    [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 DocumentsT&I@mail.house.gov.
        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)
    ---------------------------------------------------------------------------
          +  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
    (Britt.Van@mail.house.gov) and Katie Allen, Legislative Director, Rep.
    Derek Kilmer (Katie.Allen@mail.house.gov) 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.
    ---------------------------------------------------------------------------
        \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\
    ---------------------------------------------------------------------------
        \1\ ``Building the Economy: Infrastructure Needs in Washington.''
    Association of Washington Business, 14 Jan. 2021, www.awb.org/reports-
    data/infrastructure-report/.
    ---------------------------------------------------------------------------
        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.
    ---------------------------------------------------------------------------
        \2\ ``ARTBA National Bridge Inventory: Washington.'' ARTBA Bridge
    Report, American Road & Transportation Builders Association,
    artbabridgereport.org/state/profile/WA.
    ---------------------------------------------------------------------------
        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.
    ---------------------------------------------------------------------------
        \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.
    ---------------------------------------------------------------------------
        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.
    ---------------------------------------------------------------------------
        \4\ ``Bicycle Friendly America Award Database.'' The League of
    American Bicyclists, www.bikeleague.org/bfa/awards#state.
    ---------------------------------------------------------------------------
        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.
    ---------------------------------------------------------------------------
        \5\ ``Building the Economy: Infrastructure Needs in Washington.''
    Association of Washington Business, 14 Jan. 2021, www.awb.org/reports-
    data/infrastructure-report/.
    ---------------------------------------------------------------------------
        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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