing Arizona's 3rd congressional district and the chair
of the Natural Resources Committee:
Sec. 1213. Carbon pollution reduction.
Section 1303. Grants for charging and fueling
infrastructure to modernize and reconnect
America for the 21st century. Recommended change: set
aside funds for tribal entities under this section.
Sec. 1501. Territorial and Puerto Rico highway program.
Sec. 1502. Tribal transportation program.
Sec. 1503. Tribal High Priority Projects program.
Sec. 1504. Federal lands transportation program.
Sec. 1505. Federal lands and tribal major projects
program.
Sec. 1506. Office of Tribal Government Affairs.
Sec. 1507. Alternative contracting methods. Allows tribes
and federal land management agencies to use the same alternative
contracting methods available to states.
Sec. 1614. Working group on construction resources.
Recommended change: include tribal cultural resource impacts in the
findings and recommendations report.
Sec. 1618. Construction of certain access and development
roads.
Sec. 1620. Wildlife crossings. Recommended change: strike
state exception language under this section.
Sec. 2204. Formula grants for rural areas.
Sec. 2606. Technical assistance and workforce
development.
Sec. 31122. Digital Equity Competitive Grant Program.
Recommended change: strike five percent and replace with ten percent.
Sec. 31141. Additional Broadband Benefit.
Sec. 33151. Indian Energy.
Sec. 33162. Report on electricity access and reliability.
Sec. 22112. Reservation of Funds for Territories of the
United States.
Sec. 33108. Allotment for territories.
Sec. 40010. Colonias State of Good Repair Grant Program.
Sec. 81101. Reclamation water settlements fund.
Sec. 81201-81252. FUTURE Western Water Infrastructure and
Drought Resiliency.
Sec. 81301-81335. Western Water Security.
Sec. 81411. Water Resources Research Amendments.
Sec. 81511. Ground water recharge planning.
Sec. 81611-81612. Tribal Water Infrastructure
Sec. 82101-82104. Public Lands Telecommunications.
Sec. 82201-82206. Outdoors for All.
Sec. 82301. Presidio Trust borrowing authority.
Sec. 82401. Forest Service Legacy Roads and Trails
Remediation Program.
Sec. 83101. Shovel-Ready Restoration and Resiliency Grant
Program.
Sec. 83102. Living Shoreline Grant Program.
Sec. 83201-83402. Wildlife Corridors.
Sec. 84101. Establishment of federal orphaned well
remediation program.
Sec. 84102. Federal bonding reform.
Sec. 84201-84203. Surface Mining Control and Reclamation
Act Amendments
Sec. 84301-84305. Revitalizing the Economy of Coal
Communities by Leveraging Local Activities and Investing More.
Sec. 84501. Offshore Wind Career Training Grant Program.
Sec. 84601-84604. Community Reclamation Partnerships.
Sec. 90121. Credit for operations and maintenance costs
of government-owned Broadband (Sec. 6431B).
Sec. 90404. Elective payment for energy property and
electricity produced from certain renewable resources, etc.
Sec. 90701. Treatment of Indian Tribes as States with
respect to bond issuance.
Sec. 90702. Treatment of Tribal foundations and charities
like charities funded and controlled by other governmental funders and
sponsors.
Sec. 90703. New markets tax credit
Sec. 90801. Extension of Highway Trust Fund expenditure
authority (Sec. Sec. 9503 and 9504).
Dingell Amendment 139 (made in order and passed).
Recovering America's Wildlife.
In addition, I would like to work with you to ensure the following
provisions are included in a future infrastructure package:
Parks, Jobs, and Equity Program: authorize the Department
of the Interior to establish a grant program to support development of
park and outdoor recreation infrastructure in urban areas.
Community Climate Restoration Fund: authorize funding for
a grant program to help communities and wildlife adapt to the impacts
of climate change through restoration, resilience, and natural
infrastructure projects.
Civilian Climate Corps: authorize the Secretary of the
Interior, in coordination with other relevant Federal departments and
agencies, to establish a Civilian Climate Corps to advance green
infrastructure priorities, including the conservation and restoration
of public land to promote climate resiliency.
Tribal Consultation: establish procedures for effective
consultation and coordination by federal agencies with federally
recognized Tribal Governments regarding Federal Government actions that
impact tribal lands and interests to ensure that meaningful tribal
input is an integral part of the federal decision-making process.
Bureau of Indian Education Office of Information
Technology and Distribution: establish an Office of Information
Technology within the Bureau of Indian Education to centralize the
computer equipment and technology needs for Native American students,
school administrators, and teachers.
Historic Preservation Fund (HPF) Infrastructure
Enhancements: HPF Funding, in coordination with State and Tribal
Historic Preservation Offices, is a necessary tool to support
permitting for any infrastructure enhancements. Congress must authorize
a short-term funding infusion to support this important work.
Department of the Interior Office of Insular Affairs
Capital Improvement Fund: increase funding for the purposes of updating
and rebuilding infrastructure needs in the Insular Areas.
Technical Assistance for U.S. Territories and Freely
Associated States: establish a technical assistance program within the
Department of Interior to prioritize climate change planning,
mitigation, adaptation, and resiliency in the U.S. Territories and
Freely Associated States.
Pittman-Robertson and Dingell-Johnson Parity for the
Territories: allow the District of Columbia and U.S. Territories to
receive state-equal funding considerations under both laws.
Climate Change Planning in U.S. Territories and Freely
Associated States: establish programs within NOAA to prioritize climate
change planning, mitigation, adaptation, and resiliency in the U.S.
Territories and Freely Associated States, including a technical
assistance program and a research grant program.
Migratory Bird Treaty Act: clarify the Migratory Bird
Treaty Act to prohibit incidental take and create certainty for
businesses and industry by directing the Fish and Wildlife Service to
develop an incidental take permit program. Permit fees would fund
mitigation and restoration of habitat important to migratory birds.
Working waterfronts: establish a working waterfront grant
and loan program at the National Oceanic and Atmospheric Administration
(NOAA) to preserve and protect coastal access for water-dependent
commercial activities.
Tribal Coastal Zone Management Act authorities: provide
funding through the Coastal Zone Management Act to improve tribal
coastal resilience.
National Ocean and Coastal Security Fund improvements:
update and fund the National Oceans and Coastal Security Act to address
equity issues in coastal resilience (including expanding eligibility
for tribes).
Blue carbon: create an interagency working group and a
blue carbon program at NOAA and fund critical projects to protect,
restore, and study blue carbon ecosystems; and require an analysis of
impacts to blue carbon ecosystems from development.
Climate Change Planning in U.S. Territories and Freely
Associated States: establish programs within NOAA to prioritize climate
change planning, mitigation, adaptation, and resiliency in the U.S.
Territories and Freely Associated States, including a technical
assistance program and a research grant program.
Land Ports of Entry at Border: create a pilot project to
update land ports of entry infrastructure and reduce emissions
associated with vehicle wait times and related health impacts at the
border.
Robert T. Stafford Disaster Relief and Emergency
Assistance Act: cancel the repayment of loans, including interest, made
to a local government in a U.S. Territory under section 417; and waive
the non-federal share funding requirement for U.S. Territories
receiving funding for disaster relief, long-term recovery, restoration
of infrastructure and housing, economic revitalization, and mitigation.
Department of Energy Office of Insular Area Energy Policy
and Programs: establish an Office of Insular Area Energy Policy and
Programs within the Department of Energy to centralize and align all
ongoing and future departmental efforts in the U.S. Territories and
Freely Associated States, including the development of comprehensive
energy plans, an energy efficient product rebate program, and a
renewable energy grant program.
Environmental Protection Agency Office of Insular Area
National Program: establish an Office of Insular Area National Program
within the Environmental Protection Agency to centralize and align all
ongoing and future departmental efforts in the U.S. Territories and
Freely Associated States, including a sustainable infrastructure grant
program, a renewable energy grant program, and a technical assistance
program.
Investment in Robust and Efficient National Environmental
Policy Act (NEPA) Implementation: Increase funding for robust NEPA
review of infrastructure projects, including funding for additional
staff to carry out NEPA implementation and additional resources and
training opportunities for federal agency staff with NEPA
implementation responsibilities. Ensuring a robust NEPA process will be
key to building back better. Attempts to ``streamline'' NEPA
implementation and environmental review will undermine critical
standards that make our roads, bridges, and other infrastructure safer
and better prepared to withstand the effects of climate change.
Significant Infrastructure investment for environmental
justice communities: commit not less than 40 percent of infrastructure
investments or investment benefits toward environmental justice
communities and disadvantaged communities in accordance with President
Biden's Justice40 Initiative.
As Chair of the House Natural Resources Committee, I recognize that
the challenges to meet the many needs facing this country are great. I
stand ready to support you and your efforts to pass legislation to
Build Back Better.
Prepared Statement of Hon. Jahana Hayes, a Representative in Congress
from the State of Connecticut
Thank you Chairman DeFazio and Ranking Member Graves for having
this Member Day Hearing today.
The state of Connecticut and my district in particular are clear
examples of the critical need for immediate investment in forward-
looking, climate change mitigating infrastructure. Almost 70 percent of
our bridges are over 50 years old--the fourth highest percentage in the
United States. Of the 4,238 bridges in Connecticut, 332 are classified
as structurally deficient, with repairs needed across the board. These
repairs are estimated to cost over $1 billion to complete. In addition,
nearly 25% of Connecticut's bridges are considered outdated and do not
meet current standards. With some bridges seeing as many as 145,000
daily crossings, the danger that these structurally deficient bridges
pose can not be understated.
Our roads are in similar concerning condition. Over two-thirds of
our major roads and highways in Connecticut are in poor to mediocre
condition. Connecticut's deteriorating roads now cost motorists over $6
billion a year in unnecessary repairs, accidents and congestion-related
costs.
At the core of these issues is chronic underinvestment. In
Connecticut, underinvestment has meant that available funds mainly go
to basic maintenance and upkeep of our transportation systems, rather
than modernization or improvements. Nationally, we know that we have an
investment gap of $2 trillion over 10 years to fix our current
infrastructure, meet future needs, and restore our global
competitiveness. The longer we wait to invest, the more expensive each
project becomes.
For these reasons, I am very pleased to see that this Committee is
again taking up Surface Transportation Reauthorization, and is allowing
for Members to submit the projects that are most important to their
communities. In discussions with our State Department of
Transportation, there are several projects that federal funding would
catalyze, improving commuting experiences, enhancing road quality and
safety, and bolstering local economies. Some of those projects are as
follows:
Interchange improvement at I-691 and I-91: Improvements
to this section of highway would reduce congestion for traffic
movement.
Improvements on Routes 63, 64, and I-84 Waterbury Exit
17: This project would address safety and operational concerns
associated with traffic delays and crashes at this very busy stretch of
highway right outside my hometown of Waterbury, Connecticut.
Farmington Canal Heritage Trail Construction: Surface
Reauthorization funds could be used to connect the Farmington Canal
Heritage Trail from Town Line Road north to Norton Park.
I look forward to submitting the highest priority projects to your
Committee later this month for consideration. In the broader package,
there are a few key provisions that are of the highest priority for my
constituents. First, is corrosion, which threatens the continuous
operation of roads, bridges, electrical power systems and water systems
and exacts a global cost of $2.5 trillion. I hope to see full inclusion
of a corrosion control policy implemented at USDOT.
Second, any infrastructure plan must bring all stakeholders into
the fold and allow local municipalities with expertise in their
respective regions to be at the table. That is why it is important that
we increase funding for the Surface Transportation Block Grant Program
(STBGP), which provide states and Metropolitan Planning Organizations
(MPO) the most flexibility to implement regional priorities. Increasing
the allocation to this program will further enhance local authority in
determining transportation improvements.
Lastly, in many areas of Connecticut, there is an inconsistency
between the metropolitan planning area under the jurisdiction of an MPO
and the Census-defined urbanized area. Regional planning areas have
evolved over time and represent long-standing inter-municipal
relationships and better reflect commute and travel patterns and
transportation issues and needs. Census-defined urbanized areas are not
consistently reflective of transportation realities. Making sure that
our infrastructure system is nimble and able to adapt when needed is
key to long term success.
Thank you again for this opportunity to advocate for the priorities
of my constituents. I look forward to working with the Committee on
these priorities.
Prepared Statement of Hon. Kevin Hern, a Representative in Congress
from the State of Oklahoma
Opening:
(Briefly explain your background with infrastructure
issues, stemming from your work as on the Oklahoma Turnpike Authority.)
Years of inaction have allowed American infrastructure to
fall into a state of disrepair, to the point that the American Society
of Civil Engineers recently gave American infrastructure a grade of D+
on their annual Infrastructure Report Card.
We pride ourselves on being on the cutting edge of
industry and innovation, the preeminent power in the world--and yet we
cannot get even a passing grade on our infrastructure.
Some of my colleagues have decided to expand the
definition of infrastructure to include anything they want, turning
what has previously been a bipartisan issue into a party-line fight for
the first time.
Our roads and bridges need attention. Bureaucracy has
held up long-overdue projects for decades, resulting in crumbling
infrastructure--the real infrastructure.
Opening Specifics:
There are a few simple fixes to get our infrastructure
back on track.
First, we need to cut the red tape. Bureaucracy is
holding up essential projects that would improve our communities.
Redundant oversight is killing progress.
We need to rebuild our bridges and roadways, tens of
thousands of which are currently ``structurally deficient,'' posing
dangers to our communities and needlessly wearing out the vehicles that
drive on them.
Rural broadband needs serious expansion, as nearly 40% of
Americans living in rural areas lack sufficient broadband access. In
the 21st century, access to the internet is not a luxury, it's a
necessity.
Our inland water systems and dams need a fix, as most are
nearing or have exceeded their 50-year design life. In Tulsa, our
levees almost failed during a flood in 2019. Had they failed, thousands
of Oklahomans would have lost their homes and livelihoods.
+ Local officials have been asking for years to fix the levees,
but it took a near-disaster in order to make it happen. This cannot be
the standard moving forward.
It's irrefutable that our infrastructure needs immediate
help. But President Biden's so-called infrastructure plan has little to
do with actual infrastructure. Instead, he's using the buzzword
``infrastructure'' to cover for Green New Deal policies and push it
through Congress in a one-sided fight that ignores the root of the
problem.
Let's talk about real infrastructure needs:
In my home district, Tulsa International Airport's Air
Traffic Control tower was built in 1968 and fails to meet present-day
operational standards. There is a severe need to allocate funding for
antiquated air traffic control facilities. The safety of our workers
and citizens depends on this project.
There is also a need to address the state of disrepair
that we have allowed to happen to our waterways, including the backlog
of critical maintenance on the McClellan-Kerr Arkansas River Navigation
System, the much-needed Arkansas River corridor development, and the
Tulsa-West-Tulsa Levee Project, which I mentioned earlier.
Rather than failing to address the ongoing economic
fallout of COVID-19 shutdowns, we should be providing targeted
assistance to the industries that the government hurt by forcing them
to close their doors.
The transportation industry--including planes, trains,
and buses, were among the most damaged. To name an example, we need to
provide targeted, not reckless, relief to the aviation industry.
When planes are grounded, it not only affects the
passengers and the airline that sells you your tickets--it affects
aviation manufacturing, general aviation and commercial activity.
As the Member of Congress who represents the maintenance,
repair, and operations (MRO) Capital of the World, this has been
difficult for the many, many jobs supported by the Aviation industry in
my state.
Many of our problems would be solved if we would simply
get out of our own way.
State DOTs have been central to the implementation of the
Federal-Aid Highway Program (FAHP) for over 70 years and continue to be
the best partners in developing our National surface transportation
system.
We need flexibility for states to allocate funding to the
projects that are most desperately needed. Let's let the folks who
drive on these roads every single day decide how to use their own
federal dollars.
We must end restrictions to any State's ability to
prioritize funding, such as top-down `Fix-It-First' mandates. Let's
stop playing big brother and give the states what they need to be
successful.
In Closing:
Infrastructure is essential to our everyday lives. A
crumbling infrastructure harms every American.
We all were there on Inauguration Day when President
Biden promised unity and healing, but I haven't seen a lick of evidence
to back up those flowery statements. Biden has proven that he doesn't
care about bipartisanship, he doesn't care about transparency, and he
doesn't care about the truth.
I'm not holding my breath for any bipartisan efforts from
this committee either. You'd rather pass as many unpopular policies as
you can before you lose the majority next year. I should think the
majority would learn from their recent losses and remember that the
average American does not support this method of governing.
Prepared Statement of Hon. Rick Larsen, a Representative in Congress
from the State of Washington
Thank you, Chair DeFazio and Subcommittee Chair Norton, for holding
today's ``Members' Day'' hearing. I appreciate the opportunity to share
my priorities for a long-term comprehensive infrastructure package.
Building on the Moving Forward Act (H.R.2), this upcoming bill must
address the needs of local communities, create good-paying jobs, ensure
the safety of the traveling public and advance innovation to help the
nation achieve long-term economic recovery.
As you develop this package, I encourage you to consider the
following policies:
Rail Investments
Reliable high-speed rail grows the economy by providing good local
jobs and helping commerce and passengers travel more efficiently
throughout the Pacific Northwest. The Amtrak Cascades route connects
communities in Washington's Second District with Seattle, Washington,
and Portland, Oregon, in the south and Vancouver, British Columbia, in
the north. Once complete, Sound Transit's Lynnwood Light Rail Extension
will help reduce congestion and provide a reliable commuting option for
up to 55,000 additional daily riders. However, the COVID-19 pandemic
forced Amtrak to reduce regional commuter services and Sound Transit to
slow construction of rail infrastructure projects.
I encourage the Committee to:
Support legislation that will create a new intercity
passenger rail funding program, as was included in the Moving Forward
Act. That language made high-speed rail projects eligible for funds,
and gave priority to projects that incorporate regional planning and/or
have the support of multiple states and provide environmental benefits,
such as greenhouse gas reduction and other air quality benefits.
Rail Safety
I recently toured several transportation projects in my district
and heard from local officials who are concerned about the safety and
congestion issues related to rail traffic. In light of recent
derailments and other rail incursions in Northwest Washington, now is
the time to boost federal investment in rail safety and strengthen key
federal standards.
To ensure federal funding for states and localities, I encourage
the Committee to:
Provide at least $7 billion for Consolidated Rail
Infrastructure & Safety Improvement Program (CRISI) grants for rail
infrastructure.
Include the Passenger Train Safety Act (H.R. 6066 in the
116th Congress) to codify NTSB recommendations made following the
December 2017 derailment of Amtrak Cascades 501 in DuPont, WA, such as:
+ Requiring Amtrak to improve its crew skill training, placement
of wayside signs and to update safety plans;
+ Calling for a DOT study on how signage can improve rail
safety; and
+ Establishing a reporting requirement on positive train control
system failures.
Provide at least $2.5 billion to build and improve at-
grade rail crossings and separations.
Airport Infrastructure
U.S. airports are the economic gateways of the nation's
transportation network. However, the COVID-19 ongoing pandemic has
devastated air travel and airport revenues, making it more difficult
for airports to address their infrastructure needs. Washington state's
aviation sector alone needs an estimated $13.6 billion in investment to
plan for and build to accommodate future passenger growth.\1\
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\1\ ``Building the Economy: Infrastructure Needs in Washington.''
Association of Washington Business, 14 Jan. 2021, www.awb.org/reports-
data/infrastructure-report/.
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As Chair of the Aviation Subcommittee, I encourage the Committee
to:
Increase funding for the FAA's Airport Improvement
Program (AIP) grants to at least $4 billion and expand program
eligibility to include critical infrastructure projects that increase
airport resiliency.
Raise the cap on the Passenger Facility Charge (PFC) to
help provide additional funding for airports.
Increase funding for the FAA's Voluntary Airport Low
Emissions (VALE) program and the Center of Excellence for Alternative
Jet Fuels and Environment to support U.S. aviation's efforts to combat
climate change.
Include my legislation, the National Evaluation of
Aviation and Aerospace Solutions to Climate Change Act (H.R. 5977 in
the 116th Congress) to catalogue climate change mitigation efforts in
civil aviation, identify barriers to adoption and provide
recommendations on next steps.
Bridges
The Pacific Northwest's unique geography means Washingtonians rely
on hundreds of bridges to help get to final destinations.
Unfortunately, my constituents have experienced firsthand the economic
damage and personal tragedy of a bridge collapse. According to a recent
report, nearly 400 bridges in Washington state are structurally
deficient and the state has identified more than 6,500 bridges in need
of repair at an estimated cost of $11.4 billion.\2\ Keeping the
nation's bridges structurally sound and traffic flowing requires
considerable federal investment.
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\2\ ``ARTBA National Bridge Inventory: Washington.'' ARTBA Bridge
Report, American Road & Transportation Builders Association,
artbabridgereport.org/state/profile/WA.
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I encourage the Committee to provide robust funding for the
National Highway Performance Program and Surface Transportation Block
Grant (STBG) Program to support bridge repair and rehabilitation
projects.
Ferries
In the Pacific Northwest, ferries are essential to the
transportation network, carrying commuters and goods around the region.
However, ferries are also among the largest polluters, accounting for
73 percent of Washington state's annual carbon emissions.\3\ My home
state of Washington is taking significant steps to ensure a cleaner
passenger ferry fleet. For instance, Skagit County and Whatcom County
in Washington's Second District are working to purchase smaller all-
electric vessels for their ferry service. States and localities across
the country are ready to make the commitment to greener transportation,
but still need robust federal investment to support their efforts.
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\3\ Washington State Ferries--Hybrid-Electric Propulsion Conversion
Project. Washington State Department of Transportation, 15 Sept. 2020,
wsdot.wa.gov/sites/default/files/2020/09/15/WSF-
HybridElectricPropulsionConversionProject.pdf.
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I encourage the Committee to:
Reauthorize and include at least $245 million for the
Federal Transit Administration's Passenger Ferry Grant Program and the
Federal Highway Administration's Ferry Formula Program.
Maintain my provision from H.R. 2 establishing a zero- or
reduced-emission passenger ferry grant program. These grants would fund
alternative propulsion powered ferries and the necessary supportive
infrastructure.
Maintain language I championed under the FAST Act to
rescind and redistribute funding that ferry systems have not used
within three years of the allocation, and to prohibit private ferry
systems from receiving public ferry funding.
Bus Transit
Buses are the backbone of the U.S. transit network. However,
according to the 2018 National Transit Database the percentage of buses
operating past useful life increased by 48 percent, while buses
operating past 15 years increased by 104 percent. The preservation of
bus transit depends on predictable federal funding, timely maintenance
and support for the dedicated workforce. As the nation works to get to
the other side of the pandemic, additional federal investment will help
keep operations online and bring bus fleets to a state of good repair.
As co-Chair of the Congressional Bus Caucus, I encourage the
Committee to:
Robustly fund the Federal Transit Administration's (FTA)
Bus and Bus Facilities Program, including a significant funding
increase for the Low or No Emission Program.
Allow for 100 percent federal cost-share to help local
transit recover from the impacts of the pandemic.
Infrastructure Funding for Medium-Sized Cities
Medium-sized cities, including many in Washington's Second
District, play a critical role in powering the U.S. economy, but often
have trouble competing for federal infrastructure funding. For
instance, the City of Mountlake Terrace in my district repeatedly
applied for BUILD and TIGER grants for their Main Street project, which
will help accommodate significant expected regional growth and the
opening of new local transit hubs. Despite a high cost-benefit ratio
and broad regional support, the grant scoring criteria favored larger
populations, and Mountlake Terrace's population of 21,000 put them at a
disadvantage.
To help address these issues, I encourage the Committee to amend
some of the Moving Forward Act's discretionary programs--such as the
Community Transportation Investment Grant Program, Active
Transportation Connectivity Grant Program and Community Climate
Innovation Grant Program--to expand eligibility for medium-size cities.
Specifically:
Add eligibility criteria for projects that will help
alleviate traffic congestion in medium-sized cities (with populations
between 10,000 and 75,000 residents) projected to experience a
significant percentage of population growth soon.
+ Allow local metropolitan planning organizations (MPOs) to be
the agencies responsible for determining this metric.
Workforce Development
In Washington state and across the country, transportation means
jobs. Long-term economic recovery is only possible with continued
federal investment in and support for the next generation of engineers,
operators, technicians, mechanics and other transportation workers.
Congress must improve access to STEM-based apprenticeships and career
and technical education programs to diversify and grow the U.S.
transportation workforce.
I encourage the Committee to:
Include my legislation the Youth Access to American Jobs
Act (H.R. 1197 in the 116th Congress), to help high school students
access in-demand jobs related to growing STEM industries by creating a
six-year pathway through community college and into a registered
apprenticeship. The bill will help prepare students for good-paying
jobs in high-skill, high-wage and in-demand industries
Include my bipartisan legislation, the Promoting Service
in Transportation Act (H.R. 5118 in the 116th Congress), which
authorizes U.S. DOT to develop a series of broadcast, digital and print
media public service announcement campaigns to promote job
opportunities and improve diversity in the transportation workforce.
+ Use Census tracts or zip codes to define growth impacts.
Amend evaluation criteria to also include:
+ Population growth
+ Traffic mitigation growth
+ Housing density
+ Economic impact
+ Job creation
+ Diversity and equity for underserved communities
Bicyclist and Pedestrian Infrastructure
Washington state was once again named the most bicycle friendly
state in the country by the League of American Bicyclists.\4\ To ensure
safety comes first for vulnerable road users, local communities depend
on federal resources to invest in bike lanes, sidewalks and trails.
Federal investment in bicycle and pedestrian infrastructure not only
improves safety, it helps increase mobility options and reduce traffic
congestion and pollution.
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\4\ ``Bicycle Friendly America Award Database.'' The League of
American Bicyclists, www.bikeleague.org/bfa/awards#state.
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I encourage the Committee to:
Include my legislation with Rep. Espaillat, the
Transportation Alternatives Enhancements Act (H.R. 463), to improve
access to federal Transportation Alternatives Program (TAP) funding for
local bike and pedestrian infrastructure projects.
Maintain language I championed in the Moving Forward Act
promoting Bicycle and Pedestrian Coordinator in state Departments of
Transportation to a full-time position.
Coastal Resilience and Fish Passage
The waters of Puget Sound and the wildlife that call the region
home are cornerstones of Northwest Washington's cultural identity,
maritime economy and environment. Federal investment in Puget Sound
recovery is critical to protecting endangered salmon and Southern
Resident orca populations and helping coastal communities threatened by
climate change.
As co-Chair of the Congressional Estuaries Caucus, I encourage the
Committee to:
Provide at least $3 billion for shovel-ready coastal
restoration projects focused on climate change and marine wildlife
conservation.
Increase federal funding to improve salmon and steelhead
passage and restore critical habitats. Last Congress, I included
language in the Water Resources Development Act of 2020 and introduced
legislation with Rep. Schrier (H.R. 7657 in the 116th Congress), to
support:
+ Installing fish bypass structures and other infrastructure;
+ Modifying tide gates; and
+ Restoring or reconnecting floodplains and wetlands key to fish
habitat or passage.
Authorize at least $250 million for a new EPA Program
Office for Puget Sound and $50 million for living shoreline grants to
improve costal resilience.
Include $250 million reauthorization of EPA's National
Estuaries Program (NEP).
Environmental Justice
For decades, Washingtonians have seen and felt the harmful impacts
of climate change. However, challenges such as deteriorating water
quality, air pollution and other environmental threats
disproportionately affect low-income, underserved and BIPOC
communities. I am encouraged by President Biden's recent executive
order committing to implementing environmental justice policies and
dismantling the systemic barriers these communities face. State
officials and local community leaders in Washington state are also
working to better support environmental justice communities.
To align with these efforts, I encourage the Committee to:
Establish an environmental justice strategic plan
incorporating more equitable local community engagement, meaningful
tribal and community consultation, and federal funding eligibility and
prioritization for local projects aiming to reduce environmental health
and economic disparities.
Create an Environmental Justice Commission to adopt more
inclusive, comprehensive guidelines and provide necessary technical
assistance to strengthen federal and state environmental justice
efforts and make recommendations to advance environmental justice
goals.
Innovative Materials
According to the Association of Washington Business, the state
alone needs over $146.5 billion in investment for highways and local
roads.\5\ Congress must act to improve safety, promote resiliency and
support jobs and local economies.
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\5\ ``Building the Economy: Infrastructure Needs in Washington.''
Association of Washington Business, 14 Jan. 2021, www.awb.org/reports-
data/infrastructure-report/.
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I encourage the Committee to include my bipartisan legislation with
Reps. Cicilline, Young and Davis, the IMAGINE Act (H.R. 1159 in the
116th Congress) to improve research on and expand use of cutting-edge
materials in infrastructure projects to improve safety, promote
resiliency, reduce emissions and support local jobs.
Thank you for your consideration of these requests. I look forward
to working with you and the Committee on these goals and other shared
priorities to drive long-term economic recovery, fight climate change
and keep people moving.
Prepared Statement of Hon. Carolyn B. Maloney, a Representative in
Congress from the State of New York
Dear Chairperson DeFazio,
Thank you for this opportunity to present you and your staff with
the most pressing infrastructure priorities and projects for the
district I represent, New York's 12th Congressional District.
The American Jobs Plan affords Congress with the opportunity to
address the country's urgent need to Build Back Better following this
devastating pandemic. The goal of this package is straightforward--
rebuilding the American economy. By enacting it, we will create
millions of good-paying union jobs, invest in American workers, and
boost America's global competitiveness. It will do all of this while
reinvigorating American infrastructure in a way that we have not seen
since the 1960's. Additionally, it will begin the work of addressing
the urgent climate change crisis. As Chairman of the House
Transportation and Infrastructure Committee, you have the ability to
mold and shape this transformational infrastructure package, and I look
forward to working with you to ensure it becomes law.
Through servicing major residential and employment centers,
transportation systems engender economic growth and productivity. As
you know, public transportation is safer, cheaper for commuters, and
better for the environment. By investing in public transportation, we
invest in our nation's future. Investment in public transit is crucial
in any infrastructure package, and I believe it is vital that we start
by investing in the nation's largest public transit system, the
Metropolitan Transportation Authority (MTA), which represents 38% of
total passenger trips among all U.S. public transit agencies and
services the metropolitan region with the largest economic output in
the United States. I respectfully request that as your Committee works
to pass a reauthorization of federal public transportation programs you
include robust funding to expand New York City's subway system.
In particular, I urge Congress to work with the MTA to fund the
advancement of the East Side Access (ESA) project. Currently, the Long
Island Railroad (LIRR) is the busiest commuter railroad in the United
States, with more than 90 million riders a year. It is critical that
MTA expand the LIRR to accommodate increasing demands. That is why I
strongly support the ESA Project, which will provide LIRR service to
Grand Central Terminal on Manhattan's east side, supplementing existing
service to Penn Station on Manhattan's west side and the Atlantic
Terminal in Brooklyn. With residential populations in Long Island City
booming, I also urge my colleagues in Congress to work with the MTA to
construct a subway station at Sunnyside Yard in Queens along the LIRR
track so that commuters from estern Queens have a direct, timely route
into downtown Manhattan.
Additionally, a strong infrastructure package would make key
investments in transit expansion by funding the expansion of the Second
Avenue Subway. The MTA completed Phase I of the Second Avenue Subway in
2016 but has yet to begin construction on Phase II. Phase II
construction would make use of tunnels that were bored in the 1970s.
The finalization of Second Avenue Subway Phase I has already connected
and revitalized neighborhoods across Manhattan and Brooklyn with
ridership exceeding projections. Once fully complete, the Second Avenue
Subway will run 8.5 miles from 125th Street in Harlem down to Hanover
Square in the Financial District, allowing local economies to boom and
providing significantly improved public transportation to the
residential and professional communities along Second Avenue. This will
demonstrably improve the quality of life for residents of New York's
12th Congressional District and represents a key upgrade to the
interconnectedness of New York's subway system.
Just as improving interconnectivity within New York City is
critical to our economic recovery from the COVID-19 pandemic, as well
as our response to the climate crisis, we must similarly improve the
interconnectivity between American metropolitan regions. Therefore, I
believe the House infrastructure package should fund high-speed Amtrak
rail between Boston and New York City, so that Americans can travel as
easily, safely, and cleanly between regions of the country as they can
neighborhoods of a city. This will make travel throughout the Northeast
Corridor cleaner, safer, and easier for commuters, and will only bring
economic benefits to our nation.
Finally, Congress must provide additional funding for the Gateway
Program, which would further increase rail capacity in the Northeast
Corridor. As you know, the Northeast Corridor is the most heavily used
passenger rail line in the United States. By rebuilding the Portal
North Bridge, constructing a two-track Hudson River rail tunnel from
New Jersey to Manhattan, and rehabilitating the North River Tunnel, we
could greatly reduce commuter delays and congestion, while improving
economic output and ease of travel for both New York City and the
entire Northeast region.
I respectfully urge the Committee, as well as my colleagues in
Congress, to commit to helping New York complete these projects by
ensuring the allocation of critical funding. New transit will be used
by millions of people, expand economic opportunity, serve neighborhoods
that have lacked transportation alternatives, and take people where
they need to go. I applaud your commitment to the revitalization of our
nation's infrastructure, and I look forward to working with you to
expand investment in new transit projects and build a stronger national
infrastructure.
Thank you for your consideration of my district's infrastructure
priorities, and I stand ready to work with you to ensure we enact a
strong infrastructure package into law.
Prepared Statement of Hon. Carol D. Miller, a Representative in
Congress from the State of West Virginia
Chairman DeFazio and Ranking Member Graves,
Thank you for the opportunity to discuss the policy priorities that
are important to my constituents in my home state of West Virginia and
request their inclusion in this year's infrastructure package.
We are at a watershed moment with our federal infrastructure. As
Congress, we have an important role in ensuring that we can bridge the
urban-rural divide through our infrastructure projects. Any highway
infrastructure package put forward by Congress must provide flexibility
to the states to produce the best results for their individual
communities and populations. Especially in rural areas, our highway
bill should allow for states to have the flexibility to best help their
residents.
Essential to my community, and the Appalachian region as a whole,
the Appalachian Development Highway System, known as the ADHS, is an
essential part of bridging the urban-rural divide. The ADHS was created
in 1965 and 90% of the roadways are now open to traffic. Since Fiscal
Year 1999, construction of the highway system has slowed dramatically,
leaving communities disconnected and forgotten. According to an
analysis published by the Appalachian Regional Commission, completing
the last remaining 300 miles of the highway system will enable the
economy of 13 states to sell $8.7 billion more in goods and services
per year and add 46,000 jobs to the local economies. I strongly urge
the committee to prioritize the completion of the ADHS as soon as
possible.
Finally, it is critical for West Virginia, and our country, to look
toward the future. I urge the committee to consider the inclusion and
support of development of hyperloop projects. These projects are on the
cutting edge of technology that could completely transform the ways in
which we efficiently and effectively transport people and goods. In my
home state of West Virginia, Virgin Hyperloop is currently working with
state, local, and university partners to develop a hyperloop testing
facility which will make this futuristic-sounding technology a present
reality. This project will make West Virginia a leading innovator in
the hyperloop conversation and bring jobs to our state. I encourage the
Committee to consider competitive grant programs where hyperloop will
have access to this investment, as well as codification of the Non-
Traditional and Emerging Transportation Technology (NETT) Council at
DOT to help accelerate consideration of hyperloop issues at DOT and
make West Virginia a hub for this emerging technology.
Thank you again for the opportunity to present the policy
priorities that are essential to my constituents in West Virginia, and
Americans across the country.
Prepared Statement of Hon. Jimmy Panetta, a Representative in Congress
from the State of California
Chair DeFazio and Ranking Member Graves, thank you for holding
today's Member Day Hearing and elevating the importance of an
infrastructure package that builds on the Biden Administration's vital
American Jobs Plan.
When I think about infrastructure, I think about the year that
we've had on the CCofC. A year marked not only by a global pandemic but
also historic wildfires and storms.
Now more than ever before, we must invest in our communities to
build back more resilient, more climate-smart infrastructure to give
our communities the certainty they need as they inevitably face the
next climate-induced disaster.
We must also pursue an infrastructure package rooted in
environmental justice.
When I think about communities on the frontlines of climate change,
I think about residents of Watsonville and Pajaro in my district who
live in constant fear of a flood.
For over fifty years, the Army Corps of Engineers' Pajaro River
Flood Risk Management Project remained stalled because of its low
``benefit-to-cost'' ratio, or BCR, a metric that is biased against low-
income communities.
Now what the BCR doesn't take into account is the fact that
economically disadvantaged areas do not necessarily imply a lack of
economic returns.
In the case of the Pajaro Valley, agriculture is a $1 billion
industry supplying the majority of our nation's strawberries.
But it shouldn't just be about economic returns. The undersized and
fragile Corps levees on the Pajaro River have failed multiple times
since their construction in 1949, resulting in loss of life and placing
thousands of people in harm's way.
By historically prioritizing flood control projects in affluent
areas, the Corps has been putting projects that protect property values
ahead of projects that save lives.
Now, with this infrastructure package, we have an opportunity to
right that wrong. We also have an opportunity to overcome another
hurdle in addressing the severe shortage of affordable housing, to
invest in community health centers and hospitals in rural areas, and to
expand long-term care services under Medicare. Affordable housing was
already reaching crisis-levels in the Central Coast, and this has been
exacerbated by the pandemic. In order to build back better, we must
acknowledge that the fundamental right to housing can only be achieved
if we increase access and eliminate discriminatory practices. The
bruising pandemic has highlighted the inequities that have long existed
in our healthcare systems. We must safeguard critical infrastructure
and services, to defend vulnerable communities. These investments will
help hundreds of thousands of Americans, including my constituents in
California.
Before we embark on any of these, we need to make our definition of
infrastructure clear. Because yes we need to build smarter, safer
highways, roads, and bridges and I will be pushing for Central Coast
priorities in each of those categories. But I also want to note that
the Biden infrastructure plan takes a broad approach to infrastructure,
including delivering on clean drinking water, renewing our electric
grid, and providing high-speed broadband to all Americans. I am focused
on making sure my communities, particularly those that have
historically been left out of federal funding opportunities, also see
those benefits. I look forward working with my colleagues on a package
that mitigates socio-economic disparities, advances racial equity, and
promotes affordable access to opportunity.
Prepared Statement of Hon. Harold Rogers, a Representative in Congress
from the Commonwealth of Kentucky
Dear Chairman DeFazio and Ranking Member Graves,
As you begin work on surface transportation reauthorization
legislation, as well as a potential broader infrastructure package, I
would like to thank you for your work to ensure that all Americans can
benefit from our nation's vast infrastructure--whether through building
and improving roadways, bridges, tunnels, or other infrastructure
projects. Previous surface transportation bills have done a great deal
to help the people of my district in southern and eastern Kentucky, as
improving our infrastructure is one of the most effective ways to
promote economic growth and prosperity. As you begin the 2021 surface
transportation reauthorization process and consider a broader
infrastructure package, in addition to surface transportation
priorities I will submit to the Committee later this month, I would
like to raise a specific priority that will benefit those in my
district in Kentucky--adding the Lake Cumberland Regional Airport (SME)
to the Essential Air Service (EAS) program. Legislative language for
this proposal is attached.
As you know well, the Essential Air Service (EAS) program was
created as a result of the 1978 Airline Deregulation Act (ADA).
Throughout its history, this program has provided necessary funding to
ensure that our nation's small and rural communities continue to have
access to our vital air transportation system. In my district, the
London-Corbin Airport was designated as an EAS location and provided
this vital service to the region until it stopped receiving EAS
subsidies in 1985. Since then, as a result of the removal of this
critical access point to the national transportation network, southern
and eastern Kentucky has experienced direct economic challenges.
The Lake Cumberland Regional Airport (SME) in Somerset, Kentucky is
well positioned within the region to provide this critical service to a
community that greatly needs this increase in economic opportunity.
Having passenger air service access to larger airport hubs from the
region will allow for these distressed communities to increase
investment, employment, and overall economic activity. In addition to
this increase in mobility for residents in our region, it is important
to note that Somerset has much to offer with its direct access to Lake
Cumberland--a popular tourism destination attracting more than 4
million visitors each year. The communities are in full support of this
initiative and the ingredients needed for the successful launch of
passenger air service at SME are in place. Airport infrastructure
including a passenger terminal, instrument landing system (ILS)
approach, and 5,800-foot all-weather runway are in place. Further,
airlines have expressed interest in providing this service to major
connecting hubs if SME is added to the EAS program.
Thank you for your consideration of this request, as well as my
other surface transportation requests, submitted on behalf of the
people of the fifth district of Kentucky. I look forward to working
with you and your staff on this legislation to ensure we continue to
invest in our nation's critical infrastructure needs.
Prepared Statement of Hon. Michael F.Q. San Nicolas, a Delegate in
Congress from Guam
Chairman DeFazio, Ranking Member Graves, and Members of the
Committee on Transportation and Infrastructure, Good Afternoon and
thank you for your work in advocating to build a stronger
infrastructure system and transportation network for Americans across
our country. While this Committee undertakes the important task of
reauthorizing our federal government's surface transportation spending
you also are providing a transformative opportunity to enhance the
quality of life for our Americans living in the United States territory
of Guam.
Similar to the rest of the country, Guam has critical
infrastructure needs in the area of road repair, with a decade-old
Highway Master Plan pricing needed improvements at over $600MM. Many of
our public schools date back to the post WWII era, with at least half a
dozen in need of replacement and all requiring long overdue maintenance
overhauls at an overall price point estimated at $1.1B. Our public
hospital that serves not just Guam but the entire region of Micronesia
as the primary medical care facility has over $700MM in deferred
maintenance needs as determined by the Army Corps of Engineers, and is
in dire need of critical overhaul or preferred outright replacement.
Guam wishes to put these on the record for the Committee as
considerations are made for the allocation of additional transportation
and infrastructure resources. Clearly these overdue investments are not
problems unique to Guam, and we look forward to full formulaic
inclusion as similarly afforded to all of our other States and
Territories in these particular areas.
As a particular focus, to include Member Designated Projects
funding, I wish to highlight the need for investment in the public
transportation system on Guam, which comprises only of a bus services
operation. With a population of 180,000 people occupying 212 square
miles, Guam is more densely populated than 48 other U.S. States.
Factoring in the fact that we have (pre-pandemic) more tourists per
capita than anywhere else in the country (1.9MM/180k), and that we are
relocating $8B worth of military infrastructure in the transfer of a
Marine Base and 12,000 personnel and dependents from Okinawa to Guam,
this Committee in its expertise and experience would be undoubtedly
shocked at what we currently are calling public transportation on Guam.
Today Guam has only 26 buses in the fleet, with 19 of them focused
on disability and veteran services and only 7 servicing an island-wide
route. We have only 10 bus shelters throughout the entire island,
leaving tens of thousands isolated, and none of these shelters are
properly climatized for the weather conditions on Guam making wait
times impractical. It takes over an hour for a bus to arrive based on
agency reports. Our transit operation does not have a maintenance
facility capable of meeting current fleet needs nor to meet true fleet
demand with an increased number of busses in service. Additionally, the
system does not have a centralized operations center, with multiple
divisions scattered in different locations.
Further exacerbating transportation realities on Guam is the fact
that vehicular travel is more prohibitive as gas prices are at $4.30
per gallon, taxi fares are too expensive for everyday use, and the
absence of national rideshare service providers such as Lyft or Uber
have small local operators trying to fill the gaps.
Members of the Committee, we need direct and substantial investment
in the Guam public transportation system. We need to centralize
operations, establish sustainable maintenance capacity, and increase
our fleet and bus shelters tenfold. This will mobilize our economy,
help people to be gainfully employed, promote a healthier community
with greater access to food and medical care, lower carbon emissions,
reduce traffic congestion (and enhance the useful life of federally
funded roads), and properly showcase to our international visitors that
America is not immobilized.
A priority of this Committee is for non-urbanized parts of the
country to be afforded equal attention and equitable funding to achieve
its needs. Clearly the lack in public transportation on Guam,
especially given our circumstances, challenges, and demographics,
present a clear opportunity for this priority to be made whole by
funding these projects for Guam and ensuring that no American is left
behind.
The people of Guam thank this Committee for the opportunity to
present our circumstances, and look forward to your just and favorable
consideration.
Prepared Statement of Hon. Jackie Speier, a Representative in Congress
from the State of California
Thank you, Chairman DeFazio and Ranking Member Graves, for
providing us this opportunity to share our district's infrastructure
needs. I'd like to discuss three main policy priorities today.
First and foremost, I wanted to call the Committee's attention to
the overall lack of federal funding for restoration efforts for the San
Francisco Bay. A 2018 GAO report cited a lack of federal funding as one
of the main impediments to Bay restoration efforts. Rising tides due to
climate change threaten to drown the Bay's wetlands and will cause
irreversible damage by 2030 unless we act.
The San Francisco Bay is the largest estuary on the West Coast. It
provides drinking water to roughly 20 million Californians and
irrigation water to four million acres of farmland. It's also home to
over 1,000 species of animals, including over 100 endangered and
threatened species. Over the past 200 years, 90 percent of the Bay's
wetlands have been destroyed by human activity. Despite the impending
threats, federal efforts for bay restoration and pollution mitigation
have failed to meet the enormous need.
Between 2008 and 2016, EPA geographic programs invested only $45
million into the San Francisco Bay, while Puget Sound received over
$260 million dollars and Chesapeake Bay $490 million. That's ten times
as much--and the disparity becomes even more pronounced when you
consider the populations served. A mere $6 was spent on the Bay for
each resident of the Bay Area, while almost $30 were spent for each
resident living near Chesapeake Bay and almost $60 for residents near
Puget Sound. The House demonstrated its strong support for increased
Bay funding last Congress when it passed the San Francisco Bay
Restoration Act on a bipartisan basis not once, but twice--both as a
standalone, and as part of the Moving Forward Act.
This bill, which I've re-introduced in the current Congress, would
help address water quality improvement, wetland and estuary
restoration, endangered species recovery, and adaptation to climate
change. An investment in the Bay would also provide a much-needed boost
to the local economy, which has been devastated by the COVID-19
pandemic. According to a recent study, every $1 spent on restoration
efforts returns $2.10 in economic activity. I would urge the Committee
to once again include the San Francisco Bay Restoration Act in the
upcoming infrastructure package with the same authorization level
included in HR 2--$50 million annually over 5 years.
Second, I believe we must take bold action to supercharge the
adoption and production of electric vehicles (EVs) in America. Last
Congress, I introduced the Affordable American-Made Automobiles Act to
do just that. My bill provided incentives for the purchase of electric
vehicles, charging infrastructure, EV manufacturing and domestic
battery production--the future of clean transportation. EVs must be
affordable for the average American if they are to be ubiquitous. I was
thrilled to see policies similar to those in my bill included in the
American Jobs Plan. I implore the Committee to prioritize policies that
would expand EV production, usage, and affordability in the upcoming
surface transportation reauthorization.
Finally, I'd like to discuss airplane noise. My primary request is
for Committee to address the 65 day-night average sound level (DNL)
noise standard. As you know, the noise standard determines which
communities are impacted by airplane noise in the eyes of the federal
government, and therefore which communities qualify for federal
resources for noise abatement, like home insulation. After hearing from
thousands of residents across my district, it's clear to me that the
number and location of residents impacted by noise far exceeds the
boundary of the 65 DNL. The results of the long-awaited FAA
Neighborhood Environmental Survey--also known as the Noise Annoyance
Survey--also demonstrate that there's been a substantial increase in
the number of Americans who are highly annoyed by aircraft noise.
Therefore, I urge the Committee to reassess the 65 DNL boundary and
support a noise metric that accurately reflects the magnitude of the
problem. Noise is not just a nuisance, it's a serious quality of life
and health issue.
Chairwoman DeFazio and Ranking Member Graves, I thank you again for
convening this hearing and I urge you to please take action to address
these three major issues.
Prepared Statement of Hon. Filemon Vela, a Representative in Congress
from the State of Texas
Chairman DeFazio, Ranking Member Graves, Members of the Committee,
Thank you for the opportunity to provide remarks. As you prepare
legislation on infrastructure investments, I would like to highlight
several important funding priorities for my constituents in the 34th
District of Texas--land ports of entry, broadband, and the Interstate
69 (I-69) system. These issues represent opportunities for major
infrastructure investment, which is both necessary and past due.
Land Ports of Entry
It is critical that we provide $6 billion for our land ports of
entry (LPOEs). Investments in improving the aging infrastructure at our
ports of entry are necessary for a safer and more prosperous America.
As you know, many of our LPOEs have longstanding infrastructure
needs that impede both security and commerce. Mexico and Canada are two
of our three largest trading partners, and every day, hundreds of
thousands of commercial trucks, passenger vehicles, and pedestrians
cross our LPOEs on the northern and southern borders. Our LPOEs are in
dire need of upgrades to address the considerable increase in trade and
commerce with these two countries over the past few decades, and the
anticipated continued growth of products and people crossing at our
land ports. Improvements of LPOEs will also be an important step in
directing federal resources to smart border enforcement efforts.
President Biden has made clear his understanding of the
``importance of transforming our crumbling transportation
infrastructure--including roads and bridges, rail, aviation, ports, and
inland waterways'', and specifically mentioned his plan to ``invest
heavily in improving the aging infrastructure at all of our ports of
entry.'' Building infrastructure is a critical part of putting people
back to work and reviving the economy. Upgrading the facilities at our
LPOEs would not only bring good jobs to local communities and boost our
country's economy, but it would also strengthen our national security
and facilitate trade and travel.
Broadband
Congress must also provide significant funding to address the
severe and ongoing need for internet connectivity in urban minority
communities. My district is home to successful small businesses,
cutting-edge universities, and a strong workforce poised to benefit
from fast and reliable internet. However, many of my constituents have
been left behind by the broadband market. According to the National
Digital Inclusion Alliance (NDIA), the Rio Grande Valley is home to the
first, second, and fifth worst-connected cities in America.
As the COVID-19 pandemic has further highlighted, broadband
connectivity is a crucial need for South Texas, and we must work to
ensure every home has affordable and accessible internet connectivity.
We must prioritize funding for urban areas, including municipal-owned
networks, and remove unnecessary barriers that prevent local
governments from providing this critical utility to their communities.
The I-69 System
Congress must prioritize the continued development of the I-69
interstate system, which will facilitate transportation and economic
development throughout the country. This multi-modal network has been
an ongoing need for a quarter of a century, connecting ports of entry
in the Lower Rio Grande Valley with American suppliers and consumers in
eight states.
In order for this pivotal transportation corridor to be fully
completed, the Moving Ahead for Progress in the 21st Century Act (MAP-
21) must be updated to allow continued progress on the interstate
system. Communities that are a part of the interstate system benefit
from increased visibility, transportation safety, and economic
investment. We must remove the existing deadline requiring new segments
connect with the Interstate System by 2037 and allow the Secretary of
Transportation to designate new highway segments, provided all
standards are met. Moreover, we should expand the National Highway
Freight Program (NHFP) formula funding eligibility to include
Congressionally-designated Future Interstates that are in a state's
USDOT-approved Freight Plan, as well as projects that are eligible for
Nationally Significant Freight and Highway Project program grants
(INFRA). These changes align with the original intent of the system and
would ensure communities are able to complete not only the important I-
69 corridor, but all future interstates.
Thank you again for this opportunity to provide remarks to the
Committee. I urge Members of Congress to consider the importance of
these infrastructure needs and include sufficient funding for these
priority areas.
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